Why the 4WD version of the Ford Pampa was not as successful as it could have been in the Brazilian market?

In a country where imported cars used to be roughly impossible for the ordinary people to get, which ended up being a reason for the Japanese compact/mid-size trucks taking much longer than everywhere else to become a major player, car-derived coupé-utilities had their fair share of the market, and Brazil had models such as the Ford Pampa which was made from '82 to '97 with 4WD versions from '84 to '95. Also intended as an indirect replacement to Jeep-derived models which Ford kept producing in Brazil after taking over the local branch of Willys-Overland, the need for a 4WD version was envisioned by Ford, which is still the only model of its class to have ever been factory-fitted with such option. Unlike the front-wheel drive versions, which eventually also got the options for a 5-speed manual transmission and the 1.8L Volkswagen EA827 engine in the context of the AutoLatina joint-venture implemented in Brazil and Argentina (where the Ford Pampa was never available through official Ford dealerships), the 4WD always had the 1.6L Renault-derived CHT engine and 4-speed manual transmission only.

The odd differential gear ratios, which were 4.125:1 for the front axle and 3.54:1 for the rear axle, with the transmission-mounted power take-off which drove the Dana 30 rear axle having a 1.167:1 ratio as an attempt to compensate for those odd differential ratios, are often pointed out to be among the reasons why the system was considered unreliable. Sure it was not meant to be used on paved pathways, unless there were slippy conditions, so the absence of a center differential renders it suitable only for usage on rough terrains, just like most part-time 4WD systems still fitted to some modern vehicles to which some full-time or automatic 4WD system is deemed unsuitable or too costly. And since the 4WD version was meant mostly as a practical workhorse instead of becoming a recreational or "lifestyle" vehicle, maybe the fitment of the 4-speed transmission and CHT engine without the option for the upgrade to a 5-speed transmission and the Volkswagen engine could be considered reasonable by Ford because most buyers would have a more austere work-oriented profile, even though there were segments which could be better served by a more versatile vehicle with either an improved on-road performance or some engine with a greater emphasis on fuel-efficiency and aptitude to work, such as the 1.6L Diesel version of the Volkswagen engine.

Ground clearance could have been increased too, also considering how the Japanese compact/mid-size trucks and even some American models had different ground clearances and tire sizes between 2WD and 4WD versions back in the day, yet it would most likely involve other changes deemed too costly for a Brazil-specific model which ended up having a low production volume. Maybe adapting the exterior design of the Ford Pampa to a modified structure, in order to fit a rear-wheel biased driveline in order to have some parts commonality with the early Jeep derivative it was intended to replace, would render it more suitable to heavier duty and fulfill expectations of professional operators who were more familiar with a traditional dual-range 4WD system resorting to a proper transfer case instead of the PTO fitted to the transmission. Sure there were some other market-related reasons in Brazil which rendered the 4WD Pampa uncompetitive, such as the rear-engined Volkswagen Transporter still being a major player and the Toyota Bandeirante (a local J40 derivative) featuring a Diesel engine, but a somewhat lazy approach to implement the 4WD system might have been part of the problem.