Editing Merkur XR4Ti (section)

==Engine and transmission==
While the European XR4i was powered by a 2.8&nbsp;L version of the [[Ford Cologne V6 engine]], 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
|}