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SPECIAL

Ford Territory

SPECIAL

Ford Territory

A Snapshot of Ford's Performance and GT Heritage

Staff, Thursday September 5, 2002.

Page 1 of 1

1963-65 CORTINA GT/GT 500

The relatively humble Cortina dominated motor sport worldwide but never more so than in Australia where it won the first Armstrong 500 at Bathurst in 1963, followed by consecutive victories in 1964 and 1965. Its performance in the Australian Rally Championship was equally awesome. The twin cam Lotus Cortina version put a young Jim McKeown and Allan Moffat on the map with two of the quickest and best-developed Lotus Cortina race cars in the world.

The Cortina GT under Harry Firth's guidance proved to Ford Australia that anything was possible with thorough development and improvisation. It created the ?can do? engineering environment that made the first Falcon GT possible. The Cortina GT was the first local GT, the first four-door GT and, at a time when many Australians struggled to buy a full-sized family car, the Cortina GT was affordable.

The original 1.5 engine responded so well to tuning that it?s little wonder that it formed the basis for several open wheeler race categories. Special internals, a twin-choke Weber, bigger valves and a compression boost, coupled with fatter tyres and tweaked suspension, was enough for its first Bathurst win. The Cortina GT?s standard disc brakes were a rarity in this price range.

As the competition got hotter, so did the Cortina GT. The Lotus Cortina?s complexity and import costs ruled it out as an accessible Bathurst racer so Ford and Harry Firth developed the Cortina GT 500, the first Bathurst homologation special to win Bathurst and the spiritual successor to the Falcon GT-HO models.

The GT 500 could be picked by its long-range fuel tank with twin fillers at the base of the rear screen, front brake scoops, its Lotus Elan-type close-ratio gearbox and extra suspension tweaks. Further engine modifications including camshaft, cylinder head, larger carburettor and higher compression delivered extra power and allowed it to rev higher. The Cortina GT?s distinctive parallel side strips and the tiny 500 badges next to the rear GT badges had serious street credibility at the time.

Pitched against the six cylinder Prince Skyline GT, Cooper S and Renault R8 Gordini in a 1966 Wheels comparison, the home grown GT 500 won and demonstrated that Bathurst had succeeded in challenging local engineers to build the best car. Cortina GT race and rally experience gave Ford Australia the expertise for the XP Falcon 70,000 mile durability run. The same experience also delivered the Falcon GT a win at Bathurst first up in 1967 and brought the whole 1968 Falcon GT team home at the pointy end of the field In the London to Sydney marathon the following year.

1963 FALCON SPRINT

Installing Ford?s new compact Windsor V8 in the original Falcon was a car waiting to happen but when it finally arrived in 1963, the new Sprint as it was called, was far greater than the sum of its parts. The Sprint was an Iacocca idea and the foundation for his Mustang, which was derived from the later two door Sprint?s Falcon platform.

Although it was not sold in Australia, this original V8 Falcon would have a big influence on Australian Falcons for many years to come. It would also have a big presence in historic racing.

The original Sprint was based on the US version of what Australians knew as the XL Falcon Futura in a sharp new coupe style or convertible. Ford Australia later imported this new Coupe roofline and rear glass and mated it up to the unique Australian XM and XP series Falcons to create the original Falcon Hardtops.

The Sprint body shell was much tougher than the standard light weight US Falcon and followed the Australian practice of using Fairlane upgrades including thicker steel, extended frame members and torque-box reinforcement. Its agility and performance prompted Ford to enter it on the European rally circuit, including the Monte Carlo. It captured several GT class wins and a number of outright wins.

The Sprint continued in the heavily revised 1964 body style which Australians did not see as Ford Australia concentrated on refining the original body style. It is this later Sprint version that is a popular entry in Australian historic racing battling against early Mustangs, Chevy Novas and other period muscle.

The US Sprint commenced a Falcon V8 development path that saw the Australian Falcon offered with a 289 V8 option across the range in 1966. This was a first for an Australian family car when Chrysler?s Valiant V8 came only as a limited production top of the range model.

Although the original Falcon Sprint did not appear in Australia when new, the badge and the concept did. In 1965, Sydney speed shop identity Bill Warner converted the XM Hardtop into a unique Australian Sprint after swapping its six for a 260 or 289 V8. While it was not an official Ford Australia project, Ford supplied the new XM Hardtops to Warner under a special deal that gave him a credit for the returned six cylinder drivetrains. They were badged as a Sprint V8 and won early acclaim for their original equipment feel.

The Sprint badge was later revived by Tickford for the special ED XR8 Sprint, a model that was remarkably faithful to the original concept.

