View source for Merkur XR4Ti

{{Infobox automobile
| name         = Merkur XR4Ti
| image        = MerkurXr4ti.JPG
| caption =
| manufacturer = [[Ford of Europe]]
| production   = 1984&ndash;1989
| model_years  = 1985&ndash;1989
| assembly     = Germany: [[Rheine]] ([[Karmann]])
| designer     = [[Uwe Bahnsen]]<br>[[Patrick le Quément]]
| class        = [[Compact car]]
| body_style   = 3-door [[hatchback]]
| layout       = [[Front-engine, rear-wheel-drive layout|Front-engine, rear-wheel-drive]]
| platform     = Ford DE-1
| related      = [[Ford Sierra]]
| engine       = 2.3 L [[turbocharged]] [[Ford Pinto engine#2.3 OHC|Lima]] [[Inline-four engine|I4]]
| transmission = 5-speed [[Ford Type 9 transmission|T-9]] [[Manual transmission|manual]]<br>3-speed [[Ford C3 transmission|C3]] [[Automatic transmission|automatic]]
| wheelbase = {{cvt|2610|mm|in|1}}<ref name="carfolio"/>
| length = {{cvt|4530|mm|in|1}}<ref name="carfolio"/>
| width = {{cvt|1727|mm|in|1}}<ref name="carfolio"/>
| height = {{cvt|1392|mm|in|1}}<ref name="carfolio"/>
| weight = {{cvt|1339|kg|lb|0}}<ref name="carfolio"/>
}}

The '''Merkur XR4Ti''' is a performance-oriented 3-door [[hatchback]] sold in North America from 1985 to 1989. A product of the [[Ford Motor Company]], the car was a version of the European [[Ford Sierra]] adapted to U.S. regulations.<ref name="sreeql"/> The XR4Ti project was championed by Ford vice president [[Bob Lutz (businessman)|Bob Lutz]].<ref name="autoweek"/>

==History==
The Sierra was the successor to [[Ford of Europe]]'s [[Ford Cortina|Cortina]]/[[Ford Taunus|Taunus]], and was developed while Lutz was chairman of Ford's European operations.<ref name="mtbg"/> Due to financial limitations the decision was made to keep the [[front-engine, rear-wheel-drive layout]] of its predecessor, and pursue improved fuel economy through advanced aerodynamics.<ref name="autonews1"/> The Probe III design study unveiled at the [[Frankfurt Motor Show#1981|1981 Frankfurt Motor Show]] foreshadowed the direction Ford would take with the Sierra.<ref name="probeiii"/> Responsibility for the Sierra design was handled by vice president for design [[Uwe Bahnsen]] and chief stylist [[Patrick le Quément]].<ref name="autonews1"/> The Sierra was released in Europe in September 1982, and the performance-oriented XR4i appeared in 1983, slotted into the lineup above the Fiesta-based XR2 and Escort-based XR3.<ref group=note>The XR name was first used by Ford on the 1967 Mercury Cougar XR-7, and has since been used on various car models and trim levels in Australia, Europe, North America, and South Africa. While some references report that the 'XR' label stood for 'eXperimental Racing', this is unconfirmed.</ref><ref name="xrname"/>

Lutz spearheaded the plan to bring a version of the XR4i to North America to compete with sporty luxury imports like BMW.<ref name="nyt84"/> Although modifications would be needed, his instructions were that the nature of the car not be compromised.<ref name="CD1984"/> The XR4 for America would be turbocharged, adding a 'T' to its name while keeping the 'i' indicating a fuel injected engine, as in Europe. The 'Sierra' name was not used in North America, since it was already used by [[General Motors]] for their [[GMC C/K|GMC C/K Sierra]] pickup truck, and sounded too similar to the [[Oldsmobile Cutlass Ciera]].

With their own production lines occupied building Sierras for the European market, Ford contracted out assembly of the XR4Ti. Using body panels from Ford's factory in [[Genk Body & Assembly|Genk]], the cars were largely hand-built by [[Karmann|Wilhelm Karmann GmbH]] in [[Rheine]], [[Germany]].<ref name="AR89"/> The XR4Ti was introduced at a starting price of US$16,503 ({{Inflation|US|16503|1984|fmt=eq|r=-2}}).

