The Truth About Cars » Ghia http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Thu, 03 Sep 2015 11:57:07 +0000 en-US hourly 1 http://wordpress.org/?v=4.2.4 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars » Ghia http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Junkyard Find: 1972 Volkswagen Karmann Ghia http://www.thetruthaboutcars.com/2015/05/junkyard-find-1972-volkswagen-karmann-ghia/ http://www.thetruthaboutcars.com/2015/05/junkyard-find-1972-volkswagen-karmann-ghia/#comments Fri, 15 May 2015 13:00:17 +0000 http://www.thetruthaboutcars.com/?p=1065402 After seeing this 1986 Volkswagen Quantum GL5 on Tuesday and this 1980 Volkswagen Dasher four-door hatchback on Thursday, it’s only fitting that we should wrap up this week’s Junkyard Finds with yet another old VW: a seldom-seen-in-self-serve-yards 1972 Karmann Ghia. Air-cooled VW Beetles show up in these high-inventory-turnover yards all the time, because 979 trillion […]

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After seeing this 1986 Volkswagen Quantum GL5 on Tuesday and this 1980 Volkswagen Dasher four-door hatchback on Thursday, it’s only fitting that we should wrap up this week’s Junkyard Finds with yet another old VW: a seldom-seen-in-self-serve-yards 1972 Karmann Ghia.
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Air-cooled VW Beetles show up in these high-inventory-turnover yards all the time, because 979 trillion of them were built and they tend to linger under tarps in yards for decades before finally getting junked, and I don’t bother photographing them (except for this ’73 Super Beetle). It’s not that I hate Beetles (I’ve owned a few), but I don’t think they’re of sufficient interest to shoot in the junkyard. A Squareback or Transporter, maybe, and a screaming green Karmann Ghia will make me take out the camera most of the time.
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This one is just about completely picked clean, which seems a shame because the body is so non-rusty by Volkswagen standards (i.e., there are some areas with no rust). I shot this car in Denver, which isn’t a very rusty place, but air-cooled VWs manage to rust in places like Albuquerque and the Atacama Desert.

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In stock form, the Karmann Ghia was slow even by the standards of its time; such underpowered sports cars as the MGB and Fiat 124 Sport Spider took on a distinct reddish color from the point of view of a Karmann Ghia driver, due to Doppler redshift effects, as they pulled away in a drag race.

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Look, a Beetle in the very next row!


Volkswagen’s marketers didn’t try to hide their sports car’s somewhat limited power (60 horses in 1972) in their TV commercials.


The lack of a back seat was also presented as a plus.


Elsewhere in the world, however, the car’s alleged performance got more prominence in TV ads.

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Capsule Review: 1983 Ford Sierra Ghia 2.0 http://www.thetruthaboutcars.com/2015/01/capsule-review-1983-ford-sierra-ghia-2-0/ http://www.thetruthaboutcars.com/2015/01/capsule-review-1983-ford-sierra-ghia-2-0/#comments Fri, 16 Jan 2015 13:44:21 +0000 http://www.thetruthaboutcars.com/?p=981897     “Wait! Is that a…” “Are you British?”  “I haven’t seen one of these since I left Venezuela as a teenager, only rich people had Sierras!” Behold random responses from gawkers of TTAC’s Project Car. The surprises continue after several hundred miles under the Ford Sierra’s belt, as life with this fish out of water is […]

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“Wait! Is that a…”

“Are you British?”

 “I haven’t seen one of these since I left Venezuela as a teenager, only rich people had Sierras!”

Behold random responses from gawkers of TTAC’s Project Car. The surprises continue after several hundred miles under the Ford Sierra’s belt, as life with this fish out of water is far from a compromise.

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To see it is to not know it: like most hyper-futuristic designs past their prime, a head turner in conservative 1982 England is a familiar profile in conservative 2015 Texas.  Aside from the steering wheel on the wrong side!

But critical eyes notice the Ghia’s grille-free nose and alien headlights. The conversation’s tenor changes: there’s no better compliment to Mr. Uwe Bahnsen and his gifted team than the subtle and thoughtful reactions a Sierra earns a full thirty-three years after liftoff.

Get behind the wheel and the modern theme continues, because it drives like a newer vehicle.

Reasonable drag coefficient (.34) and almost nothing frontal area aside, the finest late-70s technology helps the Sierra match (or trump) the manners of new vehicles at most (legal) speeds.  Strut front suspension with rack-and-pinion steering is right, even without modern aluminum componentry. The semi-trailing arm rear looks modern-ish with exposed webbing on the differential: credit the beginnings of finite element analysis.

(photo courtesy: Ford Press Release)

At 2500-ish lbs, the ho-hum Ford Sierra is a balanced rear-wheel drive, fully-Germanic chassis on a family car body. Which means that roads normally tortured by flaccid CUVs now tango with something Miata-sized.

Captain Mike, the mastermind of this plan, behind the wheel at the Nürburgring.

Thrills start at the tiller: no power assist means road feel harkens to a dance with a soul mate. Manual steering effort is no chore with 165mm wide tires that rarely lack grip on city streets. Emergency maneuvers are effortless, understeer is progressive with the possibility of gentle, controlled oversteer.

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Go round-abouting and the Sierra hangs tight as speeds near 25mph. Above 25 and the front wheels howl as your grin grows. Add a dab of oppo, scandinavian flicks, badass drifter talk blah-blah-blah: with more go-juice, steering modulation and you could duplicate this:

Fiesta THIS.

Like all Sierras thrashed-then-trashed in Europe, its a joy to drift at low speeds even if hamstringed by saggy, original springs and plush dampers. But it’s a pleasant ride/handling tradeoff.  Potholes disappear with 80-series sidewalls smoothing imperfections to the point the big-rimmed Rolls Royce Phantom hangs its NVH-soaked head in shame. How Britishy!

Too bad about the buzzy powertrain: 105 bigger-than-you-think horses from a 2.0L OHC four-banger (sporting a large 2bbl Weber) means the Sierra rarely struggles, but makes a helluva ruckus.

