South Africa has produced some interesting sports and performance cars over the years.
In South African we have a word that's suitable for this Ford Sierra – roff. It means rough in character. But think characterful Sierras and you'd expect the Cosworth to rule the roost. Head down the list and you'll think of the XR4i and XR4x4, maybe the rare 2.0iS. You may remember the Merkur XR4Ti Andy Rouse used to win the BTCC title in 1985. But this fast Ford begs to differ, and will start its argument in the loudest manner possible.
The XR8, conceived to defeat all in South African Group 1 touring cars, taking the fight to the BMW 745i and Alfa Romeo GTV6. Thanks to the then South African government's apartheid system by giving our local market a freer rein when it came to its product line-up
But for those who do not know its history, the XR8 doesn't look much different to an XR4x4, barring the badge on the boot and the clumsy looking front grill. But when the 5.0-litre Ford Windsor V8 bursts into life, filling air with a dark rumble that's pure muscle car. The 5,0 litre Mustang that served up its engine, with 20-25bhp liberated by the absence of US emissions all adds up to 216bhp, which in modern standards is rather tame But in the mid-1980s this was huge, and only the RS500 would beat it in the battle to be Sierra top dog. However, most impressive is the torque, a healthy 276lb ft delivered at a lowly 3250rpm. This rather defines the XR8.
The car boasted 96 completely new components and 150 modified ones all done by Ford Motor Corporation.
Don't think that this was back street special. Far from it. This was a properly engineered car, with spring rates stiffer by 50 per cent at the front and 40 per cent at the rear – all needed to help accommodate the 30kg weight increase the V8's presence confers.
Ford increased the wheel size by an inch but there's barely enough rubber to keep the biplane rear in place, the 195/60 offered a slight dose of mid-corner understeer before letting the rear hang out and get loose.
Stopping the Sierra proves to be much more of a challenging prospect. It may have four-piston Porsche 944-sourced callipers and 11in AP Racing vented discs, but go too hard and heavy into a corner and the rear will lock up with some aplomb.
The XR8 askes to be driven on the throttle and promotes smoothness, rather than the point-and-squirt turbo style of a wound-up Cosworth.
The clutch is heavy and generally unmotivated when you're trying to hurry along. The Warner T5 gearbox, also sourced from the Mustang, isn't playful either, with first to second being very difficult to master properly for quick gear changes.
Much like its homologation special European cousin, the RS500, the XR8 is an intriguing mixture of technical prowess and parts bin hunting, built so that the race cars could dominate, with road car tractability. Chief engineer Rudi Greggus said it was a bit over-engineered for a road car. The front grille, for example, isn't there for aesthetics. The nose may look like a standard Sierra but though the engine slotted into the Sierra's vast front section well, accommodating the radiator necessitated a two-inch extension and a bespoke headlight treatment. The grille needed to direct as much air into the four-barrel Holley carburettor as possible.
Furthermore, the front cross member, half shafts and driveshaft were bespoke to the car, with other Ford parts bin items heavily modified. The McPherson struts were moved upwards to clear the larger wheels and the front anti-roll bar adapted to fit the space. The rear variable-rate springs from the standard Sierra were discarded in favour of constant-rate units, and the anti-roll bar removed completely to dial out understeer.
Ford interiors were never the last word in quality.But that was never really the point of this car – it was built to go racing, and Ford admitted that any sales were a bit of a bonus. As such all were built before they were homologated, and all were available in just one colour – white. Unlike some other homologation specials at the time, Ford had no trouble selling all 250. It was a popular car on track too, with the racers well remembered not so much for their prowess but for their ability to vibrate the earth thanks to the mighty V8 rumble.
Yes, the clutch is heavy, the gearbox inaccurate and the driving dynamics lacking in nuance, but you really can't help but love its simple, outrageous fun. Put simply, the XR8 is an absolute hooligan, a bit like a South African rugby player of old. The type to go out and have one quiet pint, followed by 17 loud ones. Then play rugby the next day. Then have another 18 pints. And it’s all the better for it.
If you’re looking to buy one as an investment, originality is important. Lots of these cars will have been modified while they were worthless in South Africa. Tasteful mods to the suspension and brakes won’t affect prices that much – exterior modifications will make a huge difference. Some parts are bespoke to the XR8, so weigh up a project carefully.
