Scorpio intro	Styling	Design & engineering	Manufacturing	Marketing	Service & maintenance	About my Scorpio
1988, 1989	1995	Variants	(Future)	(Future)	(Future)	(Future)

Sometimes we forget that before the Merkur Scorpio came to Lincoln-Mercury showrooms for 1988, it had already been named Europe's Car of the Year two years earlier. It was known as the Ford Scorpio on the continent, and it was the elegant cap on Ford's Granada range in the UK.

But although the Scorpio had been born in Ford's European studios, it wasn't the German or British designers who had the final word on the Merkur version's appearance. It was the US government with its mandate for an eye-level stoplight. For whatever reason, L-M decided to add a spoiler to encase the stoplight. In my judgment they detracted from the Scorpio's otherwise graceful stern, especially when they also troweled on a full-width red plastic panel merely to narrow the recess for the license plate. I've always regarded the wide recess as a mark of a car's overseas pedigree. Here's the comparison. What's your opinion? Before you decide to grab a wrench and revert to the original appearance, though, be sure you have the service manual handy. The removal procedure isn't straightforward, even involving the drilling out of some rivets. Homer Shannon reports that the process leaves 22 holes. Thanks for the warning, Homer.

Were you aware there was a taxicab version and a four-wheel-drive version of the Scorpio? Oh, not in North America, of course, so my information comes from British and Belgian sources.

The taxi was sold in the UK as a model at the low end of the Granada range. Aside from the usual accoutrements a taxi would need - meter fittings, wiring for a roof sign, and so forth - its major distinction was the availability of a 2.5-litre OHV diesel engine producing 69 horsepower at 4200 rpm. The 5-speed was the only available transmission. Not surprisingly, 0 - 60 mph took a leisurely 18.1 seconds, about twice our Merkur's time. I regret that despite extensive Scorpio-watching in London I've spotted nary a single specimen of the taxi model. If one of our UK cousins will send me a snapshot, I'll happily publish it here with full credit.

As shown in this illustration from the European press kit, the drive for the front wheels of the "4x4" was taken from the righthand side of the 5-speed manual transmission by means of a belt. Power was distributed 34% to the front wheels and 66% to the rear. The permanently engaged extra driveline added only 0.7" to the car's height; but it lowered fuel efficiency by about 2 mpg at 56 mph and nearly 4 at 75, despite boosting the car's weight by only 75 pounds. Handling was enhanced by viscous couplings and limited-slip differentials. Otherwise, the 4x4 shared the standard Scorpio's specifications but cost an extra 2330 pounds - about $3800 more.

Got your bib handy? Good, 'cause this'll make you drool. Here's the 2.9 litre, electronic fuel injected, 24 valve Cosworth V6 that's been available in European Scorpios since 1991. Although it retains our 2.9's 3.66" bore and 2.83" stroke, it ups the compression ratio to 9.7, gaining 50 horsepower to 195 at 5750 rpm. That'll move the Scorpio along at a top speed of 140 mph on its 6.5x16" wheels. You'll pay for it, though, because it uses about 12% more gas than our standard 2.9 does.

OK, here's a test of your management skills. You're a Ford executive. You've got a sweet, smooth, exciting engine to put into your best automobile. All we need from you is a decision on which transmission to couple to it. Did I hear you say, "The 5-speed manual?" Well, I think they need you over there in Europe, because the Cosworth has always been available with only the 4-speed automatic! AAAARRRGHHHHH!

Finally on the subect of variants, please pardon a private little flight into fantasy. I believe the Scorpio we all know and love can be made into a practical estate with relatively little effort. Modify the standard liftgate by attaching to the existing lower piece a part consisting of a roof extension and a single sweep of glass. The result is an estate on which everything aft of the present roof swings up and out of the way, making what may be the most loadable wagon on the road. It would be a fairly modest piece of work for a custom shop. OK, I acknowledge it's unlikely my Scorpio estate will ever see the light of day. Too bad, because - unlike the estate shown on the Styling page - at least with my design the driver can actually see out the back window and change the tires. Sigh....

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