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Ford Falcon 1997 Problems

Are you having problems with your 1997 Ford Falcon? Let our team of motoring experts keep you up to date with all of the latest 1997 Ford Falcon issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 1997 Ford Falcon in one spot to help you decide if it's a smart buy.

Used Ford Falcon review: 1997-2014

Not a lot of new Ford Falcons are sold these days, so there's a shortage of late models on the used-car scene, but certainly no lack of offering built prior to 2010. For many years Falcon was a huge seller in Australia as the car suits the needs of many local buyers, particularly those in country areas. Built tough for Australia may sound a bit corny, but Falcon certainly answers to that description.

Falcons have seating for five occupants, though four works better if they are all adults because the transmission tunnel takes up a lot of footroom in the centre-rear position. Legroom and headroom are ample for all but the largest adults in the remaining four seats. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.

The boot in the sedan is relatively shallow, but it's easy to load thanks to a good-sized opening. From the BA Falcon model onwards things are better, though the boot's still on the shallow side.

Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area. The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn't a success, as SUVs were starting to make inroad in the wagon market, so it was discontinued in 2010.

Handling is surprisingly good for a car of this size and mass. You wouldn't call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.

Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. Very common in taxis, but less so in private cars (except in Victoria) this engine is all but indistinguishable from a petrol unit to drive. The LPG engine is thirstier than the petrol so fuel range suffers.

The BA Falcon's six-cylinder engine is noticeably smoother and offers even better performance than the units it superseded. Ford fitted a 5.0-litre V8 to the AU, but it didn't have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights. There was a choice of two - both with a capacity of 5.4 litres. One has a single-cam cylinder head, the other a twin-cam setup.

The EcoBoost Falcon has what many say is the best non-V8 engine of them all. It provides excellent performance and nimble handling, due to the lighter weight of the smaller engine. Buyers in this market segment can be on the conservative side and they stayed away from the EcoBoost in droves, so you can pick up a real bargain as a used-car.

Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installed. The ZF was originally only fitted in the topline variants. With the introduction of the FG range all received the six-speed auto, with the exception of the LPG powered models, which held onto the four-speed auto until the launch of the new-design LPG model in July 2011, when it received the six-speed.

These are very simple cars to work on, with plenty of underbonnet and undercar space

Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 because they can affect resale value. The manual was a five-speed until the BF series, when a six-speed was installed.

Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia. Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker.

These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work. Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and more expensive for a turbo six.

WHAT TO LOOK FOR

Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG; while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.

Engine wear is indicated by a reluctance to start and smoke from the exhaust and/or the oil filler cap when the engine is revved after it has been idling for more than about a minute. Four-speed automatics can cause problems on hard-driven cars, especially if they have done a lot of work. Check they change gears cleanly and don't hunt up and down through the ratios.

Be suspicious of any automatic that's slow at going into gear from Neutral or Park. Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by bored kids. In station wagons have a good look at the load area for signs of commercial use.

Rust is more unusual in these newer Falcons than old ones. If you do find rust the Falcon may have been poorly repaired after a crash.

CAR BUYING TIP

Big old used cars that have been looked after properly and driven correctly can be picked up for pretty low prices these days. Don't forget to have a professional inspection, though.

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Used Ford Falcon review: 1997-2012

Ford's Falcon is a rugged family car that copes well with rough and ready Australian bush roads so are very popular out there. They can be on the large side for close city work but have good outward visibility and a reasonably tight turning circle so aren’t too hard to drive in confined spaces.

The radical styling of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it. Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 helped a bit. However, it wasn’t until September 2002 that a major facelift to produce the BA Falcon started to put the Falcon back into buyers’ minds again.

The BA Falcon was further upgraded to the BF Falcon in October 2005. Visual differences are minor, but there were significant changes to the transmissions at this time – more about them later. The introduction of the new FG series Falcon in May 2008 lifted awareness, but its shape was on the conservative side (it’s hard to please people…) and sales didn’t return to the record levels Falcon had enjoyed in the past.

Falcons have seating for five adults, though four makes more sense because the use of rear-wheel drive means the transmission tunnel takes up a lot of foot room in the centre-rear position. Legroom and headroom are ample for all but the largest adults.