1965 XP FAIRMONT Super Pursuit 200

While not a GT, the first Fairmont was an important step in defining the complete performance, safety and luxury package that Ford?s Australian GT would become. The XP Fairmont was the first Falcon fitted with the big-bore and stroked 200 cubic inch (3.28-litre) Super Pursuit engine as standard after it arrived in the previous XM as an option. Also standard for the first time in a full size local family car were the power-assisted front disc brakes and a new three-speed auto when its main rival had only two speeds.

The XP Fairmont was the first Falcon to feature 14-inch wheels and the first Aussie car to feature full wheel covers, the same design as the later ZA Fairlane. It was a combination that would soon appear on the Falcon GT. This new Fairmont was also the ultimate version of the XP Falcon, which completed the amazing non-stop 70,000 miles at 70 mph durability run which established the Falcon as a serious local contender. The intensive local engineering that made the XP so tough provided the reserves of strength that made the first GT such a winner as a balanced endurance racer and long distance road car.

Inside, full-width dash padding added extra safety and the new contoured reclining bucket seats were in another league compared to the split bench seats of the period. Plush carpet was a real luxury when rubber mats were the norm. The ?Super Pursuit 200? Fairmont was available as a 4-door sedan and a rare wagon but its four-door luxury and standard appointments would soon be the starting point for all GTs after the XR.

SPECIFICATIONS:

1965 SHELBY MUSTANG GT-350

Ford celebrated the legendary Mustang's first birthday on April 17, 1965 by introducing the ?GT Equipment Group? package that added the Hi-Po 289 cubic inch, 271bhp V8 engine, front disc brakes, 5-dial instrument cluster, fog lamps, dual exhausts, special badging and sportier suspension.

The Mustang?s early transformation into a GT was a move that would create a huge bank of parts, styling ideas, appearance items, paint schemes, mechanical components, wheels, race bits, spoilers and cabin items that would keep the Australian Falcon GT at the forefront of local high performance models.

The really big news, however, was the launch of the Shelby GT-350 Mustang Fastback in January. The first batch of these Shelby-American enhanced vehicles were all painted white with wide blue racing stripes from front to rear, a paint scheme familiar to local Cobra hardtop owners.

The galloping horse grille badge was replaced with a tri-colour one on the left side of the grille. The interior was all black with a 3-spoke wood-rimmed steering wheel and a central dash-mounted instrument pod. On the racetrack, it would win the national title in its class, three years in a row. Along the rocker panels, there were GT stripes featuring G.T. 350 designation behind the front wheel arch, just like the ones that would appear on Australia?s first Falcon GT. Local variations of the GT-350?s five spoke alloy wheels, bonnet scoop and bonnet-locking pins would also appear on Australian Falcon GTs. Ford Australia made no secret of its local Falcon?s Mustang heritage introducing the new XR series in 1966 as Mustang Bred, which in hindsight, made a GT version inevitable.

1967 XR FALCON GT

This was the car that started the Australian Falcon GT legend! Developed from the special Police Interceptor Pack Falcon, the GT was the brainchild of dynamic Ford Australia Managing Director, Bill Bourke. The experts told Ford that a GT came only with 2 doors but Ford went ahead anyway with the definitive Aussie 4-door GT based on the XR series, resplendent in its own exclusive colour, GT Gold. Its unique charcoal interior featured the sportier ZA Fairlane bucket seats, wood-grained steering wheel, dash and matching gear knob and special Stewart-Warner full instrumentation. Appointments were a cut above the XR Fairmont.

The new GT was also the first full-size Australian family car variation to offer a total performance and appearance package with extra safety including the Mustang 289 V8 with Australia?s first four barrel carburettor, 4-speed manual gearbox, sports suspension with radial tyres on 5.5 inch rims and steering wheel impact pad, all standard.

Its GT stripes down the sides and across the boot, distinctive GT medallions and grille blackouts caused a sensation when the first GT was released in May 1967 as a limited edition model late in the XR series. In October, the real reason for its creation became apparent as the new GT Falcon took the ?King of the Mountain? title at Bathurst thereby establishing the foundations for V8 Supercars into the 21st Century.

SPECIFICATIONS

1968 XT FALCON GT

The success of the XR GT saw rapid development of the XT version released in April 1968 as an ongoing model. It gained the more powerful 302 V8, a beefy new three-speed auto transmission option, wider 6-inch rims, lower suspension and heavier shockers. It was the first Aussie performance car to offer headlights to match its extra performance with new grille-mounted driving lights, a four-eyes performance tradition that would be revived in later Tickford models.

The XT?s greatest claim to fame was the Teams Prize in the 1968 London-Sydney Marathon where the Ford team finished 3rd, 5th and 8th well ahead of many more fancied rally cars. It was extremely popular and sales doubled that of the XR. Compared to the XR GT?s exclusive exterior combination of GT Gold with black stripes, the XT was available in several colours with black-outs and colour-keyed side stripes.