Chief executive officer Pete Petersen decided that the car would be sold under the 'Merkur' brand name.<ref name="mtbg"/> The name means 'Mercury' in German, and tied the new brand to the Lincoln-Mercury dealers through which the car would be sold. Initially, 800 Lincoln-Mercury dealers enrolled to also become Merkur dealers.<ref name="curbside"/>

Ford projected sales of 16,000 to 20,000 units per year. These targets were never met, although for the first two years they came close, with over 25,000 units sold. The car continued to struggle to establish its identity in the North American market, both with the public and with dealers.

An increasingly unfavorable dollar/Deutschmark exchange rate put upward pressure on price. By the late 1980s the XR4Ti was facing a redesign to comply with incoming safety regulations in the US. Ford dropped the 'Merkur' name in 1988, and began to refer to their two European imports by their model names only. Sales dropped off rapidly after 1986, so that in its last year fewer than 3,000 XR4Tis were sold. 1989 was the last year for the XR4Ti.<ref name="MT1-89"/>

The XR4Ti was the last vehicle imported by Ford into North America from Germany until 2016, when the [[Ford Focus (third generation)#Focus RS|Ford Focus RS]] was introduced.<ref name="shiftinglanes"/>

==Body, chassis, suspension==
[[File:Merkur XR4Ti.jpg|thumb|left|250px|Merkur XR4Ti]]
The XR4Ti kept the 3-door semi-[[notchback]] hatchback body style of the XR4i, including the European version's triple side-window profile and bi-plane rear [[spoiler (car)|spoiler]]. The lower body was clad in polycarbonate 'anti-abrasion' panels that were matte grey in the early cars.<ref name="hemmingslost"/> The car's drag coefficient (<math>\scriptstyle C_\mathrm d\,</math>) was 0.328.<ref name="pedia1"/>

The unibody chassis of the European Ford Sierra was modified to meet US safety requirements. The floorpan had reliefs added to accommodate catalytic converters, a requirement to meet US emissions standards. Side intrusion beams were added to the two doors, and the bumpers were stretched to meet US impact requirements.<ref name="mtbg"/> To accommodate the engine for the US-spec car, the XR4Ti also received a taller hood.<ref name="automag"/> Altogether 850 unique parts were developed for the car destined for the US and Canada, and these changes added approximately {{cvt|280|lb|kg|1}} to the weight.

Suspension was independent front and rear. The front suspension comprised Macpherson struts with concentric coil springs and lower lateral links triangulated by an anti-roll bar. The rear suspension used semi-trailing arms with coil springs ahead of the axle half-shafts, and shock absorbers behind. An anti-roll bar was also fitted at the rear. Spring rates were softened compared to the XR4i, based on feedback from [[Jackie Stewart]], who had been brought in as both a development tester and spokesman for the car.<ref name="hemmingslost"/> Steering was by a power-assisted rack and pinion with 3.6 turns [[lock-to-lock]].<ref name="carfolio"/> Brakes were {{cvt|10.2|in|mm|0}} disks in front and {{cvt|10.0|in|mm|0}} drums at rear. The car had a two-piece driveshaft and used a [[giubo]] as a torsional damper.

==Engine and transmission==
While the European XR4i was powered by a 2.8&nbsp;L version of the [[Ford Cologne V6 engine]], American emissions regulations meant the only engine offered in the XR4Ti was a [[Turbocharger|turbocharged]] [[Ford Pinto engine#2.3 .28LL23.29|Lima]] [[Inline-four engine|inline-four]] - which was the American market version of the "Pinto" engine used in the standard version of the Sierra sold in Europe.  This engine featured a cast-iron block, cast iron cylinder head with 2 valves per cylinder, and a [[Overhead camshaft#Single overhead camshaft|single overhead cam]] driven by a [[Timing belt (camshaft)|timing belt]]. The XR4Ti engine also received a Garrett AiResearch turbocharger, fuel-injection and Ford's [[Ford EEC|EEC-IV]] [[engine control unit]]. Built in Ford's [[Taubaté]] [[Brazil]] plant, the engine had a bore of {{cvt|96.04|mm|in|1}} and stroke of {{cvt|79.4|mm|in|1}} for a total displacement of {{cvt|2301|cc|cuin|1}}. A nearly identical engine was used in the 1983 [[Ford Mustang (third generation)#1983.E2.80.931986|Mustang Turbo GT]] and 1983 [[Ford Thunderbird (ninth generation)#1983.E2.80.931986|Thunderbird Turbo coupe]]. The XR4Ti did not have the intercooler found in the 1984 [[Ford Mustang SVO|SVO Mustang]] or 1987-88 [[Ford Thunderbird (ninth generation)#1987.E2.80.931988|Thunderbird Turbo coupe]]. Engines in cars equipped with automatic transmissions had maximum boost set to {{cvt|8|to|10|psi|bar|2}} and produced {{cvt|145|hp|kW|0}}. In cars with manual transmissions maximum boost was raised to {{cvt|12|to|14|psi|bar|2}} and the ECU programming was modified to allow the engine to produce {{cvt|175|hp|kW|0}}.

