Articles by Graham Smith

It’s hard to imagine a car that has made a more spectacular debut than the Mustang did in April 1964. Stories abound of Americans queuing at dealerships just to get a look at the snappy new car; there’s even a story of a truck driver driving through a showroom window so distracted was he by the ’stang. Another goes that one buyer slept overnight in his car, right there in the showroom, while his bank cleared his cheque.Demand was such that sales outstripped production by 6000 vehicles by the end of the first day of sales. Its success was assured.Can you think of any car that has caused such a commotion on launch? I can’t, but I can tell you that 40 years on the Mustang turns heads today just as much as it did back in 1964.Now doubt about it the Mustang today is the most popular classic car, bar none. It’s also one of the most practical classics, comfortable and reliable with a simple mechanical package and a ready supply of parts.In the early 1960s Ford needed a sporty car to combat new models from rival carmakers, and the quickest way to do it they decided was to tweak the Falcon underbody a little, throw in some Fairlane engines and transmissions, and top it off with a sexy new two-plus-two body.Production started in March 1964, the launch was at the New York World’s Fair in April; the rest is history.MODEL WATCHThe first Mustangs are referred to as ’64 ½ models because they were introduced in April 1964, halfway through the 1964 model year.American model years traditionally begin in the August of the preceding year, so the 1964 model year began in August 1963.Those ’64 1/2 Mustangs came in coupe and convertible variants only, the fastback wasn’t introduced until the ’65 model was unveiled a few months later in August 1964.Initially engine choices were a 170 cubic inch six-cylinder engine, an ‘economy’ 260 cubic inch Windsor V8 which came with a two-barrel carburettor, and two 289 cubic inch Windsor V8s, a low compression with four barrel carburettor and hydraulic valve lifters, and a high compression ‘ho-po’ with four barrel carburettor and mechanical lifters.In 1965 the six was enlarged to 200 cubic inches, and the 260 cubic inch V8 was replaced by a two-barrel 289.Transmission choices for the six consisted of three-speed and four-speed manuals, there was a three-speed manual for the 260 cu. in. V8, and four-speeds for the 289s. All except the ‘hi-po’ 289 could be ordered with Ford’s Cruise-O-Matic three-speed auto.The suspension was basic, consisting of upper and lower control arms, coils and an anti-roll bar at the front, and semi-elliptic leaf springs at the rear.Manual steering was standard, but power steering was an option.Brakes were drums all round, but power assistance and front discs were available as options.Like all American cars of the time there was a long list of options available – trim, wheels, tyres, brakes, power steering to name just a few – and it needs careful study to fully understand.Subtle changes were made to the Mustang at each model change. They were mostly confined to the grille, badges and rear quarter panel ‘air scoop’ trim.BREAKING THE CODESMustang enthusiasts talk in codes, which refer to the engine fitted to a car. It’s a letter, the fifth digit of the car’s VIN (Vehicle Identification Number) that is stamped on the inner guard on the left side of the engine bay, and on the warranty plate, which is on the rear face of the left hand door.The codes are: U – 170 cu. in six (1964); F – 260 cu. in. V8 (1964); D – 289 cu. in. four-barrel carb. V8 (1964): K – 289 cu. in. hi-po V8 (all years); A – 289 cu. in. four barrel carb. V8 (1965/66); C – 289 cu. in. two barrel carb. V8 (1965/66); T – 200 cu. in. six (1965/66).It’s important to understand them, and check them, because they effectively determine a car’s value.IN THE SHOPThe first thing to understand about the Mustang is that it’s a 40-year-old car and like all old cars it will probably have plenty of problems.We all like to dream of finding a pristine one owner low mileage car, but the reality is that most of them have been driven into the ground by owners who never thought of them as classics.Hope for the best, but be prepared for the worst. That way you won’t be disappointed with what you find, and you might even be delighted when you don’t find as many problems as you expected.The early Mustang entered the classic car world quite a long time ago, so most of the good cars have been snapped up. There are some good, low mileage cars left in the US, but they’re now bringing top dollar as owners come to realise their worth.Most of the cars that are left are the ones that have had a hard life, possibly a crash or two, been fixed by back yard mechanics, and have generally been neglected. Expect to find plenty of rust, bad smash repairs, shot mechanics and stuffed trim.The good news is that parts are readily available at quite reasonable prices, so anything and everything can be fixed. No car is beyond salvation, it all comes down to the depth of your pockets.When checking for rust lift the carpets and check the floors, there’s every chance the floors will be rusted through. The rear floors are particularly prone to rusting, so check there, and check the right front floor, under the heater on a LHD car, as most heaters leak and rust eventually sets in.Check the sills carefully for rust, inside and out. It’s a relatively simple fix on coupes and fastbacks, but it’s not so easily repaired on convertibles because the sills provide much more of the body structure on a soft top than they do on the hard tops.Check the boot floor as these rust as well, and check the usual locations in the bottoms of the doors, bottoms of the front guards, and the rear quarters.Rust, even extensive rust, doesn’t mean the car can’t be repaired, but the more rust the greater the cost of the repairs.Mechanically the Mustang is pretty robust, the problem is simply one of age and miles done. The Windsor V8 is a sweet little engine and is pretty tough, but expect it to have worn bores, rings, and bearings. If it hasn’t been rebuilt, then plan on doing it.If you do rebuild the engine do all in your power to keep the original engine and resist the easy way out of replacing it. A ‘numbers matching’ car will always be worth more than a car of mixed heritage.Same with the transmissions. Both the auto and the manual ’boxes are robust, but will most likely need to be rebuilt.There’s nothing sophisticated about the brakes, steering or suspension. All do the job quite well, but will almost certainly need to be rebuilt if they haven’t already been done.Inside, expect the trim to be split and torn, the plastics broken or missing, but the good news is that they’re all readily available from suppliers here or in the US. Trim kits are available in original materials, patterns and colours to recover seats, all interior hardware can be sourced, right down to the smallest part.Electrics are a problem with the Mustang. They’re not as unreliable as the infamous Lucas electrics, but don’t expect instruments and other electrical equipment to work properly.Conversion techniques have improved out of sight over the past 20 years or so, and there are lots of dodgy older conversions out there that don’t steer or stop the way they should. Carefully check the conversion, look for poor welding, cut and welded steering arms, large turning circles that indicate potential problems.Cars that were converted back in the 1970s and ’80s should be taken to an expert for a thorough check of the conversion to make sure they’re safe.LOOK FOR• extensive rust and bad crash repairs• worn out engines, gearboxes, suspension, steering and brakes• split or torn trim• dangerous right-hand drive conversions• six cylinder models now fitted with V8 engines• ready supply of affordable genuine or reproduction parts• check the code

