Ford Sierra
 |
| Manufacturer |
Ford Motor Company |
| Production |
1982–1993 |
| Assembly |
General Pacheco, Argentina
Genk, Limburg
Cologne, Germany
Dagenham, England[1]
Pretoria, South Africa (BG)
Valencia, Venezuela 1985–1993 |
| Predecessor |
Ford Cortina Mark V
Ford Taunus TC3 |
| Successor |
Ford Mondeo |
| Class |
Mid-size car |
| Body style |
2-door pickup/ute
3-door notchback/liftback
5-door notchback/liftback
4-door saloon
5-door estate |
| Layout |
Front-engine, rear-wheel drive / four-wheel drive |
| Engine |
1.3 L I4 SOHC
1.6 L I4 SOHC
2.0 L I4 SOHC
2.0 L I4 DOHC
1.6 L I4 CVH
1.8 L I4 CVH
2.3 L V6 OHV
2.8 L V6 OHV
2.9 L V6 OHV
5.0 L V8 OHV (South Africa only)
1.8 L I4 SOHC Turbodiesel
2.3 L I4 OHV Diesel |
| Transmission |
3-speed automatic
4-speed automatic
4-speed manual
5-speed manual |
| Wheelbase |
102.7 in (2,609 mm) |
| Length |
178.4 in (4,531 mm) |
| Width |
68 in (1,727 mm) |
| Height |
53.8 in (1,367 mm) |
| Related |
Ford Scorpio
Ford P100 |
The Ford Sierra is a large family car that was built by Ford Europe from 1982 until 1993. It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni".
First unveiled on 22 September 1982[2] and with sales beginning on 15 October 1982,[3] it replaced the Ford Cortina. Its aerodynamic styling was ahead of its time and as such, many conservative buyers (including company car drivers) did not take fondly to the Ford Cortina's replacement.
It was mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Argentina, Venezuela, South Africa and New Zealand.
The Sierra was the 1983 Semperit Irish Car of the Year in Ireland.
Ford Sierra three-door hatchback (pre facelift) showing lights & grille
Ford Sierra five-door hatchback (post facelift) showing revised range-wide lights & lack of grille
The first Ford vehicle to have the bold new "aero" look styling was the 1981 Ford Probe III concept car. The good reception this received encouraged Ford's management to go ahead with a production car with styling almost as challenging. This "aero" look influenced Fords worldwide: the 1983 Ford Thunderbird in North America introduced similar rounded, flowing lines, and some other new Fords of the time adopted the look.
By September 1981, it had been confirmed that the Cortina's replacement - still a year away - would be marketed as the Sierra.[4]
The aerodynamic features of the Sierra were developed from those first seen in the Escort Mark III—the "Aeroback" bootlid stump was proved to reduce the drag coefficient of the bodyshell significantly, which was a class leading Cd0.34 at its launch,[5] though not as good as the Cd0.22 of the visually similar Ford Probe III concept car of the previous year, and also behind the contemporary third generation Audi 100 that was unveiled the same year - the first production car to get below the Cd0.30 barrier with an impressive figure of Cd0.28. The aerodynamic styling of the Sierra would later be seen in North America's Ford Taurus.
At first, many found the design blob-like and difficult to accept after being used to the sharp-edged, straight-line styling of the Cortina, and it picked up nicknames such as "Jellymould" and "The Salesman's Spaceship" (the latter thanks to its status as a popular fleet car in the United Kingdom). Sales were slow at first - the situation being exacerbated by heavy discounting by Ford dealers of surplus Cortina stock in 1983. It was later in the Sierra's life that the styling began to pay off; ten years after its introduction, the Sierra's styling was not nearly as outdated as its contemporaries, even though all major competitors were newer designs, although the Sierra had been tweaked on several occasions. The most notable changes came at the start of 1987, with a major facelift and the addition of a Sapphire saloon. As other manufacturers adopted similar aerodynamic styling, the Sierra looked more normal.
Early versions suffered from crosswind stability problems, which were addressed in 1985 with the addition of "strakes" (small spoilers), on the rear edge of the rubber seals of the rear-most side windows. These shortcomings saw a lot of press attention, and contributed to early slow sales. Other rumours that the car hid major crash damage (in part true, as the new bumper design sprung back after minor impact and couldn't be "read" to interpret major damage) also harmed the car's reputation. This reached near-hysterical heights at one point with UK press making a report that Ford would reintroduce the previous Cortina model out of desperation or import the American Ford Taurus to Europe. However, these reports were swiftly denied by Ford.
