Buying Guide Ford Granada MkIII/Scorpio Mk1

It can be a cheap way into a Cosworth. But tread carefully – parts can be scarce.

Words RICHARD DREDGE

Photography JOHN COLLEY

Buying Guide Snap up the last unhyped Eighties Ford – the Granada MkIII

Seven steps to buying Ford Granada MkIII / Scorpio Mk1

Eighties Fords have never seemed more expensive. Not an auction seems to go by without another record being broken by the likes of the Capri 2.8i and Sierra Cosworth. Once-commonplace and cheap cars now seem out of the grasp of many.

And yet, there is one model that remains curiously unhyped. The Granada MkIII not only looks a lot like a Sierra, it shares a lot of its appeal. There’s real substance to the V6-engined models: the 2.8i shares much in common with the XR4i. And at the top of the Granada tree, but still right at the bottom of performance Ford prices, there’s even a Cosworth version.

To help us make the most of this last of the Eighties fast-Ford bargains, we turned to Clive Tick of Tickover, parts specialist Retroford International, and Ian Melville of Specialised Engines for the lowdown.

Which one to choose?

• Emulating the Sierra and sharing many of its parts, albeit in a larger five-door hatchback body, the Granada MkIII replaced its conventional three-box predecessor in 1985. Base engine was a 1.8-litre overhead camshaft Pinto four-cylinder, with 2.0-litre Pinto and 2.5 turbodiesel variants in the midrange. Top of the range was the 2.8i, echoing the contemporary Sierra XR4i and Capri 2.8i.
• Scorpio 2.8i 4x4, essentially a larger, plusher take on the Sierra XR4x4, was the new top model from 1986.
• The range was refreshed and rationalised in 1987: the 1.8 model was discontinued, a new 2.3 V6 was introduced, and 2.8s increased to 2.9 litres.
• In 1989, the basic 2.0 four-cylinder and 2.3 V6 models were dropped in favour of a new 125bhp twin-cam four-cylinder, essentially a normally aspirated version of the Sierra Cosworth engine.
• Saloon versions of all engine options debuted in 1990. Estates followed from 1992. All models replaced by controversially styled Scorpio from 1994.
• 195bhp Cosworth version belatedly arrived in 1991. Available as hatchback or saloon and badged 24v, it was only available with an automatic gearbox after manual options proved unreliable on test.

Bodywork

As the first Ford with wheelarch liners, the Granada MkIII is much less rust-prone than its predecessors.

But you still need to be on guard for corrosion in the usual key areas including the rear wheelarches, sills and jacking points. Most Granadas have had rear wheelarch repairs by now.

The lower front wings also need careful inspection, while the metal under the rear lights can corrode. This is hidden by the back (plastic) bumper, so look for signs of bubbling and blistering. Also check the door tops for rust. There are no complete panels reliably available, pattern or genuine. However, occasionally the odd wing or structural panel crops up and prices don’t tend to be high. If you need to address non-terminal lower-body rust around the arches and sills, budget £1200 all-round. If the rust has spread further, walk away – the car is unlikely to be economically viable to save.

Engine

The Granada was initially offered with Ford’s Pinto engine in carburettor-fed 1.8 or 2.0 (90bhp or 100bhp) forms, or there was a 110bhp 2.0 fuel-injected variation too. Alongside these was Ford’s 2.8-litre Cologne V6 with Bosch K-jetronic fuel injection, while the 2.5-litre Peugeot-sourced normally aspirated diesel was carried over from the previous Granada. This gained a turbo in 1989 then was replaced by a VM-built unit in 1993. The most reliable and efficient four-cylinder is the eight-valve twin-cam unit introduced in 1989. It came in 107bhp carb-fed or 123bhp injected forms. Hottest V6 is the 195bhp Cosworth 24-valve 2.9i V6 that arrived in 1991, while from May 1996 the Scorpio was offered with a 2.3-litre four-cylinder dohc engine, named i4.

