Ford Australia: The Falcon of the 1960s

[Express]

Ford Australia: The Falcon of the 1960s


As Ford prepares to cease building the Falcon next week, we look back at the birth of an icon



David Morley
26 September, 2016




Ford Falcon XK Photo: supplied


The first Falcon was rolled out of the Broadmeadows production line on June 28, 1960 Photo: supplied


Ford Falcon XK Photo: supplied


Ford Falcon XL Photo: supplied


Ford Falcon XL Photo: supplied


Ford Falcon XL Squire Wagon Photo: supplied


Ford Falcon XL Photo: supplied


1962 XL Falcon Station Wagon Photo: sottley@fairfaxmedia.com.au


Ford Falcon XL Convertible Photo: supplied


Ford Falcon XP Coupe Photo: supplied


Ford Falcon XP station wagon Photo: supplied


Ford Falcon XP sedan Photo: supplied


1965 Ford Falcon XP 70,000 mile durability run Photo: supplied


Ford tested the durability of its XP Falcon with a rigourous 70,000-mile durability test at its You Yangs proving ground Photo: supplied


Ford Falcon 70,000-mile run Photo: supplied


Ford completed a 70,000 durability run with its XP Falcon Photo: supplied


Ford Falcon XP Photo: supplied


Ford Falcon XR Photo: supplied


Ford Falcon History Photo: supplied


HARRY FIRTH, motor engineer and racing driver. Firth's XR GT Falcon, which won the 500 mile Bathurst race in 1967. PICTURE: Fairfax Photographic File (Melb): FIRTH, Harry Date filed: 1... Read more


Ford Falcon XR Photo: supplied


Ford introduced the first GT model with the Falcon XR Photo: supplied


Ford Falcon XT Photo: supplied


Ford Falcon XT Photo: supplied


Ford Falcon XT Photo: supplied


Ford Falcon XT GT Photo: supplied


The legendary Falcon GT-HO was introduced with the XW model


Ford Falcon XW GT Photo: supplied


Ford Falcon XW Photo: supplied


Ford Falcon XW station wagon Photo: supplied


Ford Falcon XW ute Photo: supplied


Ford Falcon XW Surferoo Photo: supplied




The Ford Falcon has been the cornerstone of the blue oval's local line-up since it was first introduced in 1960 - making it one of the longest-running continous models in motoring history.

As production of the iconic Falcon comes to an end next week, we take a look back at every model Falcon and what was great - and not-so great - about each of them.



1960 XK Falcon At Test Track Color Photo Ford Falcon History


The Ford Falcon was introduced with the XK model in June 1960 Photo: supplied


Falcon XK

Years of production: 1960 to 1962

Number produced: 68,413

Biggest achievement: The start of something big.

The XK Falcon was the first Ford to be stamped out of steel right here in Australia, rather than assembled from a kit of parts (as Fords had been since 1925 with the Model T). To do so, Ford invested heavily with the Geelong Engine Plant and the Broadmeadows assembly facility (then the biggest automotive plant in the southern hemisphere). Although the Falcon looked space-age next to the frumpy Holden it sold against, early reliability woes including collapsing front suspension almost put paid to the venture before it got going. There was no shortage of choice with a sedan, station wagon, utility and two-door panel-van. It was also available with an automatic transmission, something Holden was still a year away from.





Falcon XL

Years of production: 1962 to 1964

Number produced: 75,765

Biggest achievement: The first facelift

Giving a car a mid-life facelift is nothing new, but the XL Falcon was the first Australian-made Ford to have the nip and tuck treatment. As well as a convex grille to replace the XK's concave unit, the XL also got a more squared-off, formal roofline. Mechanical refinements included a new manual transmission (still a three-speed) and clutch, a better starter motor and the running changes to the front sheet metal to shore up the suspension mounting points. The XL also raised the bar for questionable taste with the Squire wagon model with its fake woodgrain inserts.





Falcon XM

Years of production: 1964 to 1965

Number produced: 47,132

Biggest achievement: Bigger engine, rustproofed at last.

