Ford Sierra XR4i......30 years on.
Discussion
Although Ford registered some cars in February 1983 for brochure and photographic use, notably the GJN, JNO reg numbered cars, the Press Fleet JVX**Y final spec cars were registered on this day 1983.
These cars were then run in and evaluated by the British press with articles printed from April onwards.
I have owned a 1984 MY (Late 83 Registered car)for 28 years! and it is currently undergoing a minor restoration/recommissioning having been off the road for 7 years, the plan is to show the car for this anniversary, which is also the 30th year of the XROC.
To say these cars are dear to my heart is a understatement, my car will never be sold, and even if it meant selling our TVR Tamora to keep the 4i living that is what will happen.
There is not a lot i don`t know about the Sierra XR4i, so to celebrate, what is in effect its 30th birthday, i thought i would do a write up on its history, for those of you who are interested,some of you might not even have been born
The Ford Sierra family car was announced in 1982, with the car going on sale in the autumn of that year, it was to replace the much loved but visually dated Cortina range.
Bob Lutz, who was Ford Of Europe's resident petrol head in the early 80`s conceived the idea of a "Super Sierra" after seeing the Probe III concept car of 1981.
His ideas, included a special 3 door, 6 window (later to be known as 6 light!)body shell, and as many of the Probe features as possible.
It had to have the performance to match this Futuristic look( 120/125 MPH and a sub 9 second 0-60 sprint) he was also keen to have the Cologne 2.3 V6 engine with Bosch K-Jetronic a new 5 speed gearbox and of course be RWD.
By the summer of 1982 the prototypes with this power train were not performing, mainly due to lack of torque, and to cut a long story short the 2.8i engine from the Granada and,the then new, Capri 2.8i was quickly engineered to match the chassis of the newly named Sierra XR4, the i for injection was added later, but it was to late to stop the production of the 10000 pieces of glass for the "6 light shell" which had "XR4" printed into them.
The very luke warm reception of the Sierra range, when it went on sale, was a major concern for Ford, they hoped the XR4i would give a "Halo" effect for the rest of the range. The launched included TV adverts with the Chariots fire music,press adverts "Man and high performance machine in perfect harmony" and launch photographs taken at Silverstone, and to highlight
the "future" with the Space shuttle.
The Sierra XR4i shouted performance, and in a straight line it accelerated to 60 in less than 8 seconds and passed the ton in 22secs, no other 5 seater hatchback/coupe could live with it at the launch price of £9170. Ironically its closest competitor was its stable mate the Capri, which due to slightly different gearing was marginally slower (source Autocar, Motor, Car magazines )
As for maximum speed, Autocar achieved 128 mph on the Millbrook banked circuit,A German press car, 132 mph on a Autobahn, and a mad Italian hit 137 on a downhill section of Auto strada leaving a Alfa GTV6 trailing a few MPH behind in the process.
Fuel consumption? 22/25 mpg,which was acceptable for oomph available.
With a suspension set up similar to "lesser" Sierras it was no sports car, although it had Gas dampers,uprated coil springs, together with front and rear anti roll bars, the handling and ride were good, but not in a "hot hatch" or Sports car league.
Most of the press cars were loaded with options like Electric windows,central locking, sunroof,headlight washers,trip computer or heated seats, these could add up to £1000 to the list price, strangely the desirable PAS was not fitted to any of the JVX cars.
Launch colours were,Diamond White,Cardinal Red,Black,Caspian Blue, and Strato Silver, Graphite Grey was a rare factory order normally available in Europe only.
WHAT THE PRESS SAID
Comments were generally favourable,again highlighting the cars excellent performance,
Auto car said "it would take a very fast car indeed to out accelerate the XR4i"
"Fastest Ford but no sports car"
Motor, "The 2.8 V6 fitted with Bosch K-Jetronic develops 150BHP @5700rpm and 160 lb ft @ 3800 rpm this sufficient to propel the XR4i to 130.8 mph"
"Overall the XR4i is a very desirable package with few flaws"
After all the hype, how did it sell? Slowly was the answer,the first customer cars were delivered in late May 1983, and a lot of buyers wanted to wait for the "status" of the new A registration.By the Autumn of 83 the public had made its mind up on the cars styling,you were either young and loved it or middle aged and loathed it.The only changes for 84 were a change in steering wheel, different stereo, and the standardisation of the mid 83 recall to help with the gearbox selection problem this also said goodbye to the famous red gearknob.
