Ford Sierra RS Cosworth: the rep's car that became a legend (1986-1992)
At a glance
- Years
- 1986-1992
- Body styles
- Three-door hatchback; four-door Sapphire saloon
- Drivetrain
- Rear-wheel drive (3-door and Sapphire); four-wheel drive (Sapphire 4x4)
- Engines
- 2.0-litre Cosworth YB turbocharged four
- Power
- 204 bhp (3-door, Sapphire); 224 bhp (RS500 road car, far more in race tune)
- Top speed
- Around 145-150 mph
- Trim levels
- RS Cosworth 3-door, RS500, Sapphire RS Cosworth, Sapphire RS Cosworth 4x4
- Production
- 5,545 three-door cars (including 500 RS500s), around 13,140 Sapphire 2WD and around 12,250 Sapphire 4x4
- Assembly
- Genk, Belgium
- Designer
- Ford Special Vehicle Engineering, with Cosworth
- Values
- Sapphire from around £15,000; good three-door cars £35,000-£60,000; excellent £60,000-£100,000; the RS500 well into six figures
- The homologation hero
- The RS500, just 500 built, was created to win in Group A touring-car racing, which it duly dominated
- Engine
- The turbocharged Cosworth YB, a tuner's favourite still capable of huge power
Few cars sum up 1980s Britain like the Ford Sierra RS Cosworth. It took an ordinary, slightly awkward family Ford and turned it into a homologation weapon: a turbocharged, Cosworth-engined machine with a whale-tail wing, built so Ford could go touring-car racing and win. It did win, repeatedly, and in the process became one of the most desirable fast Fords of all.
Today the Cosworth is a fully-fledged classic, its values climbing fast and its survivors prized, hunted and pored over for originality in a way few 1980s cars are.
Built to go racing
The Sierra RS Cosworth existed for one reason: to homologate Ford into Group A touring-car racing. The road car, launched in 1986, paired the turbocharged 2.0-litre Cosworth YB engine with rear-wheel drive, uprated running gear and that unmistakable bi-plane rear wing, good for 204 bhp and genuine 145 mph performance straight out of the showroom.
Then came the RS500. Just 500 were built in 1987, converted by Tickford, with a larger turbocharger, additional fuel injectors, a revised body and the headroom to make colossal power in race tune. On the track the RS500 became almost unbeatable in Group A, and as a road car it is the rarest and most valuable of the entire line.
The Sapphire and the 4x4
From 1988 the same magic was applied to the four-door Sierra Sapphire. The Sapphire RS Cosworth lost the big wing but gained four doors and everyday usability, with the same 204 bhp. In 1990 came the final development, the Sapphire RS Cosworth 4x4, which added four-wheel drive for better traction and is, for many, the most usable and complete of the Cosworths to live with. Production of the whole family ended in 1992 when the Sierra gave way to the Mondeo.
The Cosworth YB engine
At the heart of every car is the Cosworth YB, a turbocharged 2.0-litre four that became one of the great tuner’s engines. Tough and hugely responsive to modification, it could be made to produce far more than its standard output, which is exactly what made the Cosworth such a giant-killer, and why so many road cars were modified. For a buyer today, a standard, unmolested engine is a significant part of a car’s value.
On the track, and on the front pages
The racing record is the foundation of the legend. In Group A trim the RS500 dominated touring-car racing on three continents: it owned the top class of the British Touring Car Championship for years, won in the German DTM, and took the Bathurst 1000 in Australia twice. For a car built in a run of 500 to satisfy a rulebook, it was an extraordinary career, and it is the reason the road cars carry the reputation and the values they do. Period touring-car fans still talk about the sight of the RS500s walking away from everything else on the straights, and the historic-racing scene keeps that memory alive today.
The Cosworth made the front pages for less happy reasons too. By the early 1990s it sat at the top of the theft league tables, a favourite of ram-raiders and joyriders, and insuring one became somewhere between painful and impossible. A great many cars were stolen, crashed or broken for parts in those years, which thinned the survivors dramatically and feeds directly into today’s prices, and today’s obsession with provenance.
Buying guide: what to look for
Buying a Cosworth is as much about history as condition. Because they were so heavily modified, raced and stolen, provenance is everything: look for a genuine car with matching numbers, a complete and credible history file, and evidence it has not been crashed, cloned or rebuilt from parts. Cloning and ringing are real risks at these values, so verify the identity carefully.
On the car itself, check for accident damage and poor repairs, corrosion in the usual Sierra areas (sills, arches, floors, suspension mounts), and the state of the turbocharged engine: signs of overheating, oil leaks, and whether it is standard or modified. A correct, original, well-documented car is worth far more than a faster modified one. Specialist knowledge pays for itself here more than on almost any other classic Ford.
Current value and where it sits
A Sapphire RS Cosworth starts around £15,000 for a usable car, a good three-door between roughly £35,000 and £60,000, and the best three-door cars £60,000 to £100,000, with the RS500 well into six figures. These are now among the most sought-after of all the fast Fords, and the homologation story, the Group A dominance and the genuine rarity of unmolested cars underpin the values. For the era, see British classic cars of the 1980s and 1990s.
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