The second-order vibrations produced by this large four cylinder engine had been noticeable when it was used in the turbocharged Thunderbird and Cougar models. To minimize these in the XR4Ti without resorting to extreme measures such as adding [[balance shaft]]s, extensive work was done to reduce [[noise, vibration, and harshness]] (NVH) in the power-train.<ref name="CDNVH"/> The first measure taken to reduce NVH was to redesign the engine's external components, including the intake manifold, to increase the stiffness of the bracketing and lighten the components. The second measure was to reduce the amount of vibration transmitted to the body structure by using soft rubber engine mounts. Engine roll was controlled by wide-based mounting brackets, and engine movement due to bumps was limited by having the brackets attached to the body via hydraulic mounts.

The base transmission was a 5-speed [[manual transmission|manual]] [[Ford Type 9 transmission|Ford Type 9]] unit, while a [[Ford C3 transmission|Ford C3]] 3-speed automatic transmission was optional.

{|class="wikitable" style="align:center; text-align:center" 
|-
! colspan=3 |Transmission and differential gear ratios<ref name="mmva"/>
|-
! Gear
! Manual
! Automatic
|-
| First
| 3.65:1
| 2.47:1
|-
| Second
| 1.97:1
| 1.47:1
|-
| Third
| 1.37:1
| 1.00:1
|-
| Fourth
| 1.00:1
|
|-
| Fifth
| 0.82:1
|
|-
| Final drive
| 3.64:1
| 3.36:1
|}

==Options and updates==
The XR4Ti arrived on the market with an extensive list of standard and optional equipment.

'''1985''':
* Standard equipment includes flush headlamps, variable ratio power steering, power mirrors, power disc brakes, nitrogen-pressurized shock-absorbers.<ref name="80s-cars"/>
* Interior equipment includes air conditioning, a 60/40 folding rear seat, and an AM/FM stereo with integrated cassette player.
* A manual transmission is standard and an automatic is optional. Most cars are equipped with manuals.<ref name="mtbg"/>
*  Tires are Pirelli P6 195/60HR14 fitted to 14-inch 8-hole "phone dial" alloy wheels.
* Other features, like  power windows, power door locks, cruise control, leather seats, heated front seats, manual moon-roof, and metallic paint, are extra-cost options.

Many changes were made to the car over its five-year life.<ref name="MEchanges"/><ref name="MCyears"/><ref name="merkurpdf"/><ref name="clubchanges"/> These include:

'''1986''':
* A central high-mounted stop light is integrated into the lower rear wing.
* Windows now roll down below sill edge.
* Driver's side wiper airfoil is dropped.
* Turbocharger outlet tube is now smooth.
* Heater core is upgraded. (Late year change)

'''1987''':
* The XR4Ti inherits many upgrades from the European Sierra Mk.II chassis, including a wider transmission tunnel and different pedal spacing.
* A monochromatic paint scheme that matches the lower body cladding color to the rest of the body becomes a mid-year option. Colors are black, red or white.
* The standard alloy wheels are upgraded to 15-inch 8-slot "pie-spoke" units.
* Tires are now Pirelli P6 195/60HR15.
* The dashboard is redesigned to address premature cracking experienced by earlier cars.
* The diamond-shaped 'Merkur' badge on the rear is replaced with simple “Merkur” text on the deck-lid.
* The fender-mounted antenna is replaced by an antenna trace bonded to the glass of the rear hatch.
* Redesigned steering reduces turns lock-to-lock to 2.42, and turning circle to 35.4 feet.
* The engine receives a new cam cover.
* The sound system is changed. Joystick balance control is removed.
* Three new paint colors are available.
* Oil level sensor and dash indicator is deleted.