At its launch some of the Sierra's external styling differed depending on the specification. In place of the model's regular 2-bar grille, which was unpainted on the lowest specification model, the Ghia featured a narrower blanked-off grille between wider, but still inset, headlights while the front bumper was also restyled and featured combined indicator/foglight units compared to the lower specification model's slimmer but wider indicator units. The XR4i had an identical front end to the Ghia, bar the bumper which was slightly different. The rear lights of the Ghia were the same shape and layout as other models, but featured tiny horizontal strakes on the lenses to give the impression that they were smoked. A couple of years later all the lower spec models adopting the Ghia and XR4i's front grille and headlight treatment.
In 1987 the Sierra was facelifted. The front end was completely revised, with the biggest difference seeing the indicators now positioned above the bumper and to the side of a new headlight design, and while the grille again remained blanked-off UK versions of the newly introduced saloon bodystyle, badged Sierra Sapphire, featured a unique shallow black grille between the headlights. That apart, all specifications of the Sierra now shared a common front end, compared to the car's original styling. The rear lights were slightly altered. This facelift made the Sierra look more normal.
The XR4x4 was now based on the 5-door hatchback bodystyle and featured different front and rear body-coloured bumper styling, along with wider side rubbing strips. The RS Cosworth was now based on the newly introduced saloon bodystyle and featured another style of front bumper as well as the black grille which was only found on UK versions of the saloon bodystyle.
From 1988 a Sierra-based pickup called the P100 was produced in Portugal for the European market.
It was narrowly beaten to the European Car of the Year award by the Audi 100.[6]
The Sierra was Ford's answer to the similar-sized Opel Ascona, which had been launched a year earlier with front-wheel drive and a hatchback bodystyle. Unusually in its sector by that time, the Sierra was still rear-wheel drive. It was a strong competitor for other rivals of the early 1980s, including the Talbot Alpine, Peugeot 505 and Morris Ital and the Citroën BX, but later in its life it had to compete with the Austin Montego (1984), Peugeot 405 (1987) and Opel Vectra (1988).[citation needed]
Ford Sierra estate, with original aero design, and front panel of higher-specification models
1993 Ford Sierra Sapphire, a the four-door saloon model that was added to the range in 1987, showing the grille latterly introduced to the front panel (on all body styles)
In another departure from tradition, the Sierra was initially unavailable as a saloon. At its launch it was available as a 5-door hatchback and a 5-door estate, and from 1983 as a 3-door hatchback. Until the launch of the Orion in 1983, the larger and more expensive Granada was the only saloon-bodied car available in the European Ford range.
During the life of the car, two different styles of 3-door body were used; one with two pillars rear of the door, looking very much like a modified 5-door frame, as used on the high-performance XR4i; and a one-pillar design used on standard-performance 3-door hatchbacks and also at the other end of the scale as the basis for the very high-performance RS Cosworth. At the time of the car's launch, both styles were already envisaged, and a demonstration model with one style on either side was displayed at a Sierra design exhibition at the Victoria and Albert Museum in London.
The Ford Cortina had been manufactured in saloon and estate bodystyles but after the switch to the Sierra, combined with the redesign of the Escort to Mark III level in 1980 and the introduction of the Granada Mark III in 1985, Ford had changed its saloon-based line-up into a hatchback-based one.
The company launched the Ford Orion in 1983 to fill the gap in the saloon range between the late Cortina and the new Sierra. Ford found that customers were more attached to the idea of a saloon than they had expected, and this was further addressed in 1987 by the production of a saloon version of the Sierra. In the UK, this model was called the Ford Sierra Sapphire. This differed from the other Sierra models in having a traditional black grille, which only appeared in right hand drive markets. The 3-door Sierra was dropped in the UK in 1985, although the Cosworth version continued. Production of the 3-door Sierra continued in Europe, including after the Sierra range was given a facelift in 1987. The remodelled 3-door was never offered in the UK, having been withdrawn in 1984.
The Sierra was available with a wide range of engines:
1300, 1600 and 2000 engines all have a 4-speed manual gearbox; a 5-speed manual gearbox was optional with 1600 and 2000 engines, and standard with the 1600 Economy engine, the 2300 and 2300 Diesel. An optional 3-speed automatic transmission was available with 1600, 2000 and 2300 engines.
