Ford Scorpio
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| Ford Scorpio<tr><td colspan=2>Image:Ford Scorpio Limousine.jpg</tr> | |
| Manufacturer: | Ford Motor Company<tr><th>Production:<td>1985—1998</tr><tr><th>Predecessor:<td>Ford Granada</tr><tr><th>Successor:<td>Ford Mondeo Ghia X</tr><tr><th>Class:<td>Executive car</tr><tr><th>Body style:<td>4-door saloon 5-door hatchback 5-door break</tr><tr><th>Engine:<td>1.8 L 4cyl SOHC 2.0 L 4cyl SOHC 2.0 L 4cyl DOHC 2.4 L 12v V6 2.8 L 12v V6 2.9 L 12v V6 2.9 24v Cosworth V6</tr><tr><th>Similar:<td>Citroën XM Peugeot 605 Renault 25 Rover 800 Opel Omega Audi 100</tr> |
|---|---|
The Ford Scorpio is an executive car produced by the Ford Motor Company at its factory in Cologne, Germany between 1985 and 1998. Known within Ford by its codename DE-1, it replaced the Granada, although the car was still called Granada in the United Kingdom, the Scorpio badge only being used on the top-of-the range versions (hence the Granada Scorpio) until 1994, when the entire range was called Scorpio. It was awaded the European Car of the Year in 1986.
Contents |
[edit] Mk I (1985–1994)
Engineering-wise, the Scorpio was heavily based on the Sierra, sitting on a stretched version of its floorpan, and using a similar styling philosophy set by both the Sierra and the third generation Escort. Under the hood were well-proven engines, starting with the venerable Pinto engine unit in 1.8 L and 2.0 L capacities, and the V6 Cologne engine in 2.4 L, 2.8 L and later 2.9 L displacements. By 1989, both the Pinto engines had been dropped, with an 8-valve DOHC engine replacing the 2.0 L model.
The Scorpio was intended as a far more luxurious car than the Granada, so features such as leather upholstery, electrically adjustable seats, heated windscreen and all wheel drive all made their first appearance on a European Ford. The car was very comfortable (slightly let down by seats without good back support) and had excellent rear legroom but surprisingly little lateral headroom. The biggest advance of the Scorpio was that it was the first mass-market European car to have anti-lock braking system standard across the whole range.
Unlike the Granada, it was initially only available as a hatchback, and not as a saloon or estate. This proved to be a mistake for Ford, which later introduced a saloon version in 1990, and the estate appeared two years later. There were few engineering changes over the years, notably the introduction of the DOHC engines in 1989, and the Scorpio Cosworth with a 2.9 L 24-valve Cosworth V6 the following year.
[edit] Mk II (1994–1998)
The second generation Scorpio (available as a saloon or an estate only) had largely the same floorplan as its predecessor as well as all of the same engines that were in use at the end of the first generation's run. Many supension and handling improvements were made between the first and second generations (including self-levelling rear suspension on the estates). It was also radically re-styled both inside and outside.
Inside the car were new arm-chair style seats and improved interior quality, but outside the new look was controversial. Unusually, Ford never released the name of the designer and maintain to this day that the car outsold its expected figures (although they never released what those figures actually were). The bulging headlights and wide grill were defended by some who felt that this made it look less like a minicab but the public and press reaction was largely negative.
The French took to calling it a grenouile triste (sad frog) and Jeremy Clarkson wrote in The Times at the time (now published in his book Clarkson on Cars) that (before the Scorpio Mk II) people could argue all they liked about which was the most beautiful and the most ugly car on the road but now, whilst one could still argue about the most beautiful, the argument was now ended for all time on which was the ugliest. In Sniff Petrol author Richard Porter's 2004 book Crap Cars the Scorpio Mk II was listed as #49 (of 50) on looks alone.
