Ford Falcon Problems

The BF Falcon was to be the cure Ford needed to get sales of the Falcon moving again after a painful period of stagnation with the unloved AU.  It followed the BA, which was Geoff Polites' bold move to reinvigorate Falcon sales following on from the disastrous AU.Had the AU been a runaway success the BF probably would have been the model that followed, but tough times call for bold measures and Polites pulled forward the Falcon program and launched the BA earlier than he would have liked.  It worked, the AU was forgotten and the BA embraced. Ford appeared back on track.But if the letters and e-mails received at Carsguide HQ are an accurate reflection of the state of play at Ford the BA was a good car, but flawed.  Owners generally liked them, but were frustrated by the niggling problems they encountered, and Ford's apparent lack of interest in helping fix them.The BA suffered a myriad of build quality and reliability problems, all of which suggested the program had been rushed in an effort to put the AU blues behind them as quickly as possible.  The BF was the first major update of the Falcon after the BA launch, by which time most of the issues that affected the BA seem to have been addressed.MODEL WATCHViewed from afar it was easy to conclude that Ford did little in moving from the BA series to the BF. Discerning the differences required a keen eye.  Externally the BF was little changed, but it didn't need changing. In the course of the BA model change just about every panel was changed, and the result was a much more appealing look.Three years on it still looked fresh so there wasn't much incentive to spend heaps on panel change.  If you cared to look closely you might spot revised bumpers, wheels, taillights, trim and paint colours, but not much more.The main changes were made under the skin where the six-cylinder engine underwent further development and came out with more performance and better economy.  The 4.0-litre six got a more advanced valve timing system that altered the intake and exhaust camshafts independently for better efficiency and a reduced idle speed. Power jumped from 182 to 190 kW.Ford's popular turbo six also grew legs, with power climbing to 245 kW and torque jumping 30 Nm to 480 Nm.  The fuel miser in the range was the E-Gas dedicated LPG version of the 4.0-litre six, which delivered a much more economical motor with a punch of 156 kW and 372 Nm.There were also two 5.4-litre V8s on offer. The entry-level three-valve engine boasted knock sensors, which allowed more spark advance, and the performance grew by 10 kW and 30 Nm to 230 kW and 500 Nm respectively.  The sportier four-valve Boss 260 V8 remained unchanged in the XR8.The base models continued with a revised four-speed auto, but the real talking point at the time was the new ZF six-speed automatic transmission on some of the premium models. It was the first time an Australian car had a six-speed auto and it was one shared in common with cars like the BMW 7-Series and Jaguar XJ.Fuel economy was a major talking point when the BF was launched; the BA was the thirstiest of the big cars and Ford needed the BF to be better.  So it was. The volume-selling models improved 5.2 per cent to claim a combined fuel economy figure of 10.9 L/100 km.With no call for major visual changes Ford made few alterations to the interior, apart from making some minor changes to the interior plastics.The model range began with the XT and added the Fairmont and Fairmont Ghia on the prestige side, and the XR6, the sizzling hot XR6 Turbo and rumbling XR8 on the sporty side.Ford released a MkII BF in 2008 with more fuel economy improvements, and extended the availability of the six-speed auto to the base model XT.IN THE SHOPBuild quality was an issue with the BA/BF Falcons, although it was less of a problem with the later model.  It was particularly noticeable on the inside where the fit and finish wasn't up to scratch.The six-cylinder engine is robust and reliable, having benefited from years of development. Fuel consumption is a concern.  Generally the V8s are smooth and pack the sort of torque wanted, but there are lots of reports of problems extracting the spark plugs from the three-valve engine come service time. The plugs break easily while mechanics attempt to remove them and it's then a case of lifting the heads to get them out.Noisy diffs in XRs are a common complaint and it's nothing to hear of cars having two, three or more diffs. Ford usually replaces them with new diffs up to a point, but then reverts to using used diffs as replacements.  Noisy brakes are annoying and there seems no answer for complaint cars. The noise is a rubbing noise as if the pad is constantly rubbing on the disc.  Warped discs can also be a problem, more so with the performance models.IN A CRASHAn Electronic Stability Program was a key improvement on the BF, although the XT and Futura models missed out.  Front and side airbags were available for a comprehensive crash package.  The BF was rated at five-stars for crashworthiness.AT THE PUMPThe BA was criticised for its relative lack of fuel economy compared to its competition, but Ford hit back with significant improvements in the BF.  