The XM toughened up the look of the Falcon although it's arguable it lost a little of its visual delicacy in the process. But as well as looking tougher, it was actually a stronger car and Ford had finally got around to rustproofing the bodies. Some suspension tweaks were also carried out and the dreaded vacuum-operated windscreen wipers (which tended to stop if you accelerated or drove uphill) were banished in favour of electrically operated ones. A bigger, 200 cubic-inch (3.3-litre) engine joined the line-up, taking the engine choices to three. But the biggest news was the addition of the swoopy, sexy two-door coupe version which remains a collectible car.





Falcon XP

Years of production: 1965-1966

Number produced: 70,998

Biggest achievement: Turned the tide of public opinion

The last of the first generation of Aussie Falcon, the XP was far and away the best. The beetle-brow styling was a bit hard to take after the smooth front of the XM, but the XP was a tangibly superior thing. Model-wise, the previous model Futura was dumped (to be reintroduced many years later) and replaced by the Fairmont tag. And as a first taste of a little more luxury for a little more money, the Fairmont was a good start with power-assisted front disc brakes and reclining bucket front seats. A three-speed automatic finally replaced the old two-speed unit and the XP was the car that generated mountains of favourable publicity for Ford with a team of five cars running 70,000 miles (112,000km) non-stop over almost nine days, averaging 70mph on the brand-new You Yangs proving ground.





Falcon XR

Years of production: 1966 to 1968

Number produced: 90,810

Biggest achievement: The V8 arrives.

The first of the second-generation Falcons, the XR was still identifiably an American design and styling exercise. In fact, the marketing for the XR included the phrase `Mustang bred' linking the new Falcon to the ultra-successful Mustang franchise that was sweeping the USA at the time. The 144 cubic-inch engine option was dropped for the heavier XR model and Ford finally offered a three-speed manual transmission with synchromesh on first gear. It was still an extra-cost option, though. But the biggest news was the availability of a V8 engine option. And, unlike the Chrysler Valiant which restricted the V8 to its luxury versions, even the humble Falcon 500 could be had with the V8 under the bonnet. The XR is also remembered as the model that gave us the Falcon GT; the granddaddy of all Aussie performance sedans since.





Falcon XT

Years of production: 1968 to 1969

Number produced: 79,290

Biggest achievement: Steady as she goes.

The XT update was all about engineering rather than styling. In fact, you need to really know your early Falcons to pick the newer XT, and it's a great example of a car-maker spending its development budget on tangible mechanical upgrades rather than flash and glitter. Out went the old engine capacities, and in came a pair of new engines (still based on the original Falcon six architecture) measuring 3.1 and 3.6 litres. The V8 now became a five-litre unit (302 cubic-inches) in both the GT and the cooking models, although the former was tuned to a higher state, cranking out an alleged 230 horsepower (172kW). Safety was also beginning to be taken seriously and the XT gained a split braking system and bigger tyres, although the then-new but vastly superior radials were still an extra-cost option.





Falcon XW

Years of production: 1969 to 1970

Number produced: 105,785

Biggest achievement: Here come the big bangers.

A more butch look was part of the XW's design brief, and it did that by ditching every external panel other than the previous XT's rear doors. But the bigger news was that the mighty 351 cubic-inch (5.8 litre) V8 was made available and, immediately, Ford had a potential race-winner on its hands. To maximise that, the company added a few judicious tweaks to the GT package and arrived at the GT-HO. HO officially stood for Handling Option to keep the insurance companies happy, but the engine was comprehensively upgraded with a bigger carburettor, camshaft and other tricks to help it breath better and last 500 miles (Bathurst was a huge deal for manufacturers back then). And it got better: The 351 Windsor V8 in the GT-HO was replaced by the Cleveland version for the 1970 model year, leading to the GT-HO Phase 2 badge.

http://www.drive.com.au/motor-featur...23-grmt4e.html

[Express]

Ford Australia: The Falcon through the '70s



The Falcon hit its straps - and notched up multiple Bathurst wins - during the 1970s



David Morley
26 September, 2016




Alan Moffat in his Falcon leads the Toranas of Peter Brock and Allan Grice at Bathurst in 1979


Ford Falcon XC Photo: supplied


Ford XB Falcon GT.