SPECIFICATIONS:

1969 XW FALCON GT, GT-HO Phase 1 (1969) and Phase II (1970)

The XW GT ushered in the era of the real muscle car GTs, the first with the big 351 engines combined with powerful, aggressive styling and large bonnet scoop. Again, it was the first Australian car to feature standard bonnet locking pins, racing exterior mirror, anti-glare bonnet rally panels, styled fuel cap, separate dual exhausts exiting at each corner, styled 12-slot sports wheels, baggy 70-series radial tyres, long distance fuel tank and large ventilated front disc brakes. The XW also saw the introduction of the Phase I and II GT-HO homologation models, which were the first local performance cars to feature a full-width front spoiler.

The earlier 351 Windsor V8 was replaced by the famed 351 Cleveland engine during the XW model life. The standard XW GT, launched in June 1969, was joined by the Windsor-engined Phase I GT-HO in August and, one year later by the Cleveland-powered Phase II GT-HO.

The XW GT also introduced the Super Roo as performance was what the four barrel 351 was all about while the ?HOs? were out-and-out race homologation specials developed for the Touring Car Championship. Engine power jumped dramatically, braking and handling were also greatly improved and racing fans soon had heroes like Moffat and the Geoghegans to cheer for.

SPECIFICATIONS:

1969-78 FALCON GS OPTION PACK

For those who couldn?t quite afford a Falcon GT, Ford provided the answer in the Grand Sport Rally Pack option that transformed a standard sedan or hardtop into an even more desirable machine. On later models, the GS option added the GT hood with the built-in NASA scoops, bold side striping ending in the striking ?GS? insignia and sports steel road wheels to the exterior. Another option added a grille with built-in driving lights.

Inside there was the full GT dash plus a sports steering wheel and a full-length console with shift lever for the 4-speed manual or the chromed T-Bar for the auto. Add the optional 351 or 302 V8, 4-wheel disc brakes and a 125-litre long-range fuel tank and you had the perfect machine for that long drive to Bathurst in October! Today, these GS models are almost as popular as the GT and provide an insight into how the Tickford XR models will be regarded in the future.

SPECIFICATIONS:

From the XW Falcon (1969) the GS Option Pack was available at extra cost for virtually any model in the range ? except, of course, the GT. It consisted of GS rally stripes from the headlight to just behind the rear wheel arch, polished full wheel covers similar to the XR GT, deep-dish 3-spoke wood-grained steering wheel with full circle rim-squeeze horn, GT dash and instruments. The GS Rally Pack was withdrawn at the end of the XC Falcon series. A similar pack known as the European Sports Pak or ESP appeared in the following XD series but that?s another story.

Later GS details varied according to model but the theme remained faithful to the original XW version.

1970 CAPRI 3000 GT

Ford of Europe produced the Capri sports coupe in 1969. With its long bonnet and short rear deck styling it was a compact European equivalent of the Mustang based on the Ford Escort platform. It was an instant success. Local entry models featured 1600 Cortina engines but enthusiasts were well catered-for with the Capri 3000 GT, a sports model that featured the 3-litre V6 from the British Zephyr. It handled and stopped better than most and looked sharp. Assembled locally from mid-1970, the 3000 GT shared the XW GT?s Super Roo decals and its GT badge was used on certain variations of the Falcon GT.

The Capri GT in 1600 and 3000 versions became a popular club racer as well as daily transport for the young upwardly mobile of the day. It was well-equipped for its time with front disc brakes, close-ratio gearbox, bucket seats, sports console, full instrumentation, through-flow ventilation, carpets, 2-speed heater, electric clock and 2-speed electric wipers. It also featured stripes, bonnet rally panels, bonnet locking pins, racing mirrors and enough blackouts to introduce buyers to the Falcon GT experience. Driving lights and steel sports wheels were popular options.

SPECIFICATIONS:

1970 XY FALCON GT and 1971 XY GT-HO Phase III

One of the most sought-after GT models is the XY ?shaker? and one of the most collectible of all Australian performance cars is the Phase III GT-HO version. The XY GT extended the tradition of the true Aussie muscle car by being the first and only model to feature an exposed centre bonnet air-scoop that was attached to the air cleaner of its Cleveland 351 engine, hence the ?shaker? name. The Phase III was to be the ultimate expression of the art with a fully functional ?shaker? air intake and front and rear spoilers.

The 1971 Bathurst 1000 saw a field that seemed to be dominated by Falcon GT-HOs. The first several rows were entirely Falcons and, at the finish, so were the first three places. Even though the XY GT had long been replaced by the XA, the GT-HO Phase III had to soldier on for another season in 1972 after the supercar controversy killed off its XA replacement.