The Laser was a shining light for Ford during the 20-plus years it was part of the blue oval’s family. The Mazda-based small car was popular, from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.Such was the popularity of the Laser badge that it’s hard to understand why Ford dropped it in favour of the Focus, which was a completely unknown badge here.The Lasers that preceded the KJ were pretty much just rebadged Mazda 323s, but the KJ was an attempt to move a little further away from the Mazda. For the first time there was even a unique body style, one that wasn’t included in the Mazda catalogue.It was also unique in that it was imported from Japan whereas the preceding models had been built locally at Ford’s Homebush plant in Sydney.MODEL WATCHFord raised the wraps on the KJ Laser late in 1994 with an expanded range of three models encompassing three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheetmetal front and rear. A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.Ford’s stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, and sharper boot and tail lamps to distinguish the rear.Like most new models, the KJ Laser was bigger than the model it replaced. Its wheelbase was 105 mm longer than the KH’s, and the track was 30 mm wider, adding up to significantly more head and shoulder room in the front, and 25 mm more legroom in the rear.It was the Liata five-door hatch that really started the move away from the Laser’s 323 roots. Ford regarded the Liata as the main model in the Laser range, having recognised the popularity of hatches in the local market.When small sedans were typically bought by older buyers locked into tradition, the hatch appealed to younger buyers, mostly families, who appreciated the flexibility a hatch gave them.The Liata was a smoothly styled hatch that showed that hatches didn’t have to be unpleasant boxes to deliver the function hatch buyers valued so much. Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new.With a steeply raked roofline, spoiler mounted on the rear window, and large roundish tail lamps it cut a dashing profile. It was also slightly shorter than the sedan, due to its shorter rear overhang, but that didn’t impact on its interior roominess.There was no mistaking a Lynx, nor was it possible to mistake its purpose. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, its sharply bobbed tail with a spoiler mounted on the rear glass, and its egg-shaped rear lamps all making a bold statement that no Laser had previously done.The Lynx sat on a 100 mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was delivered by one of two engines, a 1.6-litre ‘economy’ engine, or a larger 1.8-litre ‘performance’ unit.Both were double overhead camshaft engines, with sequential fuel-injection and variable intake, which was designed to deliver torque at the low end when the intake tract was longer, and power at the top end when the tract was shorter.The 1.6-litre so-called ‘economy’ engine was standard in the LXi and Liata. It produced 80 kW at 6000 revs and 143 Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed KH engine.The larger 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. A similar unit to the smaller 1.6-litre engine it put out 92 kW at 6000 revs and 160 Nm at 4000 rpm, a slight increase over the KH’s 1.8-litre.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the shapely skin lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were discs all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx.Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment, and upgraded sound systems.Dual airbags were initially only available as an option on the models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.The entry-level model on the Sedan and Liata was the LXi, and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows, and four-speaker sound.IN THE SHOPThe KJ was imported from Japan instead of being built here, and that means better build quality.Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of a life in the daily grind of our cities. The KJ is not a car that suffers from rattles and squeaks, unless it has been involved in a crash and poorly repaired.Check carefully for the tell tale signs of crash repairs, like colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.Mechanically the KJ is sound, the engines are reliable and give little trouble, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS’ VIEWSWally Turner bought his 1.8-litre auto Liata hatch new in 1994. It has now done 115,000 km, and he’s more than happy with it, having only had to replace the tyres and the water pump. Wally says he gets 8 L/100 km on the highway and 10 round town.David McClean says his 1994 1.6-litre Liata LXi five-door hatch has 100,000 km on the odometer and is running like a dream. David says the 1.6-litre has sufficient grunt, the space in the back when the seats are down is great. The only negative is the visibility out the back window.LOOK FOR• stylish small car, apart from wild Lynx• good reliable Mazda mechanical package• roomy interior will handle four adults with their luggage• well balanced and responsive handlingTHE BOTTOM LINE• attractive styling with Mazda build quality, safety and reliability make the KJ was good buy as a second car or first car for beginner drivers.RATING65/100

It’s hard to imagine looking at today’s sales figures, but there was a time when Ford had the top selling small car in the land. It was only a decade or so ago that the Laser was Australia’s most popular small car.The Laser was based on the Mazda 323, but Ford’s designers gave it a cosmetic makeover and the company’s marketing people came up with a slightly different model line-up to differentiate it from its Hiroshima cousin.MODEL WATCHThe KF kicked off the third generation of the Laser. It was roomier inside thanks to an extended wheelbase, which resulted in more legroom, and was wider, which gave it more elbowroom.Two main body styles were offered by Ford – a five-door hatch, a four-door sedan – and there were four levels of specification – L, GL, S and Ghia. There was also a three-door TX3 sporty hatch, but we’ll focus on the mainstream models here.Ford stylists based in Japan did the cosmetic rework to provide some differentiation from the Mazda 323. Their work resulted in a mildly revamped nose with a different grille and bumper, rear lights and wheel trims. Inside, the little Ford had different a steering wheel, dash and instruments, and trim.The body was stiffened in an attempt to reduce the noise, vibration and harshness complained of in earlier Lasers, but it still came in for some criticism. The hatch was rated a little noisier than the sedan.Refinements to the MacPherson Strut front suspension and MacPherson Strut, twin trapezoidal link rear suspension resulted in more responsive steering and sharper handling, along with a more comfortable ride.New speed sensitive power-assisted rack-and-pinion steering was warmly praised for its precision and tight turning circle.All models benefited from more powerful brakes, a combination of disc front and drum rear was used on most models. But it was before the time of anti-skid electronics on small cars so drivers had to rely more on their skill to avoid collisions.Three engines were employed in the Laser. The L and GL models had a 1.6-litre single overhead camshaft 16-valve four-cylinder engine fed by a carburettor, the S and Ghia got a fuel-injected single overhead camshaft, 16-valve 1.8-litre four-cylinder engine.The 1.6-litre engine was more powerful than the engine in the previous model and had 64 kW at 6000 revs with 123 Nm at 3100 revs. While it wasn’t as spirited as the 1.8-litre engine it was smooth and flexible with good midrange torque.The 1.8-litre engine delivered more spirited performance and is clearly the one to chase now. The single overhead camshaft engine gave 76 kW at 5500 revs with 150 Nm at 4000 revs.The choices of transmission were a smooth shifting five-speed manual ’box and three-speed auto for the 1.6-litre engine, while a four-speed auto was offered on the larger engine in addition to the five-speed manual.When you ticked the ‘L’ or ‘GL’ box on the order form you got an AM/FM radio-cassette, cloth trim and steel wheels with wheel caps, but if you stepped up to the ‘S’ you drove away with alloy wheels and power steering as well. Go all the way and tick the ‘Ghia’ box and you also got central locking and power mirrors.The KH/KHII updates followed in 1991 and ’92 and mainly brought some minor styling changes.IN THE SHOPThe KF Laser is getting on in years now and like all old cars should be approached with care. It’s worth having a mechanic or at least someone with mechanical knowledge give the car you choose a thorough going over before purchase.On average the KF will have done close to 250,000 km so there’s every chance it will have a number of problems simply because of its age and the mileage done.Start by checking the service record, older cars tend to be neglected by owners who simply ignore it or can’t afford it. Neglected cars should be avoided, they are trouble, so look for cars that have been well cared for, even if they take longer to find.The engines are generally robust and reliable and will go for a long time if they’ve been serviced, which really only means a regular oil change. The cam timing belt needs to be changed every 100,000 km, if you don’t you face the prospect of a belt breakage, which will have you grinding to a halt on the side of the road. Internal damage is unlikely if it does break.Go for the 1.8-litre engine, it’s the one with the best performance and the most fun to drive.Gearboxes are generally reliable, listen intently for noises in intermediate gears, and make sure the manual engages smoothly without baulking. If it does baulk it may mean the clutch is nearing the end of the road.The body tends to stand up well, but look for rust, particularly around the windscreen and rear window.Inside, look for cracked dash pads, torn seats, and worn seat belts.The good thing is that because it was such a