Ford Problems

In the 1980s carmakers reckoned badge engineering was the key to success, and in some case survival. Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda’s models were ‘badge engineered’ and appeared in Ford showrooms.Among them was the Telstar, Ford’s remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel drive 626 in 1983 to some high praise, winning many friends and a number of awards.While the Mazda was imported Ford built a slightly different version locally, and it too won its share of friends among local car buyers.It was a good looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.Power was from a single overhead camshaft four-cylinder engine, which had a carburettor and put out 70 kW and 158 Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering, as well as air-con, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers where you had to put up with manual steering on the base model GL, when the Ghia not only got power steering, but also power mirrors and windows, and radio-cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626 it’s vitally important to approach them with care and your eyes wide open.If they’ve been in regular use since the mid-1980s they will have accumulated well in excess of 200,000 km, some will have done more than 300,000 km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage. One that has a service record that tells you it has been regularly serviced.Walk away from any car that looks as though it has been parked under a tree all its life, has bumps and scrapes on all panels, the seats are ripped and torn, and its oil is black and thick.Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses which can lead to problems if they fail on the job.Make sure all accessories work, power windows and the like can be expensive to fix if they’re not operating.Checking for evidence of a crash is even more important with older cars as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and carefully watch to see it tracks straight and true.Carefully inspect all panels for imperfections, colour mismatches, and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.Finally look for rust, particularly around the rear and side windows.IN A CRASHWell before the advent of airbags occupants in the Telstar/626 have to rely on much more rudimentary protection systems in a crash.Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It’s really a good idea to replace the belts to be sure you’ve got the best protection possible in a crash.The Telstar/626 was rated on average with the fleet norm in terms of protecting its occupants, but better than the average when it came to protecting the occupants of the other car involved in the crash.OWNERS SAYNeville Kretschme has owned his 1985 2.0-litre manual Telstar GL since 1987 when he bought it with 75,000 km on the clock. It has now done 158,660 km, low for its age, and remains in excellent condition. Overall it has been reliable, Neville having replaced a head gasket, alternator, exhaust system, brakes, rear shock absorbers and a radiator.Lyndall McLean drives the Telstar auto sedan his mother bought new in 1986. It now has 170,000 km on the odo and has been reliable and cheap to run, his only complaint being the heavy non-power steering. Apart from normal services Lyndall has replaced one drive shaft boot, an ignition module, exhaust system, a couple of oil seals and a water pump.Anthony Jones owns a 1985 Mazda 626 Super Deluxe hatch that’s done 210,000 km and it still runs like clockwork. It gets around 9.0 L/100 km on unleaded fuel, is reliable and handles well although he says the suspension is a bit hard and choppy.LOOK FOR• Economical to run• Overall quite reliable• Rust around rear and side windows• Comfortable ride• Reassuring ride and handling• Low odo reading• Verifiable service record• Evidence of crash repairsVERDICTCheap reliable transport for young drivers if you can find a low mileage well cared for example.RATING60/100

Ford launched the ill-fated AU Falcon with the slogan “You’ve come a long way baby” and proclaimed it as “dramatically different”. It was rather too dramatic for the conservative tastes of many Australians, and what was otherwise a decent car was crucified for its sad, down-in-the-mouth shape, but if you can put its depressing styling aside you’ll find a very competent family sedan that’s going for a song on the used car market.MODEL WATCHThe AU was doomed from the start when the motoring media jumped all over its radical styling. Some didn’t like the Forte’s waterfall grille, others the overuse of oval shapes, which was reminiscent of the imported Taurus, but most loathed the way it fell away at the corners, in particular the rear corners.It seems that there were plenty of Australians who agreed with the criticisms and either put off buying a new car and stuck to their older EF or EL Falcons or switched to a Commodore.While styling is a matter of individual taste, there were some practical criticisms of the AU’s shape. Headroom was limited, and it was easy to bang your head on the roof side rail as you got in or out of the front or rear. The shape of the rear door openings, and doors, was also criticised for the way it made it difficult to get in to the rear seat.AU’s interior also came in for some well deserved criticism. The extensive use of oval