For 1985 most of the options list was made standard,and the piping around the car was toned down.Talk of a minor re engineering programme of 15" Alloys, Lsd,rear disc brakes, uprated suspension and a Turbo option never materialised and the writing was on the wall, and after approx 18000 sales Europe wide it was quietly dropped, to be replaced by the sober suited Sierra 2.8 XR4x4 5door and the 2.0iS.However if you wanted a faster Ford you had to wait until 1986 and the £15995 Sierra RS Cosworth!
And Finally my 4i
These cars were then run in and evaluated by the British press with articles printed from April onwards.
I have owned a 1984 MY (Late 83 Registered car)for 28 years! and it is currently undergoing a minor restoration/recommissioning having been off the road for 7 years, the plan is to show the car for this anniversary, which is also the 30th year of the XROC.
To say these cars are dear to my heart is a understatement, my car will never be sold, and even if it meant selling our TVR Tamora to keep the 4i living that is what will happen.
There is not a lot i don`t know about the Sierra XR4i, so to celebrate, what is in effect its 30th birthday, i thought i would do a write up on its history, for those of you who are interested,some of you might not even have been born
The Ford Sierra family car was announced in 1982, with the car going on sale in the autumn of that year, it was to replace the much loved but visually dated Cortina range.
Bob Lutz, who was Ford Of Europe's resident petrol head in the early 80`s conceived the idea of a "Super Sierra" after seeing the Probe III concept car of 1981.
His ideas, included a special 3 door, 6 window (later to be known as 6 light!)body shell, and as many of the Probe features as possible.
It had to have the performance to match this Futuristic look( 120/125 MPH and a sub 9 second 0-60 sprint) he was also keen to have the Cologne 2.3 V6 engine with Bosch K-Jetronic a new 5 speed gearbox and of course be RWD.
By the summer of 1982 the prototypes with this power train were not performing, mainly due to lack of torque, and to cut a long story short the 2.8i engine from the Granada and,the then new, Capri 2.8i was quickly engineered to match the chassis of the newly named Sierra XR4, the i for injection was added later, but it was to late to stop the production of the 10000 pieces of glass for the "6 light shell" which had "XR4" printed into them.
The very luke warm reception of the Sierra range, when it went on sale, was a major concern for Ford, they hoped the XR4i would give a "Halo" effect for the rest of the range. The launched included TV adverts with the Chariots fire music,press adverts "Man and high performance machine in perfect harmony" and launch photographs taken at Silverstone, and to highlight
the "future" with the Space shuttle.
The Sierra XR4i shouted performance, and in a straight line it accelerated to 60 in less than 8 seconds and passed the ton in 22secs, no other 5 seater hatchback/coupe could live with it at the launch price of £9170. Ironically its closest competitor was its stable mate the Capri, which due to slightly different gearing was marginally slower (source Autocar, Motor, Car magazines
)As for maximum speed, Autocar achieved 128 mph on the Millbrook banked circuit,A German press car, 132 mph on a Autobahn, and a mad Italian hit 137 on a downhill section of Auto strada leaving a Alfa GTV6 trailing a few MPH behind in the process.
Fuel consumption? 22/25 mpg,which was acceptable for oomph available.
With a suspension set up similar to "lesser" Sierras it was no sports car, although it had Gas dampers,uprated coil springs, together with front and rear anti roll bars, the handling and ride were good, but not in a "hot hatch" or Sports car league.
Most of the press cars were loaded with options like Electric windows,central locking, sunroof,headlight washers,trip computer or heated seats, these could add up to £1000 to the list price, strangely the desirable PAS was not fitted to any of the JVX cars.
Launch colours were,Diamond White,Cardinal Red,Black,Caspian Blue, and Strato Silver, Graphite Grey was a rare factory order normally available in Europe only.
WHAT THE PRESS SAID
Comments were generally favourable,again highlighting the cars excellent performance,
Auto car said "it would take a very fast car indeed to out accelerate the XR4i"
"Fastest Ford but no sports car"
Motor, "The 2.8 V6 fitted with Bosch K-Jetronic develops 150BHP @5700rpm and 160 lb ft @ 3800 rpm this sufficient to propel the XR4i to 130.8 mph"
"Overall the XR4i is a very desirable package with few flaws"
After all the hype, how did it sell? Slowly was the answer,the first customer cars were delivered in late May 1983, and a lot of buyers wanted to wait for the "status" of the new A registration.By the Autumn of 83 the public had made its mind up on the cars styling,you were either young and loved it or middle aged and loathed it.The only changes for 84 were a change in steering wheel, different stereo, and the standardisation of the mid 83 recall to help with the gearbox selection problem this also said goodbye to the famous red gearknob.