Depending on the drivetrain Ford claimed 10.2-10.9 L/100 km for the volume-selling six.  Ford's six can readily be converted to run on LPG.OWNERS SAYWesley Hartley bought his 2007 BFII XR6 six months ago with 24,000 km on the clock. While he loves its looks and its handling, he's not so convinced of its build quality. It's been back to his dealer several times with diff issues. The original diff was replaced, and the replacement was also replaced because it was noisy. There have also been ongoing problems with noisy brakes. Paul Raudino took advantage of the pre-FG run-out deals on the BF earlier this year and traded his AU on a 2007 BFII Falcon ES. The BF and is far better to drive than the old AU, he says. The six-speed auto makes it great to drive and it gives great fuel economy on a trip.Two years ago, after 40 years driving V8s, David Walker bought a six-cylinder BF wagon. He's been impressed by the power and smoothness of the engine, and even more so by the fuel economy. To date it has only been back to the dealer for its scheduled logbook services  -- everything is just spot on after 40,000 km.James Lehane and his wife have owned a second-hand BF XR6 Turbo for just over a year, and both love the car, even though they admit it's a bit of a gas-guzzler. They bought it because they say the BA/BF XR is the best looking Aussie-made car of the period, the six-speed auto is hard to fault, and the Turbo is a fast and satisfying daily driver. If they could they would improve the steering feedback, reduce the weight, and the fuel consumption, fit discs that don't warp, and improve the fit and finish of the interior plastics.LOOK FORo Family-sized motoringo torquey six performanceo new six-speed auto transo sizzling turbocharged XR6To variable build qualityo noisy diffsRATINGo 70/100

The Falcon made an inglorious entry to the Australian market in 1960 when the front-end of the XK was found to be too weak to stand up to the tough Australian conditions.Ford quickly swung into action and beefed up the XK's sagging suspension, but by the time it reacted the Falcon's image was already tarnished in the eyes of Australian motorists.  It wouldn't be until the XR in 1966 that the Falcon would win the respect of local car buyers.The XR Falcon also saw the introduction of the GT model, which went a long way to convincing sceptical Australians that Ford had fixed the suspension problems when it swept to victory at Bathurst in 1967.  Today, the Falcon GT is a standout in the classic car world, attracting high prices from collectors, but for those who can't afford a GT the XR still represents a neat classic car.MODEL WATCHThe XR was the first of the second generation Falcon in Australia, and as such as a clear step away from the model that caused so much heartache for average Aussie motorists.  It was bigger all round, had the option of a V8 engine, and the safety of disc front brakes.Ford' marketing men, keen to get away from the disasters of the past, promoted it as the 'Mustang Bred Falcon', hoping to tap into the raging success of the Mustang in its homeland.  There were many similarities with the Mustang, it had similar long nose short tail proportions to those of the Mustang, and there was the distinctive kick up at the back doors.If it wasn't quite a Mustang, the new Falcon was heavily based on the American Falcon.  The XR extracted the Falcon from the '50s and firmly planted it in the 1960s with a clean, contemporary look that is still attractive today.Ford offered three engines, two sixes and a lone V8. There was the 170 cu. In. (2.78-litre) that powered the base model to the tune of 83 kW and 214 Nm, the optional 200 cu. In. (3.28-litre) Super Pursuit with 90 kW and 258 Nm, and the mighty 289 cu, in. (4.74-litre) V8 with 149 kW and 382 Nm that breathed new life into the local car market.Buyers of the 170 cu. In. engine could have it with a three-speed column-shift manual or the 3S three-speed auto; those choosing the Super Pursuit could also have it with the three-speed manual, but also had the choice of the 3S auto or the Cruisomatic, while V8 buyers only had the option of the Cruisomatic.By today's standards the XR's performance was pathetic, but in its day it was quite a goer.  A V8 sedan would get to 100 km/h in around 10 seconds and sprint through the standing 400-metre dash in a fraction over 17 seconds.The Falcon range started with the sedan and wagon, and then moved up to the 500 variants, to the Fairmont, which topped the list of regular models.  Standard features were few across the range, Ford's marketing men preferred to leave it to the buyer to choose what they wanted. It was a neat ploy aimed at forcing them to spend more at showroom.The Fairmont had the most features, with things like a heater/demister, plush carpets on the floor, reversing lights, woodgrain dash and extra exterior brightwork.IN THE SHOPFirst and foremost look for rust. Rust could be expected in the floor, the boot floor, the doors, the rear doglegs and the guards. If you care to dig even deeper you're almost sure to find rust in the torque box, but that's going to the extreme and probably not warranted.After rust you should look for crash repairs. Any car that has been on the road for 40-plus years is almost certain to have been in a fender bender, perhaps more than one.  