Ford Falcon XB Hardtop Photo: supplied


Ford celebrated its two millionth vehicle with an XB Falcon Photo: supplied


FordXA FALCON


Ford Falcon XA Hardtop. Photo: SColquhoun@theage.com.au


Ford Falcon XA GT sedan Photo: supplied


Ford Falcon XA hardtop Photo: supplied


The Ford XY Falcon GTHO


1971 Ford Falcon XY GTHO Phase 3


Ford Falcon XY wagon Photo: supplied


Ford Falcon XY GT Photo: supplied


Ford experimented with a four-wheel drive ute as early as 1972. Only 432 were produced Photo: supplied



In a continuation of history of the Australian-made Ford Falcon, we take a look at the models released in the 1970s; a time when Ford took geniune control of the Falcon and cemented its place as a local legend.





Falcon XY



The Ford XY Falcon GTHO


Years of production:1970-1972

Number produced: 118,666

Biggest achievement: Refinement and the legend is born.


The XY remains a firm favourite among the early Falcon clan as it was a superior car than any Falcon before it. Refinement was the key, but even then, changes like the introduction of a 250 cubic-inch (4.1 litre) six-cylinder helped the XY's cause. But all that paled somewhat in the shadow of the mightiest of them all, the GT-HO Phase III. With a claim to being the fastest four-door sedan available in the world, the Phase III was certainly a force to be reckoned with. It became a Bathurst winner and the poster-child for the Australian muscle-car community; a mantle it carries to this day. So highly regarded is it, that rumours of good examples changing hands for a $1M-plus at the peak of the muscle car craze a few years ago are completely believable.





Falcon XA

Years of production: 1972 to 1973

Number produced: 129,473

Biggest achievement: Local design rules

Until the XA arrived, all Aussie Falcons had been rehashes of US-market cars. But with growing confidence in the Australian team, Detroit finally gave the locals a chance to come up with their own formula with the XA. Yes, there was still some Stateside input, but the XA was the most Aussie Falcon design we'd seen. It was also the model that set Ford up for market domination for years. The supercar scare put paid to a GT-HO Phase IV version of the XA, but it could still be had with a 5.8-litre V8 and GT badges, so all was not lost. The station wagon gained a longer wheelbase over the sedan (a move that Holden would copy later) and of particular note was the first two-door Falcon with a V8 option. The XA hardtop wasn't subtle, but it did look the business and was a clever design, using the ute and panel-van's longer doors and frameless windows to reduce costs.





Falcon XB

Years of production: 1973 to 1976

Number produced: 211,971

Biggest achievement: The juggernaut keeps rolling.

If the XA looked a bit too disco for some (particularly those cartoonish tail-lights) then the XB ironed that out. A crisper, cleaner design, the XB was immediately accepted. Notable changes included the first time every Falcon had front disc brakes as standard and, if you paid extra for the Futura (or any model above it) you also got power-assistance for those brakes. The Falcon GT continued, pioneering the soon-to-be-common practice of painting the bumpers body-colour, although mechanically, the last GT was a bit watered down compared with what had gone before it. Perhaps the most famous Falcon of all – the Mad Max Interceptor – was an XB Hardtop, cementing the model's place in local folklore.



The classic finish as two Ford Falcons finish first and second at the 1977 Bathurst 1000. Photo: Leo Thomas


Falcon XC

Years of production: 1976 to 1979

Number produced: 171,082

Biggest achievement: The last of the coke-bottles.

The XC was the very last incarnation of the third-generation Aussie Falcon. The looks have aged well and it was a solid car in the day with an interior that was actually getting on for sumptuous if you stumped up for the Fairmont version. The Falcon GT was no longer part of the range, but the GXL was some kind of consolation with its clever detailing that made it look like more expensive than it was. The XC's biggest hurdle was that it was the first Falcon to conform to the new ADR27A pollution rules mandated by the Feds. And like a lot of locally-made cars, the XC took a big performance and economy hit with the changes forced by the new Design Rule. Ford tried hard to counter the new pollution gear, including developing the cross-flow cylinder head for the inline six, but in the end, ADR27A won. In better news, Allan Moffat's touring car team pulled off the magic result of a one-two finish at Bathurst in 1977. Ford celebrated with a run of 500 Allan Moffat specials. Included was a decal of Moffat's signature and an Australian flag, odd since Moffat was Canadian.

http://www.drive.com.au/motor-featur...23-grn1fv.html

[Express]

Ford Australia: Falcon's golden years



The Ford Falcon rose to become Australia's favourite car in the 1980s.