shapes and cheap looking plastics created a dash with a cheap and nasty appearance. Otherwise the Falcon’s interior was roomy and quite comfortable, although the aforementioned headroom problem was something taller drivers had to contend with.Power was predominantly from Ford’s venerable 4.0-litre overhead camshaft straight six that was more refined and smoother than before due to increased rigidity of the crankshaft, cross-bolted main bearing caps and a structural aluminium oil pan.Power from the base ‘Intech’ engine was 157 kW at 4900 rpm, while torque was 357 Nm at 3000 rpm, which gave it plenty of punch, and made it ideal for towing.For greater economy Ford offered a dual-fuel option, which allowed owners to take advantage of the lower price of LPG. While peak power of the LPG engine was down on the petrol version, the torque was the same; hence there wasn’t much loss of performance.Another neat feature of the AU was the fail-safe cooling which allowed you to limp home even if you lost all coolant from the system. The system simply shut down individual cylinders as needed to cut the running temperature of the engine.Naturally such a system required a level of reliability of things like the cylinder head gasket and Ford put a lot of work into improving it, which will be a great relief to Falcon owners who suffered head gasket failures on earlier models.The auto trans in the AU was more refined with smoother shifting, with claims that the service life would be as high as 250,000 km.The AU’s suspension promised improved comfort and handling, with revisions to the double wishbone front and Watts Link live axle rear. Independent rear suspension was available as an option.Forte was a new name to the Falcon range. The new badge, which has since disappeared in the BA, was fitted to the base model, while the familiar Futura and Fairmont badges were retained for the luxury and luxury sports models.IN THE SHOPContinuous development over many years has seen the Falcon evolve into a sturdy car that doesn’t have a lot of faults, at least major ones.Mechanics report few problems with the AU, there doesn’t appear to be the same issue with cylinder head gasket failure as there was in earlier models. A design revision on AU has cleaned up the problem pretty well, although further improvements to the head gasket in the new BA would tend to suggest that Ford didn’t think the problems were completely solved in AU.On the road, there is little to complain about, although the Falcon is not as economical as the Commodore, at least around town. Expect the Falcon six to use about 15-20 per cent more fuel in city usage, but there is little difference on the highway.WATCH FOR:• Sad styling has made the AU a laughing stock• Roomy interior ideal for transporting family• Robust and reliable with few faults• A little heavier on fuel than rivals

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.

The EB Falcon was a rather minor facelift in the big scheme of things automotive, but it played a key role in keeping Ford at the head of the pack in the early 1990s. Ford was the clear market leader through much of the 1980s and into the 1990s as Holden went about rebuilding its fortunes following a lean patch dating back to the end of the ’70s.But while Ford was in the lead the EB had to regain some of the ground the company lost when the EA, the massive model change that preceded it suffered a series of embarrassing problems.MODEL WATCHThe EB was little changed visually over the EA. About the most significant thing Ford did was to move the blue oval badge from the bonnet to the grille, but the EA was an attractive sedan at the time. Its proportions were balanced and it had clean lines that were both sleek and aerodynamic.There was lots of speculation about Ford’s plans for the EB in the lead-up to the 1991 launch, much of which proved to be way off the mark.There was no independent rear suspension as was predicted, Ford instead stuck with the tried and true live rear axle with Watts linkage while tinkering with the suspension in detail to sharpen the handling.Uprated springs, gas shock absorbers, along with negative camber and increased castor at the front, made a measurable improvement to the handling.It seems Ford was awakening from the performance slumber it had slipped into in the 1980s and there was a significant change in the company’s approach to the Falcon in the EB.Most notably it saw the return of the V8 for the first time since 1983. Unlike Holden Ford dropped the V8 engine as sales of the big engine slumped, but the Falcon’s image had suffered as a result, which hastened its return.This time it was a 5.0-litre Windsor small block engine fully imported from the USA. With fuel injection the pushrod engine managed to pump out 165 kW at 4500 revs and 388 Nm at 3000 revs.While the V8 was an image engine the main engine choice was the 3.9-litre single overhead camshaft six-cylinder engine introduced with the EA model.There were two versions available, the entry level had throttle body injection (TBI), but was rather confusingly called EFI, the other had multipoint fuel injection and was tagged MPFI.The TBI engine put out 120 kW at 4250 revs and 311 Nm at 3250 revs, while the MPFI engine made 139 kW at 4250 revs and 338 Nm at 3500 revs.A mid-model EBII upgrade in 1992 saw the MPFI engine become standard across the range and the power climb to 148 kW at 4500 revs and 348 Nm at 3750 revs.Falcon buyers could choose between a five-speed manual gearbox and a locally developed four-speed electronic auto, which had come into play during the life of the EA.Underneath the suspension was the familiar Falcon package of independent front suspension with unequal wishbones and coil springs and a live axle rear end with coil springs and location by a Watts Linkage.The GL provided the stepping off point in the Falcon range; the S was a sporty newcomer while the Fairmont provided the luxury touches. When the EBII arrived the GL became a GLi.