Sporting models utilized the 2.8 / 2.9-litre V6 engines coupled to a four-wheel-drive system (GLS4X4/XR4x4) and, more notably the well known Cosworth model which was powered by a turbocharged 16-valve 4-cylinder engine known as the YB which was based on the Ford 'Pinto' block. The Ford Sierra Cosworth was first introduced in 1985 as a three-door hatchback, with a 2-litre DOHC turbo engine producing 204 PS (150 kW; 201 hp). At the time Ford wanted to compete in group A touring cars and therefore eligible to produce a limited run of 10% of the initial production, therefore this would be 500 cars. this was known as an 'evolution' model. Ford employed Tickford to help with the development. The Sierra RS500 as it was known sported a small additional rear spoiler, and larger front chin spoiler, extra cooling ducts for the engine, brakes and intercooler. Under the bonnet a larger turbo and intercooler was fitted along with an extra set of injectors, so instead of the standard four injectors it was built with eight, although in road trim these extra injectors did not function. These modifications produced 225 PS (165 kW; 222 hp) in road trim and around 550 hp (410 kW) in race trim. They were very successful in motorsport[citation needed] and are highly tunable road cars with a very large following.
In 1987, Ford introduced a four-door saloon (marketed in the UK as the Sierra Sapphire), which was sold alongside the hatchback and estate until the Sierra was replaced by the Mondeo in early 1993. The last Sierra rolled off the production line in December 1992.
In South Africa, the Sierra range featured both the hatchback and station wagon and production began at the Silverton (Pretoria) plant in 1985/6. The restyled Sierra range differed from its European equivalent by featuring the traditional black grille of the Sierra Sapphire sedan (known simply in South Africa as the Sapphire) on the hatchback and wagon. (Later, the grille would feature on these models in Europe.)
Versions sold in South Africa were available with 1.6 (Kent engine) and 2.0 (pinto) 4-cylinder, 2.3 V6 (Cologne) or 3.0-litre V6 (Essex) petrol engines. While the Cortina MkV in South Africa had retained the old 3.0 V6 Essex engine, the Sierra was initially given the new 2.3 V6 Cologne motor, this being fitted to the top of the line model only. However, owing to the low cost of petrol, and the popularity of the old Cortina XR6, a Sierra XR6 was launched in 1986/7, featuring the old Essex, initially producing 103 kW (138 hp).
Versions were LX, GL and GLX, the Ghia trim level was not available for the South African market except on the Ford Sapphire, the sedan version and the Ford Falcon.
As the 2.8/2.9 Cologne was never launched in South Africa, the venerable and popular Essex V6 remained the best normal production engine fitted to the Sierra. At the top of the range, the 2.3 GLS quickly gave way to a 3.0 GLX flagship model (producing less power but more torque than the XR6) and that was the end of the Cologne in South Africa, even the station wagon receiving the 3.0 V6 Essex. By 1985, the Sierra had become the largest Ford model, following the demise of the Granada.
Towards the end of its production life, the Essex was modified again - the standard carb version tuned to produce 110 kW (150 PS; 148 hp) from 1991 to 1993, while a fuel-injected version was available from 1992 to 1993. Fitted to the Sierra as the 3.0i RS (replacing the XR6) and to the Sapphire sedan as the Sapphire Ghia (replacing the 3.0 GLX), the fuel-injected Essex put out around 117 kW (157 hp) and was the most powerful Sierra/Sapphire version sold in South Africa, excluding the small number of XR8s built for homologation purposes (see next paragraph).
Uniquely, the South African market also saw the introduction of a 5.0L XR8 between 1986 and 1988. A limited number of 250 Sierras were made for the purposes of homolgation, as this model was the premier Ford used in Group A racing. The XR8 was fitted with the 302ci engine from the US Ford Mustang, and the Borg Warner T5 heavy duty transmission. Front brakes were AP Racing 4-piston calipers on 280 mm discs.
The 1.6 Kent continued almost unchanged during the 9 year life of the Sierra/Sapphire, while the 2.0 Cologne was revised several times, being fitted to the Sierra 2.0 GL and GLE and later to the stripped down Sierra 2.0 LX and Sapphire 2.0 GL and GLE models. It eventually even received fuel injection in the Sapphire 2.0GLi, boosting the power from 77 kW (103 hp) to 85 kW (114 hp).