David Morley
26 September, 2016




Ford XF FALCON


The 1980s were the best of times for the Ford Falcon; a decade when it cemented itself as Australia's most popular car.

Here, we follow the rise - and rise - of the Blue Oval's local hero in the third instalment of our history of the Ford Falcon in Australia.





Falcon XD

Years of production: 1979 to 1982

Number produced: 197,293

Biggest achievement: Bucking a trend.

By the time the XD Falcon hit the market, Australia was in the grip of rising fuel prices and pessimism about the future of petrol. Holden's answer was to downsize for 1978 with the Commodore, but Ford elected to tough it out and keep offering Australian families a roomy, full-sized car. That said, the XD was styled along the lines of the European-market Granada, just on a bigger scale, and the result was new if not actually pretty. From the middle of 1980, the six-cylinder cars got an alloy cylinder head for improved efficiency but in most other ways, the mechanicals were carry-over, including the leaf-sprung rear end (the XD was actually built on the XC's floorpan). Getting weight out of the XD was a priority, though, and the plastic fuel tank and bumpers were a first for an Aussie Falcon. The ESP (European Sports Pack) was also new for the XD and brought with it plenty of sporting flavour and luxury. But even more popular was another new model, the cheap, cheerful and stylish S Pack.





Falcon XE

Years of production: 1982 to 1984

Number produced: 193,890

Biggest achievement: Sprung a rear-end surprise.

Forget that Holden did it more than a decade earlier in 1971, because the move to a coil-sprung rear axle for the XE Falcon was still big news. All Falcons up to that point had used the traditional leaf-spring set-up and the move to coils transformed the Falcon's ride and handling balance. But Ford was having two-bob each way by maintaining the leaf-springs for the commercial vehicle range and for the station wagon. In fact, that layout continued right to the bitter end and even the very last Falcon utes and station wagons featured cart-springs under the rear axle. Much of the rest of the XE Falcon was carry-over XD stuff, although the XE did get a newer (if not actually better) look with a wrap-over front edge to its bonnet and more sculpted tail-lights. Of more concern to lovers of local performance cars, the XE was the last Falcon to feature a V8 engine option as Ford moved to a six-cylinder-only policy for the subsequent model. These days, the V8-powered XE ESP Falcons are highly prized by collectors, further condemning Ford's bizarre decision back in the day.





Falcon XF

Years of production: 1984 to 1988

Number produced: 278,101

Biggest achievement: Commercial success.

With no V8 option, the performance version of the XF Falcon was a 4.1 six-cylinder with electronic fuel-injection. And it flopped. The actual performance was off the pace and there was just no way such a driveline was going to replace the mighty V8. In a way, it was a metaphor for what was happening with the whole Falcon franchise and the rest of the XF package was re-heated XE and, ultimately of course, XD. The whole thing was starting to feel its age and the softer front styling and a new dashboard couldn't hide the fact that this was a car in advanced middle-age. Fleets still loved the big Ford, however. Holden had also virtually handed the commercial vehicle market to Ford by then, and the Falcon ute and panel-van did well as a result. In fact, the same basic ute and van remained in production for a full decade after the XF sedan was discontinued. There was an upgrade to the new SOHC engine, the EF's front sheet-metal and a new dashboard, but underneath it was still more or less a 1979-spec XD.





Falcon EA

Years of production: 1988 to 1991

Number produced: 223,612

Biggest achievement: SOHC arrives.

Compared with the outgoing XF, the EA Falcon was a much more modern looking thing. Designed and developed at huge cost, the EA was the Falcon for a new generation and it started off well by offering a new, single-overhead-camshaft version of the inline six-cylinder, complete with an alloy head and much better efficiency. In fact, three new engines were offered; a 3.9-litre with multi-point injection, and a 3.9 and 3.2-litre with single-point injection. The 3.2 was quickly dropped thanks to buyer disinterest and the 3.9 EFi was the only version to make it to the next model. The EA's main problem was that it was rushed to market and just wasn't ready. A few reliability niggles spoiled things, but the big sticking point was the lack of a four-speed auto, something Holden had been offering since 1986. Buyers would have to wait until the EA Series 2 of late 1989 before the four-speed became a reality, but the poor paint, computer problems and flimsy interiors would stay.

http://www.drive.com.au/motor-featur...23-grnhmi.html

[Express]

Ford Australia: Falcon's roller coaster decade


The 1990s were a rocky time for the Ford Falcon




David Morley
26 September, 2016



FORD EF FALCON XR6


As we continue to trace the history of the Australian Ford Falcon ahead of the closure of the Broadmeadows and Geelong manufacturing facilities in October, we look back at the tumultuous 1990s - a roller coaster decade for the Blue Oval's bread-and-butter line-up.