Some find the relatively steep slope of the roof in the AU to BF series makes it awkward to get into the car. This applies to both front and back seats in sedans, naturally the back seat of the wagon doesn’t have this hassle. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.

The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA is noticeably better, though still on the shallow side. Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area.

The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010. Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.

Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. These are very common in taxis, but less so in private cars, with the exception of Victoria, and the engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol, so fuel range suffers.

The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance. Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, each with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup.

An impressive four-cylinder turbocharged engine was introduced midway through 2012. It has plenty of power and torque and lower fuel consumption than the big engines. The four’s lighter weight gives the big car a nicely nimble feel during cornering. Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installedlpg

The ZF was originally only fitted in the topline variants, with the rest of the range using the four-speed. With the introduction of the FG Falcon in May 2008 all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit. A six-speed auto was finally installed behind the new design of LPG engine in July 2011.

Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the October 2005 BF series, when a six-speed was installed. Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia.

Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker. These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work.

Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and be dearer again for a turbo six.

WHAT TO LOOK FOR

Rust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash.

Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG, while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.

Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved. Four-speed automatics can cause problems on hard driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park.

Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial use.

CAR BUYING TIP

No matter how good a car looks on the surface it may have problems under the skin, never buy without a full inspection.
 

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Ford Falcon: Broken wheel bearing

It's not a problem with the bearings, there is something else wrong, perhaps with the axle as your mechanic has suggested.

Ask Smithy Xtra EL Falcon auto jamming

By locking in third gear it’s going into ‘limp home’ mode, probably because the computer has identified an electrical problem with the gearbox. A diagnostic check should identify the fault.

Ford Falcon 1997: Surging under acceleration

Have the injectors cleaned to make sure it isn't a partly blocked injector, if that doesn't fix the problem replace the injectors.

Ask Smithy Xtra Brake shudder Falcon EL

There are a number of factors that could contribute to causing brake shudder, and you’ve highlighted another one. Finding the cause on an individual car can be frustrating.

Ask Smithy Xtra Falcon in neutral

I would suggest that you replace the transmission fluid. That might be enough to fix your problem, but it sounds like the transmission needs a full service.

Used Ford Falcon review: 1997

Falcon GT owners and enthusiasts are hoping Ford doesn't pull off cruel hoax on them when they unveil the new BA GT later this month that they did in 1997 when they launched the EL GT. Falcon GT owners and enthusiasts around the country are holding their breath hoping that Ford doesn’t attempt to perpetrate the same cruel hoax on them when they unveil the new BA GT later this month that they did in 1997 when they launched the EL GT.

In celebrating the 30th anniversary of the great Australian muscle car in 1997 Ford delivered a car that fell well short of just about every measure that defines a true Falcon GT.

In the nine years between 1967 and 1976 the Falcon GT carved out a special place in Australian motoring history. Its combination of performance and luxury defined a new type of car in the local market. Add to that the legendary racing feats of the mighty GT HO at Bathurst and other tracks around the country and the GT became an icon that is as revered today as it was in its heyday.

Ford dropped the GT for politically correct reasons in 1976, choosing to build special GT models to celebrate particular anniversaries. There was the EB GT in 1992 to celebrate the GT’s 25th anniversary and the 1997 EL GT to mark the 30th anniversary.

Both were limited edition models, and for that reason they have become collectable, but to GT enthusiasts they were mere parodies of the real thing.

The key to the original GT was its unique blend of performance and luxury equipment which made it a great high speed highway cruiser, but by the time the EL rolled around it had become soft and new age sensitive, with a clear emphasis on comfort which showed that the youthful tearaway had entered middle age.

MODEL WATCH

It was impossible to miss an EL GT. With its Darth Vader grille, high mount rear wing it could have come straight out of a sci-fi comic. Unfortunately its performance didn’t back up its aggressive on-road presence, and the GT fraternity largely dismissed it.

Ford insiders admit today that they wished they hadn’t built the EL GT because it sullied the proud heritage of the original GT and created scepticism in the community about the true credentials of any future GT they built. For that reason there is a feeling that the new GT has to be true to the heritage while at the same time being a truly modern performance car.