In early 1998 the Scorpio was facelifted, the headlights where given darker surrounds to make the front end less "BRIGHT" and a more subtle grill helped tone down the front end, the rear of the saloon got revised rear lights to make it look less bulbous. This was to be the last development for the model which was discontinued at the end of that year. Cars continued to sell as new after this point however, with the very last ones sold in the UK being on "W" (2000) plates. (At least one "Y" Plate car does exsist, currently (3-12-6) Residing in the UK city of Carlisle)
Whether or not the car genuinely made Ford's sales expectations, the shifting European car market at the end of the 1990's meant that it has not, to this day, been replaced. This was not unusual at the time with trends towards either high-spec large family cars for executives or towards multi-purpose vehicles for families. Other manufacturers were doing the same: Renault would shortly discontinue the Safrane, Honda would cease making the Legend only a few years later. Meanwhile the Rover 800 was also retired in 1999 in favour of the smaller Rover 75. Some of the of the big executive cars (such as the Legend) have since been brought back, though Ford have not, as yet, announced any plans to make another Scorpio-sized car for the European market.
Despite all of this, however, those who actually drove a Scorpio Mk II generally liked it (not least because of its high equipment level (see trim levels)) and today good condition ones (particularly Cosworths and estates) sell for well over the book price.
[edit] Trim levels
The Scorpio Mk II was available in the following levels of trim (each one being available as a saloon or an estate and with any engine). Regardless of the trim level, any car with a 2.9 Cosworth engine was fitted with traction control, cruise control and an automatic gearbox as standard (although manual could be specified as a no cost opiton). All other engines were fitted with a manual gearbox with an automatic available as a cost option.
- Executive - The base model, although even this had a high level of spec including electric windows, power steering, ABS, PAS as well as an alarm and immobiliser.
- Ghia - This level added air conditioning, alloy wheels, front fog lights and electric mirrors as well as a variety of minor additions.
- Ultima - The highest level added a CD autochanger, climate control, leather seats, cruise control and an automatically dimmming mirror, and electrically operated seats as well as a variety of other minor improvements.
The Executive was discontinued in 1997 and the Ghia became the base model, but another model known as the Ghia X appeared in between this and the Ultima. The Ghia X had some of the Ultima additions (such as climate control) but not others (eg leather seats).
Unusually trim levels and engine sizes were not liveried on the backs of the cars. Rather the trim levels were liveried on the sides of the cars by the Scorpio badges on the rear window frames as such. The Executive had no badge, simply the word "Scorpio". Each other model had the model name under the badge, for example "Scorpio Ultima."
Engine sizes were also on the sides of the cars towards the front just above the auxiliary indicator lights as such:
- 2.0 L - no badge (on older cars the 2 litre 8 valve had no badge but the 2 litre sixteen valve bore had the badge "2.0 16v") </br>
- 2.3 L - "2.3" (on older cars "2.3 16v")</br>
- 2.9 L - "2.9" (on older cars "2.9 12v")</br>
- 2.9 L - Cosworth "24v" </br>
Unlike the Mk I Scorpio, the word "Cosworth" did not appear anywhere on the outside of cars fitted with such an engine (doubtless in attempt to reduce the likelihood of vehicle theft) although it is written in huge lettering across the top of the engine.
[edit] Merkur Scorpio
The Merkur Scorpio was a North American version of the European Scorpio Mk I. The car was offered at select Lincoln-Mercury dealerships from 1988–1990.
The Merkur Scorpio was only offered with the Cologne 2.9L V6 engine with some detail differences from the contemporary Fords. Adapted to meet American emissions requirements, the Merkur version of the Scorpio produced 140HP when introduced to the North American market in 1988. The vast majority were fitted with the A4LD 4-speed automatic transmission, and the rest received the T-9 5-speed manual transmission. The car was marketed as an upscale, mid-size luxury car, but never achieved the market impact that the Ford Motor Company hoped for. The vehicle was also plagued by minor electrical reliability issues which hurt its luxury image with consumers. Ford dropped the Merkur nameplate altogether after 1990.
[edit] External links
- Ford Scorpio, a website run by Scorpio owners, offering comprehensive information about the car
- Ford Club Polska (in Polish)
- Ford Scorpio Team (in Polish)
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