It’s a wonderful powerband: diesel-like torque from a standstill with a smooth-ish (but L-O-U-D) demeanor all the way to 6000 emissions control free revs. The 3-speed auto schools modern units with an effortless 1-2 upshift and a reassuring push to 3rd at full throttle: all autoboxes should shift this sweet.

Brakes?  Credit the light weight for the Sierra’s discs/drums bringing the machine down from 60mph with the hustle of a modern machine. ABS would help, ditto weight adding life-saving technology like airbags, larger door bars, etc.  I reckon with today’s weight shedding tech (aluminum engines, plastic hoods/intakes, etc) offsetting the safety goodies, the Sierra’s fighting form wouldn’t gain a pound.

In the right place. (photo courtesy: Ford Motor Company)

And Ghia spec Ford Sierras are a nice place for average Americans and most Europeans, aside from the previous owner’s decision to order it sans air conditioning: antique English vehicle shopping FTW, SON MATE!

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Fleet-spec Sierras don’t stand a chance, but the real wood trim and buffet-worthy options list protect Ghias from modern motoring irrelevance. Power windows (front 2 or 4), crank moonroof, adjustable reading lamps and a four-speaker cassette stereo are far from impressive. But heated seats, roll up rear sunshades, headlight washers and a gen-u-wine electronic trip computer are touches you’d pay extra for even today.

Mediocre overall, as integration is the killer app.

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Because 1980s. (photo courtesy: Ford Motor Company)

The dash, less radical than the wraparound polycarbonate bumpers, organizes controls in zones for easy use: one to the right of the gauges, another to the left, a third atop the center stack (dark chocolate) and a 4th in the lighter brown region. It’s charming in a proto-modern, Atari 2600 human factors kind of way.

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The interior bits are from a dumber era in polymer construction, yet texture/fit/finish from the doors, vent registers, levers and switches is pure Germanic craftsmanship. Aside from the (period excellent) brown velour, the interior’s aged well.

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But goodness, those seats are magical.  Don’t let the benign seams fool you: the Ghia sucks you in, cradling you. All passengers get thick, luxurious cushions with brilliant thigh support and Volvo-worthy head restraints. Even the Velcro-like velour provides impressive lateral support for everyone but latex-wearing fetishists.

While the stereo is barely adequate, while the vintage Hitachi deck’s discman input smartphone jack provides turn-by-turn Google navigation and streaming audio, don’t forget the tunes held in a handy hatchback with 42.4 cu-ft of space!

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And the beat goes brown.

Considering fuel economy numbers near 30mpg for highway-skewed driving (no overdrive) the Ford Sierra is an antique you could daily drive. (Just find one with A/C.)

But the original MKI design asks for more. It deserves more. 

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Back on the trailer for big upgrades: more gears, power and period-correct emissions processing for a powertrain worthy of that efficient body.

Yes, this Sierra has the power of contemporary V8s in a superior chassis. And it’s quite the time capsule, even difficult to find in Europe…but at what cost to cutting-edge design?

Next time you see TTAC’s Ford Sierra, prepare for an even larger threat to the notion of a modern car!

 

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A Car So Personal Virgil Exner Named It After Himself, the Plymouth XNR http://www.thetruthaboutcars.com/2014/12/car-personal-virgil-exner-named-plymouth-xnr/ http://www.thetruthaboutcars.com/2014/12/car-personal-virgil-exner-named-plymouth-xnr/#comments Mon, 15 Dec 2014 13:00:56 +0000 http://www.thetruthaboutcars.com/?p=949705 In the late 1950s, when Chrysler executives asked Virgil Exner Sr to show them what could be done with a highly personalized future car for the popularly priced Plymouth brand, the Chrysler design chief took them at their word and came up with something so personal that he named it XNR, after himself. One of a […]

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In the late 1950s, when Chrysler executives asked Virgil Exner Sr to show them what could be done with a highly personalized future car for the popularly priced Plymouth brand, the Chrysler design chief took them at their word and came up with something so personal that he named it XNR, after himself. One of a series of Chrysler Corp show cars built by Ghia in Italy, the XNR was based on the compact Valiant chassis. Unlike many of the other Exner-Ghia concepts that featured Mopar’s marquee motor, the Hemi, the XNR is powered by a souped up version of what would in time become venerable but what was then a new engine, the Slant Six. With its asymmetrical and quirky styling, the little speedster is quite an interesting car, but its provenance, which includes being both Exner’s and the Shah of Iran’s personal vehicles and surviving a Mideast civil war, is even more interesting.

As with Harley Earl’s Buick Y-Job and Bill Mitchell’s Stingray, two concept cars that were also their designer’s personal rides, Exner designed himself a sporty open car. Some call it a roadster but speedster seems more appropriate since as far as the sources indicate, it never had any kind of roof, hardtop or soft.

Sports cars are generally not as big as sedans so the XNR was fabricated on an altered Valiant chassis with a 106.5″ wheelbase and it’s torsion bar suspension up front.  The relatively high-revving Slant Six, in its original 170 cubic inch displacement, earned its name because it lays 30 degrees from upright. One of the XNR’s inspirations were the “lay-down” Watson Indy racers whose Offenhauser engines were also canted over. The Slant Six allowed for the XNR’s sleek hood. With a four barrel carburetor, the 170 CI engine was good for 250 horsepower and as assembled with a manual 3 speed transmission with a floor shifter, the XNR saw 146 mph on the Chrysler test track. Eager to see the 150 mph mark, Exner had engineer Dick Burke design and build a “shark nose” mouth for the front end with a shrouded radiator cooled by electric fans. The modified XNR reached 153 mph at the company proving grounds. The Slant Six’s 6 into 1 exhaust manifold was replaced by a custom cast header with two outlets, one for each of the visible side pipes, both of them mounted, again asymmetrically, on the driver’s side. In addition to the bigger carb and special tuned exhaust system, the Slant Six in the XNR was fitted with a Hyperpak tuned ram intake manifold, a ported cylinder head, special cam and special pistons.