The Sierra was eventually replaced in South Africa by the Telstar in 1993. Samcor, which assembled Ford models under license after Ford had divested from the country, was already assembling the smaller Laser and Meteor, alongside the Mazda 323, on which they were based, as well as an earlier version of the Mazda 626. The Telstar was finally replaced by the Mondeo in 1998.
Whereas British buyers rued the absence of a saloon version of the Sierra, in New Zealand, it was the absence of an estate (a "station wagon" there) that customers missed, when Ford New Zealand replaced the Cortina with the Ford Telstar range. This led to Ford importing CKD ("completely knocked down") kits of the Sierra wagon for local assembly in 1984. The wagon was offered in 1.6- (base) and 2.0-litre "L" and "Ghia" models initially, and proved to be a strong seller. In one month in 1987, the facelifted Ford Sierra, by then a single station wagon model, was the country's top-selling car range.[7]
However, Ford cancelled the Sierra once Mazda, which developed the Telstar, could offer a station wagon. The Telstar wagon, while popular, never reached the Sierra's heights, especially its competition successes overseas. Further reasons could be customers' knowledge of the Telstar's Japanese roots, and that the equivalent Mazda 626 wagon offered a considerably longer warranty at a similar price.
Relative rejection of the Telstar forced Ford to import completely built-up (CBU) premium models built in Genk, Belgium from 1990: the Sierra 2.0 GLX Wagon, the Sierra Sapphire 2.0 Ghia and the XR4×4 were part of this range. The advertising copy read, "Introducing the new car that needs no introduction." However, a relatively high price did not help – the Wagon began at over NZ$31,000 – and production errors in the launch brochure showed cars with no steering wheels. Furthermore, any marketing boosts Ford could have gained through Group A touring car racing were over with the Escort Cosworth becoming the company's standard-bearer in competition (and the Escort, meanwhile, was absent from the New Zealand market).
The Sierra was withdrawn from the New Zealand market in 1992, and it would be another five years before its European successor the Mondeo would arrive there. Sierra Cosworth's remain sought after performance cars.
By contrast, the Sierra was never sold in Australia, as there was less demand for a medium-sized wagon than in New Zealand, although the RS Cosworth/RS500 was used in the Australian Touring Car Championships from the late 80's and early 90's.
In South America, the Sierra was produced in Argentina and Venezuela. In Argentina, it was offered in three and five-door hatchback and station wagon body styles. The facelifted post-1987 model was built in Venezuela, but not in Argentina until 1989, where the range continued with a Merkur XR4Ti-like grille until 1991 for XR4 and 1992 for four-door models, when it was replaced by the Volkswagen Santana-based Galaxy. The 1.6 L was offered in GL model only, LX, Ghia, Ghia SX and XR4 were based in a 2.3 engine with some differences. Some Ghia models also featured automatic transmission as an optional. The station wagon was called the Sierra Rural—"Rural" being used for station wagons in Argentina in the same way "Turnier" is used in Germany.
GL model was the base model replaced by the LX with same equipment. XR4 was replaced by the 4-door Ghia SX.
Main article:
Merkur XR4Ti
1985 Merkur XR4Ti, showing front panel also used by pre-facelift Ghia models, and the three-door XR4's unusual combination of short side doors from a five-door model, with the five-door model's rear quarterlight
In the USA, the Ford Sierra and the Ford Scorpio were offered under the failed Merkur brand. The Sierra was imported as a three-door only, and called the XR4Ti (similar to sub-model designations in other markets). The Sierra name was not used by Ford in the US; the market had already seen the similar-sounding Oldsmobile Ciera, and the Sierra name was used and trademarked by General Motors Corporation from the 1970s as a trim level on its pickup trucks and because it would have interfered sales of the similarly-sized, American-made Ford Taurus. As of 1999, GM markets the GMC Sierra as a separate nameplate from the GMC C/K, the Sierra's predecessor.
The car was offered from the start of the Merkur brand in 1985 until 1989. It was equipped with a 2.3 L variant of the SOHC "Lima" engine, equipped with a turbocharger and fuel injection but no intercooler.
The Merkur brand is claimed to have been a commercial flop. The reasons vary. Safety and emissions regulations in the U.S. forced Ford to make costly modifications, resulting in relatively high prices. Exchange rates also fluctuated too frequently. Moreover, since Merkurs were sold at Lincoln–Mercury dealers, many customers were more attracted towards Mercury models because of their lower prices.
