CarDomain Obscure Muscle Car Parking Lot: Ford Turbo Coupes, Mustang SVO, T-Bird Turbo and Merkur XR4Ti

By Jim Brennan

UDMan

Welcome to the CarDomain Obscure Muscle Car Parking Lot, a regular feature which aims to expand the notion of what a muscle car is, and to throw all conventional thinking out the window while we’re at it. This time, instead of highlighting one obscure piece of muscle, I thought it was time to review a new type of muscular performance car, offered in three distinct flavors, all from the Ford Motor Company during the 80s. Instead of using V8 power, these cars were equipped with a snorting, growling, turbocharged 4 cylinder engine, with outstanding handling, and monochromatic good looks. Let’s look at Ford’s attempt to re-invent the muscle car, with the Ford Mustang SVO, the Ford Thunderbird Turbo Coupe, and the Merkur XR4Ti.

Continue reading after the jump!

The Mustang SVO was a limited-production version of the Ford Mustang sold from 1984 to 1986, during which time it was the fastest, most expensive version of the Mustang available. Ford began to make a major push forward with the Mustang in 1982, and it involved a newly formed division within Ford, the Special Vehicle Operations, or SVO. Tasked with developing something that was both plainly American and competent to compete with entry-level European sports cars of the day, the SVO team went to work on the new Mustang, deeming that it was the most obvious choice as a platform basis for a high-performance vehicle.

Concerned with issues such as fuel consumption and emissions, SVO engineers opted to pass over the venerable Boss 302 in lieu of an updated, turbocharged, and stronger version of Ford’s 2.3 liter inline four, originally used in the Pinto. An advanced, computer controlled fuel injection system and an intercooled turbocharger system helped push power output to 175 HP for the 1984 and 85 model years. With fine tuning and the addition of a new water-cooling system, power output rose to 200 horsepower for 1986. The vehicle’s standard 5-speed manual transmission was updated, eventually receiving revised gearing and a factory installed Hurst shifter to improve feel and quickness. One of the major downfalls to the turbocharged inline four was the lack of torque in comparison to the V8, which, in the eyes of former muscle car owners, was considered a severe disadvantage.

The SVO featured several key modifications over the standard Mustang to help increase performance. The front suspension geometry was modified, a 15:1 ratio power-assisted rack-and-pinion steering system replaced the standard system, a limited slip 7.5″ Traction-Lok axle was added for the first year of production, a ventilated four-wheel-disc braking system replaced the GT’s disc/drum setup, and a complete Koni suspension system featuring specially tuned adjustable struts, shocks, and horizontal dampers replaced the setup used on the Mustang GT. Five-lug, 16 × 7 inch aluminum wheels wearing P225-16 Goodyear Eagle VR 50 “Gatorback” tires were standard. The rear disc brakes, the five lug hubs, the sixteen inch wheels, the quad-shock rear end, and the Konis were used on the SVO before any other Mustang.

Interior features included adjustable sport seats with lumbar supports, a leather-wrapped tilt steering wheel, shift lever, and emergency brake handle, power windows, door locks, A/C and a premium stereo system. Most of these options weren’t normally found on small American coupes at that time. However, an optional Competition Prep package deleted many of those features to save weight. The exterior had a unique front grill that was only used on the SVO line, and a biplane spoiler that was also unique to the SVO.

The SVO was an enthusiast’s dream come true. Handling was near-neutral, cornering flat and undramatic, steering direct and properly weighted, braking swift and sure. Performance? Exhilarating for the day, with 0-60 mph in about 7.5 seconds, the quarter-mile in just under 16 seconds at around 90 mph, and top speed between 135 and 145 mph, depending on what model year.

The Ford Thunderbird Turbo Coupe, was the top-of-the-line model, and was special for several reasons. It used a turbocharged 4-cylinder 2.3 L engine with Ford’s EEC-IV electronic engine control system. Unlike the other models, the Turbo Coupe came with a standard 5-speed manual transmission. Other improvements included a limited-slip Traction-Lok differential, larger tires and wheels, and a sportier interior complete with analog gauges. By 1985, the Turbo Coupe gained power to 155 horsepower, and all models received a new interior.

The Turbo Coupe earned the honor of being the Motor Trend Car of the Year for 1987. The 2.3 L turbo-4 now included the air-to-air intercooler that was found in the Ford Mustang SVO and boosted power up to 190 horsepower for the 5-speed manual transmission. New for the Turbo Coupe was a 4-speed automatic, with which the engine was rated at 150 horsepower. The automatic had a reduced turbo boost of 9.5 psi instead of 10 to 15 psi, for “transmission durability” reasons. The Turbo Coupe also came with anti-lock 4-wheel disc brakes, Automatic Ride Control, and 16-inch 225/60VR performance tires.

