Home of the Crystal Blue Sierra Cosworth


The Sapphire Cosworth arrived in 1988, after Ford introduced the Sapphire, the booted saloon or 'sedan' version of the Mk2 Sierra.  The new Sierra hatchback still resembled a jellymould but by now the Great British public (and the world over) had grown used to the Sierra's aerodynamic silouhette.  The new 'notchback' Sierra saloon was designed to appeal to the executive market, who still needed that 3-box design of the old Cortina. 


Aimed squarely at stealing prospective BMW M3 and Mercedes-Benz 190E customers, the new Sapphire Cosworth was designed as an "executive express", meant to hide in plain sight with more discrete styling rather than jumping in your face like its predecessor.  Still known as the Sierra RS Cosworth in Ford's eyes, the only Sapphire identifications were discrete badges on the corner panels of the rear windows. 

Mechanically, the new car was identical to the 3-door Cosworth before it, sporting the same 204bhp Cosworth YB engine with the same turbo, Borg-Warner T5 gearbox, and limited slip differential.  The suspension was largely the same but slightly softer and less 'twitchy' than the previous model.  The big 4-pot brakes were also carried over, and were a useful thing to keep as the Sapphire's shape was even more slippery than the 3-door, meaning it could accelerate quicker - 6.1 seconds, down from 6.7 seconds.

Initially in 1988 there were three colours: Diamon White, Mercury Grey, and of course, Crystal Blue.  13,140 were made before the 4x4 version took over in 1990.

Diamond White carried on until the end of Sierra production in 1992, but Mercury Grey and Crystal Blue were only made in 1988.  Later, other colours became available.  Black was an expensive option, and Moonstone Blue returned.  Magenta and Flint Grey were new, but technically any colour on the Ford pallette was available at a cost, as a result, there is literally a handful of Radiant Red Sapphire Cosworths out in the wild.

Being the most common model, the two wheel drive Sapphire became almost a commodity, a victim of its own popularity.  As a result they were routinely stripped and sold for spares at the first sign of rot setting in, being seen as a source of quick profit rather than a collectible and otherwise perfectly practical car.