Polarizing in its day and still a bit radical, the XNR has an asymmetrical design. A chrome bumper flush to the sheet metal surrounds a drilled grille inset with quad headlamps, a touch that seems to me to be inspired by trends in the custom car world at the time. An offset scoop, with its own matching drilled grille, dominates the hood and the lines of that scoop fair into the cowl and driver’s windshield and then flow elegantly into a single offset fin that Virgil Exner Jr. a successful car designer in his own right, said was inspired by the Jaguar D-Type. Nominally a two-seater, the passenger was protected by a flat, Brooklands style windshield. When not carrying two, that screen folded down and an aerodynamic and snug fitting steel tonneau was installed to cover the passenger seat. In keeping with the asymmetry theme, and perhaps as a nod towards aerodynamics, the passenger seat sits four inches lower than the driver’s seat. The shape of the wheel wells and winglet fenders would later show up on the production Valiant. Exner neatly tucked possibly aircraft-inspired running lights under the front winglets.

An elegant styling touch is the way the bladed rear bumper incorporates a vertical element that is integrated into the car’s monofin. That vertical element is mirrored by one that drops below the bumper line. The resulting star shape is eye catching to say the least.

After Exner and his team did sketches in 1958 and the following year, a 3/8ths scale clay model was sculpted in Detroit. That model and the modified Valiant unibody was shipped to Ghia in Turin. Ghia and Chrysler had a very successful relationship in the 1950s, with the Italian coachbuilder fabricating most of the company’s high profile concept cars. As was Ghia’s practice with those Chrysler “idea cars”, the XNR’s body was made of hand formed steel.

While Chrysler hype that the car might see production was typical of the day, the XNR was fully engineered and featured a complete black leather interior. While there was a small trunk lid in back, it was easier to access storage for luggage from behind the seats. Instrumentation reflected Exner’s passion for photography, with dial covers that mimic camera lenses.

Once built, the XNR was shipped to the United States where it went on the show circuit, appearing on Road & Track’s cover. Exner drove it as much as he could but after it was no longer needed as a show car prohibitive customs tariffs meant that it had to either be crushed or returned to Italy to Carrozzeria Ghia. “My dad wanted to buy it,” Exner Jr. says, “but if it had stayed in the U.S., it would have to have been destroyed.”

That’s where the story gets interesting. A man from Switzerland, variously identified by the sources as either a businessman or a butcher, bought the XNR from Ghia. He sold it to a man named Mohammad Reza Pahlevi, a Persian collector of rare automobiles better known as the Shah of Iran. The Shah was still ensconced on the Peacock Throne when he sold it to a Kuwaiti, as evidenced by a May 1969 issue of National Geographic magazine that had a photograph of the XNR representing Kuwait’s affluence. It was sold again in the early 1970s to a Lebanese collector. To protect the one of a kind vehicle, the owner hid it in an underground garage for the duration of the Lebanese Civil War that raged from 1975 to 1991.

Karim Edde is a personable Lebanese man who started collecting cars when he was just 15 years old, in 1977,  inheriting the hobby from his father. Trying to find classic sports during a civil war proved to be a challenge. By the ’80s Edde was paying local teenagers in Beirut “…go on their scooters to search the underground garages in the upscale areas—I was looking for Ferraris—and one day, they were all excited about a ‘weird’ car they’d found in a garage just 200 meters from my home. I recognized the XNR from a Swiss book I owned called Dream Cars.”

Though there was a war raging, Edde immediately bought the XNR. That presented him with another challenge: how to keep it safe during the conflict. “I hid the XNR in an underground warehouse,” he told RM Auctions, “that seemed safe at the time, but when the conflict became more global, I had to move it to a different location. In fact, the last two years of the war were so bad, I had to move the car many times to save it from destruction. We had no flat bed trucks, so we used long arm tow trucks to lift the car and put it on a truck and move it around. It was a delicate operation, but we had no choice, we had to move the car to safer locations. After the war ended, the car waited patiently for me to find a restorer that could bring back its past glory.”

Eventually, Edde decided on using RM’s restoration subsidiary in Ontario, Canada, which started work on a two year restoration in the spring of 2009. The car was finished in time for the 2011 Amelia Island Concours d’Elegance, where it won best in class.

Restoring a one-off car can be harder than doing a similar quality job on a production vehicle. Mario Van Raay, general manager of RM Restoration says, “When we received the XNR in 2008, the body shell was intact and, considering its history, in surprisingly good condition. Many original parts accompanied the XNR, but our greatest challenge was the re-creation of the missing components. Considering that this was a concept car, there was incredible attention to detail, right down to the fine leather interior, beautiful instrument cluster, and custom built hubcaps. Each hubcap was comprised of 35 individual metal pieces. We had to completely scratch-build those hubcaps. Because of the extensive information and many high quality photos available, we could not take any liberties when re-manufacturing all these components. They had to be exact.”

The restoration was aided immensely by access to Virgil Exner Sr’s archive of documentation for the XNR, provided by his son.

Edde put the XNR up for auction in 2012 (again through the RM organization) where it sold for $935,000 to Paul Gould, a New York investment banker. Gould also owns another Exner/Ghia concept car, the Dart Diablo. Both cars were on display at the 2014 Concours of America at St. John’s, which was honoring Virgil Exner Sr as the show’s “featured designer”. In addition to the two concepts an entire class at the concours was devoted to Exner era Mopars.