Falcon EB

Years of production: 1991 to 1993

Number produced: 121,221

Biggest achievement: Return of the V8.

You need to have a pretty keen eye to spot the differences between the EB and the car it replaced, the EA. But under the skin there was more to it. The EB gave us our first taste of (optional) ABS brakes in a local Falcon and other safety areas were also addressed including foam-filling the A-pillars and offering a three-point centre-rear seat-belt. The EB kicked off with the 3.9-litre EFi engine but, for Series 2 cars, that grew to a full four litres; a capacity the Ford six retained till the very end. But the EB was also the model that reintroduced the V8 engine, in this case a five-litre injected unit. Ford also based the 25th anniversary Falcon GT on the EB, though it was hardly the landmark car it should have been. More significant was the establishment of the Tickford performance division and the introduction of the long-lived XR6 and XR8 badges.





Falcon ED

Years of production: 1993 to 1994

Number produced: 72,571

Biggest achievement: Refining the XR concept.

If the EB was hard to discern as a new model, the ED was too, unless you were looking at it from the front. At which point you'd have noticed a curiously oval-shaped grille opening that gave the ED a slightly Murray Cod visage. The ED's main claim to fame is that it was the model that really started to refine and define what it was to be an XR6 or XR8. Both models had proven popular in the EB version, so Ford spent its development budget on making those models look and feel different. It worked, too, and the quad headlight treatment pioneered by the ED became a long-standing XR design cue





Falcon EF

Years of production: 1994 to 1996

Number produced: 192,100

Biggest achievement: More refinement.

The doors and roofline might have remained from the previous models, but the EF represented a major restyling. More rounded, swoopier front and rear styling was grafted on to the bodyshell pioneered with the EA, and the result was a much more modern looking vehicle. A driver's airbag became standard in every EF Falcon. The four-litre six-cylinder came in for major revision to smooth it out, too, with hydraulic engine mounts, a counterweighted crankshaft and a dual-resonance intake manifold. In fact, with the changes in place, the new six gave the five-litre V8 a real hurry-up in the power department. So much so, in fact, that for the first time Ford gave the XR8 model a power-up over the standard V8 version with a total of 170kW.



THE 1997 FORD FALCON GT EL


Falcon EL

Years of production: 1996 to 1998

Number produced: 140,795

Biggest achievement: Calm before the storm.

The last of a series is often the best and so it was with the EL Falcon, the last of the E-Series pioneered by the EA. It didn't look much different, but Tickford's engineers had discovered that if they lowered the pivot point of the Watts-linkage at the rear, the front and rear of the car were suddenly talking to each other. The result was a much more benign handler. Engine wise, the EF's troublesome coil-pack ignition reverted to a distributor-style for the EL. The GT also made a return in the EL, this time with a five-litre engine claiming 200kW. It was a pretty complete package, too, with tweaks to the engine, clutch, handling and gearing. And of course, that wild body-kit.





Falcon AU

Years of production: 1998 to 2002

Number produced: 322,838

Biggest achievement: Handed the trophy to Holden.

The AU will not be remembered as one of Ford Australia's finest moments. There were several reasons for this, including the fact that it coincided with Holden's mega-successful VT model. And when you consider that the VT was a great looking car, the AU's ugly-duckling status was even more critical. But ugly was more than skin deep with the AU and the dashboard was an inexplicable collection of curves and organic shapes that was hastily redesigned for the Series 2 model. In fact, Ford moved quickly to blunt the polarising aspect of the car and there were actually three versions of the AU, none of which were a match for the Holden. In fact, the AU gave Holden the free kick it needed to take a lead over Ford in the sales race; a lead it would never give up. Especially once Ford had alienated its fleet customers by ditching the fleet-discount scheme.

http://www.drive.com.au/motor-featur...23-grnhp2.html

[Express]

Ford Australia: Falcon's rise and fall



The new millenium is a riches to rags story for the Ford Falcon



David Morley
26 September, 2016




Ford Falcon XR8 Sprint Photo: Supplied


If the 1990s were a roller coaster of a decade for the Ford Falcon, the new millenium had even more highs and lows.