big seller there are plenty of cars around, and plenty of spares to fix them when they break down.IN A CRASHNo airbags or anti-skid ABS brakes here; safety is down to the body shell, seat belts and the driver’s ability.The body shell will provide the protection needed, provided it hasn't been in a big crash or heavily rusted, the seat belts should be in good condition and not worn, and the driver needs to know how to brake without locking the brakes.OWNERS SAYTed Endacott recently bought a 1991 Ghia 1.8 manual after checking through a host of Camrys, Corollas, Pulsars etc. The 1.8-litre fuel-injected SOHC motor has the extra grunt to run air-conditioning and to haul a load of passengers. He says it’s well worth chasing this motor. In manual form it sips fuel at 8.5 L/100 km in city traffic and 6.5 L/100 km on the highway. Engines sometimes die around 200,000 km, but pampered models often run past 300,00 km. These are tough and durable. The five-speed manual gearbox is fun to use. Fifth gear is tall, with revs around 2600 revs at 100 km/h. There is an irritating gap between first and second, but other ratios are close. Expect around 100,000 km between clutch replacements. The steering is precise with no torque steer and the handling is sporty. The seats are comfortable, the interior is spacious, air con/heating is good, boot space generous. It is a well-designed little car.LOOK FOR• record of regular servicing• roomy interior• good performance form 1.8-litre fuel-injected engine• good fuel economy• age is starting to weary themTHE BOTTOM LINEA good one is a great little car with a good-sized interior, good performance, handling and fuel economy.VERDICT65/100

Aussies tend to keep their cars longer than those in other countries so they’re less influenced by automotive fashion and go for cars that will remain good looking over the long run. Although Ford had high hopes the Ka would be a winner when they launched the stylish little hatch here in 1999, it was always going to struggle to attract buyers when Ford priced it out of the main event.Ford hoped the Ka would win the hearts of the young and young at heart with its cute styling and European cache, but the small hatch market is the most price sensitive and competitive market segment of all and no amount of cute styling was ever going to win over buyers whose budgets stretched to $13,990 drive away and no further.Every carmaker has struggled when trying to convince hatch buyers to spend more to get a car that is better engineered, styled, built or whatever message their marketing whiz kids are pushing at the time. The reality is that if you don’t compete on price you’re pushing the proverbial up hill.Added to the Ka’s problem was that it came after the successful Korean-built Festiva and was perceived by many as a Festiva replacement. It wasn’t, the Festiva was typical of the hatches that occupy the bottom end of the market, and the Ka was anything but.Those dilemmas aside the Ka is an interesting little and is worth a look if you like the styling and are impressed by its European heritage.MODEL WATCHThe Ka was launched in the middle of Ford’s plunge into edge styling, designs with clearly defined lines and shapes that gave their cars a clear character. It was the same era that produced the ill-fated oval-shaped Taurus, and the equally ill-fated AU Falcon.The problem with such out-there styling is that it usually polarises opinion, and that can affect sales. A car might appear stylish to one person and ugly to another. On top of that the Australian buyer is one of the most conservative in the world and often shuns cars that make them stand out.Compared to the Festiva it followed, and others like the Toyota Starlet, Nissan Micra, Hyundai Excel and the like the Ka was radical and Ford boasted as much at its launch.“We set out to create a real ‘icon’ and that’s what we've done,” said Ford design boss, Scott Strong at the time.Strong went on to say he hoped the Ka would become a new millennium Mini. Unfortunately the Ka won’t go down in the history books as a classic, it’s no modern day Mini.Where the Mini was simple, clean and non-threatening, the sort of car you wanted to cuddle like a cute little puppy, the Ka was aloof, haughty, and challenging.Still, for those who appreciated its slick styling and wanted the perceived quality that comes with a European build plate in a market segment dominated by Asian brands the Ka held the potential to set them apart.It was also well equipped compared to most of its rivals, but its higher price put price conscious buyers off.There was only one body style, a three-door hatch, one engine, one trans, it had air-con, sunroof and a CD player so there wasn’t much decision making involved in the Ka buying process.While the styling stood out there was nothing outstanding about the Ka’s mechanical package, which consisted of a fairly mundane overhead valve four-cylinder engine, a five-speed manual gearbox and front-wheel drive.The fuel-injected 1.3-litre four-banger pumped out 43 kW at 5000 revs and 100 Nm at 2500 revs running on regular unleaded fuel. The resulting performance was adequate rather than spirited.The five-speed gearshift was rubbery, a little imprecise as a result, but typical of bread and butter European front-wheel drive fare.The suspension was a combination of MacPherson Strut at the front and torsion beam at the rear, and the steering was power assisted, which resulted in agile and responsive handling. It was perfect for zipping around town.Brakes were disc front and drum rear, again fairly ho hum in technology terms, but they were well up to the task of stopping the 955 kg Ka.Outside Ford flagged its range of funky colours with funky names, like Karyptonite, Kaligula, Kalypso, Kayak and Kakadu, but all of them were dark and very drab if they weren’t kept clean. If you selected one of these colours your Ka came with body coloured bumpers.There were other colours, like Kandy, Karome, Karisma, and Karbon, again with funky names, but they too were uninspiring. These latter colours came with charcoal bumpers, which made them look even more depressing, especially once the car had been on the road for a while and the bumpers began to fade.The funky styling theme continued inside, it was attractive enough, but dated quickly. The front bucket seats were comfortable, and the rear seat back could be folded to increase the luggage capacity.Driver and front passenger air bags were standard, while security was provided with an engine immobiliser.Funky sounds were delivered via an AM/FM radio sound system with a single CD player, and you could keep your cool with the standard CFC-free air-con. The power sliding sunroof was a nice touch.IN THE SHOPGo for a Ka that has been treated with kindness. Many were bought by non -caring owners who left them out in the street at night, under trees during the day, and regularly bumped into things on the run.Check engine vitals to make sure they’re kept up to the mark; negligent owners rarely do the basic checks.Many buyers of cheap and cheerful chariots rarely give up a night on the town to pay for a service so carefully check the service record and walk away if there’s a hint of neglect.Mechanically there isn’t much to go wrong with the Ka; its mechanicals are relatively simple and well proven.For better resale value in the future buy a Ka with the body coloured bumpers, they look better now and will look better to the next owner when you want sell. The alternative charcoal bumpers make it look down in the mouth, and look even worse when the inevitably fade.OWNER’S SAYKate and Bryce Wilson have enjoyed 23,000 trouble free motoring in their 2001 Ka. They bought it as a round town car, but have also driven it extensively on long journeys, and thoroughly enjoy it. They love the styling, and their only complaints are minor. The seats are a little tiresome on a long trip, and they would like a cruise control.LOOK FOR• Some say it’s cute others find its styling challenging. Whichever camp you fall into be ready to be noticed if you buy a Ka.• Well equipped little car with standard air-con, electric sunroof, CD player and dual airbags for safety.• Old tech overhead valve four-cylinder puts out a modest 43 kW of power, not a lot in today’s terms, and performance is a little soggy as a result.• Build quality is reasonable although not up to the standard of some Japanese rivals.• Check the bumpers, particularly around the corners for damage caused by careless young things driving into objects while talking on their mobiles, the Ka is a swinger. If it looks as if it has been driven without much care walk away.• Go for the body coloured bumpers, they look much better, and don’t fade like the grey bumpers do.• Mechanically there is little that regularly goes wrong with the Ka so you should expect a largely trouble free run.• At $11,000 for a four-year-old model the Ka still carries a pricey tag, look at buying a new car for just a little more.