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can get a parallax view at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

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A Crown Imperial Limousine Fit For A Queen http://www.thetruthaboutcars.com/2014/06/an-crown-imperial-limousine-fit-for-a-queen/ http://www.thetruthaboutcars.com/2014/06/an-crown-imperial-limousine-fit-for-a-queen/#comments Tue, 24 Jun 2014 12:00:47 +0000 http://www.thetruthaboutcars.com/?p=845777 It’s possible that the Ghia-built 1957-58 Crown Imperial limousine was Chrysler’s effort to show the other members of the Big 3 automakers that they too could sell an extravagantly assembled and appointed ultra-luxury car and lose big money on each and every unit they sold, just as Ford did with the Continental Mark II and the […]

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It’s possible that the Ghia-built 1957-58 Crown Imperial limousine was Chrysler’s effort to show the other members of the Big 3 automakers that they too could sell an extravagantly assembled and appointed ultra-luxury car and lose big money on each and every unit they sold, just as Ford did with the Continental Mark II and the General Motors did with the Cadillac Eldorado Brougham. More likely, though, Chrysler executives saw the Imperial limos as carrying on a nameplate that had graced Chrysler’s most elegant and exclusive cars since the 1920s. Perhaps more than the other big Detroit automakers, Chrysler had a reputation for innovative engineering and it used that reputation to give the Imperial some cachet. The Hemi engine, disc brakes, power steering and the Powerflite, Chrysler’s first automatic transmission, were first offered on the Imperial. Still, as the 1950s went on, Cadillac’s dominance in the luxury class went from strength to strength. Though Packard fell by the wayside, Chrysler managers soldiered on with the company’s luxury marque.

However, when combined 1955-56 sales of the 149.5 inch wheelbase 8 passenger Crown Imperial amounted to less than 400 cars, it was clear that a different plan was needed for the corporate flagship. The 1957 models would be the ultimate expression of Chrysler design chief Virgil Exner’s “Forward Look” and the Imperial couldn’t be left behind. However, a study in May 1956 concluded that with estimated tooling costs and related expenses, it would cost more than $3.3 million to start in-house assembly of an all-new limousine. Amortized over just a few hundred cars that meant a loss of thousands of dollars per car. Much as the thought of not selling an Imperial limousine bothered Chrysler brass, they couldn’t justify that kind of a loss.

They decided to look into subcontracting limousine production. Sources say that they tried to find a coachbuilding company in the United States but failed to find a partner so they turned to Carrozzeria Ghia in Turin, Italy. That’s a good story but Chrysler had been using Ghia to build concept and show cars starting in the late 1940s. Exner and Ghia’s president Luigi Segré were friends and it was not uncommon for Ghia and Chrysler’s stylists to borrow ideas from each other. In addition to respecting the quality of Ghia’s work, the fact that the Italians, in a country still rebuilding after war, worked much cheaper than correspondingly skilled [union] workers in Detroit made a deep and lasting impression on the folks running Chrysler in the 1950s.

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However Ghia came to be chosen, chosen it was. Exner’s team came up with a design that was 244.7 inches long and 58.5 inches tall, per Chrysler chairman K.T. Keller’s dictum that a gentleman should be able to wear his fedora in his motor car. Since the doors were considered too low for elegant ingress and egress, the window frames went into the roof. The rear end was borrowed from the Imperial coupe as its lines worked better with the long car. Managing the relationship between Chrysler and Ghia was Chrysler engineer and designer Paul Farago (who had a hand in the design of the Chrysler based Dual Ghias), who spoke Italian and was friendly with both Exner and Segré.

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To produce the Crown Imperial Limousines, Chrysler shipped partially assembled Imperial hardtop coupes with 129 inch wheelbases and a reinforced X-frame. The chassis and drivetrains were complete and the bodies were fully assembled with appropriate bumpers and trim. Inside the stripped interiors were the rest of the parts needed to complete the car: four sedan doors, seat mounts, glass, a wired dashboard, dual A/C unit, leather for the upholstery, carpeting, and station wagon leaf springs for the rear, stiffer torsion bars for the front, and a lengthened driveshaft.

Once the car arrived at Ghia in Italy, the body was removed from the frame which was stretched 20.5 inches and reinforced. The body itself was sectioned, with the floor pans and roof lengthened. As mentioned the roof was cut out to accommodate the altered, taller doors. The sheet metal shaping was done by hand, something that would have been prohibitively expensive in Detroit.

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There was so much body work done that to get a smooth finish the entire shell was coated in about 165 lbs of solder. All body joints, including those that can’t be seen, were filled. Over two days were devoted to adjusting panel gaps to no more than a sixth of an inch, not far off from the 4 millimeters that many manufacturers use today as a standard almost 60 years later, though the adjustments then were done by eye, not with the aid of lasers. A bath in dilute acid removed any surface rust and flux from the solder in preparation for a rigorous painting process.

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A coat of zinc chromate primer was covered with a guide coat of black to expose imperfections. Once sanded for smoothness, the car was painted with several coats of lacquer in the customers choice of black, brown, dark green, dark blue or burgundy, with polishing in between coats. After a final polish, a cream colored pinstripe replaced the chrome molding strip. Some of the trim, like the eagle on the trunklid, was gold plated. Once painted, the exterior trim and leather landau styled roof cap were installed, as was the interior, which featured sheepskin carpet.

Once completed, each car underwent a road test before shipment to the United States. Early models had some flaws, the tires were not big enough to bear the massive weight and the Italians had issues getting the complex wiring harness fully connected, but those problems were rectified with post production inspections.

It took so long getting the limos into production that they used the bumpers and front fender trim of the 1958 Imperials. Prospective buyers were encouraged in advertisements to write directly to Mr. E.C. Quinn, president of the Chrysler division, about purchasing one. Among the customers who were willing to wait for the six-month build time were David Sarnoff, who started and headed RCA (and drove FM pioneer Major Armstrong to suicide), novelist Pearl Buck, Rafael Trujillo, the Dominican Republic’s dictator, and then New York Gov. Nelson Rockefeller (later to be Vice President).

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First Lady Jacqueline Kennedy rode in her personal Crown Imperial limousine in her husband’s funeral procession. The monarchs of Saudi Arabia, Kuwait and Qatar also bought Crown Imperial Limousines. Though all of them were special, with custom ordered features, a special one-off with a removable acrylic roof panel that replaced the landau cap was made for another member of royalty, Queen Elizabeth of the United Kingdom, for her 1959 visit to Canada. It wasn’t the only Imperial Crown Limousine made for her use, as we’ll see later.