Unlike many of its rivals, the Sierra retained rear-wheel drive, albeit with a modern, fully independent rear suspension, departing from the Cortina's live axle.
In the beginning the Sierra used engines and transmissions from the Taunus / Cortina. The engines were of two types, the SOHC Ford Pinto engine in 1.3, 1.6, 1.8 and 2.0 L displacements, and the OHV Cologne V6 engine (in 2.3, 2.8, and 2.9 L capacities). Towards the end of the 1980s due to tightening emission standards, the Pinto engine began to be phased out-the 1.8 in 1988 replaced by a 1.8 CVH, the 2.0 in 1989, replaced with the Ford I4 DOHC engine and the 1.6 in 1992, replaced by the 1.6 CVH first seen in the Escort in 1980, described as a "CFi", a single point fuel injection system with a catalytic converter.The 2.9 L Cologne engine was available in the Sierra XR4x4 and the Sierra Ghia. Models with the 2.0 L and Cologne V6 engines had an option of a limited slip differential. Models built until 1989 used the type 9 gearbox that had been used in the Cortina, with the exception of 2WD Cosworth models that used the T5. The T5 had several variations, most were internal. This was basically the same transmission used in the Ford Mustang. The .80 overdrive gears were the weak link. It was later superseded by the MT75 unit (for DOHC, 4X4 and V6 models). All Sierras had rear drum brakes, except sporting models (2.0iS (some), 2.0 GLX & GLS, XR4x4, Sierra Cosworth, other special/sporting models inc 2.0i 4x4) and models with anti-lock brakes. American versions meanwhile were sold only with a 2.3 L four-cylinder turbocharged version of the Pinto engine.
The Sierra also had a diesel option on the engine, namely at launch the 2.3 L normally aspirated 67 PS (49 kW; 66 hp) diesel made by Peugeot. This engine was also used in contemporary Granadas and whilst reliable and economical it made an unrefined, noisy and very slow vehicle, but remained a popular option for Taxi firms. This was later superseded in 1990 by a 1.8 L turbocharged powerplant of Ford's own design which offered better response times and slightly more power.
1987 Ford Sierra RS500 Cosworth
In 1983, the high-performance XR4i version was introduced. It utilised the same 2.8 L Cologne engine as used in the Ford Capri 2.8 Injection of that era and sported a restyled version of the 3-door Sierra bodyshell. The double rear spoiler and curious multi-pillared rear windows were considered over-styled by some prospective buyers, and the car never achieved the cult status of the smaller Fiesta XR2 and Escort XR3i. A version of the XR4i with a 2.3 L turbocharged engine was sold in the United States as the Merkur XR4Ti. The XR4Ti was raced in Europe, most noticeably by Andy Rouse who used one to win the 1985 BTCC.
In South Africa, there was a 3.0 L V6 version, called the XR6, also made in South Africa was a limited run of 250 V8 XR8s for saloon car racing homologation in 1984. These were based on the Ford Windsor 302 engine.
In 1985 the XR4i was replaced by the XR4x4, which was based on the five-door hatchback, had four-wheel drive and was powered by the same 2.8 L V6 engine. By the end of its production in 1990, 23,540 had been produced. From 1990 to 1993 the XR4x4 was available with both the revised 2.9EFi and 2.0 DOHC EFi engines. The XR4i also made a reappearance (as a badging exercise) in 5-door form but with the DOHC 2.0 engine instead of the V6.
In 1989, Ford nodded towards its past and created the Sierra 2.0i 2000E, a model name used with limited success on the Mk3 Cortina. The Sierra 2000E had two-tone metallic paint, alloys, light grey leather interior, and a trip computer in addition the standard features on the 'Ghia' models. It was only available in saloon form and a limited number of models were sold between 1989 and 1991. Ford used this to showcase the new DOHC twin cam engine which was also released in 1989.
In Argentina the non-injected XR4 model was equipped with the Taunus 2.3 engine and was produced between 1986 and 1991. In this market the most direct rival was the Renault Fuego 2.2.