There was a time when Ford was a major player in the small car market, but the company seemingly lost its way in the mid 90s when it cut the popular Laser and Festiva models. Both were strong performers in their respective market segments, but Ford chose to dump them in preference to small cars coming out of Europe.The funky styled Ka hatch became the company’s small car offering, but was never really a replacement for the cheap and cheerful Korean-built Festiva.When the Festiva was a budget priced model aimed at those wanting affordable transport the Ka was aimed at the trendsetters who preferred style and were prepared to pay a premium for it.Now we have the Fiesta, a much more appealing small car than the Ka, but the Euro-sourced hatch has a big job if it is to claw back the market lost by the Festiva’s demise.It was much the same story with Laser, once one of our most popular small cars. There was a vacuum once the Laser had gone, and while the Focus is the model that is now filling the void it isn’t doing the business the Laser once did.MODEL WATCHWhile the Festiva wore a Ford badge in reality Kia built it in Korea. Nothing wrong with that, the Kia brand has been well regarded since arriving here in its own right in 1997, and the Festiva did nothing that should tarnish the brand.Ford unveiled the front-wheel drive WB Festiva in 1994. It was a bubbly little car that came in three and five-door hatch versions, with one engine choice, a choice of manual and auto transmissions, and two levels of trim and equipment.The Trio three-door hatch introduced the Festiva. With cloth-trimmed seats and door panels, a four-speaker sound system, driver’s foot rest, comprehensive instrumentation including a tacho, remote releases for the fuel filler and rear hatch it had just about everything you needed.Outside it had colour-matched bumpers, a tiny rear lip spoiler across the rear window, and a rear window wiper and washer.Step up to the GLi five-door hatch and you got all of that plus tinted windows, plush velour trim, a tilt adjustable steering column, power steering … and a right side rear seat pocket.The engine powering the Festiva was a single overhead camshaft 1.3-litre four-cylinder unit. Even with multipoint fuel injection, and two valves per cylinder, it put out a modest 47 kW at 5000 revs, along with 102 Nm at 3000 revs, which meant there was no chance of damaging your neck when you buried the right pedal in the carpet.At best it was a willing performer, although the noise that came with rising revs made it less than pleasant when stirred along.When pitted against the clock the Festiva required 13.51 seconds to reach 100 km/h, and a further 5.27s to cover the standard 400 metre sprint.While the performance numbers are interesting they’re really only of passing interest in the small car segment. It’s important that a small car isn’t so slow that it’s a road hazard, and few small cars fall in that category today. The Festiva certainly doesn’t.Fuel consumption is clearly the more important measure of a small car. It must be economical, and the Festiva returned city consumption around 7.5 L/100 km/h when tested at the time.For transmissions the Festiva buyer could tick a five-speed manual or a three-speed auto. The manual is the better choice, the five-speed shifts nicely, and gets the most out of the engine, where the three-speed lacks ratios and is a little clunky.The Festiva’s suspension was a conventional combo of MacPherson Struts at the front and a torsion beam axle at the rear. Its handling was nimble and safe rather than sporting.Braking was by discs at the front and drums at the rear. ABS was not available.Inside, the Festiva’s seats are comfortable, the rear seat able to be folded to accommodate long objects when needed. Air-conditioning was an option.IN THE SHOPThe Festiva is generally quite reliable if well serviced, so it’s worth checking for a service history.Most should have had a cam belt replacement (110,000 km), or are fast approaching the mileage where they will need one.Uncaring owners may have chosen to miss the change and save the money so be sure to quiz sellers to determine the state of play.Check for signs of crash damage, like poorly fitting doors or rear hatch, ill-fitting bumpers. Also check for minor bumps and scrapes that come with a life spent in supermarket parking lots.Some colours, particularly the reds and pinks that were used on the Festiva, are prone to fading in the Aussie sun. It’s better to go for the safe white or silver colours that stand up better and are easier to sell when the time comes.CRUNCH TIMEThe WB Festiva didn’t come with airbags so occupants rely on the basics of crumple zones and seats belts for crash protection.The recent used car crash survey didn’t cover the Fiesta, but safe to say that it’s a small car and will come off second best if hit by a lumbering four-wheel drive.LOOK FOR• Cute bubbly styling that still looks good• good fuel consumption• modest performance• safe nimble handling• simple and reliable mechanical package• verifiable service record with evidence of cam belt changeTHE BOTTOM LINECute hatch that’s economical to run and would make a good first car for the beginner driver.RATING60/100

The importance of the BA Falcon can’t be overstated. Had it failed to excite the car buying public it could well have been the model that spelt the end for Ford as a force in this country.It probably would have spelt the end of Ford as a manufacturer here, at least of cars designed locally.Failure would most likely have had the company’s Detroit management, itself under pressure, stepping in and dictating what would and wouldn’t be sold here. That would most likely have meant no Territory and no more Falcons, in their place would have been imported cars or at the very least cars assembled from packs of imported components.With no local Falcon to put pressure on Holden the company’s troubled American bosses would no doubt have questioned the need, and expense of having cars designed locally when there were suitable models available overseas.The entire dynamics of the local market could have changed in a most fundamental way.Thankfully the BA has been a success. It has rebuilt the image of the Falcon in the minds of car buyers after it had been badly wounded by the disastrous AU. We have the Territory, which is doing good business, and the men from Dearborn haven’t seen the need to intervene.Such was the image of the Falcon in the wake of the down-in-the-mouth AU that Ford’s local bosses knew that serious action was needed. The AU replacement couldn’t simply be a facelift to keep it going until the all-new 2005 model arrived as was the plan.Unless they acted boldly the 2005 Falcon might have simply been too late.It required a bold plan, and management capable of seeing it through in the face of enormous pressure from those watching from above. They simply couldn’t afford to fail.The man for the time was the late-Geoff Polites who had the foresight