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As impressive as the cars were, the figures just weren’t adding up. Taxes, customs, credit transfers, and other international issues affecting U.S.-Italy relations added to the cost of production, as did the necessary quality inspections of the cars once they reached port in the U.S. In 1957 and 1958, $15,075 was a lot of money to pay for a car, even if you were wealthy, and there also were a limited number of heads of state. Though the contract with Ghia called for 75 limousines to be made for the 1957 model year, with Chrysler obligated to pay the full amount for all of them, only 36 were produced, effectively doubling the production cost. As a result, the 1958 and 1959 limousines were revised 1957 models. The contract was renewed in 1960, but for only 25 cars, an exclusivity that Chrysler touted in print advertisements. Ghia would keep producing Crown Imperial limousines until 1965, when it sold off the tooling to Barreiros of Spain, which built another 10 cars. The last Ghia built Crown Imperial limousine was a 1965 model for the Shah of Iran. Not wishing to walk away from the limousine market entirely, remember, Cadillac was still factory building Series 75 limos at its Clark Street Fleetwood plant, Chrysler would contract with Stageway Coaches of Arkansa and later Hess & Eisenhardt to build a small number of limos, the latter for the U.S. Secret Service, apparently for the use of President Richard  Nixon.

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The 1958 Crown Imperial limousine pictured here is a 1958 model and it, too, was made for the use of Elizabeth II when she visited Canada, though this was not really a state parade car. Rather it was purchased for her use by the wealthy Canadian Eaton family and used for her private transportation as well as for shuttling between county fairs she attended. Going back to the 1800s, for a century and a half, Eaton’s department store was Canada’s premier retailer and the Eatons and Mountbattens were personal friends. Queen Elizabeth would stay with the Eatons on her trips to North America. This isn’t the first limousine made for Elizabeth II’s use that we’ve covered here at TTAC, by the way. Back in January I posted an article on a custom Daimler limo made for the Queen’s use while in North America that was sold at auction by Detroit area collector Dick Kughn for what I considered to be a ridiculously low price.

Another Detroit area collector, Ed Meurer, bought the Crown Imperial limousine from the Eaton family in 1991. He’s restored it and it’s now part of his family’s rather extensive car collection. He says that a restoration revealed armor plating, not surprising in light of the fact that it carried a head of state. When Meurer bought it, the Crown Imperial was mostly complete, missing just the elaborate chrome and gold eagle for the trunklid. Since it was well maintained by a family that could afford it, however, the restoration mostly meant a new interior and new paint. Other than that, Meurer, who had the car on display at the Packard Proving Ground’s 2014 Cars R Stars show, said it is mostly original. He said it was in fine mechanical shape. The only reproduction part is apparently that trim from the trunk, which he had fabricated at some expense.

Shooting as I do in 3D, I’m used to stepping back to properly frame the image on both sides. With this Crown Imperial limo I had to step back, and step back, and step back. A 244.7 inch car is more than 20 feet long. Chrysler advertised it “the most magnificent limousine” that you could buy. The dictionary defines magnificent as “impressively beautiful, elaborate, or extravagant; striking”. I happen to be a fan of Exner’s Forward Look cars but I recognize that they’re an acquired taste. While you may or may not regard the 1958 Crown Imperial limousine as beautiful, I don’t think that you can deny that it is impressive, elaborate, extravagant and striking.

Ronnie Schreiber edits Cars In Depth, a realistic perspective on cars & car culture and the original 3D car site. If you found this post worthwhile, you can get a parallax view at Cars In Depth. If the 3D thing freaks you out, don’t worry, all the photo and video players in use at the site have mono options. Thanks for reading – RJS

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TTAC Project Car: Citizen Sierra http://www.thetruthaboutcars.com/2013/10/ttac-project-car-citizen-sierra/ http://www.thetruthaboutcars.com/2013/10/ttac-project-car-citizen-sierra/#comments Mon, 28 Oct 2013 12:03:14 +0000 http://www.thetruthaboutcars.com/?p=635937 It’s been a while since our last update on TTAC’s intercontinental project car: a UK-spec 1983 Ford Sierra Ghia finished in Rio Brown.  Since then the Sierra’s gifted creator passed away and more positively, Ford wisely ditched its Titanium trim level for a famous name befitting a premium offering with brown paint…even if it isn’t […]

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It’s been a while since our last update on TTAC’s intercontinental project car: a UK-spec 1983 Ford Sierra Ghia finished in Rio Brown.  Since then the Sierra’s gifted creator passed away and more positively, Ford wisely ditched its Titanium trim level for a famous name befitting a premium offering with brown paint…even if it isn’t Ghia.

Jealous much of TTAC’s sweet ride, FoMoCo?  

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We ended our last story with the Sierra’s hood cable unable to release the “bonnet”. Which was fixed one year ago this week: reaching between the front fascia and the radiator to grab the release lever and pop it free.  From there, two zip ties eliminated the slack in the cable and it’s been fine ever since.  A surprisingly easy fix!

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Any hope of getting Citizen Sierra nice and legal started with its horrible exhaust leak, probably stemming from the Nürburgring workout given by Capt. Mike at said famous race track.

I grabbed a 2.3L Mustang manifold gasket, pulled the cast iron lump off and realized that the 2.0L Pinto motor has a unique cylinder head.  With no matching gasket in sight, I swapped my unopened part for Mr. Gasket’s sheet of “make your own” gasket paper.  In less time than it took to watch a football game, I crafted a set of four gaskets. About a week before Christmas 2012, I finished the Sierra’s exhaust. Ironically, that was also the day I confronted my inner and outer demons.

Making a concerted effort to change my attitude/personality that evening, the Sierra–in some twisted way–became my catalyst for that change. So it became that Citizen Sierra joined my personal quest for continuous improvement.

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Considering the number of cars in the Mehta garage, a unique key chain was needed.  I found these vintage units (modeled after a promotional button Ford made in 1982) on eBay in the US, and they were mine in a couple of days. Nice.

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Shameless Plug: in February I scored specialty car insurance, quite affordable thanks to the extraordinary customer service at the National Corvette Museum. With proof of fiduciary responsility in hand, I motored out of the warehouse for a state inspection, a simple task with any 25+ year old car in Texas!  The ride there was surprisingly serene, and it easily passed the test.