Just 250 EL GTs were built in 1997, 135 or 54 per cent of which had automatic transmissions – which should give an indication of what Ford was thinking when they built the EL – and 115 had manual gearboxes. A further 15 were built for New Zealand and another two were to be sent to South Africa.

Power was from a hotted-up 5.0-litre V8 that pumped out 200 kW at 4700 rpm, an impressive figure for the time, and 420 Nm at 3700 rpm. It had special cylinder heads, high compression, big valves, heavy duty valve springs, roller cam followers, fuel injection, a larger throttle body, and exhaust extractors.

Ford boasted that a GT equipped with a manual gearbox would race to 100 km/h in a little under seven seconds and cover the standing 400-metre sprint in a fraction over 15 seconds. The auto version was about half a second slower. On their own the numbers sound respectable enough, until you realise that a classic GT from the late 1960s or early 1970s would comfortably better them.

Gearbox choices were a four-speed auto that was recalibrated to suit the GT, and a five-speed manual that had a heavy-duty clutch, strengthened gears and a short-throw gearshift.

A lightweight drive shaft connected to a Hydratrak differential running a short 3.45 ratio gear.

Under the sci-fi skin lay uprated suspension and brakes. At the front there were higher rate springs, retuned shock absorbers, larger anti-roll bar and urethane bushes in locations crucial to handling.

At the rear the live-axle rear end was enhanced through higher rate springs, retuned shock absorbers, a larger anti-roll bar and urethane bushes.

Braking performance was substantially increased, with twin piston front callipers and larger disc rotors front and rear.

The wheel arches were filled with 17-inch alloy wheels wrapped in Yokohama 245/40 VR17 performance tyres.

Inside, the EL GT was awash in luxury leather and wood grain trim, along with a long list of creature comforts including air-conditioning, power windows and mirrors, and sound system. Both driver and passenger had the protection of airbags.

There was no sign of the vibrant classic colours like Vermilion Fire, Wild Violet, True Blue, Yellow Ochre, instead there were three colours on offer with the rather bland middle-aged names of Heritage Green, Sparkling Burgundy, and Navy Blue.

IN THE SHOP

The key to maintaining the value of your GT is to use it sparingly. Many have been bought as second cars to be used for fun on weekends only, and they are the cars to seek out if you want to buy one.

Lovingly cared for these cars rarely have any dings and dents in the body, and the interior is normally in near new condition having been garaged their whole life.

Check for body damage, particularly look for paint mismatches in the difficult to match metallic paint, and quiz the owner on why they want to sell. Most buyers of GTs buy them to keep for the long haul, so question their motive for selling.

EL GTs have generally done such little mileage that few things have gone wrong with them, and those things that have needed attention have been fixed quickly by proud owners.

LOOK FOR

• little-used examples

• garish styling that turns heads

• more show than go

• caring owners mean few problems

• signs of body damage that indicate abuse

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Used Ford Falcon review: 1996-1998

Ford ruled the road when the EL Falcon was launched in 1996. The company had assumed the top sales spot in the early 1980s and cruised into the 1990s still comfortably ahead of archrival Holden, which was recovering from its financial meltdown in the mid-1980s.

The EL was the last in the line of aerodynamic Falcons that began with the EA in 1988, and arguably the best. It was also the last model before the ill-fated AU, which sent Ford into a financial tailspin that rivalled Holden’s of a decade earlier.

MODEL WATCH

Ford spent $40 million on what was a comprehensive facelift designed to fix the problems that had plagued the all models of the Falcon since the EA, including the EF that immediately preceded the EL.

Compared to the EF there was a number of relatively minor cosmetic changes, including new grilles, headlamps, bumpers, tail lights and wheel trims.

Thicker, tinted glass and added dash insulation reduced noise inside the Falcon, while new seats increased headroom, which made it more comfortable for taller drivers.

While the external changes were welcome the big improvements on the EL were underneath where changes to the suspension and steering dramatically improved the handling.

The EF had been criticised for a handling imbalance that made it seem as though the front and rear were having a domestic dispute and weren’t talking to each other.

The problem was that the rear suspension roll rate was markedly different to the front roll rate which manifested itself in the feeling that the car was lurching into oversteer when changing direction. The perception was worse than the reality, but it was enough for many customers to feel uncomfortable and the complaints rolled in.

