Why the Ford Sierra was a shock for Taunus drivers

In the 1980s, Ford was a size too big for Toyota, which nevertheless made a nice attempt with the above headline to offer an alternative to the new Sierra, which was not a piece of cake for everyone with its slippery body. The start was particularly difficult in the United Kingdom, because it replaced the equally popular and traditional Cortina there. Fortunately, the Orion soon followed, which could fulfill the role of a sedan as an Escort-with-butt. Here there was less friction, although the Taunus remained beloved to the last; it was fifth in sales when the Sierra arrived. Anyone who thought this was an odd thing as a five-door could seek refuge in the station wagon, which has a slightly more accessible profile because of its straight rear. Not that it resembled its angular predecessor in the slightest; he was far too progressive for that. The lack of front-wheel drive was criticized, but thanks to a new independent rear suspension, handling was the Sierra’s strongest point.

For the station wagon (traditionally called Turnier in Germany, a name that still resounds with the Tourneo passenger buses), Ford took the trouble to radically change the new axle. Instead of a separate arrangement of springs and dampers, there were struts, which took up less space. This benefited the load space, a matter of great importance, as did the possibility to fold the rear seats in unequal parts. It fits the image of the Sierra station wagon as a diligent worker. The term ‘combination car’ was more appropriate than now, because it facilitated the transport of people and goods. As such, it was extremely suitable for, say, shopkeepers who bought themselves from wholesalers and craftsmen who used the cargo hold as a workshop. A work car during the week, pleasant for the family on the weekend. In that sense, the Sierra is much less of a Mondeo Wagon predecessor, but all the more of a double-cab Transit. Or such a handy Tourneo, of course.