With the Sierra legal (enough) to begin the path to citizenship, I hit another roadblock: the head lights and brake lights went berserk.  I tried fixing them: repairing frayed wiring, replacing bulbs, a new brake pedal switch, a multifunction switch from a Merkur, all to no avail.  By mid March I was 100% frustrated: so I quickly reassembled my work and drove to a friend’s shop. And a little over three months later…

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Sadly that friend had even more existential concerns than myself: after his cell phone was disconnected, I went to claim my Sierra, in whatever condition it may sit.  Mercifully he fixed it well, charged next to nothing and I learned a lesson…or three.

Soon after I took a few hours off work to get the Sierra titled. Except not: the county wasn’t pleased with the paperwork.  The Sierra is pictured here (above) in July at the Houston Police Department’s Auto Theft division, where they quickly processed/approved Form 68-A: a crucial part to obtaining citizenship in Texas.  While this was one of the creepiest, covert operations I’ve seen (they don’t even let you inside) the people were certainly pleasant enough.

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Victory!  Sort of: between an international title that wasn’t signed by Capt. Mike and two ownership changes between here and the UK, I needed a bonded title to get legal.  My friends in the classic car trade recommended a local title company. In less than a week, they made the impossible happen.  While I enjoy working instead of waiting in lines, there was a singular downside. Their handiwork set me back a painful $750.

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Legal issues cleared, the work began: first the horrible radio. While the factory unit supposedly picked up FM, it seemed to miss the land of BBC radio. Then the tape deck broke, taking away my MP3 interface!  I grabbed the same (Blaupunkt) radio from a 1980s USA Audi in hopes it would work. No dice.

Then I bought a stunning vintage, NOS, perfect DENON cassette deck, which wasn’t amplified and therefore useless to the Sierra. Stereo #4, a “so cheap its worth a shot” NOS Pyramid deck with a graphic equalizer did work, but made the original speakers crackle and pop like that “snappy” breakfast cereal.  $50 later on eBay and I was installing new 4” Kenwood coaxial speakers into a very chocolatey cabin.  The rears were a snap, but the fronts were…well you see the photo.

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While the craptastic Pyramid was an improvement, it was still a horrible radio.  Back to eBay, and this Hitachi tape deck with an AUX jack and an ingenious spring-loaded pull out mechanism (no grab handle) was mine for a fair price.  Lesson learned: vintage Kenwood/Alpine audio fanbois pay waaaay too much for cassette decks!

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After a few more miles of weekend cruises and plans for a short trip to judge a LeMons race, the Sierra developed some annoying problems. A ripped spark plug boot (that I destroyed during inspection/removal) needed attention, but ordering tune up parts for a Sierra (i.e. not of the GMC variety) at the parts store is cumbersome. And the word “Merkur” doesn’t help, either. Luckily an Autozone cut-to-fit kit (USA made!) combined with new Motorcraft plugs worked perfectly. A nice repair for less than $25.   4_1

The exhaust had problems at the rear, too.  $150 later and a local shop replaced the crusty rear resonator and it looks factory. Surprisingly, the new assembly is louder than the original, probably because it isn’t full of rust flakes.

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Then a front-end alignment: I’m stunned at the number of shops that refuse to work on a car if the alignment specs aren’t in their machine.  I had the Ford factory shop manual (purchased from a UK re-seller of discarded library books) with the specs in hand, but nobody would play…until I found a Meineke with the balls to read books, not just computers.

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Then tires: these Romanian-made Vikings were not only a poor tribute to Nordic heritage, they were past it thanks to the (mis) alignment. Since the usual places don’t stock a 165/80/13 tire, I found a vendor in California selling China’s finest speed rated radials for $34 a pop. Apparently this is a common tire size for Honda Accords from the same era, so I got lucky!

5The Sierra’s fan clutch puked its fluid at the LeMons race in late September, making it hurl coolant as I extorted bribes from cheaty racers.  Determined to find a local replacement, I realized European Ford clutches use the same removal tool as BMWs.  I was lucky to find a brilliant night manager at the local O’Reilly’s, as he hammered away at his computer to find a ($100) clutch from an E30 that dropped right in. Thirty minutes later, the Sierra was running cooler than Jonathan Goldsmith in a booth fulla hot women.

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Last month I added this custom-made LeMons bribe to the Sierra’s hatch.  One race team had a talented graphic company in tow, and it’s certainly good to be a corrupt judge with a penchant for exotic machines ending in “RI”!

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Our man in Czechoslovakia, Mr.  Vojta Dobeš befriended me shortly after my initial purchase.  Turns out he grew up with Fords from the 1970s and 1980s, so his love of Sierras is strong. Even better, his ability to find valuable parts is even stronger.  I literally bounced off the walls when his box of Ford goodies arrived. We are very lucky to have this guy in our ranks.

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As alluded to in last week’s Piston Slap, I ran into problems while installing these parts.  Bad grounds, blown fuses, dirty connections and a truckload of time with wiring diagrams to make it all work: but the result is brilliant. Now I have a well-mannered RWD hatchback with enough head lamps to bake your legs on an autumn winter morning. Yes, really.

The plan was to put the finished Sierra* back in the warehouse…but screw that!  I’ll keep TTAC’s project car in my garage until summer rears its ugly head (no A/C) once more. Citizen Sierra is now, after all, a big part of my past, present and future.

And now you know The Truth About TTAC’s Ford Sierra. I hope you have a fantastic week.

*NOTE: the Sierra is currently running European style plates with the correct license number for the State of Texas.  This, along with keeping the real plates in the spare tire well, is a temporary measure until I figure out how to install a Texas plate without modifying the body or the plate itself.  More to come.

