Ford Falcon Problems

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 WATCHIt 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 SHOPThe 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

In the days before posted speed limits on our highways the Falcon GT was king. With a top speed in excess of 200 km/h and able to cruise comfortably at 160 km/h the GT was an awesome road car.While Ford is trying to resurrect the GT in its new BA Falcon range it’s doubtful it will ever capture the commanding road presence of the great GTs, which now reign supreme over the classic car market.The 1970 XY Falcon GT was the last of the great classic Falcon GTs. The GT badge first appeared in 1967 in the XR range, with follow-up models in XT and XW before the 1970 XY, which was the last of the original body shape that began with the XR.The GT carried on in XA and XB before being dropped as a regular model in 1973, and Ford later built a couple of GTs – EB and EL – to celebrate the 25th and 30th anniversaries of the original GT, but they were pale imitations of the real thing and have become collectable only because they were built in very limited numbers.MODEL WATCHThe XY GT is regarded as the last of the great GTs, and is the most sought after today, apart from the HOs that were really built more as race cars than the GTs that were awesome road cars.There was no mistaking a GT in 1970. It had wild stripes down the side, the bonnet was blacked-out, bold GT badges announced it, and if you missed all of those clues there was no escaping the ‘shaker’ air scoop that protruded through the bonnet.Inside it had comfortable bucket seats, a centre console, full sports instrumentation, and a wood-rimmed sports steering wheel.Power was from a 5.7-litre ’Cleveland’ V8 which Ford claimed put out 220 kW, but the reality was that it was considerably more than that.Most GTs had the four-speed manual gearbox, but there was a three-speed automatic option available, and the diff was the tough nine-inch.Despite weighing a hefty 1500 kg, the XY GT would sprint through the quarter-mile in 15.5 seconds, and with its tall rear axle ratio would reach a heady 225 km/h.There was a downside to the go-power though, as the GT was a thirsty beast if you weren’t circumspect with your right foot. With the standard 75-litre fuel tank you found yourself making frequent stops for fuel, although a larger, 164-litre tank, was available as an option and reduced the frequency of servo visits.IN THE SHOPFalcon GTs haven’t always been treated the way we’d like to think a classic should be. They were among the fastest cars on the road in their day and most have been used and abused, so expect signs of a hard life.The more owners they’ve had the greater the likelihood they’ve been driven hard, and possibly crashed, so hope for the best and be prepared for the worst.Cars that have had lots of owners will usually need lots of work to bring them back to good drivable condition. Every owner thinks they know best so they will often fiddle, and generally make things worse in the process.The XY GT is now 30 years old, and like most 30-year-old cars suffers from the dreaded tin-worm. Expect to find rust in a number of areas, in the bottoms of the guards, the bottoms of the doors, around the rear window and possibly in the plenum chamber and torque box at the front of the chassis.Mechanically they are tough. The Cleveland V8 is rugged and can stand a fair amount of abuse, and can easily be rebuilt once they’re worn out. Same goes for the four-speed gearbox and diff.LOOK FOR• classic car synonymous with the golden era of Australian muscle cars.• awesome road performance with thundering exhaust note will turns heads and make you feel good.• rapidly sinking fuel gauge will ensure you get to know your local servo attendant.• make sure of the authenticity.• be prepared for the wear and tear from a hard 30 years of high-speed road life.

It’s often the original model in a series that becomes the much admired classic in later life, and that’s certainly the case with the first Falcon GT Ford launched in 1967. The XR Falcon GT can lay claim to a number of firsts. It was the first Aussie muscle car and the first V8 to conquer the Bathurst mountain, just to name a couple of its most significant claims to fame.Later GTs and their HO offspring were more powerful, faster, and famous, but none were better. Today the XR GT is a highly prized classic, one that is appreciating in value as its popularity grows.The GT was one of the smartest marketing moves ever seen in this country. Ford was building a high speed pursuit car for the police when some smart marketing men thought it would make a great high speed road car and, perhaps more importantly, a potent race car for races like Bathurst.Using the police pursuit spec as a base a GT specification was developed. The GT was based on the XR Falcon sedan, the first to offer a V8 engine, and was enhanced with some special go-fast gear and dress-up equipment so it looked the part.All apart from a handful of special build cars were painted ‘GT Gold’ with black GT stripes down each sill and across the boot lid, while the grille was also blacked out for added effect.GT badges adorned the grille, boot lid and C-pillars. It wasn’t over the top to the point of being garish it just about looked perfect.Inside, there was a Mustang-style woodrim steering wheel, extra dials with the speedo going all the way to 140 mph (225 km/h), and there was a Hurst shifter jutting out of the centre console.The engine would be a more powerful version of the standard 4.7-litre pushrod V8. The compression ratio was boosted, it had a sports camshaft, four-barrel Holley carburettor, special intake manifold and exhaust system.All that added up to 225 hp (168 kW) at 4800 revs while torque was 305 lb. ft. (413 Nm) at 3200 revs, enough to power it to 100 km/h in a little over 10 seconds and 195 km/h. It was the fastest car ever produced in Australia at the time.The V8 was linked to a four-speed manual gearbox with the final drive delivered to the rear wheels via a limited-slip diff.Underneath the glittering gold panels the suspension had been stiffened with heavier springs, bigger shock absorbers and a larger front anti-roll bar.The steering ratio had been reduced, disc brakes were fitted to the front, and the wheels were wider and fitted with radial tyres.The XR GT is almost 40 years old and will have many of the problems that affect all old cars.Rust can be a particular problem, and their high performance meant that many have been crashed, some a number of times. That means a thorough inspection is needed to determine the condition of the body.The good news is that it’s not too difficult to find replacement body parts, as they’re the same as those on regular XR Falcons. Finding second-hand body parts in good condition, however, does require patience and persistence, but it’s worth the effort in the long run.Mechanically there is nothing daunting about the GT. The 4.7-litre V8 is a simple and durable unit and there are plenty of parts available to rebuild them. The same goes for the gearbox, rear axle, suspension, steering and brakes.The difficulty with the GT is replacing those special GT parts that might be missing. Things like the steering wheel, gearshift, and wheel trims can be very difficult and expensive to find when needed.A pre-purchase inspection by a GT expert is highly recommended. A good place to look for an expert is your local Falcon GT club, and there are clubs in every state whose members will be only too happy to check a car for you.There’s not much to talk about on the safety front here. Airbags were a thing of the future in 1967; even seat belts were optional in 1967 although the GT did come with lap-sash belts up front.• authenticity is a must• must be complete with all special GT features• rust and crash damage• great looks• rumbling V8 performance• not recommended as daily driverOne of the great Aussie classic cars; the XR GT is a head turner that’s fun to drive and appreciating in value.

