FJ Buying Guide – The Ford Sierra Mk1

It’s 40 years since the Ford Sierra slipped into showrooms, the swoopy hatchback replacing the much-loved Cortina in October 1982.

Compared to its spiritual predecessor the Sierra offered more space, better levels of equipment and was more comfortable, but for many it was hard to see beyond the new hatchback design. A great deal of diehard Ford fans still favoured the traditional saloon styling and, ironically, it was the outgoing Cortina that stole sales from the Sierra as dealers heavily discounted last-of-the-line, unsold examples.

The Cortina’s continuing popularity, plus criticism of the newcomer’s high-speed stability, meant the Sierra was slow to catch on, but it didn’t take too long for car buyers to appreciate its merits.

The engines and rear-wheel drive configuration were carried over from the Cortina, but the Sierra complemented its fresh styling with equally advanced features. The dashboard particularly stood out with its design angled towards the driver, while other notable additions included folding rear seats and a five-speed gearbox on higher specification versions. The chassis was a huge advancement over the Cortina too, featuring independent suspension front and back.

By 1983, the Sierra had one over its doubters, shaking off its cruel ‘jellymould’ tag to become one of the year’s best-selling cars, being narrowly pipped to the top spot by the smaller Escort. Its appeal was strengthened further with the introduction of the 130 mph XR4i – the flagship XR model that borrowed the 150 bhp V6 engine from the Capri 2.8 Injection.

Amusingly, just as car buyers had warmed to the Sierra’s styling, the XR4i caused raised eyebrows thanks to its distinctive two rear side windows and bi-plane rear spoiler.

The Mk1 continued to be a strong seller up until the revised model replaced it in 1987, but early examples are now quite scarce. Finding a good example will probably be one of the biggest hurdles to owning one, but it’s well worth the effort. Not only is it a highly usable classic, it is also one of the most iconic and important cars of the ‘80s.

Why you want one

Nostalgia, for starters. Such was the popularity of the Sierra that if you grew up in the ‘80s, then it was more than likely that your family or friends once proudly held the keys to the new-fangled family hatchback. On top of that, the Sierra makes for a remarkably practical classic, having oodles of room, good spares support and enough refinement and performance to be a comfortable daily driver. And if you still need convincing, it’s a classic Ford – who doesn’t like those?

What can you choose from The Sierra excelled in delivering plenty of choice. Car buyers could choose from base, L, GL and Ghia versions, in both five-door hatchback and estate body styles. Depending on the version, the Mk1 could be specified with a host of engines that spanned the 1.3-litre ‘Pinto’ to the rather leisurely 2.3-litre diesel, the latter being aimed squarely at fleets and taxi drivers. Most customers opted for the 1.6-litre and 2.0-litre ‘Pinto’ units, although those who needed more, both in terms of power and cylinders, could order their Sierra with the 2.3-litre ‘Cologne’ V6 motor. Of course, for the real speed merchants there was the XR4i with the larger, fuel-injected 2.8-litre Cologne.

How much will it cost

Gone are the days when you couldn’t give a Sierra away! Early examples are now rightfully viewed as classics and priced as such. For a roadworthy car that’s always going to ‘need a bit of work’, expect to pay from £2,500. Tidy cars generally cost in the region of £3,500 to £6,000, while you can pay upwards of £8,000 for anything in show condition. Considering an XR4i? Then expect to pay from £6,000 to £15,000.

FJ’s five checkpoints:

Rust Like the Cortina it replaced, and pretty much every other elderly Ford, the Sierra does love to rust. Give or take the odd ‘timewarp’ car, many of the surviving examples will already have had a lot of corrosion rectified but it’s well worth checking the usual rot spots and also the quality of any previous welding.

In terms of where corrosion is most likely, common rot spots include the sills, around the headlamps, floorpan, battery tray, rear wheel arches, front crossmember and the chassis rails. Also look at the inner wings, windscreen surround and scuttle, tailgate and the wings. An XR4i’s sills and wheel arches need very close inspection, as the body cladding not only encourages rot by trapping road muck between the plastic and metalwork, but also does a great job of hiding it.

Brakes It’s not hard to warp the miniscule 240 mm front discs with regular ‘enthusiastic’ driving, but the classic status of the early Sierra can see the brakes suffer an even worse fate. With many examples only used for shows and a good number sitting stored over the winter months, such little use can play havoc with the simple front disc/rear drum set-up. The discs and brake pipes can go rusty, callipers can stick and the rear brake cylinders can weep fluid, which in turn contaminates the brake shoes. All’s not lost if you have to replace a lot of it though, as you can still buy all the bits new and, better still, they won’t break the bank.

Engine Whatever engine’s under the bonnet, make sure it’s in fine fettle with a few simple yet effective checks. Blue exhaust smoke, heavy oil consumption and any knocking are all signs of advanced wear, while excessive white smoke is one symptom of a blown head gasket. The Pinto can often need a new camshaft, as infrequently changed oil tends to block its lubricating spray bar, starving it of oil. If you’re lucky enough to find a car with a Cologne engine, then check for overheating - as this can accelerate the chances of it blowing a head gasket or shattering its fibre timing gear. A good service usually sorts most running and starting issues, but the Ford-made VV and Pierburg carburettors can also be problematic.

Interior There’s good news and bad news… The good news is that the Sierra’s trim and plastics are all cheap to replace. The bad news is that these parts are incredibly scarce though, with very few early Mk1 examples having been broken rather than scrapped over the years. Quite simply, the non-XR versions just weren’t seen as desirable for many years and were a throwaway commodity, with tired examples heading to the crusher intact. Other than the dashboard, which is prone to cracking, the interior does last well but do think twice about taking on any car that needs a lot of work inside. As for the more specialised XR4i, it’s important to check that its unique red steering wheel and gearknob are still in place and undamaged.

Suspension & steering Sagging and bouncy suspension can be easily replaced on ‘cooking’ models but, if you’re an originality buff, it’s harder to rectify on the XR4i as the factory fit Bilstein dampers are unobtainable. There are gas-filled alternatives available, though. There are also two types of springs for the XR4i too, which adds to any confusion. Whether the XR or 1.3 ‘base’, the Sierra is prone to worn TCA and anti-roll bar bushes, with the usual symptoms being vague steering response and a knocking noise over bumps.

Are you considering buying a Ford Sierra Mk1? If you are let us know and what appeals most about it to you in the comments below.