[[File:Ford Merkur XR4Ti hatchback blue SOP.jpg|thumb|1988-1989 model with the smaller rear wing]]
'''1988''':
* The bi-plane rear spoiler is replaced by a simpler single-level wing.
* The rear hatch gets a larger glass panel in the hatch with the change of wing, which combines to raise the coefficient of drag.
* The standard alloy wheels are changed to a BBS-style cast wire-spoke model.
* Beige/brown cladding now offered depending on body color.
* Speedometer scale now goes to 150&nbsp;mph.
* New interior colors are available.

'''1989''':
* The dashboard ends are shortened slightly to allow the A-pillar trim to extend past it.
* Cruise-control becomes standard equipment.
* Coolant overflow bottle is relocated.

In addition to the changes above many modifications were incorporated as [[Technical Service Bulletin]]s.<ref name="METSBs"/>

==Special editions==
Several automotive customizers produced versions of the XR4Ti that offered increased performance and improved handling. Among these were Roush, Rapido, and RC Consultants. These conversions were sold as either owner-installed kits or pre-built vehicles. 

One such special, called the ''Scorch XS'' and built by Ralph Todd, replaced the Ford engine with a twin-turbocharged Nissan VG30DETT V6.<ref name="mtscorch"/> Only one of these US $50,000 conversions was built; Scorch Prototype #001. It was later upgraded with larger brakes and wheels. The last magazine article featuring the Scorch listed a revised cost of US $55,000. Creation of other Scorch conversions had been started, but never completed.  

Ford only offered one special edition of the XR4Ti when it launched the XR4Ti K2 in 1987, the result of a tie-in with ski manufacturer [[K2 Sports]].<ref name="mtbg"/> This all-white model came with colored ''K2'' logos on the front fenders and a roof-mounted ski rack. No mechanical changes were made to the K2 version.

==Performance reviews and legacy==
In their September 1984 road test of the XR4Ti ''Car & Driver'' magazine reported a 0-60&nbsp;mph time of 7.0 seconds, a 1/4 mile time of 15.5 seconds and a top speed of {{cvt|129|mph|kph|1}}.<ref name="CD1984"/> In later tests by the same magazine the car took 7.8 seconds to accelerate from 0-60&nbsp;mph, leading the testers to speculate that the earlier press car might have been a [[List of sports idioms#R|ringer]], a not-uncommon practice at the time. In their test data they stated the press car came with a limited slip differential, something that was not offered as standard or an option for the XR4Ti during its production. The first test car returned a combined city/highway fuel economy of {{cvt|24|mpgus|L/100km|1}}, and generated 0.80 Gs of lateral acceleration.

Numbers from the March 1985 road test by ''Road & Track'' magazine are comparable.<ref name="RT1985"/> Their car ran from 0-60&nbsp;mph in 7.9 seconds and reached the end of the quarter mile in 16.0 seconds. Lateral acceleration was measured at 0.767 Gs and the car ran through the R&T slalom at a speed of 59.7&nbsp;mph. Their car's fuel economy was measured as {{cvt|23|mpgus|L/100km|1}}.

Contemporary reviews of the car often mention either the non-intuitive pronunciation of the brand name or the car's polarizing appearance.<ref name="CD1984"/><ref name="RT1985"/> Most praise the car's handling, while recognizing areas where it falls short of expectations. Some felt the car showed more body roll while cornering than desired.<ref name="autoweek2"/> The disk/drum brake system was felt to be adequate but not outstanding. Others were disappointed that no anti-lock was offered. While ''Car and Driver's'' first report went into great detail about Ford's efforts to reduce NVH, their later tests reported that there was still noticeable vibration in the drive-line. Effective use of the car has hampered by what some felt was the engine's narrow power band.

Even after production ended the car continued to provoke widely differing opinions. The XR4Ti was on ''[[Car and Driver]]'s'' [[Car and Driver Ten Best|Ten Best list]] for 1985.<ref name="cd10best"/> In 2009 however, the magazine listed that honor as one of the "most embarrassing" awards in automotive history.<ref name="cd10worst"/>

In addition to ''Car and Driver'''s change of heart some have numbered the XR4Ti among the 10 worst cars ever made, and "not (Ford's) finest hour".<ref name="tenworst"/><ref name="wheelsae"/>

On the other hand, other articles have called it one of the 10 best forgotten cars, and a car that had unfairly received a bad reputation.<ref name="tenforgotten"/><ref name="fortune"/>