and the will to commit to what was in effect a new car with all of the costs that entailed and see it through to the end. Polites also backed the Territory, another success story, and he will no doubt be looked upon as the man who saved Ford locally when future historians pen the history of the company.The most damning criticism of the AU was aimed at its styling with its downtrodden curves that gave is a sad and sullen look. Fixing that meant major surgery to body panels, which was no cheap exercise.There was no way around it, though, the body had to undergo major surgery. A nip and a tuck here and there simply would not have been enough.By the time the BA’s stylists had finished there was little of the AU left. The doors were about the only panels recognisable from the old model, even the roof had been modified.The result was an amazing transformation. The downcast visage was gone, replaced by bright uplifting looks that gave off a positive vibe instead of the depression felt on sighting an AU.Ford could probably have got away with the body changes, and saved much of the $500 million it invested in the BA. There wasn’t much wrong with the AU mechanical package, but it was reasoned that they were coming from so far back the BA had to be seen as a major step forward to convince disaffected Falcon buyers to come back to the fold, and maybe even encourage some Commodore buyers to switch brands.So, as well as the crucial body changes, there was also a much upgraded six-cylinder engine, a new independent rear suspension, sports shift mode for the auto trans, and some cute new features like the control command centre inside and adjustable foot pedals.The base engine was the familiar Ford 4.0-litre inline six, but it was heavily revamped. It now boasted double overhead camshafts, four valves per cylinder, and variable cam timing, which delivered good performance right through the rev range with good torque at low revs and a powerful punch at high revs.At its peak the so-called Barra 182 engine produced 182 kW at 5000 revs and 380 Nm at 3250 revs, with good torque over a wide speed range.Underneath a new Control Blade IRS replaced the old double wishbone system, delivering the handling benefits of an independent system with improved ride comfort and better isolation from road noise.Brakes were improved discs all round with ABS standard, steering was also improved and power assisted.Inside there was also a much needed redesign. Gone was the awkward old dash, in its place came a much more modern design with a hooded instrument cluster and a centre dash console containing the supplementary controls for air-con and sound.XT was the badge the base model carried. It was meant to convey the image of the base model as a junior member of the sporty arm of the Falcon range, the other members being the XR6 and XR8.There was a long list of standard features on the XT, including air-conditioning, CD sound, power front windows, power mirrors, power driver’s seat and trip computer.Few problems reported to date. The six-cylinder engine is the most powerful in its class and appears to be largely trouble free although the extra power seems to have come at the cost of fuel consumption.One roadside service agent reports going to the rescue of a number of cars that have simply stopped by the side of the road. Some can’t be restarted, others need to be restarted like an old carburettor car.Make the usual checks for crash repairs, like poor panel fit, variable gaps between adjoining panels, and colour variation.Check also for a service record.One serious problem that the BA suffers from is the failure of brake hoses. It’s said to be that the rear hoses fail more frequently than the front, but both are prone to sudden and shocking failure. Shocking, that is, for the driver who suddenly finds their braking power is suddenly diminished when the brake pedal drops almost to the floor with little apparent retardation. The hoses are said to be too short and eventually break after being stretched and restretched. Consider replacing the hoses as a matter of course after buying a BA.The BA was too new to feature in the recent used car safety survey, but it’s fair to say that it’s as least as good as the AU which faired quite well. That was found to be significantly better than the average for occupant protection, and average in its affect on occupants of cars it hits.Body structure is improved, and with dual front airbags, provides crash protection.Hamilton Saunders has done just 32,000 km in his BA, which he says is a “good” car, comfortable, reliable and an excellent for towing, but is heavier on fuel than the previous model. Problems he’s encountered are a noise from the steering box, an occasional sulpher-like smell in very hot weather, neither of which the dealer has been able to fix, and the discs have required machining at every service.Ray Tonisson has completed just over 13,000 km in his BA and says, apart from being thirsty, it’s the best Ford he’s have owned. It has power and drives very well especially with the Sports suspension. Ford has lifted its bang for the buck on the XT with a good package of standard features. The sports pack just gives the appearance a bit more class.Lindsay Cameron has a 2002 BA Falcon wagon. It is generally driven by his wife and has done 20,000 km. He likes its looks, the power and smoothness of the engine, the ease of use of the cruise control ease of use, the 14-speed fan, the quiet air-conditioning vents, and its road holding. Conversely he dislikes the headlights which don’t turn off automatically, the carpets which are hard to clean, the recessed seat belt buckles which are difficult to use, the lack of rear leg room, the way the auto shifts down from fourth to third whenever then sports shift mode is selected, the tailgate release which had to be repaired under warranty and the remote central locking control which is on a pad instead of the key.Elling Salterod bought a new XT auto sedan in Jan 2004 . It has 9000 km on clock now , mainly around Sydney city and the central coast, but with one trip to Queensland. It’s comfortable and quiet, and returns good fuel consumption. There has been one recurring problem with the hand brake rubbing, which appears to be a design fault and can’t be fixed.Dennis Curtis likes the performance of his 2003 BA Falcon, but has two items of concern. The rear springs have been replaced twice in five months due towing even with Ford’s 2300 kg tow kit. Ford would only replace the springs with standard coils , and I was told if I changed to another stronger springs warranty would be voided. The other concern is with the auxiliary lights, which only illuminate with the turn signals in operation, and are of little assistance.• Happier styling than the AU• Class leading power• Excessive fuel consumption• Sports shift auto transmission for a fun driving experience• Reassuring and sporty handling• Brake hose failuresMuch improved model you won’t be afraid to admit owning.