For 1985 most of the options list was made standard,and the piping around the car was toned down.Talk of a minor re engineering programme of 15" Alloys, Lsd,rear disc brakes, uprated suspension and a Turbo option never materialised and the writing was on the wall, and after approx 18000 sales Europe wide it was quietly dropped, to be replaced by the sober suited Sierra 2.8 XR4x4 5door and the 2.0iS.However if you wanted a faster Ford you had to wait until 1986 and the £15995 Sierra RS Cosworth!
And Finally my 4i
Thanks for the replies.
I have found some of the old prototype drawings for your viewing
And this one dated June 1980, the same time as the Probe III Concept was shown to Ford hiarchery.Note the rear spoiler a similar one found its way onto the back of a Turbo Technics converted XR4 in 1984/5.
I have found some of the old prototype drawings for your viewing
And this one dated June 1980, the same time as the Probe III Concept was shown to Ford hiarchery.Note the rear spoiler a similar one found its way onto the back of a Turbo Technics converted XR4 in 1984/5.
Edited by T66ORA on Monday 11th March 18:54
s m said:
I've got some of the original test articles on the Turbo ones if you're interested and want me to scan them in chap?
What ones have you got?I have Autocar, Fast lane, Whatcar, mags covering the TT 200,
Motor TT 230,
Motor,CCC,Motor Sport,on Janspeed
Plus XR4x4T boring stuff
If you have anything different i would like a copy cheers.
SIERRA XR4i Turbo.
Those of you who have tried to conventionally tune a Cologne 2.8 V6, will know you that you are "flogging a dead horse" when it comes to decent power increases.
The engine it replaced the Essex V6 found in Capri/Grananda was a bit better, this engine powered the Ford X-Pack 3 Ltr S Capris of the late 70s.
When tuned the power went from a standard 138 bhp and 174lb ft of torque to an impressive 175bhp/194lb ft,torque was always a Essex strong suit, the Cologne, especially lower down the rev range was far inferior.
Performance Car Magazine back in 1984,set about tuning a standard XR4i reg no A401 MHK, that magazines engine guru, the much respected Gerald Sauer, and the equally talented Dave Martin from Swaymar Engineering, produced, what is said to be, the most powerful naturally aspirated road friendly 2.8i engine ever produced.That engine had dyno proven 180.2bhp To get to that figure, the pair extensively modified the engine, it included, a Kent cam to RS2600 spec, 3 into 1 exhaust manifolds, free flowing exhaust, and for the first time on a road going Cologne V6 specially fabricated 6 port cylinder heads, the originals are Siamesed plus a 10.5:1 compression ratio and other tweeks! Unfortunately no torque figures were quoted for this spec, but 200lb ft was estimated.
The down side? Cost, to build a engine to this spec would have cost ££££ and the uptake low, no, the easiest and most cost effective way to more power would be forced induction.
( As a footnote Ford claimed 200bhp for the Rally NA 2.8i XR4x4 in Group A spec in 86/87)
First out of the blocks were "The go-faster masters" Janspeed, as early as September 83 they had a prototype ready for the motoring press.
Janspeed had been making Exhaust manifolds and systems for years, at the start of the 80s Turbocharging was the way forward and the Salisbury company were one of the first with after market conversions.
OWS 33Y was fitted with a American Rotomaster RM60 Turbo blowing intercooled air at 8psi to produce 200bhp @5000 rpm, this hastily prepared demo never performed as well as Janspeed expected and failed to break the 7sec 0-60mph mph dash.The cost of the engine conversion? £1750 plus the vodka an tonic, including fitting.
New kids on the block were Northampton company Turbo Technics,founded by ex-Garrett engineer Geoff Kershaw in 1981, his first project was consulting with Ford Motorsport on the Escort XR3 Turbo project, a lot of that development went into the SVE conceived RS Turbo.