Ford responded by lowering the rear roll centre and altering the geometry of the front suspension to improve the steering response. Other changes to the front suspension bushes, shock absorbers, and steering made the handling more linear.

It was a major improvement and the EL felt much more stable on the road.

Ford offered a choice of two familiar engines. There was the 4.0-litre single overhead camshaft six-cylinder engine that had an alloy cylinder head and fuel injection and produced 157 kW at 4900 revs and 357 Nm at 3000 revs.

The other was a 5.0-litre overhead valve V8. It was also fuel-injected and boasted 165 kW at 4500 revs and 388 Nm at 3000 revs.

It was possible to link the six to a five-speed manual gearbox, but most buyers opted for the four-speed auto. The only choice for V8 buyers was a four-speed auto.

On the road the Falcon six delivered heaps of torque, which made it easy to drive and great for towing, while delivering reasonable fuel consumption for the time. A GLi sedan would typically return around 12.0 L/100 km in city traffic and 8.0 L/100 km when cruising the highway, while the V8 would do 14.5 L/100 km and 9.0 L/100 km under similar conditions.

The Falcon model range kicked off with the GLi sedan and wagon, which came with a decent array of standard equipment for the time, including power mirrors, cloth trim, lumbar adjustment in the front seats and remote central locking with an engine immobiliser.

Move up the range to the Futura and you got cruise, ABS, and power front windows.

Then there was the prestige Fairmont, which came with alloy wheels, auto air, trip computer, six-speaker sound, and power windows front and rear.

Next came the Fairmont Ghia that had a more powerful, 162 kW engine, nine-speaker sound system, six-stack CD player, LSD, leather trim and lashings of chrome.

IN THE SHOP

The EL is fundamentally sound. Without abusing them it’s really hard to kill them off, but irritating little things that stemmed from questionable build quality and development shortcomings also plagues them.

Check everything on the car to make sure they work, from lights to wipers, radio, heater, and air-conditioning.

Falcons of the era are renowned for problems with the air-conditioning controls and they’re expensive to replace so make sure all is well there.

There are also reports of the door locks opening by themselves on hot days. It was more of a problem on earlier models, but reports still come in about the EL, which suggests it too had problems.

The six-cylinder engine is prone to head gasket leaks, even with as few as 50,000 km on the odometer. Water pumps can also be a problem so check to make sure there are no signs of coolant in the oil and the temperature gauge is sitting where it should. Water pumps can give trouble, and oil leaks are common from the rear main bearing seal and the timing cover seal.

The four-speed electronic auto transmission is a problem area depending on use. The transmission carries barely enough oil for the job and it’s not uncommon to see them being rebuilt after 140,000-150,000 km. Signs of problems can be flaring on upshifts and a reluctance to engage top gear.

Brake wear is a problem. To achieve short stopping distances, most manufacturers, Ford included, fit the cars with hard brake pads and soft disc rotors. This means it’s usually necessary to replace the disc rotors at the same time the pads are replaced, which occurs at intervals of 50,000-60,000 km. Most mechanics replace the factory-fitted pads with softer equivalents, which extends the disc life and makes ongoing maintenance less expensive.

IN A CRASH

Primary safety was upgraded in the EL with the adoption of the then latest generation of Bosch ABS anti-skid brakes, which were standard on all models except the GLi where they were optional.

An important safety consideration now is that the EL Falcon was the only Australian-built car at the time to feature a driver’s airbag standard on all models, with a passenger’s side airbag available as an option.

LOOK FOR

• Squeaks and rattles in body.

• Noisy suspension.

• Floaty ride.

• Unreliable electrics.

• Auto transmission problems

• Engine oil leaks.

• Roomy interior and good boot.

THE BOTTOM LINE

Ageing big car with sturdy fundamentals that make them hard to kill, but they’re let down by small irritating things.

RATING

60/100

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Running on petrol, lpg

RUNNING on petrol once a month is enough to keep the fuel-system seals and fuel pump from drying out and possibly failing.

Disclaimer: You acknowledge and agree that all answers are provided as a general guide only and should not be relied upon as bespoke advice. Carsguide is not liable for the accuracy of any information provided in the answers.
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Complete guide to Ford Falcon 1997
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