The sporty XR models have been a raging success for Ford since they were first introduced with the EB Falcon over a decade ago, but the surprise story in that success was the six-cylinder XR6. The sporty XR models have been a raging success for Ford since they were first introduced with the EB Falcon over a decade ago, but the surprise story in that success was the six-cylinder XR6. For the first time there was a local muscle car that didn’t have a V8 rumbling under the bonnet.In the years that have elapsed since the XR6 first debuted it has become even more popular, to the extent that it can now be considered an icon of local performance.The BA brought more refinements for the XR6, a logical extension of the six-cylinder sports sedan theme, but it also brought a new dimension in the form of the XR6 Turbo. If there was ever any lingering doubts about the XR6 as a muscle car they were blown away by the sizzling hot turbocharged model.In a country conditioned to believe that performance was only possible with a V8 under the bonnet the XR6 was a bold move by Ford and its performance partner Tickford Vehicle Engineering.When Ford was the leader of the go-fast pack it’s hottest cars had big and brawny V8s, and the company was being run by men from Dearborn where the V8 was king. Today, Ford is run by meeker men, from other parts of the world where power doesn’t necessarily come from the barrels of a big bent eight.They’ve been brought up on a more subtle diet of overhead camshafts, fuel-injection, and latterly turbochargers.That’s the reigning philosophy at Ford today where the XR6 and XR6T are the tearaway kings.In the BA range the XR6 builds on the XT Falcon base model. It has the same 182 kW 4.0-litre straight six engine with double overhead camshafts and four valves per cylinder. It also boasts variable camshaft timing that not only gives it a powerful punch at the top end, but it also gives a smooth purposeful flow of torque across the rev range.Performance peaks are put at 182 kW at 5000 revs and 380 Nm at 3250 revs.The XR6 also has the same transmission choices as the XT, a five-speed manual ’box or a four-speed sports shift auto.The essential differences that mark the XR6 out from the base model are in the fine tuning and the appearance.Underneath it boasted sports tuned independent rear suspension.Inside it had sports seats with sporty XR trim, a sports instrument cluster with XR graphics, and there was a nice leather wrapped steering wheel.Outside there was a sporty body kit with unique front-end styling, a boot lid spoiler, body coloured mirrors and side protection mouldings, a single chromed exhaust tip, and 17-inch alloy wheels.There was no doubt the XR6 was a nicely balanced sports drive with enough street cred to be respected on the road.For more mongrel bite there was the new XR6T, which took the six cylinder sports sedan to a whole new level. With the blown motor under the bonnet the XR6 became a new car, even though it had much in common with its normally-aspirated cousin.The XR6T had everything the XR6 had, but in addition it came with the turbocharged engine, a limited-slip diff, plus power rear windows, rear grab handles, and traction control as standard.The Barra 240T version of the 4.0-litre DOHC six has a Garrett GT40 turbocharger with an air-to-air intercooler to increase the charge density and thus maintain boost pressure for maximum power and torque.Inside the engine there are new pistons and rings, with a lower compression ratio of 8.7 to 1, down from the standard engine’s 9.7 to 1, and high temp exhaust valves.The result is a massive 240 kW surge at 5250 revs, with 450 Nm of torque on tap between 2000 and 4500 revs.Before buying an XR6, even more so an XR6T, check with other owners because they do have a few problems worth knowing about.Some owners are reporting an overboost problem with the turbo engine, which feels like the engine is surging almost out of control.The diffs are noisy and it’s not uncommon for low mileage cars to be on their second or third diff.The other problem is brake wear and shudder. Some owners report that brakes are needing attention, rotor machining etc., at every service.Both problems are possibly the result of hard driving, although some owners deny they drive their cars hard, so if you’re intent on an XR6T look for one that hasn’t been thrashed.Be aware that BA Falcon brakes hoses fail, said to be because they were too short and fail after being stretched and restretched in use. Replace the hoses, front and rear, as a matter of caution as the service replacements are about 2 cm longer and don’t have the problem. The failure seems to occur around the 75,000 km mark.They go hard which means that they’ll be driven hard by enthusiast owners. It’s almost impossible to drive an XR6T slowly, they want to go.BA Falcon was too new to make the recent real world used car safety survey, but increased body stiffness and dual airbags should mean state-of-the-art crash performance.Sports suspension tuning, four-wheel disc brakes with ABS and traction control add up to an impressive primary safety package.Chris Elliott is a dedicated Ford fan who reckons his 2003 XR6T is fantastic, a joy to drive despite a couple of problems. He bought it with 15,000 km on it knowing the previous owner had a noisy diff replaced at 14,000 km, and now at 32,000 km is facing the same problem. It has also suffered severe brake shudder at around 28,000 km, which he says was fixed. Other than those the biggest other fault has been the stitching in the rear seat squad has come undone. Against that he was pleasantly surprised by the low service cost, and the fuel consumption, which averages 15.2 L/100 km around town and 10 on a trip.Andrew Kiejda owns a 2004 BA Falcon XR6, which has already done 25,000 km. He chose the XR6 for its superior suspension, seats and resale value. The car has handled its duties quite well with no rattles or squeaks despite occasional dirt road use and the traction control works extremely well. Only problem has been the loss of cruise control and sequential function of the auto trans due to a wiring loom fault at 18,000 km.• sporty styling• great handling from sports tuned suspension• smooth powerful engine• relatively high fuel consumption• sizzling performance of turbo engine• good resale value• noisy diffs• brake noise and shudder• brake hose failureGreat high performance sports sedans, but avoid cars that have been given a hard time.

