50 YEARS OF THE FORD GRANADA
28 February 2022
“It was one of those March days, when the sun shines hot and the wind blows cold: when it is summer in the light, and winter in the shade”. Usually you’d leave the last line to a writer as distinguished as Charles Dickens, but at Lancaster we have our own resident writing extraordinaire, and so hand the newsletter finale over to Andrew Roberts, who has a classic anniversary to share.
In March 1972, at the Geneva Motor Show, Dagenham unveiled the successor to the Zephyr/Zodiac Mk. IV. The quite magnificent sales film Two at the Top promised a Ford “for the sophisticated seventies”, with a “clean crisp and modern shape” that was “just right for an Autumn evening at the opera”. Sharp-eyed viewers will also note that one of the drivers is Michael ‘1980s Oxo Advert Dad’ Redfern wearing a hilarious wig.
Most importantly, the new model represented a significant departure for large British Fords. Four generations of the Zephyr family, the Pilot and the pre-war V8 saloon all adopted American design tropes for the UK and Commonwealth markets. At the same time, the Granada had a more continental appeal. The advertisements claimed it was “built to take on the best in Europe” and, possibly referencing BL, “Nobody is going to buy British just because there is a Union Jack on the bonnet”. In addition, Ford’s engineering director Alan Aitken claimed it was “as happy on an Italian autostrada as in the London rush hour”.
In reality, the Granada was an Anglo-German design back with US funds. The specification included rack and pinion steering (a ‘first’ on a large British Ford) and all-independent suspension. As another break with the past, there was no steering column gear change or front bench seat options. While sales of the Mk. IV were poor, the Ford with looks “as handsome as its performance” seemed the perfect car for its intended market.
Sales began on the 6th April 1972, and for the cheaper versions, Ford revived the Consul badge. The Base was for the fleet market while the L was for those drivers who craved the luxury of a clock, a rear courtesy light, reclining front seats reversing lamps and a dipping rear-view mirror and the GT. Power for the first two was from 2-Litre V4 or 2.5-Litre V6 units. The last-named combined the 3-Litre Essex V6 with stiffened suspension, full instrumentation, instruments, and halogen driving lamps, “sports wheels” and a “simulated leather” gear knob.
As for the Granadas, buyers had a choice of the standard or the flagship GXL, with its sliding roof, fog lamps and vinyl-covered top. The ITV franchisee and television rental company of the same name threatened a lawsuit over Ford’s use of the badge but were ultimately unsuccessful. Dagenham intended the top of the range to appeal to the well-heeled buyer who might have looked at a Rover 3500 or a Volvo 144. They also believed it well-suited to those who wanted a cheaper alternative to a BMW or Mercedes-Benz without sacrificing quality.
The motoring press was impressed with the Granada. Car praised the GXL’s comfort, equipment and value for money, while Motor Sport raved: “The new Consuls and Granadas, has set high standards in respect of important qualities which are looked for in cars of their price-class–quiet functioning, full equipment, safe fast cornering, a comfortable ride, and overall convenience in day-to-day, big-mileage driving.”
As for the Consul GT, the same title found “out of a well-known hairpin bend the Consul can be accelerated hard with none of the inside rear-wheel spin or axle tramp which afflicts, for instance, a BMW 2500”. This must have been music to the ears of Ford GB’s sales team.
Estate versions debuted seven months after the saloon, and they were Dagenham’s first in-house large purpose-built wagon; previously, E.D. Abbott Ltd. of Farnham converted Zephyr, Zodiac and Corsairs. Buyers could choose the 2.5-litre bearing the “Consul” badge and a more expensive 3.0-litre Granada. The Salesman’s Guide predicted they would become “the most wanted and prestigious estate cars in Britain”, the former being “the only sensible choice for the practical motorist” while the latter represented “an unchallengeable combination of prestige, performance, luxury and engineering”.
By May 1973, the Granada was built as a two-door saloon, but they were never officially sold in the UK. 1974 saw the 2-Litre V4 replaced by the “Pinto” unit, and March of that year saw the launch of the new flagship Granada – and their first car to bear the Ghia badge. Ford had owned Carrozzeria Ghia since 1970, and the result was “a luxury car in a class of its own”. The price was £2,891, some £332 more than the GXL, but the PR film demonstrated that it was worth every penny.
https://www.youtube.com/watch?v=vom99PeHB64
Automatic transmission was standard on the Ghia, as were seats upholstered in Beaumont cloth which apparently had “the appearance and feel of the traditional coachbuilder’s broadcloth”. The equipment even included “Belgian wood” door cappings and an “electronic digital clock”. In July of 1974, the Ghia was available as an extremely elegant Coupe – ideal for the motorist with £3,574 to spare and who craved more comfort than a Triumph Stag could offer.
Car grumbled the Ghia offered few advantages over the GXL asides from the extra equipment – “dress-up gear”. However, they still concluded that the Ghia was “a comfortable and well-balanced saloon with a svelte look”. The 4th June 1974 also marked the broadcast of an ITV Armchair Cinema episode named Regan, which Euston Films commissioned as a full series titled The Sweeney; more of which in a separate blog.
October 1975 saw a facelift of the entire range. The Granada name was now used throughout the range, with the basic model a cigar lighter, “loop pile carpet”, hazard flashers and “fabric trim” – “That’s Ford Value For Money!”. The Consul GT was succeeded by 3000S, with power-assisted steering and front head restraints. The proud owner also gained “sports road wheels” a “sports steering wheel” and a “sports gearshift knob”. Motor was clearly impressed, praising the accommodation, gear change, performance, handling and road holding.
In 1976 UK production of the Granada ceased to make room for the Fiesta and in August of the following year the Mk. II replaced the Mk. I. By that time, the image of large Fords had been completely transformed. And whether you needed transport for a commercial traveller, the MD or an ill-tempered Flying Squad Inspector, your friendly local Ford dealer had the perfect car.
Click here to read about the iconic Ford Fiesta.