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Junkyard Find: 1977 Ford Granada Ghia http://www.thetruthaboutcars.com/2012/09/junkyard-find-1977-ford-granada-ghia/ http://www.thetruthaboutcars.com/2012/09/junkyard-find-1977-ford-granada-ghia/#comments Fri, 14 Sep 2012 13:00:57 +0000 http://www.thetruthaboutcars.com/?p=460120 I took my first driver’s-license test in a 1979 Ford Granada, and so I always notice Granadas (and Monarchs) when I see them on the street (very rarely) and in the junkyard (slightly more frequently). The Granada Ghia was the version with the top trim level, using the name of Ford-purchased Carrozzeria Ghia. Since you […]

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I took my first driver’s-license test in a 1979 Ford Granada, and so I always notice Granadas (and Monarchs) when I see them on the street (very rarely) and in the junkyard (slightly more frequently).
The Granada Ghia was the version with the top trim level, using the name of Ford-purchased Carrozzeria Ghia. Since you could also buy a Fiesta Ghia, there was a certain amount of 70s-style designer-label brand-cheapening involved.
This car has the 302-cubic-inch V8 instead of the standard, miserably low-powered 250 L6. The V8 Granadas weren’t quick, but they managed to avoid being dangerously slow.
Riding as a passenger in my parents’ Granada, I would get a little bit freaked out by the Faces of Tormented Souls In Hell™ pattern on the faux woodgrain interior panels.
Like every Granada that shows up in a junkyard, this one had its front brake components yanked immediately. That’s because the Granada is a member of the same chassis family that produced the 1964-73 Mustang, which means that Granada brakes can be used as a bolt-on disc upgrade for old Mustangs.
I collect old car clocks, but I’ve learned that exactly zero percent of these mechanical digital Ford clocks of the 1980s are in working condition.

You don’t see many cultural references to the Granada, but here’s about the only reference I can find in popular culture.

18 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 01 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 02 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 03 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 04 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 05 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 06 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 07 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 08 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 09 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 10 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 11 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 12 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 13 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 14 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 15 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 16 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden 17 - 1977 Ford Granada Ghia Down On The Junkyard - Picture courtesy of Phil 'Murilee Martin' Greden Zemanta Related Posts Thumbnail

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TTAC Project Car: Home and Dry! http://www.thetruthaboutcars.com/2012/06/ttac-project-car-home-and-dry/ http://www.thetruthaboutcars.com/2012/06/ttac-project-car-home-and-dry/#comments Sun, 03 Jun 2012 17:43:11 +0000 http://www.thetruthaboutcars.com/?p=447348 It happened. TTAC finally has their very own Ford Sierra. It’s true: the UK-spec Ford Sierra I promised to TTAC readers has arrived.  Well actually two Brits, as our man Captain Mike Solo imported both his Peugeot 205 1.6 GTI and my Ford Sierra Ghia at the same time.  And while I eagerly awaited the […]

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It happened. TTAC finally has their very own Ford Sierra.

It’s true: the UK-spec Ford Sierra I promised to TTAC readers has arrived.  Well actually two Brits, as our man Captain Mike Solo imported both his Peugeot 205 1.6 GTI and my Ford Sierra Ghia at the same time.  And while I eagerly awaited the Sierra’s arrival in Houston, I could not meet the ship at the port. The precious cargo went up to an official military delivery area in Dallas, about 4-5 hours away.

If you think getting the car from Europe to USA was tough, try making the journey from Houston to Dallas.

Due to timing between my work schedule, the storage fees at the receiving area and Captain Mike’s legal signature required to take delivery, the Sierra waited for at least another month before getting home.

Mike signed for both British beauties (so to speak) and proceeded to trailer off his pretty little Pug. Apparently the staff was more impressed with the bizarre brown space ship on wheels, though most of that credit goes to the exhaust leak from the 2.0L Pinto mill.

One of my racer friends from the 24 Hours of LeMons, Brian Pollock of Property Devaluation Racing, promised to tow it from the place you see here to his workshop filled with similarly bizarre and crappy old Fords.

But then the starter in Brian’s Cummins I-6 converted Ford F-350 took a dump.  No dice. He had a friend in the tow truck business who’d do us a solid, and deliver the car to Brian for $125.  Considering the alternative of leaving the Sierra in this spot, I gladly paid that. I don’t like how that white S10 is staring at my Rio Brown Ghia goodness!

And there it goes.  The deliciously Brown Ford is off to meet LeMons cars, LeMons racers and eventually…its very Brown-toned new owner.

           So what’s up with the random belt shot?  This is one of the many steps required to get me (safely) over to Dallas. See, the Mehta fleet includes a 2006 Lincoln Navigator with a ROUSH Supercharger from an F-150.  And while the roots-style fed, tubular exhaust header equipped Navigator sucks down plenty of premium fuel, the massive torque and close ratio 6-speed transmission makes towing damn near anything a breeze.  But, just in case, here’s the part number if the belt decides the Sierra isn’t a worthy trailer queen.

Luckily there was no need for drama, the Supercharged Navigator happily made it here.  There’s my Sierra!  FINALLY!

And after spending far too much time trying to get the Sierra on the back of the stupid fast Navigator, it was ready to go home. Note my smile with the ratchet straps, as I am terrible with these things.  Combined with the stress of my normal work week, the labor involved in making this day happen and my level of exhaustion while driving up to Dallas, this was no small feat. I need to clone myself.

But still, there’s always time to smile.  Even if all my friends know it’s official: I’m absolutely nuts!

And it got worse.  Apparently the Sierra was homesick, longing for some proper UK weather.  The rain went from British charm to Gulf Coast beat down in a matter of minutes.  I took this terrible shot while filling the Navigator at the gas station: the wind was so strong I was soaked under the station’s prodigious roof. The day went from tiring to absolutely miserable.

But with a bit of caffeine, my two road trip buddies Todd and Angie, the open highway and the amazing view at my back…well, it was all worth it. I doubt I’ll ever have another automotive purchase experience like this one.  And FWIW, the Supercharged Navigator got 9 MPG on the way back.

Annnnd we’re back!  The weather cleared up in the Bayou City just long enough to get the Sierra off the trailer.  And, as the Brits say, the Sierra is now “home and dry” with the rest of the Mehta fleet, some of them shown here.

This is also a good time to mention the theme song for this milestone:

Click here to view the embedded video.

I gotta see you, I gotta be with you,

We’ll make it better now in every way,

Yes, home and dry.