== Technical data ==
{{Table alignment}}
{| class="wikitable defaultcenter col1left"
|-
! width="180"|Merkur XR4Ti
! width="600"|Detail
|-
|Engine: || [[Turbocharged]] [[Ford Pinto engine#2.3 OHC|Lima]] [[Inline-four engine|I4]]
|-
|Bore × Stroke: || {{cvt|96.04| × |79.4|mm|in|2}}
|-
|Displacement: || {{cvt|2301|cc|cuin|1}}
|-
|Maximum power: || {{cvt|175|hp|kW|0}} at 5,000&nbsp;rpm (manual transmission)<br>{{cvt|145|hp|kW|0}} at 4,400&nbsp;rpm (automatic transmission)
|-
|Maximum torque: || {{cvt|200|ftlb|Nm|0}} at 3,000&nbsp; rpm (manual transmission)<br>{{cvt|180|ftlb|Nm|0}} at 3,000&nbsp;rpm (automatic transmission)
|-
|Compression ratio: || 8.0:1
|-
|Valvetrain:&nbsp; || Belt-driven [[Overhead camshaft engine#Single overhead camshaft (SOHC)|single overhead camshaft]], two valves per cylinder
|-
|Induction:&nbsp; || Single Garrett AiResearch TO3B turbocharger with variable boost, fuel injection
|-
|Cooling:&nbsp; || [[Radiator (engine cooling)#Automobiles and motorcycles|Water-cooled]]
|-
|Transmission:&nbsp; || 5-speed [[Ford Type 9 transmission|Ford Type 9]] [[manual transmission|manual]] (base)<br>3-speed [[Ford C3 transmission|Ford C3]] automatic transmission (optional)
|-
|Steering:&nbsp; || Power-assisted rack and pinion.<br>3.6 turns [[lock-to-lock]] (1985–1986)<br>2.42 turns lock-to-lock (1987 on)
|-
|Brakes f/r: || {{cvt|10.2|in|mm|0}} disks / {{cvt|10.0|in|mm|0}} drums
|-
|Suspension front: || Macpherson struts with coil-over springs, lower lateral links, anti-roll bar
|-
|Suspension rear: || Semi-trailing arms with coil springs, shock absorbers, anti-roll bar
|-
|Body/Chassis: || Steel body and steel [[Vehicle frame#Unibody|unibody]] chassis (Ford DE-1 platform)
|-
|Track f/r: || {{cvt|1453| / |1468|mm|in|1}}
|-
|[[Wheelbase]]: || {{cvt|2610|mm|in|1}}
|-
|Tires f/r: || Pirelli P6 195/60HR14 (1985–1986)<br>Pirelli P6 195/60HR15 (1987 on)
|-
|Length:<br>Width:<br>Height: || {{cvt|4530|mm|in|1}}<br>{{cvt|1727|mm|in|1}}<br>{{cvt|1392|mm|in|1}}
|-
|Weight: || {{cvt|1339|kg|lb|0}}
|-
|Maximum speed: || {{cvt|129|mph|kph|1}}
|}

==Motorsport==
[[File:Merkur XR4Ti GTO rear.jpg|thumb|right|200px|A former Trans-Am Merkur XR4Ti which won the GTO class at the 1988 [[24 Hours of Daytona]]: The large double rear wing is evident.]]
Despite the XR4Ti never being sold outside of the United States and Canada, [[Andy Rouse]] campaigned one in the [[British Touring Car Championship|British Saloon Car Championship]]. Rouse took the overall title for the [[1985 British Saloon Car Championship season|1985 season]] and the class title for [[1986 British Saloon Car Championship season|1986]] with 14 wins.<ref name="btcc"/> In 1986, [[Eggenberger Motorsport]] was among the few to use an XR4Ti to compete in the [[European Touring Car Championship]] and the [[Deutsche Tourenwagen Meisterschaft]] (German Touring Car Championship) with positive results.

Ford used technical feedback from the teams racing the XR4Ti to develop the 1986 [[Ford Sierra RS Cosworth]], which first appeared on race tracks in 1987 and was superseded in mid-1987 by the [[Ford Sierra RS500]]. Some of the body panels used to stiffen the Sierra chassis and create the Merkur shell were subsequently branded 909 Motorsport parts for later adaptation to a Sierra shell. Many see the successes and failures of the XR4Ti as being the blueprint for success of the dominant RS500 Sierras.

Between 1986 and 1987, Pete Halsmer and [[Scott Pruett]] campaigned the Roush-prepped XR4Ti, although of a [[tubeframe]] construction like that of a [[silhouette racing car]], to take the [[Trans-Am Series]] title. Along with Paul Miller, the pair also campaigned an XR4Ti successfully in the IMSA series in 1988.