TT not surprisingly went down the Garrett route with there XR4i conversion, a single, much used T3,the boost was slightly lower than the Janspeed at 6.5psi, again the charge was intercooled and the standard compression ratio was retained, to give the same 200bhp at a higher 5500 rpm and 252 lb ft of torque 3800 rpm, standard gearing restricted maximum speed, so Kershaw offered a higher final drive as a option, but if you wanted acceleration, you kept the 3.62 diff.
The late 1984 price was just £1550 plus vat.
By the spring of 1985 TT had developed its ultimate 2 wheel drive single Turbo offering, called the 230TT, this conversation went a step further by fitting the engine with upgraded internals and a lower compression ratio to enable a higher 9.5psi of boost, it also had a switch able boost facility, low gave the standard 200 brake, high gave, as its named suggested, 230 bhp and 272 torques! It was all a little bit to much for the RWD chassis, what this power needed was 4WD, especially in the damp and wet, and petrolheads didn`t need to wait to long, the XR4x4 was weeks away, and by the end of the year TT would offer you 280bhp with twin turbos!
PERFORMANCE FIGURES
............XR4i.....PC180.....JANSPEED.....TT.....230TT
MAX...... 128......134..........140.5.......140.....140.7
0-60.......7.7......7.2...........7.3.........6.4......6.2
0-100.....22.1.....21.0.........19.5......16.0......16.7
As a benchmark Autocar tested a Sierra RS Cosworth in August 1986
The figures? 145 max,6.2 and 16.1 0-60/100 respectively.
Another interesting stat, in the same Autocar edition as the XR4iTT, the newly announced BMW M535i AKA the M5(well a bit like an M5) with 218bhp/229 lb ft was put through its paces.Results 143 max 0-60 7.4 0-100 19.5, the price just short of £18500.
Or have your 4iTT for transporting your family around and have an XR2 for your shopping trips and stick a grand away for fuel
Those of you who have tried to conventionally tune a Cologne 2.8 V6, will know you that you are "flogging a dead horse" when it comes to decent power increases.
The engine it replaced the Essex V6 found in Capri/Grananda was a bit better, this engine powered the Ford X-Pack 3 Ltr S Capris of the late 70s.
When tuned the power went from a standard 138 bhp and 174lb ft of torque to an impressive 175bhp/194lb ft,torque was always a Essex strong suit, the Cologne, especially lower down the rev range was far inferior.
Performance Car Magazine back in 1984,set about tuning a standard XR4i reg no A401 MHK, that magazines engine guru, the much respected Gerald Sauer, and the equally talented Dave Martin from Swaymar Engineering, produced, what is said to be, the most powerful naturally aspirated road friendly 2.8i engine ever produced.That engine had dyno proven 180.2bhp To get to that figure, the pair extensively modified the engine, it included, a Kent cam to RS2600 spec, 3 into 1 exhaust manifolds, free flowing exhaust, and for the first time on a road going Cologne V6 specially fabricated 6 port cylinder heads, the originals are Siamesed plus a 10.5:1 compression ratio and other tweeks! Unfortunately no torque figures were quoted for this spec, but 200lb ft was estimated.
The down side? Cost, to build a engine to this spec would have cost ££££ and the uptake low, no, the easiest and most cost effective way to more power would be forced induction.
( As a footnote Ford claimed 200bhp for the Rally NA 2.8i XR4x4 in Group A spec in 86/87)
First out of the blocks were "The go-faster masters" Janspeed, as early as September 83 they had a prototype ready for the motoring press.
Janspeed had been making Exhaust manifolds and systems for years, at the start of the 80s Turbocharging was the way forward and the Salisbury company were one of the first with after market conversions.
OWS 33Y was fitted with a American Rotomaster RM60 Turbo blowing intercooled air at 8psi to produce 200bhp @5000 rpm, this hastily prepared demo never performed as well as Janspeed expected and failed to break the 7sec 0-60mph mph dash.The cost of the engine conversion? £1750 plus the vodka an tonic, including fitting.
New kids on the block were Northampton company Turbo Technics,founded by ex-Garrett engineer Geoff Kershaw in 1981, his first project was consulting with Ford Motorsport on the Escort XR3 Turbo project, a lot of that development went into the SVE conceived RS Turbo.
TT not surprisingly went down the Garrett route with there XR4i conversion, a single, much used T3,the boost was slightly lower than the Janspeed at 6.5psi, again the charge was intercooled and the standard compression ratio was retained, to give the same 200bhp at a higher 5500 rpm and 252 lb ft of torque 3800 rpm, standard gearing restricted maximum speed, so Kershaw offered a higher final drive as a option, but if you wanted acceleration, you kept the 3.62 diff.