The XR6 has been a stunning success for Ford since its introduction in 1990. It was a bold move by Ford and Tickford at the time to build a six-cylinder sports sedan for a market that was brought up on a diet of performance V8s, but it has been a shining star through the tough times that Ford has recently endured.Much has been said and written about the AU’s edge styling, much of it justified, but the XR6 was a tough looking car that didn’t deserve the same criticism as the mainstream AUs.With a sharp body kit, hot motor and sports handling the XR6 is one AU you’d be proud to park in your driveway.MODEL WATCH The XR6 had the same edgy lines as the other AUs, but with some clever reworking of the front and rear cosmetics it took on an aggressive look that clearly separated it from the rest of range.A unique grille and four headlamp treatment and a lower lip that evoked images of the AU V8 Supercar distinguished the XR6’s front end. Out back the spoiler was larger and was claimed to generate greater down force.There were two 4.0-litre single overhead cam six-cylinder engines available, the High Performance HP engine fitted as standard to the XR6, and the optional Variable Camshaft Timing VCT engine, which was fitted to the XR6 VCT.Both were virtually new from the sump plug up. They had a new stiffer block, new ‘high swirl’ cylinder head with higher compression, new crankshaft, con rods, pistons, gaskets and a cross-bolted alloy oil pan, and that was on top of sequential fuel-injection and new lightweight valve train.Power of the HP six was up to 164 kW at 5000 rpm with torque peaking at 366 Nm at 3150 rpm. The VCT version developed more, 168 kW at 5300 rpm and 370 Nm at 3500 rpm.Compare that to the VT II V6 Commodore S with 147 kW at 5200 rpm and 304 Nm at 3600 rpm and it’s clear the XR6 is a barnstorming sports sedan.Many of the changes were aimed at making the Falcon six smoother, something that was desperately needed. With the extra block stiffness, along with the rigid cast aluminium sump and a new eight counterweight crankshaft that was both stiffer and lighter the AU’s Intech engine was much smoother than any previous Falcon six.Transmission choices were a clunky five-speed manual or a four-speed adaptive shift auto.The XR6’s suspension was a combo of double wishbones at the front and Watts Multilink live axle with coil springs at the rear, all of which was retuned for sportier handling with revised springs, shocks and anti-roll bars, and a lower ride height. Double wishbone IRS was an option, but standard on the XR6 VCT.Braking was by discs all round with ABS standard. Alloy wheels, 16-inch five-spoke, were standard, and there was a 17-inch option available.Inside was typically Falcon with lots of cheap looking plastic components made to look even worse by the styling which was mix of edge and the oval as previewed on the Taurus.That aside there were plenty of features to satisfy, including a leather-wrapped Momo steering wheel, air-con, remote central locking, immobiliser, six-speaker sound, and sports seats.IN THE SHOP The Falcon generally stands up reasonably well, but not as well as some others that have better build quality. Every car maker has build quality problems, but Ford does seem to suffer its fair share.Electrics are a problem, particularly things like the electronic control modules, which are expensive to replace.Expect to replace brake rotors between 50,000 and 75,000 km depending on the type of driving you do. Smart mechanics will skim the rotors when they change pads to extract extra life from them and save you some money.Watch the temperature gauge for any tendency to climb into the upper range. Also keep an close eye on the coolant level for any loss of coolant, and make sure to use the correct coolant as the alloy head can give trouble if not looked after.Check service records, as Falcons are typical of cars that are neglected by uncaring owners, although XR6 owners tend to be more caring in the way they maintain their cars.OWNERS VIEW Holden fan Steve Phillips had his heart set on a V8 Commodore when a dealer suggested he drive a white AU XR6 manual he had on his lot. Steve says that after driving it he couldn’t get the smile of his face. “As a Holden man through and through, and having owned a couple of XF Falcons and knowing that they rust and have major problems here I was in love with a Ford,” he says. The XR6 has been on many XR club outings, up and down the coast, drive-in nights, dyno days. Even though he spends a lot of time on the roads he says it's still great to get in the XR, even if it's to drive to the shops for milk.LOOK FOR • Distinctive styling with an aggressive body kit including rear spoiler that sets it apart from its rather drab AU cousins.• Heavily modified six cylinder engines delivers both performance and smoothness in a package that easily overpowers its main Holden rival.• Great road manners means sharp responsive and well balanced handling along with a firm but comfortable ride.• Forgettable interior with awful plastic parts that make it feel cheap. Coupled with the overuse of oval shapes in the fascia make it one of the worst interiors in recent memory.• Stiffer engine block and new cylinder head with improved gaskets made significant inroads into Falcon head gasket problems, but basic design of water passages in head can lead to pockets of steam and potential blown head gaskets. 

Before the hot XR6 was unleashed in 1992 fast Fords were V8-powered, so the six-cylinder ‘family’ sports sedan was a surprise to everyone, particularly to those who owned a hot V8. The XR6 was a V8 beater, no doubt about it, but it was much more than that. It was not only fast, it also handled beautifully and was comfortable to boot. Had we known then what we now know about Tickford, now called Ford Performance Vehicles, it wouldn’t have been such a surprise.The EBII XR6 was the first real glimpse of Tickford’s capability to produce a well-balanced and refined sporting sedan that did everything well. It had often been the case with Aussie-built muscle cars that power was everything. The relentless pursuit of power often came at the cost of handling, ride and comfort, but Tickford brought a European approach which balanced power and road manners to produce a truly fast road car that was still comfortable on a long, fast cross country trip.Given Ford’s reliance on V8 power for past performance models, perhaps it was surprising that Tickford relied on Ford’s rather harsh six-cylinder as the XR6’s power source, but then the XR6 was marking out new sports sedan territory and the men behind it were well accustomed to hot sixes from their British background.Another surprise came in the styling, which was neat and attractive, without ever being “look-at-me” in the way of most other Aussie-built muscle cars. But if the XR6 was rather reserved in appearance terms, there was nothing reserved about it when it hit the road where it was a revelation.MODEL WATCHThe XR6 was based on the EBII Falcon S, a sportier version of the family four-door, but was further upgraded with an array of sporty features.The engine was the Falcon 4.0-litre single overhead cam unit, an effective but rather harsh and lumbering lump that was anything but impressive in its normal guise in its everyday Falcon cousins.But this engine had come under the spell of the engineers at Tickford Vehicle Engineering, Ford’s performance partners who’d started working with the men from Broadmeadows in 1991, and was anything but mundane.By the time Tickford was finished tinkering with the Falcon’s head, cam, valves, valve springs, exhaust system, and electronics the fuel-injected six was slamming out a massive 161 kW at 4600 rpm and 366 Nm at 3650 rpm. And all of that while running on regular unleaded.It was enough to have the 1529 kg sedan sprinting to 100 km/h in 7.5 seconds. The standing 400-metre sprint was covered in 15.5 seconds and it had a top speed of 223 km/h. They were numbers that had the V8 road ragers looking back in horror, but they didn’t tell the whole story, which was that the XR6 had plenty of low end and mid-range punch, which made it very drivable.Gearbox choices were a five-speed manual and a four-speed auto, which delivered the power to the live axle LSD rear end running a low 3.45 ratio axle that helped it jump out of corners.Back in 1992 Ford was committed to a live rear axle, but Tickford’s engineers managed to tame it quite effectively with some smart retuning of both ends.The XR6 rode lower and had a package of gas shocks, stiffer springs, a larger anti-roll bar, front and rear, which coupled with revised front-end settings made the steering precise and responsive and brought an assured balance to the handling.Despite still having 3.1 turns