==Production figures==
{|class="wikitable" style="align:center; text-align:center"
|-
! Model year
! Units<ref name="mca-hist5"/>
|-
| 1985
| 12,400
|-
| 1986
| 13,559
|-
| 1987
| 7,352
|-
| 1988
| 6,283
|-
| 1989
| 2,870
|-
| Total
| 42,464
|}

==See also==
* {{C|Merkur vehicles}}
* [[Ford Granada (Europe)]]
* [[Ford Scorpio]]

== Explanatory notes ==
{{reflist|group=note}}

==References==
{{Reflist|refs=

<ref name="carfolio">{{cite web |url=http://www.carfolio.com/specifications/models/car/?car=99077 |title=1984 Merkur XR4Ti |work=www.carfolio.com}}</ref>

<ref name="sreeql">{{cite news |url=https://news.google.com/newspapers?id=lFlWAAAAIBAJ&sjid=Me8DAAAAIBAJ&pg=6797%2C6879322 |work=Spokesman-Review |location=(Spokane, Washington) |agency=Knight-Ridder Newspapers |last=Heimer |first=Scott |title=Merkur: Euros equal? |date=October 12, 1985 |page=D2}}</ref>

<ref name="autoweek">{{cite journal |last1=Severson |first1=Aaron |title=Marque Down |journal=[[Autoweek]] |date=30 March 2015 |volume=65 |issue=6 |pages=10–12}}</ref>

<ref name="mtbg">{{cite web |url=http://www.motortrend.com/news/1985-1989-merkur-xr4ti-buyers-guide/ |title=1985–1989 Merkur XR4TI Buyer's Guide — Motor Trend |work=www.motortrend.com |date=26 June 2014}}</ref>

<ref name="autonews1">{{cite web |url=http://europe.autonews.com/article/20150627/COPY/306279996/sparks-flew-when-french-designer-and-bob-lutz-met-and-when-they-collaborated |title=Sparks flew when French designer and Bob Lutz met — and when they collaborated|work=europe.autonews.com |date=25 June 2015}}</ref>

<ref name="probeiii">{{cite web |url=http://oldconceptcars.com/1930-2004/ford-probe-iii-concept-1981/ |title=Ford Probe III Concept (1981) |work=oldconceptcars.com |date=April 2014}}</ref>

<ref name="xrname">{{cite web |url=http://www.automobilemag.com/news/collectible-classic-1967-1968-mercury-cougar-xr-7/ |title=Collectible Classic: 1967-1968 Mercury Cougar XR-7 |work=www.automobilemag.com |date=20 April 2015}}</ref>

<ref name="nyt84">{{cite news |author=<!--Staff writer(s); no by-line.--> |title=Ford's Challenge to Europe |url=https://www.nytimes.com/1984/04/05/business/ford-s-challenge-to-europe.html |work=New York Times |date=5 April 1984 }}</ref>

<ref name="CD1984">{{cite magazine |last=Yates |first=Brock |date=September 1984 |title=Merkur XR4Ti |magazine=Car and Driver }}</ref>

<ref name="AR89">{{cite book |ref=AR89 |title=Automobil Revue 1989 |editor-last=Büschi |editor-first=Hans-Ulrich |publisher=Hallwag AG |location=Berne, Switzerland | language=de, fr |pages=398–399 |volume=84 |date=9 March 1989 |isbn=3-444-00482-6 }}</ref>

<ref name="curbside">{{cite web |url=http://www.curbsideclassic.com/curbside-classics-american/curbside-classic-1985-89-merkur-xr4ti-too-close-to-the-sun/ |title=Curbside Classic: 1985–89 Merkur XR4Ti — Too Close To The Sun |work=www.curbsideclassic.com |date=7 July 2021}}</ref>

<ref name="MT1-89">{{cite magazine |author=<!--Staff writer(s); no by-line.--> |title=Last Year for the Merkur XR4Ti |magazine=Motor Trend |date=January 1989 }}</ref>

<ref name="shiftinglanes">{{cite web |url=http://shiftinglanes.com/2016/07/the-merkur-xr4ti-was-the-original-focus-rs/ |title=The Merkur XR4Ti Was The Original Focus RS |work=shiftinglanes.com |date=19 July 2016}}</ref>

<ref name="hemmingslost">{{cite web |url=https://www.hemmings.com/blog/2013/06/10/lost-cars-of-the-1980s-merkur-xr4ti/ |title=Lost Cars of the 1980s — Merkur XR4Ti |work=www.hemmings.com}}</ref>