The 2.0-litre Pinto engine must have regular changes of good-quality oil or wear is guaranteed, especially in the camshaft. This engine can also suffer from a surging idle caused by crank pulses upsetting the vane air meter. The twin-cam unit that superseded the Pinto is much stronger but early ones suffered from cylinder head oil leaks. It was fixed by a redesign, two years into production. They’re inherently simple engines, though, with noninterference cylinder heads to minimise potential damage should the timing belt fail.

The 2.8-litre Cologne V6 is unstressed with plenty of low-down torque. The fibre timing gear can break up, but steel replacements are available for about £200. It’s worth doing a compression test to checkfor blown cylinder head gaskets and warped cylinder heads; expect 120psi per cylinder on a healthy engine. Check the condition of the coolant because corrosion and silt in the water jacket are common. If either a Pinto four or a 12-valve Cologne V6 need rebuilding, budget £3000 including fitting.

The 2.9-litre engine is tough but the twin air meters can play up, leading to erratic idling and running. Later cars got a sensing management system and hydraulic tappets. The Cosworth-tuned 24-valve 2.9 is strong but the aircon radiator fitted to all cars has a habit of corroding. The more complex Cosworth valve gear adds to rebuild costs too – if you need a 24v rebuilding and fitting, expect to spend £4k-£5k.

Gearbox

A five-speed manual transmission was standard on all Granadas, and a four-speed automatic was available with all engines apart from the 1.8 petrol and the 2.5 diesel. The automatic gearbox isn’t the best; it can be very clunky. Manual V6s are rare. Ford’s Type 9 five-speed gearbox was used until the arrival of the MTX75 transmission in June 1989. The most likely problem with the earlier unit is worn laygear bearings – listen for rumbling and whining from the gearbox. If rebuild is needed, budget £1000 all-in. Some of the early MTX75 cars had a weak rear mount, but most have now been fixed. If not, you’ll hear a bang as you let out the clutch.

Four-wheel-drive editions do have a following but, as the costliest derivative of all, relatively few were sold. The transmission isn’t especially efficient and because it was offered only with the 2.9i V6, expect hefty fuel bills. More of a problem can be driveline vibrations, often because of mismatched or poorly balanced wheels and tyres.

Steering, suspension and brakes

Most (but not all) Granada MkIIIs have power steering and it works well. But the racks are prone to wear so be prepared to fit an exchange item at some point. Check for play and leaks; if it’s just the latter, new seals will probably suffice, but if anything else is awry you’ll need a £160 replacement rack.

It’s highly likely that the suspension bushes will be tired, but replacements are readily available. Polyurethane parts are easier to source than the original rubber items and they’ll prove more durable; the originals were quite soft and tended not to last long. Fortunately, polyurethane bushes don’t compromise the ride quality much. A set for the front anti-roll bar costs £29; £50 for the inner track controlarm; same for the outer track control arm; and £40 for the outer trailing arms.

Ford made a big fuss of the fact that the Granada was the first mass-market car to be fitted as standard with electronic anti-lock brakes from the outset. You need to check that the yellow light on the dash illuminates when the ignition is switched on, and then extinguishes after a few seconds.

Warped brake discs are common, so feel for juddering. When these cars were new it was common for the discs to be skimmed as a remedy, but that makes the metal thinner and even more prone to distorting. Replacement discs are a better fix at £40- £70 for a front pair and £30-£40 for the rears.

Trim and electrics

All Granadas had cloth or leather trim. Both last well and if you find a low-mileage car that’s been stored sympathetically, the upholstery should be tip-top. If you need replacement trim, expect a long search. Top-specification Granadas came with a huge number of extras, which means lots of buttons, switches, relays and motors. You’ll be doing well to find any new replacement parts so, as with the trim, you’ll have to try to find good secondhand items. The more basic models are surprisingly austere.