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, which leads to a steam pocket at the rear of the head that can then lead to a number of problems, including failure of the cylinder head gasket and cracking of the cylinder head itself. 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.Engine oil leaks are also a common problem. Look for leaks from the front cover, power steering pump etc.The Falcon’s auto is a problem. Auto trans experts say the problems are due to insufficient oil capacity in the transmission causing the oil to overheat. Another problem they can suffer from is one caused by small flakes of brass coming adrift in the oil cooler in the radiator; these then block the filters in the transmission, which again causes the oil to overheat.It’s not such a problem in light driving conditions, the trans could last as much as 200,000 km before a rebuild is needed, but add a trailer or some hilly terrain and you could cut the trans life by half. The best solution is to fit an external oil cooler.Suspension bushes can be a problem at higher mileage, and require replacement to restore the Falcon’s handling.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.IN A CRASHAirbags were yet to be deployed on the Falcon so safety is a matter of the basics of body structure, handling, steering and braking.Check the seat belts for wear and tear, and don’t hesitate to replace them if there is any sign of damage. It’s even worth doing that as a precaution.Don’t forget to carefully check the tyres. Worn tyres render other safety systems useless when there’s no grip on the road.LOOK FOR• Clean pleasant lines• Return of the V8• SOHC sixes deliver plenty of zip• Auto trans troublesome• Sixes tend to overheat• Dodgy electrics

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 sight of Australian cars rolling up the loading ramps of ships bound for foreign lands is common today, but 1989 when Ford launched the Capri few Australian-built cars were exported abroad. In many ways the Capri was a ground breaking project that opened the door for other carmakers to walk through.For carmakers facing tough times in the late 1980s it was case of ‘export or die’ and the Capri was Ford’s ticket to survival when it was becoming hard to justify large scale investment in a car like the Falcon that had little or no export potential.A decade after the Capri experiment was called a failure it is Holden, not Ford that is exporting cars to the world. Ironically Holden is now sending the Monaro to the US, the very market Ford tried in vain to crack with the Capri.The Capri began as a design concept in Europe, but it was Ford Australia that stepped up to the plate with an ambitious plan to build the car here and export it to the US where it would sell in sufficient numbers to make it financially viable.It was a chance for Australian engineers, Ford’s in particular, to show the world they were capable of designing and building cars equal to those coming from anywhere in the world.The odd thing is that the while the Capri built a solid and loyal following both here and in the US it is widely regarded as a lemon. There were some teething problems, most notably with the roof which leaked, but these were blown out of all proportion to the point owners became the butt of cruel jokes.The truth is that Ford addressed the roof leak problems quite quickly, but it seems the critics couldn’t be satisfied and the ‘lemon’ tag stuck. It’s really an unfair tag, but one that holds Capri values back.If you can ignore the ‘lemon’ tag the Capri is the least expensive way of enjoying the thrill of wind in the hair motoring.MODEL WATCHThe Capri combined sexy Italian design, reliable Japanese powertrains and down home Aussie engineering in a convertible package conceived to conquer the US.More a convertible cruiser than a sports car the Capri was a budget priced soft top that brought wind in the hair motoring within the reach of everyday motorists.The two-plus-two design with its occasional rear seats meant it was possible to carry friends or kids; it had a clever folding roof, and safe front-wheel drive.Initially power was from a fuel-injected 1.6-litre single overhead cam four producing a modest 62 kW at 5000 rpm, but this was replaced by a punchier 1.6-litre double overhead cam engine with the Series II in 1990.The twin cam engine produced 77 kW at 6000 rpm, but for more zip Ford also offered a turbo version that boasted 100 kW at 5000 rpm.A five-speed manual trans was the standard choice, with a three-speed auto as a softer option. A four-speed auto replaced the three-speed in 1990.The SC model replaced the original SA in 1992 and this brought a greater model choice with