Ford 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

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

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

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

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

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