The late 1984 price was just £1550 plus vat.
By the spring of 1985 TT had developed its ultimate 2 wheel drive single Turbo offering, called the 230TT, this conversation went a step further by fitting the engine with upgraded internals and a lower compression ratio to enable a higher 9.5psi of boost, it also had a switch able boost facility, low gave the standard 200 brake, high gave, as its named suggested, 230 bhp and 272 torques! It was all a little bit to much for the RWD chassis, what this power needed was 4WD, especially in the damp and wet, and petrolheads didn`t need to wait to long, the XR4x4 was weeks away, and by the end of the year TT would offer you 280bhp with twin turbos!
PERFORMANCE FIGURES
............XR4i.....PC180.....JANSPEED.....TT.....230TT
MAX...... 128......134..........140.5.......140.....140.7
0-60.......7.7......7.2...........7.3.........6.4......6.2
0-100.....22.1.....21.0.........19.5......16.0......16.7
As a benchmark Autocar tested a Sierra RS Cosworth in August 1986
The figures? 145 max,6.2 and 16.1 0-60/100 respectively.
Another interesting stat, in the same Autocar edition as the XR4iTT, the newly announced BMW M535i AKA the M5(well a bit like an M5)
with 218bhp/229 lb ft was put through its paces.Results 143 max 0-60 7.4 0-100 19.5, the price just short of £18500.Or have your 4iTT for transporting your family around and have an XR2 for your shopping trips and stick a grand away for fuel
Edited by T66ORA on Tuesday 12th March 22:25
richb77 said:
T66ORA said:
For those of you interested in the Turbo Conversions, i will do a write up on the Janspeed and Turbo Technics conversions, including performance figs, later on. 
On a side note.I used to work with a guy in Northern California who had one. Except out there they where XR4Ti from the factory.
He loved the European Ford in America thing
.Andy Rouse won the BTCC with one.
Pedmeister said:
The XR3/3i's were awful frankly. Nasty, crude CVH engines that sounded like a bag of spanners.....If you drove one now, you would be very disillusioned!
Back in the early 80`s They were good cars, i had a carb 4 speed XR3, i bought it when i came back from the Falklands, it was 18 months old, it was chopped in for the 4i. Compared to the Capri and Mk 2 Escorts they felt so modern and drove very well, the older cars felt like tractors in comparison, including the 2.8i my mate had.The XR range sold very well, and were never as hard core as the RS cars, to say they were awful, is a bit wide of the mark IMO.
Well finally after 28 years i have bought a Turbo Technics conversion, its the T18 200bhp kit with a T064 Turbo, Intercooler,and all the assosiated hardware it came with a reconditioned Cologne 2.8 V6 as a bonus
My car is still undergoing its minor restoration at Southways Automotive, and should be ready by August hopfully, The TT conversion will probably be done over the winter.
Looking forward to it
My car is still undergoing its minor restoration at Southways Automotive, and should be ready by August hopfully, The TT conversion will probably be done over the winter.
Looking forward to it
gog440 said:
How rare/expensive are those turbo technics conversions?
Just an idle thought as I have just bought something equipped with a cologne (tvr 280)
Getting scarce fully completed, a few kits around with parts missing, to get one to fit a TVR wedge shape you would need a Capri Tickford type kit with Turbo fitted in front of the engine, TVR toyed with idea Turbocharging the V6, but decided on going the V8 route instead.Just an idle thought as I have just bought something equipped with a cologne (tvr 280)
s m said:
T66ORA said:
gog440 said:
How rare/expensive are those turbo technics conversions?
Just an idle thought as I have just bought something equipped with a cologne (tvr 280)
Getting scarce fully completed, a few kits around with parts missing, to get one to fit a TVR wedge shape you would need a Capri Tickford type kit with Turbo fitted in front of the engine, TVR toyed with idea Turbocharging the V6, but decided on going the V8 route instead.Just an idle thought as I have just bought something equipped with a cologne (tvr 280)
I thought i would bring this back to the top as my XR4i is 30 yrs old today.
It been an eventful 15 months for the car, the full story can be found over on readers cars.
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
It been an eventful 15 months for the car, the full story can be found over on readers cars.
http://www.pistonheads.com/gassing/topic.asp?h=0&a...