If you're keen on a Fairmont make sure it's got all the external mouldings, and that they are in good condition. Repairing damaged mouldings, or finding replacements is very difficult.One you've cleared the body look at the mechanical condition.  Engines and gearboxes are quite robust, but after 40 years expect wear in vital mechanical components.Apart from the cost, rebuilding them isn't a problem; parts are readily available and quite affordable.  Having an XR professionally restored is expensive, but the good news is that they are a simple car and easy to work on. In short they're perfect for the amateur restorer.IN A CRASHAirbags were still in the experimental stage when the XR was launched; state-of-the-art safety then came in the form of a big solid body, power-assisted disc front brakes, optional radial ply tyres and lap seat belts.  For a few extra bucks you could have the extra protection of lap-sash seat belts.UNDER THE PUMPFuel was cheap, performance was a priority, and so fuel economy wasn't uppermost in the minds of most motorists in the '60s.The fuel economy ranged from around 12 L/100 km for a six to 16 L/100 km for the V8.LOOK FOR* Classic chrome style* Mustang-bed looks* Choice of six or burbling V8* Plenty of room for the family* Affordable and funTHE BOTTOM LINEThe XR is one of the great Falcons from the 1960s; it's affordable to buy, easy to work on, and great fun to drive.RATING70/100 (classic)

Want a classic Falcon GT, but can't afford the silly prices GTs bring? The GS might be the answer.  There's no doubt the Falcon GT is the classic leader in Australia, it is the car that defines Australian muscle, the one that has set the price pace for classic muscle cars.For most classic car enthusiasts the prices GTs have been bringing has put them out of reach of all but the well heeled.  The solution may be the GS or 'Grand Sport', an option pack that could be added to a Falcon 500, Futura or Fairmont to give the regular Falcon sedan a sporty appeal.MODEL WATCHNot everyone wanted, or could afford, the rumbling menace that was the Falcon GT, but many desired a sportier ride than the regular Falcons could offer.  The answer for them came in the form of the GS option pack, a bundle of bits and pieces lifted from the Ford parts bin that cleverly combined to give the Falcon a more exciting personality.The GS pack could be added to any of the regular Falcon models, the 500 base sedan, the more luxurious Futura and the fabulous Fairmont.In essence the GS option was a dress-up kit aimed at giving the regular Falcon a sporty look.Outside there were rally stripes running down each side, ending with a GS decal on the read guards, and fully chromed wheel covers, while inside there was a GT-style wood-grained steering wheel, and a full array of dials in the cockpit dash.  From there the GS buyer could dip further into the option box and add all manner of appearance and mechanical options to individualise his/her GS even further.The interior could be made sportier with bucket seats and a sports console, air-conditioning made it more comfortable, a laminated windscreen added to its safety, while a vinyl roof could be fitted to give it a real touch of class. Mechanical options included a 5.0-litre V8, manual or auto transmissions, power disc brakes, power steering and wide radial tyres.  In the XY model it was also possible to have the GS option with the legendary 351 Cleveland V8 engine.IN THE SHOPBuying old cars is always fraught with risk so take lots of time and examine cars very carefully; it's always a good idea to get an expert to eyeball your car before you lay down any cash money.The old adage of condition, condition, condition is the best advice to follow when looking at old cars.A pristine car in good condition could provide many years of enjoyment without the need for a major rebuild, but a car in down condition requiring a full resto could cost tens of thousands of dollars and end up costing far more than it's worth on the market.Look for rust, and not just rust you can see on the outside, lift carpets, boot mats, remove door trims and check the underbody. If a car is fitted with a vinyl roof inspect it closely for bubbles that could indicate rust underneath.Engines, gearboxes, suspensions and other mechanical components are likely to be worn, but it's not a huge job to refurbish these components, and it can be fun to do if you're handy with tools.IN A CRASHThe XW/XY Falcons were built well before airbags, safety was provided primarily by a collapsible steering column, a strong, solid body, and seat belts.  Check seat belts for wear to the webbing and replace if they're worn.AT THE PUMPA six-cylinder Falcon GS can be an economical classic, one that won't cost an arm and a leg to run. But a big-bore V8 will suck up the juice and will cost a lot more.LOOK FOR. Classic Aussie chrome bumper car. Sporty GS look. Roomy family fun car. Low-cost classic. Avoid rusty cars. Easily maintainedTHE BOTTOM LINEDoesn't have the GT edge, but it's a neat, affordable and fun Aussie classic.RATING70/100