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

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 

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 WATCHFord 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 SHOPThe 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 CRASHPrimary 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 LINEAgeing big car with sturdy fundamentals that make them hard to kill, but they’re let down by small irritating things.RATING60/100

Ford was riding high when the XF was launched in 1984. The blue oval brand had a stranglehold on market leadership at a time when its lionhearted rival was teetering on the brink of oblivion. The XF was top dog with almost 280,000 sold during its three-year reign at the top.Ford entered the 1980s in better shape than Holden. Its response to the oil crises of the ’70s was to make its cars lighter and more fuel efficient, and the square XD of 1979 was the result. Holden instead downsized to the Commodore but stuck with its old and inefficient engines, and suffered as a result.The XF was the last of the square Falcons that kicked off with the XD, and was the best. Roomy inside, with upgraded dashes, and with more frugal engines the facelifted Falcon was the most popular choice in the mid-1980s.It was also a popular choice as a secondhand car up until a couple of years ago, and is now one of the cars considered by families as a solid and reliable first car for their young drivers.MODEL WATCHThe new front and rear treatment, with colour-coded bumpers, gave the XF more rounded and friendlier lines than the earlier XD and XE models. Inside it was quieter and more refined, and had a new dash layout, with better ergonomics, and there were improvements to the heating and ventilation, and air-conditioning systems.Mechanically the most significant change was the introduction of the EEC-IV electronic engine management system that better controlled the spark and fuel for improved fuel economy and drivability.The heads had larger intake valves and new high swirl combustion chambers that also contributed to the better fuel consumption.Three sixes were offered, but there was no V8 after that had been dropped in 1983. The 3.3-litre base engine gave 90 kW at 4100 revs, the 4.1-litre six 103 kW at 375o revs, and the new 4.1-litre EFI engine, with 120 kW at 4000 revs was the engine Ford offered V8 owners.The 3.3-litre six was available with a choice of three-speed column shift, and four and five-speed floorshift manual gearboxes, and a three-speed auto. The 4.1-litre six had the choice of four and five-speed floorshift manuals, and the three-speed auto, while the EFI engine came standard with the auto.An update in 1986 saw four-wheel discs and power steering become standard, and the option of a five-speed manual gearbox was offered with the EFI engine.IN THE SHOPExpect the worst, hope for the best, and seek expert advice. That’s the approach to take with a car as old as the XF Falcon. It’s not that it was a bad car, far from it, but the reality is that most of them are at the end of the road in terms of useful life.The Falcon was a tough old bird when it was new, tougher than the Commodore of the time, but that means it was bought to work. It made a good towing vehicle, particularly the wagon, which still had the leaf spring rear end under it, and many were made to work hard.If it’s fitted with a tow bar, check for signs of hard use. If you think it’s been given a hard time don’t buy it. Look for the car that’s been pampered, the one that’s been garaged and hasn’t got heaps of kays on the odometer.The most popular engine was the 4.1-litre six so that’s the one you’re most likely to find now. It’s a strong willing workhorse, but like all alloy-headed Falcon sixes needs clean coolant to minimise the chances of head gasket problems. Check for corrosion in the cooling system.The smaller 3.3-litre six wasn’t as popular with Falcon buyers, but was quite economical and is worth considering now if you want thrifty transport and you’re not too worried about towing.The pick of the bunch is the fuel-injected version of the 4.4-litre engine, if you can find one.Many XFs have been converted to LPG. They take to LPG well, but make sure you thoroughly check the LPG system fitted to any car you might think about buying. If you’re not sure get an expert to go over it.Look also for worn front-ends, and engine oil leaks and rattles.Rust isn’t a huge problem, except on wagons around the rear liftback, but faded paint is common. It’s particularly a problem with metallic colours, and even some solid colours. White stands the test of time best, and a white XF can look sharp even now.There is plenty of plastic on the inside and you can expect that this will be cracked or distorted from exposure to the sun over the years.LOOK FOR:• High kays, loose front-ends, rattly engines.• Faded paint, cracked and buckled plastic parts inside• Wagon makes a tough tow car.• Spend time to find the best car.• One that’s been pampered.• Roomy and comfortable interior.• EFI six is best choice.• Clean coolant and no corrosion in cooling system