the Barchetta, XR2, and the Tickford-tweaked Clubsprint with pearl black paint, turbo engine, sports body kit, and restyled front and rear.The 1993 SE was the last of the line. The Barchetta had power steering, power windows and mirrors, cruise, and four-speaker radio/cassette; the XR2 added alloys, rear spoiler, driving lights, central locking and upgraded sound; the XR2 Turbo had manual trans only, turbo engine and sports suspension; the Clubsprint was available with turbo and non-turbo engine, body kit, driving lights, five-spoke alloys, leather trim and Momo steering wheel.IN THE SHOPThe Capri copped plenty of criticism during its short production life. Coming at the same time as the Mazda MX5 it was inevitably, and somewhat unfairly, compared to the sportier Mazda.Whereas the Mazda was developed as a pure sports car the Capri was developed with more emphasis on cruise comfort than an ability to round corners, so it inevitably came off second best against the MX5.Sports car enthusiasts poured scorn on the Capri because it was front-wheel drive, but the handling was safe and responsive. Early turbo suffered from torque steer, which could be unpleasant under heavy acceleration.Body twist was a fact of life with the Capri, but it was no more than would be experienced with other open cars of the time. It can lead to squeaks and rattles as the body loosens over time.The Mazda engines and gearboxes give little trouble, same for the suspension and other mechanical components.The main concern about the Capri was the well publicised issue of roof leaks on the early cars. It was mostly down to Ford’s use of local material for the roof, but when that split in service causing the roof to leak it was quickly replaced by a material imported from Germany, which fixed the leak problem.Age is now the problem for the roof, so check carefully for rotten stitching, splits or wear in the roof covering where it folds, damaged seals, and discolouring or scratching of the rear window.OWNERS’ VIEWSHeather Watson bought her 1993 Clubsprint in 1997 with 50,000 km on the odometer. Admitting to a mid-life need for an open top car Heather, a francophile, was keen on the Peugeot 306 cabriolet, but when that exceeded her budget she turned to the Capri and hasn’t been disappointed in the 25,000 km she’s done since.“I wanted something that was a bit of fun, easy to drive, comfortable and safe,” she says. “It’s been wonderful. I love driving it, it’s been very reliable and the roof hasn’t leaked.”Peter and Nellie Flagg bought their ’92 Clubsprint turbo with 115,000 km on the odo. They’ve done 50,000 km and say it has been a delight to drive, is comfortable and the turbo motor is very responsive. The only problems have been an oil pump leak, a broken headlight base, and a slight water leak around the doors.Michael and Mary Youngman have owned their 1993 turbocharged Capri for five years. They bought it with 47,700 km on the odo, which now reads 59,150. Long time sports car fans they say the Capri’s roof is only raised in exceptional circumstances. They say the Capri can’t be faulted, it has behaved beautifully, and the engine performs well.Denise Stanford is the proud owner of a 1993 XR2 Capri, which has 92,000 km on the clock. It has been regularly serviced and apart from the usual fluids and filters only the front brake pads have had to be replaced so far. The roof has been waterproof until recently when age has started to catch up with it, with some stitching giving way, some glue losing its grip, and the fabric splitting where it folds. Her only complaint relates to the speakers, which she says weren’t adequate to overcome the wind noise when the roof was down, and now need replacing. Denise says there’s nothing better than to drop the top and purr along, sunscreen and hat in the summer, coat, scarf and the heater on in winter.Jerry Rubinek has racked up 216,000 km in his a 1991 SA Series II Capri, and says it has been excellent. Jerry’s only gripe is with the lack of grunt when the air-con is operating, He’s replaced a headlight and has had a problem with the power windows, but he says there have been no problems with the roof.As an engineer working at Ford on the project Maurie Eason was deeply saddened with the demise of the Capri, feeling that the problems with it had been solved. He liked it so much he bought a 1994 Barchetta, which is now 11-years-old with 122,000 km on it, and used daily by his wife. Mechanically he says it has been faultless, requiring only new tyres, front brake pads, and a new soft top after six years after exposure to the sun and rain finally got to the stitching.LOOK FOR• thrill of wind in the hair motoring• safe and secure handling• ageing of soft top with rotten stitching, tears, and fogged rear window on cars exposed to the sun and rain• comfort with the convenience of occasional rear seating• reliable Mazda mechanical package gives little trouble