Spacious and comfortable cabin, whichever variant you choose. Better-built than previous Fords. But they still rust, and no new panels are available now.Engine range mirrors Capris, but is topped by 24v Cosworth 2.9 V6. A classic you can drive every day, and which will leave your bank account largely unscathed.

Owning a Granada MkIII

John Warnham

The Granada pictured here belongs to serial Ford owner John – it’s his 18th blue-oval model. ‘I’ve had Sierras, Mondeos and Focuses,’ he says. ‘Then last summer I took the decision to downsize to just one car and settled on a Granada because they’re such amazing value for money.

‘It has a huge amount of cabin and boot space, and there’s decent performance too. Being relatively modern, it has very good safety and comfort features, and its running costs are just as affordable as its purchase price. Granadas have that appealing blend of being comfortingly familiar, but rare enough to be interesting.

‘The MkIII ticks so many boxes, and you don’t have to make compromises if you want to run one. They’re rear-wheel drive and handle well, despite their weight, and they’re far more practical than a Capri.

‘The MkIII version was innovative as well. It was the world’s first car to have a heated windscreen, the first to get three rear seatbelts, and the first to fit anti-lock brakes as standard across the whole range. And it is so comfortable! Driving a top-of-the-range V6 Ghia is like floating along in your favourite armchair.

‘And it’s not just the driver who gets all the fun – those in the back are cosseted as well thanks to seats that recline electrically. It’s barely believable that all this is available for as little as a grand if you shop around.’

Chris Searle

Chris acquired his first Granada MkIII in 1994, when he first started driving. ‘It was a 2.0 Ghia bought to provide cheap transport,’ he says, ‘I’ve owned another seven MkIIIs since.

‘I love the massive cabin, the extremely comfortable seats and the easy performance. Something I find really surprising is how few people know what the car is – I often get asked. It’s an easy car to own too, because parts availability is still very good.

‘Having said that, Ford hasn’t supported the Granada MkIII for many years now, and they’re now too rare for comprehensive pattern parts to be manufactured. So if you buy a car that needs work doing, there’s a good chance that you’ll have to have to scour autojumbles and eBay to track down any parts you might need. Prices tend to be reasonable, though.

‘While tracking down replacement secondhand trim items shouldn’t be too difficult, finding an exact match for your particular project may turn out to be easier said than done. Generally speaking, parts are more readily available for facelifted cars – ie, those that were built from 1994 onwards – but these have less of a following than the earlier models, which is one of the main reasons why parts supply is greater than the demand.’

1991 Ford Granada Scorpio Cosworth 24V 2.9

£20,000-£25,000 (estimate)

‘Believed to be a pre-production model, this Granada Cosworth was lent by Ford to Belfast University’s Science department as a training vehicle. It was used by Ford for publicity shoots and in sales brochures for a number of years before being bought by the senior lecturer, who kept the vehicle unregistered until 2016.

‘It was bought by our vendor in 2016 and first registered in 2017, showing only one owner since new and mileage of just 2160. Since purchasing, our vendor has invested in new tyres, fresh plugs, annual servicing and an aircon upgrade. It’s finished in gloss black over a black leather interior and has been stored in a heated garage all its life, ensuring this timewarp Ford is as original as possible.

‘It’s supplied with both keys and paperwork for regular servicing in line with Ford recommendations, as well as a current MoT until May 2024 showing no advisories.’

One Eighties Ford remains unhyped, and there’s even a Cosworth version

What to pay

• Roadworthy examples in need of tidying start at £1k for four-cylinders, £1.5k for V6s.
• Cars in very good condition start at £2500 and £3500 respectively for four- and six-cylinder examples. Dealers will ask £5k.
• £5k is the entry point for a private sale Cosworth. Low-mileage, mint-condition cars from dealerships will command twice that.
• The most expensive Granada is the 4x4, because of its rarity. Expect to pay £6k-£10k if you can find one in good condition.