<ref name="pedia1">{{cite encyclopedia |url=http://www.merkurencyclopedia.com/Merkur_misc/aerodyne.html |title=Merkur XR Aerodynamics |encyclopedia=www.merkurencyclopedia.com}}</ref>

<ref name="automag">{{cite magazine |last=Phillips III |first=John |date=June 1987 |title=Merkur XR4Ti |magazine=Automobile |pages=57–61}}</ref>

<ref name="CDNVH">{{cite magazine |last=Sherman |first=Don |date=September 1984 |title=Merkur XR4Ti Technical highlights |magazine=Car and Driver }}</ref>

<ref name="mmva">{{cite web |url=https://www.crbscca.com/uploadedFiles/mvmaVTS/Mercury_XR4Ti_1989_223.PDF |title=Manufacturers Motor Vehicle Specifications 1989 |work=www.crbscca.com}}</ref>

<ref name="80s-cars">{{cite web |url=https://eightiescars.com/2014/04/24/1985-merkur-xr4ti/ |title=1985 Merkur XR4Ti |work=eightiescars.com |date=14 September 2018}}</ref> 

<ref name="MEchanges">{{cite encyclopedia |url=http://www.merkurencyclopedia.com/Merkur_misc/changes.html |title=Changes Between Years |encyclopedia=www.merkurencyclopedia.com}}</ref>

<ref name="MCyears">{{cite web |url=http://www.merkurclub.com/History_5_Facts.htm |title=The Model Years |work=www.merkurclub.com}}</ref>

<ref name="merkurpdf">{{cite web |url=http://www.merkurxr4ti.com/ref/merkur.pdf |title=Merkur Knowledge Base |work=www.merkurxr4ti.com |page=108}}</ref>

<ref name="clubchanges">{{cite web |url=http://forum.merkurclub.com/forum/viewtopic.php?t=15145 |title=XR4Ti Change Delineation Thread |work=forum.merkurclub.com}}</ref>

<ref name="METSBs">{{cite encyclopedia |url=http://www.merkurencyclopedia.com/Publications/tsb.html |title=Merkur XR Technical Service Bulletin Index |encyclopedia=www.merkurencyclopedia.com}}</ref>

<ref name="mtscorch">{{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=November 1995 |title=Scorch XR4Ti |magazine=Motor Trend }}</ref>

<ref name="RT1985">{{cite magazine |author=<!--Staff writer(s); no by-line.--> |title=Merkur XR4Ti |magazine=Road & Track |date=March 1985 }}</ref>

<ref name="autoweek2">{{cite web |url=http://autoweek.com/article/car-life/why-merkur-xr4ti-never-took |title=Why the Merkur XR4Ti Never Took Off |work=autoweek.com |date=31 March 2015}}</ref>

<ref name="cd10best">{{cite web |url=https://www.caranddriver.com/features/1985-10best-cars-1985-merkur-xr4ti-page-9 |title=1985 Merkur XR4Ti |work=www.caranddriver.com |date=January 1985}}</ref>

<ref name="cd10worst">{{cite web |url=http://www.caranddriver.com/features/dishonorable-mention-the-10-most-embarrassing-award-winners-in-automotive-history |title=Dishonorable Mention: The 10 Most Embarrassing Award Winners in Automotive History |publisher=caranddriver.com |date=January 2009 |accessdate=2014-09-22}}</ref>

<ref name="tenworst">{{cite web |url=http://coolmaterial.com/feature/the-10-worst-cars-ever-made/ |title=The 10 Worst Cars Ever Made |work=coolmaterial.com |date=2 May 2018}}</ref>

<ref name="wheelsae">{{cite web |url=http://wheels.ae/car-culture/ntfh/article/2270/not-their-finest-hour-merkur-xr4ti |title=Not their finest hour: Merkur XR4Ti |work=wheels.ae}}</ref>

<ref name="tenforgotten">{{cite web |url=http://www.drivingline.com/articles/the-10-best-cars-you-keep-forgetting-about/ |title=The 10 Best Cars You Keep Forgetting About |work=www.drivingline.com|date=17 February 2016 }}</ref>

<ref name="fortune">{{cite web |url=https://fortune.com/2013/06/19/10-cars-that-got-a-bad-rap/ |title=10 cars that got a bad rap |work=fortune.com}}</ref>