Back in the 1960s when Ford released the first locally designed Fairlane there was nothing better, or bigger, than the biggest Ford. It was a measure of success, in business, or down on the farm.Today it’s no longer alone at the top end of the town, it now has plenty of company at head office, but it still offers the very same qualities it did when it was the head rooster.The Fairlane formula was simple, and like most simple things, it was also very successful. The first Fairlanes to be sold here were based on Canadian models, there was the ‘tank’ model from 1959, replaced by the ‘Compact’ in 1963, which in turn was replaced by the ‘Aussie’ Fairlane in 1967.To create the local Fairlane Ford simply took the Falcon platform, then the Mustang-bred XR, and stretched the wheelbase to substantially increase the rear seat room, then lengthened the rear to produce a huge boot.In the mid-1960s it was unrivalled for luxury motoring. Holden tried to match the big Ford with, first the Brougham, then the Statesman, but neither managed to make serious inroads into the Fairlane’s domination.By the mid-1990s, when the NF Fairlane came on the scene, Holden’s Statesman had managed to claw its way into the lead, and the Fairlane was battling back.MODEL WATCHThe 1995 NF followed the traditional Fairlane formula in that it was based on the current Falcon, in this case the EF.Ford invested $220 million in the EF in an effort to make up some ground lost to Commodore as Holden sales recovered from the disastrous 1980s, and spent another $30 million on the long wheelbase models once the Falcon was up and running.Although based on the Falcon previous Fairlanes had been more distinct than the NF, which used the same front end sheetmetal as the EF Fairmont. The result was that the NF was shorter in the nose than most previous Fairlanes, but it still had the roomy rear seat, and large boot, which were seen as the key features of a local luxury model. All up the NF Fairlane was 98 mm shorter than the car it replaced.For the first time Ford adopted what they called a ‘High Jewel’ effect, which in effect meant more chrome and stainless steel trim, and clear turn signal lamp lenses. Central to the theme was the bright chrome grille, which combined with bright window mouldings and numerous chrome strips for sparkling highlights.Inside there were new trim fabrics, leather if you could afford it, and make believe woodgrain panels for added touches of prestige. There was a long list of features, from improved audio systems, a CD stacker, climate-controlled air-conditioning, cup holders, and an airbag for the driver.Based on the Falcon as it was, the NF Fairlane got the same mechanical improvements that went into the EF Falcon. That meant more responsive handling, with less of the roll-steer that was so apparent in earlier Falcons and made them wander about as they followed the profile of the road.The suspension was the same combination of wishbones at the front and live axle with Watts Linkage at the rear, but in the Fairlane it was tuned more towards a refined ride than sporty handling.When you bought a Fairlane you expected a smooth ride, and didn’t necessarily worry about handling precision, but despite its obvious bulk the big Ford still handled quite well. It was quite well balanced and went where it was pointed, even if it wasn’t quite as sharp as its family Ford cousin.Bigger brakes, in the form of thicker and larger diameter discs, with ABS, resulted in a firmer pedal feel and boosted braking performance.Buyers could choose between Ford’s fuel-injected single overhead camshaft 4.0-litre six that gave 157 kW at 5900 revs, and 357 Nm at 3000 revs, or the optional 5.0-litre V8, which boasted 165 kW and 388 Nm.Both engines were coupled to four-speed auto transmissions to ensure smooth progress.Ford released the NFII in 1995, and with it came an airbag for the front seat passenger, along with a number of other detail improvements.IN THE SHOPWith the same mechanical package the Fairlane suffers the same mechanical maladies as the Falcon.Both engines are quite reliable, the 4.0-litre six works well on gas, but can suffer head gasket problems.Fairlane drivelines are also reliable, the auto hangs on well into the high 100,000 kays, and the diff is tough. Listen for diff noise on high kilometre cars.Problems with electrical components can be frustrating, and the Fairlane can suffer similar electrical gremlins as the Falcon.Fairlanes, particularly if privately owned from new, are usually well cared for by fussy owners, and these are the ones to seek out. Others that could have come from the hire car business will be showing high mileage and should be treated with caution.Check for a car’s history of ownership to determine if it’s been in the hire business, and service to ensure it has been serviced according to Ford’s recommendation.LOOK FOR• simple Falcon mechanical package• smooth refined ride• great rear seat room• large bootTHE BOTTOM LINELocal prestige model has roomy rear seat, huge boot, smooth ride, and plenty of standard features. Feels like a Falcon from the front seat, but is great if you’re a back seat driver.RATING60/100