lock-to-lock the Falcon could be pointed at corners with confidence it would precisely hold its line right through to the exit. There was still some evidence of the roll oversteer associated with the Ford rear end but it would quickly settle under power and hold a steady line through corners.To match the go power the XR6 was equipped with decent disc brakes at both ends, which worked in tandem with ABS.The XR6’s rolling stock consisted of 15-inch five-spoke alloy wheels and 205/65R15 Michelin tyres.Externally the XR6 stood out from the Falcon crowd with body coloured bumpers and mirrors, red rub strip inserts, and a small rear wing.Inside there were reshaped sports front seats that were more supportive and comfortable than the regular Falcon seats. They had velour facings, and were highlighted with red piping, and there was also a leather-trimmed Momo sports steering wheel and gearshift knob.IN THE SHOPAll alloy-headed Falcon sixes have a problem with head gaskets. It’s not unusual to blow head gaskets at any time, but they seem to be more prone to it from about 80,000 kays up.Cylinder head reco experts say there’s a problem with coolant circulation through the head that leads to a steam pocket at the rear of the head, which can then lead to a number of problems, including failure of the cylinder head gasket and cracking of the cylinder head. Some even relieve the problem by tapping into the head an allowing the coolant to flow from the problem area through an external pipe.There is also a belief that the Falcon’s water pump suffers from cavitation, which diminishes the coolant flow through the engine.Suspension bushes can be a problem at higher mileage, and require replacement to restore the XR6’s renowned handling.Fitting wide tyres can lead to tramlining with the Falcon’s front-end set-up, which can be hard work and annoying so be careful about fitting any tyres other than those originally fitted to the car.Falcon electrics can also be troublesome. Body control modules are a headache and replacements are expensive to replace so check the operation of the car’s system as thoroughly as you can to check that all is well.Engine oil leaks are also a common problem. Look for leaks from the front cover, power steering pump etc.OWNERS’ VIEWSMark Harris bought his white XR6 new in 1993 and has driven it rather sparingly since. It has just 51,000 kays on the odometer and is driven only on weekends when he enjoys it very much.Dion Coughlan bought his XR6 three years ago when it had done 175,000 km. He has added another 80,000 km to it since, and says he drives it “hard”, the way it was meant to be driven. It has had a near-death experience when it was hit by a bus, but despite a few rattles Dion says it still performs better than any Commodore of the same era. Apart from minor things like a fan belt, the only things Dion has had to replace are the front suspension bushes.LOOK FOR:• great performance from Tickford tuned six• precise responsive steering• balanced predictable handling• neat “who me” styling• well equipped sports package• cylinder head problems• dodgy electrics 

The Australian motoring landscape changed forever in 1960 when Ford launched the first Falcon. Before the Falcon hit the road the local market was dominated by Holden, which was outselling Ford by a factor of three to one, in 1959, but all of a sudden the homegrown hero had a rival and Aussie motorists had a choice.It would be some years before the Falcon would truly rival the Holden for sales supremacy, and it would go through some testing times, but the compact XK Falcon was a landmark car in every sense of the term.It brought contemporary car technology and styling to the local market when Holden was still built on technology from the 1940s, and offered better performance and comfort than the local favourite.MODEL WATCHThe decision to introduce the Falcon to the Australian market was something of a last-minute affair decided on the run during a visit to Detroit by local Ford management.Ford was working on releasing a facelifted Zephyr, a six-cylinder sedan that was the company’s front line weapon against the Holden, but at the last moment it was decided to release the Falcon, a new compact six-cylinder sedan that was being developed by the Americans for the North American markets.In comparison to the rather stodgy British Zephyr the Falcon was right up to date with American styling and technology. It was lower, wider and sleeker than anything seen before in Australia, and put Holden under immense pressure to lift its game.Holden’s dominance of the local market was so great it had been able to sit back and rely on the same platform that in effect dated back to he very first model in the late 1940s.The shape had changed over the years since that first Holden of 1948, but under the skin, which by the end of the ’50s had fins and a wraparound windshield, the mechanical package wasn’t much different to that of the 48-215.The Holden dated very quickly when the XK Falcon arrived with its modern styling and more powerful engine. It helped that it was also lighter and lower, which helped both its performance and its looks.The XK Falcon was a conventional car of the sort coming from Detroit at the time; there was nothing revolutionary about it. The body was of a unitary construction; the engine was at the front, driving the rear wheels through either a three-speed manual gearbox or an auto transmission, something Holden wouldn’t offer until 1961.The Falcon was some 90 kg lighter than its Holden rival, it sat 120 mm lower, and with its 144 cubic inch (2.36-litre) overhead valve six-cylinder engine producing its full 90 horsepower (67 kW) would reach 140 km/h, some 10 km/h more than the Holden could manage.Ford also offered the option of a larger 170 cubic inch (2.78-litre) engine that produced 75 kW and 212 Nm. The power race was about to get underway.It seemed to have everything going for it, but fortunately for Holden it came a cropper soon after it hit the roads.Ford had trumpeted the claim that it had developed the Falcon for Australian conditions, but in reality had done no such thing.It had been developed for North America, and with the decision to switch from the Zephyr to the Falcon being taken so late there was no time to do any local development.When the front end sagged and ball joints began to break the first Falcon was soon tagged a lemon and Holden had a free run for a few more years.Apart from the suspension issues the Falcon was pretty robust and reliable, and while Ford reacted quite quickly to fix the problems it was too late.In desperation to prove to the Australian public that the Falcon was tough enough for the local roads Ford ran an endurance event at its proving ground in 1965 when it employed a team of racing drivers to drive a fleet of XP Falcons for 70,000 miles (112,000 km) at 70 mph (112 km/h) to once and for all establish its credentials.It worked and the Falcon at last began to register on the minds of Australian car buyers. Four years after its launch the Falcon had finally arrived.IN THE SHOPLike all cars of the era the Falcon’s greatest enemy is the dreaded tinworm.Check doors, floors, front guards, rear quarters and doglegs, and the boot floor. If felt necessary lift the floor coverings, inside and in the boot and look underneath.Rust can be fixed, but it’s expensive, and likely to cost much more than the finished car is worth.When inspecting a car with the idea of restoring it check the stainless steel body mouldings, as they’re very hard to find in good condition if you need to replace them. Original mouldings are worth their weight in gold.Same with wheel trims, which are often dented and damaged by thumping into gutters when the car is being parked. Like the mouldings they are very hard to replace.Mechanically the Falcon is straightforward and easy to restore by the hobby mechanic.IN A CRASHLook to good old fashioned Aussie steel for protection in a crash, there was no such thing as an airbag in the XK, and brakes were humble drums without the help of ABS.It didn’t have seat belts either, but these would have been fitted later in life when they became mandatory. Check any belts that are fitted for wear and damage and consider replacing them.Don’t crash is the best advice for XK owners.AT THE PUMPThe Falcon was considered quite economical for its time when what was coming from the tailpipes of our cars wasn’t yet of concern. In today’s terms the XK Falcon would do around 12.2 L/100 km.LOOK FOR• Classic 1950s Detroit styling• Simple sturdy construction• Easy to restore for the home mechanic• Rust in the body• Unblemished stainless mouldingsTHE BOTTOM LINE• An affordable and under appreciated Aussie classic that could be driven daily. CLASSIC RATING• 75/100