<ref name="btcc">{{cite web |author=BTCCPages.com |url=http://www.btccpages.com/driv/rouseandy.php |title=Drivers — Andy Rouse |publisher=BTCC Pages |accessdate=2012-01-13 |url-status=dead |archive-url=https://web.archive.org/web/20090125223406/http://www.btccpages.com/driv/rouseandy.php |archive-date=2009-01-25 }}</ref>

<ref name="mca-hist5">{{cite web |url=http://www.merkurclub.com/History_5_Facts.htm |title=XR4Ti Quick-Facts |work=www.merkurclub.com}}</ref>

}}

==Further reading==
* {{cite book |last=Robson |first=Graham |date=January 1991 |title=The Sporting Fords (Sierras Collector Guide) |publisher=Motorbooks International |isbn=978-0947981556 }}
* {{cite book |author=<!--Staff writer(s); no by-line.--> |title=High-Performance Sierras and Merkurs 1983-90 Gold Portfolio (Brooklands Books)|date=30 April 1991|publisher=Motorbooks International |isbn=978-1855200760}}
* {{cite book |author=Ford Motor Company |title=How to Prepare the Sierra for Motorsport|publisher=Skyler Peak Publishing |date=5 December 2010 |isbn=978-0983189404}}
* {{cite magazine |last=Mandel |first=Dutch |date=October 1984 |title=Merkur XR4Ti |magazine=Sports Car Graphic }}
* {{cite magazine |last=Yates |first=Brock |date=September 1984 |title=Merkur XR4Ti |magazine=Car and Driver }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=June 1988 |title=Merkur XR4Ti |magazine=Car and Driver }}
* {{cite magazine |last=Lamm |first=Michael |date=March 1987 |title=PM OWNERS REPORT: MERKUR XR4Ti |magazine=Popular Mechanics }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=December 1985 |title=Long Term Car Tests — Merkur XR4Ti |magazine=Popular Mechanics }}
* {{cite magazine |last=Phillips III |first=John |date=June 1987 |title=Merkur XR4Ti |magazine=Automobile }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=September 1984 |title=Merkur XR4Ti |magazine=Motor Trend }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=June 1986 |title=BMW 325es vs. Merkur XR4Ti |magazine=Motor Trend }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=March 1987 |title=Canyon Carvers — Chrysler Conquest TSI vs Rapido Merkur XR4Ti |magazine=Hot Rod }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=September 1986 |title=Evolution — Witness the Merkur XR4Ti and the Dodge Lancer Pacific |magazine=Hot Rod }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=January 2000 |title=Merkur Madness |magazine=Super Ford }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=April 1986 |title=Merkur XR4Ti |magazine=Motor Trend }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=March 1985 |title=Merkur XR4Ti |magazine=Road & Track }}
* {{cite magazine |last=Corrigall |first=Ian |date=August 2000 |title=Flying Circus |magazine=Grassroots Motorsports }}
* {{cite magazine |last=Phillips III |first=John |date=June 1987 |title=Rapido Stage IV Merkur |magazine=Automobile }}
* {{cite magazine |last=Phillips III |first=John |date=June 1987 |title=Exposure Merkur |magazine=Automobile }}
* {{cite magazine |last=Lyons |first=Pete |date=November 1985 |title=Rapido Merkur |magazine=Car and Driver }}
* {{cite magazine |last=Matras |first=John |date=August 1996 |title=XR4Ti Merkur |magazine=European Car }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=March 2001 |title=The Personals |magazine=European Car }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=August 1996 |title=XR4Ti Buying a Merkur |magazine=European Car }}
* {{cite magazine |author=<!--Staff writer(s); no by-line.--> |date=March 1990 |title=Merkur's Untimely Death |magazine=Automobile }}

==External links==
{{commonscat|Merkur XR4Ti|<br>Merkur XR4Ti|position=right}}
*[http://www.merkurdesktop.com/desktop.php Merkur Desktop]—a directory of webpages related to Merkur

{{Merkur timeline}}
{{Ford Motor Company}}

{{DEFAULTSORT:Merkur Xr4ti}}
[[Category:Merkur vehicles|XR4Ti]]
[[Category:Cars introduced in 1985]]
[[Category:Coupés]]
[[Category:Hatchbacks]]
[[Category:Karmann vehicles]]
[[Category:Rear-wheel-drive vehicles]]
[[Category:Sports cars]]
[[Category:Cars discontinued in 1989]]