On the appearance side, the Turbo Coupe received a performance hood with operational dual hood scoops with air ducts to the intercooler. The Turbo Coupe also featured a performance-styled front valance with fog lights, as well as “Snowflake” 16 inch alloy wheels. In 1988, the final year for the Turbo Coupe, there were only minor changes. The 5-speed manual transmission now allowed the full 15 psi of boost in all forward gears (as opposed to excluding the first two gears).

Roundly applauded by “buff books” and even Consumer Guide®, the Turbo Coupe was a bit crude mechanically, but the most-roadable T-Bird anyone could remember. It was quick, too: 0-60 mph took 9.6 seconds, with the 1/4 Mile taking 16.5 seconds @ 85 mph, and a top speed of 142 MPH.

The Merkur XR4Ti was a short-lived United States and Canada-market version of the European Ford Sierra XR4i. It was the brainchild of then Ford Vice President Bob Lutz. It was sold in the US from 1985 to 1989. It was the first vehicle of Ford’s Merkur range, followed in 1988 by the Merkur Scorpio. Ford had hopes of importing its top European models under this brand, including the Sierra Sapphire but the venture was ultimately unsuccessful due to branding issues, increasing exchange rates, general poor marketing tactics and the pending safety regulations that would have increased retooling and production costs.

The XR4Ti was distinguished mechanically by its turbocharged Ford Lima 2.3 L 4-cylinder SOHC engine and independent rear suspension, and stylistically by its large bi-plane spoiler (replaced in later years with a single rear spoiler). It came with either the C3 3-speed automatic transmission or the Ford Type 9, 5-speed manual transmission. Many felt it resembled the Ford Escort RS at the time, although the two were built on different platforms. Mechanically, it differed from the European Ford Sierra XR4i, which had a 2.9l Ford Cologne V6.

The 2.3 liter turbocharged, fuel injected engine uses an EEC-IV computer. The 4-cylinder engine was generally rated at 145 hp (108 kW) when mated with an automatic transmission, and 175 hp when matched with the 5-speed manual transmission. This engine weighs a surprising 450 lb in full (turbo) trim. This engine is basically the same as that found in the SVO Mustang and the Thunderbird Turbo Coupe of the time, though the SVO Mustang and Thunderbird Turbo Coupe differed by having an intercooler and better EEC-IV programming.

The top speed of the manual transmission XR4Ti 1985-87 is 130 mph. The bi-plane rear spoiler was changed to a single spoiler for the 1988-1989 cars, with unexpected consequences, as it actually increased the drag coefficient compared to the bi-plane spoiler of the earlier cars.

Car & Driver tests for the XR4Ti reported 0-60 mph times from 7 seconds flat and as high 7.9 seconds and 1/4 mile times at around 15.7 seconds. Later tests by Car & Driver showed 7.8 seconds for the 0-60mph times and they mentioned the press car might have been a ringer which was common at the time. In their test data, they initially stated the car came with a limited slip differential which was a misprint, at the time there were no LSD’s available in either the American Merkur XR4Ti or its sister car the Europe-only XR4i. Car & Driver at one time placed the XR4Ti on their 10 best list, only to later issue a blistering article in which they apologized to their readers for doing so, and in essence, rescinded the award.

CarDomain Members Rides

There are quite a few of these Ford Turbo Coupes within the CarDomain community, so let’s take a look at a few. First up, it’s John’s Black SVO, from Smithtown, NY. In John’s own words, the car is on the “to be restored” list, but he sports two other ‘Stangs. Take a look at his ride page, and leave a comment.

Here’s another beautiful Black SVO, owned by Ryan Wentzel, from Sioux Falls, SD. It’s a great looking SVO, with a lot of upgrades, so go over and take a look. There are over 35 more Mustang SVO’s within the community, but let’s move on.

Take a look at Kevin’s ‘86 Thunderbird Turbo Coupe, from Toronto. It’s all stock except for the aftermarket wheels, and K & N filters. Nice Bird!

Here’s Brad’s 1988 Thunderbird Turbo Coupe, from Swanton, Ohio, with a lot of mileage. Still looks great, and none the worse for wear. Take a look and leave Brad a shout out! There are at least 2 Dozen other Thunderbird Turbo Coupes within the community, but again, we have one last ride to check out.

Look what we have here, it’s Eric’s Black XR4Ti, hailing from Southern California. One of the images above features his car, so take a look at his ride page, and leave Eric a comment!

Here’s Wyatt’s glistening white Merkur XR4Ti, from Seattle. A beautiful car that has some extensive modifications. Take a look, and see if you agree. There are over 250 other XR4Ti’s in the community, and they can all be seen here.

The question remains, can any of these “new age” Fords be classified as a “Muscle Car”? They have the Horsepower, at least for their time. They handled better than any previous “Muscle Car”, but does that really matter? And while the Mustang isn’t really Obscure, the other two surely qualify for that title. What do you, the readers think? Do they belong in the parking lot, or should they be just ignored? I look forward to hearing from each and every one!