Ford’s Scorpio should dent the exoticar market

Press, 30 August 1985, Page 24

Ford’s Scorpio should dent the exoticar market

By rights it should have happened in the European autumn of 1984. However, it takes time for multinationals to get their acts together and as there was so much at stake it was generally agreed in the corridors of power that it was better to do it right than to do it on time.

Zealand, Ltd, has so far imported two Scorpios and I understand that this car, which would cost around $70,000, is unlikely to become one of New Zealand’s automotive cash crops. The Granada Scorpio is no run-of-the-mill Ford. With such makes as Audi and BMW gaining ground in Europe’s medium price executive car market, Ford’s Granada, the model that took over from the Mk IV Zephyr, was obviously losing a lot of ground. If Ford wanted to keep up with the play — which it did — it became obvious that it would have to brush up the image. As well as Audi and BMW, there was growing competition from such models as the Saab 9000 and the Renault R 25.

more saloon shape of a Mercedes or BMW, for example. Although it is a hatchback, it bears no resemblance to the Renault R 25 or Saab 9000.

Ford probably decided on this styling of rear end because it has no plans for introducing a station waggon or conventional saloon version at a later date.

Then, of course, there was the matter of the name. When it was launched they decided to call it the Scorpio on the Continent. In archly-conservative Britain no risks were really taken and it would probably be fair to say that Lord Nelson's other eye was turned so that logic could be discarded. They called the bot-tom-of-the-line model the Granada GL, the next one up the Granada Ghia and the top of the line car, which I drove on one of Wellington’s wetter and windier days, the Granada Scorpio. Now that seems to be a Ford about-face. Nowadays New Zealand worshippers at the shrine of the late Henry associate the top-of-the-range cars produced by his successors with the Ghia label. So, for that matter, do the British worshippers. However, I suspect that whether the car is called a Scorpio or a Ghia is not going to matter much in New Zealand. Ford New

There is evidence to support the contention that younger buyers in the Northern Hemisphere prefer hatchback styling, but the Scorpio, which made its public debut in March, has probably not been on the market long enough to determine whether older people will be prepared to accept it. Although the rear hatch eats into the trailing edge of the roof and presente a cavernous opening, its bottom sill is not a handspan lower than the car’s waistline. The somewhat daunting chore of lifting heavy baggage to clear the sill could cause older folk to look beyond this executive express. This car is a veritable glasshouse. The glazing of the rear quarters is narrowly divided from the sloping rear window by the thin supporting pillars for the rear hatch. The window glasses are virtually flush fitted. The generous glazing lends an aura of spaciousness and airiness to the Scorpio. This is not just an illusion; it is a roomy fiveseater.

BEHIND the WHEEL with Peter Greenslade

Unlike some, which are more than vaguely reminiscent of the instrument panel of a jumbo jet, this one has all the necessary functions and nothing more. In fact, the trip computer and the heating and ventilation controls to the left of the steering wheel are in typical Ford style. This is one car maker that has consistently tried to keep its control systems as simple as possible. There was a time when I thought that it was a necessity, because Fords in earlier days were not noted for their directional stability and could make almost excessive demands upon a driver’s concentration and skill.

It is not entirely surprising that the Granada Scorpio features anti-skid brakes, rake-adjustable rear seat, an electrically heated windscreen, burgiar alarm system and optional selflevelling suspension. There is also a four wheel drive version.

decision on the basis of sales brochures rather than a demonstration drive. It seems likely that Ford New Zealand will import the Scorpio for firm orders only. Parked alongside an Australian Ford LTD outside the company’s Lower Hutt headquarters, the Scorpio looked like a cross between a Ford Sierra and a Rover SDI — and a substantial cross at that. It is somewhat unusual in appearance. It is a large car with a hatchback rear end with a bustle instead of the

Today Ford generally builds good handling cars and so the simple control systems encourage drivers to concentrate on the driving and the enjoyment that can be derived from it.

In short, this is yet another European exoticar. Although Ford New Zealand is not saying much at this stage, I gained the impression that anybody considering buying one is more likely to have to reach a

In the Scorpio, the usual steering column stalks have given way to a pair of flexibly-mounted protuberances which can be operated without removing a hand from the steering wheel, if one’s fingers are long enough. The arrangement is neat and ergonomically efficient.

It is handsomely, even lavishly, appointed. The instrument panel, with the speedometer centrally fitted and flanked by the tachometer and temperature and petrol gauges, looks quite busy, but all the information is immediately discernible and readily understood. Neatly integrated into the extreme right of the dashboard is a trip computer.

The individual front seats are extremely comfortable and offer excellent support. The backrests and the squabs are generally bolstered to hold one in place. The range of adjustment, controlled electrically, is very good, so one can achieve the ideal individual driving position. However, I was concerned by the blind spot created y the “A” pillar. I found myself consciously looking around the pillar which is not excessively thick, but I think the blind spot is created by the angle of rake of the pillar and I would imagine taller or shorter drivers might not

It lacks only the charisma of Audi, Jaguar, BMW

encounter the problem. My height is about 175 cm. Heavy rain and a strong, blustery wind, combined with heavy traffic, inhibits one’s venturesome spirit, particularly in a strange car, and so I drove, rather than tested, the Scorpio.

The 2.8 litre V 6 electronically fuel-injected engine developes 112 kW (150bhp) at 5800 rpm, the rev. counter being red lined at 6000 rpm. At the legal lOOkm/h this very smooth power unit is barely turning over, although I would imagine it would let everyone know it was working if the driver demanded the ultimate 208km/h from it.

The front suspension is by MacPherson struts, located by track control arms, with a rearward-mounted antiroll bar. At the rear the arrangements are pure Sierra, although the Scorpio’s wider track means that parts are not interchangeable. Semi-trailing arms, angled at 18 deg., are used.

The arrangement works well and although the roll angle is not excessive, even in quite sharp corners none of the wheels becomes unweighted. Like the Sierra, the Scorpio is a rear drive car. It tends to understeer reassuringly at higher touring speeds and, frankly, the wet roads coupled with unfamiliarity persuaded me that it would be folly to attempt to find the limits of rear end adhesion. I would imagine, by the feel of the Scorpio, that it would suffer foolish drivers without much display of temperament. Acceleration is deceptive and one does not realise (at least on early acquaintance) just how the speed builds up unless the speedometer is kept under keen surveillance.

arrest this substantial car deceptively quickly and, even in a situation demanding instant and extreme action on a water-slicked motorway, without a hint of wheel lock-up. Time did not permit anything more than a 90 minute run. I returned with the feeling that it would be a rewarding saloon likely to give pleasure to its owners. The finish, inside and out was very good. I left it with a feeling that Ford has, at last, produced a car that can match the best of Europe’s luxury, high performance saloons.

Similarly, the anti-skid brakes (discs on all wheels)

But only time will tell whether this somewhat unusual looking car will gain the widespread acceptance that Ford wants for it.

that henceforth it intends to gain a place in the sun in every market segment. Although the Scorpio would never sell in large numbers in New Zealand, I am sure that Ford New Zealand could make quite a dent in the exoticar market segment if it decided to market the Scorpio in the aggressive fashion that has made Ford New Zealand’s top-selling brand. Maybe the company is being coy about it at present, because it knows that the public recognises a Ford as a Ford. Somehow the name dooes not have the charisma of Mercedes, BMW, Audi, Jaguar or Daimler. The indications are, however, that charisma is not everything when it comes to selling motor cars. Ford has proved that already.

Certainly the multinational has thrown down the gauntlet and indicated