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Scorpio Development
Buyer's Guide
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Production History
Equipment Specs
Facelift Model (1998)
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Technical Data
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Why the fuss? What’s the big deal about the Scorpio compared with the tried and tested Granada? Read on. This is more than you will ever need to know about the changes between the Granada and the new Scorpio.

The basic floorpan is unchanged. However, the front and rear wings, bumpers, bootlid, bonnet and rear quarter-lights were redesigned.

The door skins were re-struck to accept new mouldings and chrome handles. Internally the door trim, dashboard and seats are all new.

The startling new headlamps are of polyellipsoid design. Basically using the principle of the slide-projector, the headlight uses an aperture between the bulb and the lens to form the areas of dark and light required, and this is then projected onto the road. Interestingly, levers inside the rear of the headlamp units change them to suit continental driving, so that black patches are not necessary before crossing the channel! See Continental Driving for details.

A new range of alloy wheels as well as steel wheels were introduced. Wheels now have four wheel nuts instead of five.

Top models now have climate control. Lower spec have air conditioning.

Electric 3-positions memory driver’s seat for top models.

In late 1995 the new Ford audio range was introduced, being the 3000, 4000, 5000 and 7000 units. (What happened to the 6000? Dunno.) The units are double height 100mm units with unique bevelled fascias. They contain built-in amplifiers and are designed so that with common connections it is easy to upgrade from a lower series to a higher spec. The 5000 and 7000 units are also CD controllers and may have joystick control on the driving column. See Hi Fi.

Dirty Bits
The front suspension still uses MacPherson struts, but with the addition of front radius arms attached to the front hub carrier. This has located the front wheels more accurately and increases the accuracy of the steering. The front anti-roll (stabiliser) bar is raised and is now attached to the hub carrier by means of link-arms.  Careful attention has been paid to front suspension insulation to reduce NVH (Noise, Vibration, Harshness).

The rear suspension has also been slightly redesigned with new trailing arms, and the anti-roll bar is mounted on the subframe with link arms. Brakes are essentially the same, but ventilated on the rear for the 24V. Estates get automatic ride height control as standard.

Oily Bits
New fully electronic automatic gearbox (A4LDE) introduced. This links with the ignition system to reduce torque while changing up to smooth out the change. It is standard on the 24Vs and optional on the 2.0L 16V DOHC. However, the 12V V6 Granadas get a limited electronic hybrid gearbox called the A4LDe because it retains the older EEC IV engine management system.

Manual 2.0L DOHC and Diesels receive the excellent MT-75, while all manuals now have hydraulic clutch actuation introduced in the 1994 Granada (hands up who noticed).

Variable Resonance Inlet system for improved torque introduced on the DOHC (Not 2.3L) and V6 24V engines.

Engines and revisions:

V6 24V Cosworth Revisions
Code: BOB


See V6 24V

and also 24V Data


Modified intake system
Two simplex chains instead of one duplex, block and timing cover revised
Cylinder heads shortened at the rear to save space
Sump has been modified
Thermostat and oil filter repositioned
New exhaust manifolds
New EEC V engine management
Meets 96 EEC emission regulations
Catalyst fitted to each bank of cylinders
Exhaust Gas Recirculation system
EVAP fuel vapour management
Variable resonance Inlet System for improved torque at lower speeds


2.0L DOHC 8V Revisions
Code: NSD


See DOHC8V Data


Low speed torque improved
Modified cylinder block
New pistons with raised compression rings, piston crown modified to reduce compression from 10:3 to 9:8
New multi-steel cylinder head gaskets replace soft gaskets
New alloy cylinder head covers, modified upper and lower front covers
Platinum spark plugs, 1mm gap
Optimised combustion chamber, modified camshafts and different timings
New distribitor-less EDIS ignition system: distributor drive eliminated
Modified press-fit for valve guides
New valve springs, outer set are oval cross-section
Sodium cooled exhaust valves


2.0L DOHC 16V Revisions
Code: N3A


See DOHC16V Data


Based on the RS2000 engine
Modified cylinder block
New pistons with raised compression rings, piston crown modified to reduce compression from 10:3 to 9:8
New multi-steel cylinder head gaskets replace soft gaskets
New alloy cylinder head covers, modified upper and lower front covers
Platinum spark plugs, 1mm gap
Modified inlet ports, new inlet valve seats, changed fit for valve guides
Modified inlet valves
New Cylinder head cover with camshaft position sensor
Sodium cooled exhaust valves taken from the RS2000
Variable resonance Inlet System for improved torque


2.5 TCI Diesel Revisions
Code: 25B



Rearranged drive belt idler and tensioning pulleys
Rerouted cooling system and tensioning pulleys
Larger sump with cooling fins and two drain plugs
Repositioned glow plugs
Modified cylinder head and cylinder head cover
Rockers arms each secured with two studs


Partial electronic automatic gearbox A4LDe
2.9L V6 12V Revisions
Code: BRG



Virtually unchanged from 92 Granada, with engine management by EECIV
Hydraulic tappets carried from the 94 Granada

In June 1996 a new 2.3 litre 16V engine was introduced. This is looked at in more detail in 2.3 Engine Overview

2.0L 16V DOHC engine. Bore increased to 89.6mm: capacity now 2295cc Two balancer shafts fitted beneath cylinder heads smooths out secondary vibration Dual-mass flywheel (from the TCI diesel) also used for smoothness Height of engine increased for the balancer shaftsModified stiffening ribs, modified oil gallery bores and larger coolant openings Sodium-cooled exhaust valvesNew EECV engine management. New camshafts with modified timingsNew plastic inlet manifold used.  Variable resonance induction is not required Exhaust Gas Recirculation system
2.3L DOHC 16V Revisions
Code: Y5A


See DOHC2300 Data


Meets 96 EEC emission regulations

In March 1997 a redesigned 2.5 Turbo Diesel engine was introduced. Built by VM Motori in Cento, Italy, the engine was modified to meet the new diesel emission regulations and produced more power and torque.


Increase in power output from 115PS to 125PS Increase in Torque from 270 to 293 Nm Modified cylinder surfaces Modified piston ring groove Different accessory drive beltsModified coolant pipe and thermostat housing New swirl chamber inserts Turbocharger under direct control of the PCM New one-piece cylinder head gasket New Bosch engine management controls fans, boost pressure and reduces power on overheating
2.5L TDI Revisions
Code: SCD


See 2.5 TD Data


Revised EGR system

Sparky Bits
For all except the V6 12V and the 2.5L TDI Diesel is the new EEC Vengine management system. It is equipped with the new 16-pin data link for connection with the Ford FDS 2000 diagnosis unit. This kit can re-program many functions in both the EECV and the locking and security modules. For example, the Scorpio indicators are not set to flash when the doors are locked, but the FDS2000 can program them to do so (at a cost.) The diagnostic port inside the change cubby to the right of the driver can be connected with an OBD-2 reader, see OBD2 Diagnostics to read trouble codes.

Modules for the Anti-Lock Braking and Traction Control systems share components. Passive Anti Theft module links with door locking and alarm modules. PATS disarms the ignition module until the coded key is recognised. Even if a key fits, if it is not recognised the car will not start.

Many of the electrical circuits (ie door locking) are multiplex; that is, they are connected by common command wires, and switched on and off by a signal. Global open/closing opens all the windows and sunroof automatically  if the key is held against the unlock detent when opening, and closes them again by holding the key against the lock detent.

Instrument cluster is fully electronic. Odometer cannot be ‘clocked’.





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