Should have posted this a while back, to mark the 30 yrs since the end of production.
In June 1985 the last Sierra 2.8 XR4i rolled off the production line at Genk.
The final spec saw most of the desirable 1983 options as standard at a list price of £10731. (Elect windows, central locking, tinted glass and sunroof)
The bright red piping on the body kit was replaced with a more refined? Burgandy/Cherry colour. The interior lost all the red inserts completely, new smaller rounded headrest and the loss of the "XR4" graphic on the back windows completed the minor makeover of the interior.
Ford Marketing did a survey of around 10000 owners of competitor's vehicles and ask them why they never bought the XR4i, the response confused them a little, because there was nothing specific they could put there finger on. The conclusion they drew was if it didn`t have a Ford badge on the back it may well have sold better.
Under the skin of the controversial body was a good car trying to get out, and today,love it or loath it, they have a cult following and prices on the rise.
The car was replaced by the XR4x4 which ran right up to 1992, but the "6 lite" 4i body shell stayed around till 1989 in Merkur XR4Ti and the Argentine XR4.
To quote a 1980s motoring weekly, "Bye bye Bi-plane.
In June 1985 the last Sierra 2.8 XR4i rolled off the production line at Genk.
The final spec saw most of the desirable 1983 options as standard at a list price of £10731. (Elect windows, central locking, tinted glass and sunroof)
The bright red piping on the body kit was replaced with a more refined? Burgandy/Cherry colour. The interior lost all the red inserts completely, new smaller rounded headrest and the loss of the "XR4" graphic on the back windows completed the minor makeover of the interior.
Ford Marketing did a survey of around 10000 owners of competitor's vehicles and ask them why they never bought the XR4i, the response confused them a little, because there was nothing specific they could put there finger on. The conclusion they drew was if it didn`t have a Ford badge on the back it may well have sold better.
Under the skin of the controversial body was a good car trying to get out, and today,love it or loath it, they have a cult following and prices on the rise.
The car was replaced by the XR4x4 which ran right up to 1992, but the "6 lite" 4i body shell stayed around till 1989 in Merkur XR4Ti and the Argentine XR4.
To quote a 1980s motoring weekly, "Bye bye Bi-plane.
Even the popular motoring press were slightly confused as to XR4i competitors.
If you take a launch price of £9170 in standard spec, adding desirable option could lift the price by an extra £1k.(My 84 mdl fully loaded 4i would have cost c£12k!!)
Group tests and prices.
Motor,
Alfa GTV6 £10300
Audi 2.2 Coupe £9593
Toyota Supra £10284.
What Car?
BMW 323i £9655
Audi 80 Quattro £11269!!
Autocar, added to cars already listed
Mazda RX7 £9199
Porsche 924 Lux £10793.
So the cars varied a little bit from 4 door saloons to larger 3 door coupes.
Fords market was the high end 3 series, Saab 900 Turbo and Audi Coupes.
Unless a model sold in high numbers it was always going to be under scrutiny with the hiarchery,and according to Ford the XR4i sold under 10000 in the UK in its 2 year production. Not many survive today, and at last those cars are being reverted to standard or period.
If you take a launch price of £9170 in standard spec, adding desirable option could lift the price by an extra £1k.(My 84 mdl fully loaded 4i would have cost c£12k!!)
Group tests and prices.
Motor,
Alfa GTV6 £10300
Audi 2.2 Coupe £9593
Toyota Supra £10284.
What Car?
BMW 323i £9655
Audi 80 Quattro £11269!!
Autocar, added to cars already listed
Mazda RX7 £9199
Porsche 924 Lux £10793.
So the cars varied a little bit from 4 door saloons to larger 3 door coupes.
Fords market was the high end 3 series, Saab 900 Turbo and Audi Coupes.
Unless a model sold in high numbers it was always going to be under scrutiny with the hiarchery,and according to Ford the XR4i sold under 10000 in the UK in its 2 year production. Not many survive today, and at last those cars are being reverted to standard or period.
We had a national meet at the weekend at Hatton country park in Warwick to celebrate the cars 35th anniversary, 18 cars turned up, proving the rarity of the species.
https://photos.app.goo.gl/q32C4Xvb2zLyects6
https://photos.app.goo.gl/q32C4Xvb2zLyects6
Gassing Station | Ford | Top of Page | What's New | My Stuff