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Ford Falcon 1998 Problems

Are you having problems with your 1998 Ford Falcon? Let our team of motoring experts keep you up to date with all of the latest 1998 Ford Falcon issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 1998 Ford Falcon in one spot to help you decide if it's a smart buy.

Falcon Forte indictors

It’s probably due to a connection getting wet while you’re washing it; I doubt it’s anything to be too concerned about.

Idle Ford Longreach

I would agree with the mechanic, it’s struggling under load by being too lean. I could be a broken or cracked vacuum fitting on the engine, or even the brake booster, and I would also check the PCV valve.

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.

Warped brakes on Falcon

Anyone with a brake shudder they can't cure would be well advised to check the brake master cylinder to see if it is sticking.

AskSmithy Xtra Shuddering XH Falcon ute

The brakes probably need machining at least, perhaps replacing. Cost to machine the discs is about $20 per disc.

Ask Smithy Xtra Smelly Ford Falcon

It’s probably a blocked or split hose, or a blocked valve, in the system that takes the petrol fumes from the tank and burns them in the engine. Start at the tank and work forward to the engine checking all hoses, connections, valves and the canister itself.

Fuel for Thought

ON YOUR own figures your ute is getting 13.3 litres/100 km, which is hardly atrocious, and suggests there is nothing seriously wrong with it. Rather I would say it;s quite normal for that vehicle having done that mileage. You could replace the spark plugs and plug leads, put some fuel system cleaner through it, and take it for a long run where you could get it fully warmed up and make it work a little to blow any carbon build-up out of the engine.

Used Ford Falcon review: 1998-2000

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.

 

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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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Complete guide to Ford Falcon 1998
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