The Fairlane is no longer at the top of the luxury car pile, but the nameplate that once defined local prestige motoring is still a revered one with many local prestige buyers. When Ford first introduced the Fairlane back in 1959 it stood out like a shining beacon of luxury in a market starved of prestige models. The Fairlane was the car most aspired to own, it was a shining symbol of success.In the years that have passed the Fairlane has lost much of its lustre, having been swamped by imported models seen to offer more prestige than the Falcon-bred Ford, but it still has a special place in the local market.MODEL WATCHThe Fairlane concept as we know it today was introduced in 1967 with the launch of the first locally designed model. It was a simple idea, but a brilliant piece of marketing.It was simple in that it was spun off the Falcon making use of the same mechanical package and much of the front-end sheet metal, but with the wheelbase and boot lengthened to create a larger sedan with heaps of rear legroom and a cavernous boot.The brilliance was that for such a small change Ford could offer a desirable model for those who wanted to step up from the Falcon.Ford followed the same simple concept when it launched the AU in 1999. Like its forebears it was spun off the Falcon, in this case the much maligned AU.If the AU was canned for its perceived ugliness, the Fairlane was a much better looking car. The down in the mouth front of the Falcon was much the same in the Fairlane, but with a neat styling makeover it took on a classier look.If the front was little changed the rear of the Fairlane was completely changed from its smaller sibling, and much the better for it. Where the Falcon sagged at the extremities the Fairlane sat high and handsome. It was a much better looking car than the Falcon.Inside there was the usual rear legroom associated with the Fairlane, the boot was enormous, and it boasted every feature Ford offered on its option list.The Fairlane Ghia, as it was badged, could be ordered with the 4.0-litre single overhead camshaft six-cylinder VCT variable cam timing engine which boasted 168 kW and 370 Nm, or the smooth 5.0-litre overhead valve V8 with 175 kW and 395 Nm. Both came with an electronic four-speed automatic transmission with a floor shift.Underneath the extended skin the Fairlane had independent suspension both front and rear, the double wishbone rear set-up a marked improvement over the compromise set-up under Holden’s Statesman.Brakes were disc front and rear, with ABS and traction control standard fitment.The Fairlane is often sought for its towing ability. In standard form it was rated to tow 1600 kg, but could be fitted with a towing pack that pushed that up to 2300 kg.Inside the Ghia had standard leather trim, six-way power driver’s seat, air-conditioning, dual front airbags and a premium sound system with CD player.Ford released the AUII upgrade in 2000 with a laminated firewall and hydraulic engine mounts for a quieter ride and improved brakes.IN THE SHOPContinuous development over many years has seen the Falcon and Fairlane evolve into sturdy cars that generally don’t have a lot of faults, at least major ones.Mechanics report few problems with the AU, there doesn’t appear to be the same issue with cylinder head gasket failure as there was in earlier models. A design revision on AU has cleaned up the problem pretty well, although further improvements to the head gasket in the BA would tend to suggest that Ford didn’t think the problems were completely solved in AU.Brake wear is a problem with the Falcon and Fairlane, look for regular pad changes and disc machining. The problems were reduced with the AUII upgraded brakes.Build quality has been a lingering problem with the Falcon and Fairlane over the years, and Ford made a serious attempt to put those problems behind it with the BA. That doesn’t matter to anyone with an earlier AU and the problems that seem to pop up with the AU are more than likely due to production problems than basic design flaws.With today’s fuel price concerns it should be remembered that the Fairlane is a large lump of a car, weighing almost 1700 kg so it will consume fuel at a high rate. Ford’s quoted fuel consumption was as high as 14.0 L/100 km around town for the V8 so it would be worth considering LPG to save money.IN A CRASHCompetent suspension design along with four-wheel discs, standard ABS and traction control give the AU Fairlane the dynamics to avoid a collision in the first place, but should the situation get to the point a crash is not avoidable the Fairlane’s strong body and dual front airbags come into play.OWNERS SAYPaul Karwacki owns a 2001 AUIII Fairlane sportsman which has clicked over 80,000 km. Apart from a leaking power steering high pressure line and pump he says it has been good reliable transport. He adds that the Fairlane may not be as refined as the Statesman equivalent, but it makes up for it with better on road dynamics largely due to its more sophisticated and robust suspension componentry. In six-cylinder guise he says it out-points both V6 engine options in the Statesman offering greater refinement and just as much power as the supercharged unit. The Fairlane, especially the AU II models with better brakes, is underrated which makes it excellent value. The looks may not appeal to everyone, but he reckons they look great lowered with a nice set of mags off an XR6, XR8 or T series car. He chose this model because on paper the driveline and suspension set-up is superior to that of the Holden equivalents.LOOK FOR• stately styling• ability to tow• enormous boot• heaps of rear leg room• high level of equipment• generally reliable engines and transmissions• high fuel consumptionTHE BOTTOM LINEIf you value cars on a metal for money basis there’s lots of value in the Fairlane, but expect to pay for it at the pump.RATING60/100

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