So what’s next?  Fixing that massive exhaust leak, coming from the gap between the engine and the  manifold. Too bad the hood release also decided to fail.  On the plus side, I finally bought a proper set of Ford shop manuals, sporting this helpful diagram. Looks like I’m spending one morning with the Sierra, a pair of jacks, a flashlight and one very, VERY long screwdriver.

Thank you all for reading.  Get your hands dirty and enjoy your Sunday!

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Junkyard Find: Guess the Ghia! http://www.thetruthaboutcars.com/2011/09/junkyard-find-guess-the-ghia/ http://www.thetruthaboutcars.com/2011/09/junkyard-find-guess-the-ghia/#comments Fri, 30 Sep 2011 13:00:58 +0000 http://www.thetruthaboutcars.com/?p=413021 Carrozzeria Ghia and Ford go way back, with the Ghia name getting slapped on everything from the Fiesta to the Barchetta. A few days back, I snapped this photograph in a Denver junkyard. What sort of car do you think we’re looking at here? What else could it be but a Granada? And not the […]

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Carrozzeria Ghia and Ford go way back, with the Ghia name getting slapped on everything from the Fiesta to the Barchetta. A few days back, I snapped this photograph in a Denver junkyard. What sort of car do you think we’re looking at here?
What else could it be but a Granada? And not the effete European Granada; this is the type of Granada that taught me everything I needed to know about the Malaise Era.
Such luxury! It’s too bad that Ford never made a Cartier Continental Ghia.

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TTAC Project: The Zombie Sierra http://www.thetruthaboutcars.com/2010/10/ttac-project-the-zombie-sierra/ http://www.thetruthaboutcars.com/2010/10/ttac-project-the-zombie-sierra/#comments Sat, 30 Oct 2010 16:29:46 +0000 http://www.thetruthaboutcars.com/?p=370876 I’m going drifting. I’m going drifting dressed in the finest English brown velour ever to roll out of Dagenham, England. I’m going drifting in what this week’s Curbside Classic should have been, a 1983 Ford Sierra. And with that, I rejoin TTAC after a long hiatus due to our wonderful country sending me to various […]

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I’m going drifting. I’m going drifting dressed in the finest English brown velour ever to roll out of Dagenham, England. I’m going drifting in what this week’s Curbside Classic should have been, a 1983 Ford Sierra. And with that, I rejoin TTAC after a long hiatus due to our wonderful country sending me to various deserts to hunt for Osama bin Laden.

I have survived, although my Hilux did not after one ill-placed Taliban rocket sent shrapnel through the radiator. I also relish returning to write for one of the finest audiences I know, the Best and Brightest.

Sajeev “Piston Slap” Mehta and I concocted a plan worthy of poetic balads (or at least a YouTube auto-tune) late this Friday night. We were commenting on how the Ford Tempo really should have been the Ford Sierra. Ford did eventually import the Sierra in the Merkur XR4ti guise in 1987, yet, how successful would the Sierra have been should they have built it from the start in the United States back in 1984? It was RWD, had independent suspension on all four corners, came with a wide variety of engines, looked great, and sported the finest shades of brown that year, specifically “Rio Brown”. Horsepower ranged from 59bhp in the 1.3L Pinto to 201bhp in the Cosworth. Ford could have used the 2.0L four-cylinder, and the 2.8L fuel-injected Cologne V6, and had a real winner on its hands.

Instead, Ford graced us with the Tempo, and lost money on the expensively imported, and mismarketed Merkurs.

Sajeev and I continued to talk while perusing the classifieds in the United Kingdom, the source of my recently purchased, and absolutely mint condition 1986 Peugeot 205 GTI (more on that later). Sodding a lark, I discovered the holiest of holies. An unmolested, low-mileage, one-owner, completely rust free, Rio Brown Ford Sierra 2.0L. Ghia optioned, with the rear curtains intact. The brown velour interior might surround an automatic gearbox lever, but no matter, we decided we have plans for this most humdrum, but ultimately awesome (and aerodynamic!) vehicle.

Sajeev possesses several 5.0L Ford V8’s. And an intact Thunderbird Turbo parts car. I have the ability to purchase and register a European car in Germany, and have it exported. The planets aligned. The first TTAC project vehicle has come together. And at this point, we need your suggestions, yes, the Best and Brightest shall have some input on how awesome, or terrible, this vehicle shall become. Which V8, turbo 4, or even V6 (SHOtime?) shall we use?

I say a 5.0L Mustang engine with a manual gearbox conversion. Sajeev suggests the GT-40 infused 5.0L and electronic-automatic duo from an Explorer. I say full custom aftermarket coil-over suspension to handle the power. Sajeev wants OEM-spec Ford Cosworth bits from England. The “Sierra of Brownshire” should arrive in Texas in late-winter, after I return from Operation Enduring Freedom, allowing you, the B&B plenty of time to convince of our course of attack, and us enough time to come to our senses.

EDITORS NOTE: We posted one shot of the (so Brown!) Sierra Ghia in question on our Facebook page for comments and queries. Facebook Fans, here are your answers:

Kevin M:  Goofy-fun daily driver is the intention, as it is a 5-door hatch. Though the Sierra’s 2700lbs curb weight will make it super fun to drive, if we spring for aluminum heads to keep the 5.0 as light (?) as the stock iron motor. Rob A: the exchange rate won’t let that happen, its not gonna be a $500 LeMons car anyway. James M: No, this is not Cammy Corrigan’s car, she wouldn’t be caught dead in a Sierra Ghia! Scott M: we don’t have a ‘busa motor lying around, plus there are several 5.0 Merkurs rattling around the Internet for proof.

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Sunday Concours: The Destruction Of The Chrysler-Ghia Turbine Cars http://www.thetruthaboutcars.com/2009/11/sunday-concours-the-destruction-of-the-chrysler-ghia-turbine-cars/ http://www.thetruthaboutcars.com/2009/11/sunday-concours-the-destruction-of-the-chrysler-ghia-turbine-cars/#comments Sun, 22 Nov 2009 19:40:32 +0000 http://www.thetruthaboutcars.com/?p=336442 The post Sunday Concours: The Destruction Of The Chrysler-Ghia Turbine Cars appeared first on The Truth About Cars.

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