In July 1986, a special version called the Ford Sierra RS Cosworth was launched, using the 2.0 OHC bottom end with a 16V DOHC cylinder head specially developed by Cosworth. With the Cosworth Garret T3 turbocharger and intercooler setup the engine produced 204 PS (150 kW; 201 hp). It was designed by Ford's Special Vehicle Engineering (SVE) group and made in Ford's Genk factory in Belgium for use in group A. It was based on a three-door Sierra with the dashboard from the Merkur XR4Ti. The car was available in only white, black or Ford's 'Moonstone Blue' and only 5545 were made.
In 1987, a 225 PS (165 kW; 222 hp) Sierra Cosworth, the RS500, was sold alongside the regular version. Only 500 were produced as the minimum number of road-going cars required to meet with newly introduced homologation racing rules, allowing it to compete in evolution form for group A racing. The car was modified by the Tickford Engineering Company in conjunction with Ford. Revisions included uprated brakes and larger brake cooling ducts and modified front and rear spoilers (a second smaller rear spoiler was added beneath the large "whale-tail"), a modified front bumper to allow extra cooling for a larger intercooler, as well as various engine upgrades including a larger turbocharger and a second fuel rail (which did not operate on road models). Race outputs were as high as 550 bhp (410 kW; 558 PS), in which the Sierra dominated group A series around the world.
Racing versions of the Cosworth were highly successful in European and World touring car racing throughout the late 1980s and early 1990s', and the RS500 helped Ford to win the manufacturer's title in the 1987 World Touring Car Championship. Ford was forced to fall back on the Sierra for rallying from 1987, after the banning of the Group B formula. With only rear-drive, the Sierra struggled to compete on looser surfaces but was very quick on asphalt, Didier Auriol winning his first World Championship rally in a Sierra in Corsica, 1988. It was replaced by the 4x4 Sapphire version from 1990, which never managed to win a World Championship event but became a popular and successful car in national championships. The Sierra was replaced by the Escort Cosworth in 1993.
In 1988, a new Cosworth was produced which was based on the Sierra Sapphire saloon. 13,140 were produced until it was replaced in 1990 by a four-wheel-drive version, the Sierra Sapphire RS Cosworth 4x4, of which 12,250 were built. Its replacement came in the form of the Escort RS Cosworth which appeared in 1992, which used a shortened and developed version of the Sierra platform and running gear but clothed with an Escort-esque bodyshell and the return of the whale-tail spoiler.
Turbocharged versions of the Sierra were also available as post-production models from companies like Janspeed and, most notably, from Turbo Technics. The XR4x4 2.8 was available with a range of aftermarket kits pushing power from 150 PS (110 kW; 148 hp) to over 200 hp (149 kW). The 2.9 got a twin-turbo setup, available with variants up to 280 hp (209 kW). Even the DOHC version got a single turbo kit, of which only a small number were made. Turbo Technics even sold their own pre-prepared Sierra known as the Minker; only a handful were ever produced, as they cost significantly more than Ford's own RS Cosworth.
In Finland, tax laws made the 1.3 L-engined Sierra an attractive business car in the mid 1980s. A number of these underpowered engines were turbocharged by local Ford dealers in order to gain 2.0 L engine power with 1.3 L tax fees to the owner of the vehicle. The 1.6 L and 2.0 L OHC engines were also turbocharged. Some of these "Stockmann Turbo" Sierras, called so after a major dealer that made the conversions, are still running today.
After the major facelift of 1987, and the introduction of the DOHC engines in 1989, further changes to the Sierra were superficial. Some detail styling changes were made in 1990, when the dashboard styling was freshened up, the front was given clear-lensed indicators, the rear given smoked rear lamp lenses, the steering wheel redesigned and a new front grille was added, together with fuel injection as standard, 15-inch wheels and rear disc brakes. A further revision to the dashboard which saw a new instrument binnacle (similar in style to the 1990 Escort/Orion) along with colour and trim upgrades for the 1992 model year was the final change. UK production of the Sierra ceased, with right hand drive production moving to Belgium.
By the early 1990s, however, it had become clear that the Sierra had fallen out of step technologically against modern Japanese rivals which offered multi-valve engines and multi-link rear suspension. All of these features appeared on the Sierra's replacement, the front-wheel-drive Mondeo, which was unveiled at the end of 1992 and launched the following March.
The Sierra is the tenth most popular car to have been sold in Britain, with 1,299,993 units having been sold.[8] The first Sierras were sold in October 1982, and stocks lasted for around two years after the end of production - with more than 200 models being sold in 1994 and at least one example being sold in 1995 (in February as an M-registered model).[citation needed]
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