A total revamp, a renewed focus on performance sedans and the arrival of the Ford Territory almost saved the Aussie icon, but local buying tastes were changing rapidly and the Falcon will disappear from showrooms after 56 years.

In our final instalment of re-tracing the history of the Ford Falcon, we look at the rise and fall of the big Aussie sedan.



2002 Ford Falcon BA XR6 Turbo.


Falcon BA

Years of production: 2002 to 2005

Number produced: 281,197

Biggest achievement: Wiped the slate clean.

The BA needed to look different to the AU and it did. But, cleverly, it retained the AU's roof and doors with big changes to the front and rear fascias to pull off the transformation. The AU's optional independent rear end was dumbed down a bit for the BA with a cheaper, simpler arrangement that became standard on all sedans. The front end was also dulled down to match. Under the bonnet, the six-cylinder engine became a twin-cam unit while a new 5.4-litre V8 with DOHC was also installed in the XR8 and a less-powerful version as an option on other models. The BA's big achievement, however, was the XR6 Turbo which ushered in the best locally designed and built engine this country has ever produced. And it sold like crazy. Ford also finally got serious about taking on cross-town performance rival, HSV, when it re-branded its Tickford division to Ford Performance Vehicles and revived the iconic GT Falcon as a full-time model.





Falcon BF

Years of production: 2004 to 2006

Number produced: 136,473

Biggest achievement: Spot the difference.

Essentially a facelift of the BA, but you'd need keen eyes to pick the differences. Stability control was becoming a big selling point, so Ford worked with Bosch to make it a reality on the Falcon line-up, although it was restricted to the upmarket and performance models. The BF also introduced the six-speed automatic to the Falcon range, improving acceleration, driveability and fuel economy in one move. The BF Series 2 was all about niche models with several limited-edition models from FPV including the latter-day Cobra sedan and ute. This was the last model to include a Falcon station wagon which, in Series III form continued to sell even after the BF had been replaced by the FG.





Falcon FG

Years of production: 2008 to 2014

Number produced: 191,314

Biggest achievement: V8 science 101.

Although it looked fresh, the FG actually retained a lot of BF engineering but combined it with some worthwhile refinement improvements. The basic line-up continued but there was also the arrival of a fuel-conscious Ecoboost model with a four-cylinder turbo motor for the first time. It was a bold move to arrest perception that the Falcon was an out-of-date gas guzzler, but buyers didn't take to it as well as Ford hoped. At the other end of the scale, the FPV performance models also got a new engine. While the old 5.4-litre V8 had come to the end of its development tether, FPV's partner company, Prodrive, locally developed a supercharged version of Ford's new global five-litre V8. In the FPV cars, it offered huge performance. With the end in sight, FPV took the opportunity to tweak the V8 a little more and come up with the GT-F (F for Final) with 351kW, giving it license to revive the famous 351 badge.




Ford Falcon XR8 Sprint


Falcon FG-X

Years of production: 2014 to 2016

Number produced: 11,570

Biggest achievement: Saving the best till last

The smell of death was upon the Falcon by now, but that didn't stop Ford pressing ahead with new technology like a carbon-fibre air intake system and SYNC 2 that could automatically contact the emergency services after any crash big enough to trigger the car's air bags. Nor did it prevent a nip and tuck with a bold new front fascia giving an aggressive, sporty look. Even so, sales were tanking big time. The FG-Xs we'll remember best were the XR8 Sprint and XR6 Sprint; the latter getting a tuned-up version of the turbocharged six-cylinder engine and the former the supercharged V8. Both are great cars and destined to become collectible. But they also underline what we were losing as Ford transitioned from a manufacturer to an importer.

http://www.drive.com.au/motor-featur...23-grnhx3.html

[Dauphin]

Thanks for sharing. Seeing all the cool press photos was the coolest part.

After reading all that, I have to say the only new thing I learned was that the VL series Holden had a four-speed automatic. I always thought that came along with the VN, but sure enough, Wikipedia says the VL had one too.

[malazn mafia]

11,570 FG-X Produced. That's a shocking number.