SPECIFICATIONS:

1972 XA FALCON GT and GT-HO Phase IV

The XA Falcon saw the return of a two-door hardtop, which allowed the new XA GT to appear in two-and four-door body styles for the first time. Media controversy over race homologation specials hitting the streets killed the XA Phase IV at birth. Ford had to quickly find a home for 200 sets of the Phase IV?s 15 inch Globe Bathurst wheel and Australia?s first 60 series radial tyre amongst previous Phase III owners so that the Phase III could continue racing in 1972 on the latest 15 inch racing rubber.

The XA series was the first all-Australian Falcon design and the sleek new GT looked the part with twin bonnet NART scoops, side vents on the front guards, blacked-out bonnet, wheel arches and door sills, and driving lights integrated into the blacked-out grille. Upgraded suspension and extra refinement made it even more of a Grand Tourer. The XA GT marked a return to the popular 12-slot sports wheel. From the end of the XY series, the GT?s Cleveland V8 was locally assembled from imported parts before they were manufactured here. The Windsor 302 V8 was replaced by a 302 version of the locally-built V8. The hardtop eventually became even more famous as the basis for the ?Mad Max? super car for the film of the same name.

The XA GT continued the race-winning tradition set by the earlier models culminating in the Moffat/Geoghegan Bathurst victory in 1973 followed by the 1974 Goss/Bartlett win in pouring rain making the XA GT the single most successful GT at Bathurst. Almost one third of the XA GT models were hardtops out of a total of 2,759 units sold. Three prototypes (all supplied to race and rally teams) and one actual production model of the Phase IV were built. Legends, lies and rumours of these four cars persist to this day but they are the most collectible of all GTs. The XA GT was also available with Regular Production Option 83 ? essentially a Phase IV in most respects except for the name!

SPECIFICATIONS:

1973 XA FALCON SUPERBIRD HARDTOP

Devised originally as a Motor Show special with a huge ?Superbird? decal stretching from the front guards to behind the rear doors on each side, this XA Hardtop created so much interest that Ford built a limited run of dressed-up entry level hardtops albeit with a much reduced Superbird decal on each rear quarter panel!

Released in May 1973 with a $112 premium over the standard Hardtop, the limited edition (500 autos, 200 manuals) Superbird featured the 302 V8, special paint and trim plus colour-keyed GT wheels with exposed wheel nuts and centre caps. It was much cheaper than a GT and, today, brings a 30% plus premium over other hardtops on the used car market.

SPECIFICATIONS:

1973 CAPRI RS 3100

In 1973 a sleek Ford sports coupe captured the European Touring Car Championship ? and did it again in 1974. The car was the Ford Capri RS 3100 and it took the fancy of Australian champion Allan Moffat. In 1975, Allan proudly displayed his latest mount in his battles with Pete Geoghegan and Bob Jane for the Sports Sedan crown. A small shipment of Capri RS 3100 road cars were officially sold in Australia from July 1974 and featured the Series I Capri body shell with split front bumpers, quad headlights, four spoke alloys, rear spoiler and the later larger tail light style, not seen on other local Capris.

RACE SPECIFICATIONS:

1973 XB FALCON GT

The XB GT was to be the last of this famous line for almost 20 years until the 25th Anniversary EBII GT was launched in limited numbers in October 1992. The XB?s aggressive new forward sloping nose and divided recessed grille, the twin nostril bonnet scoops, contrasting bonnet panels with matching highlights around the wheel arches and door sills and a new variation of the classic 12-slot wheel with exposed chrome wheel nuts and centre caps, all stamped this GT as something special.

The new front transformed the XB GT Hardtop and with its side scoops and flush new tail lights, it now had serious attitude. A handful of Australian GT hardtops were exported to the UK and they are now attracting strong interest from US collectors. Standard four wheel disc brakes, yet another first for a local performance model, reinforced the GT?s position as a total performance benchmark. The XB GT was also the first with colour-keyed bumpers and together with its giant GT 351 decals and unusual two-tone colour combinations, it ended the first GT chapter on a high.

The XB was the most popular GT model built by Ford with a total of 2,899 (1950 sedans and 949 hardtops) sold. In August 1975, Ford introduced the John Goss Special , a limited edition hardtop with a unique colour scheme and several GT appearance and interior features, to celebrate the fact that Goss was the only driver to win both the Australian Grand Prix and the Bathurst 1000.

SPECIFICATIONS:

1978 XC FALCON COBRA HARDTOP

During the final year of the XA-XB-XC body series, Ford was faced with a dilemma - the all-new XD shape was almost due for release. It had 400 hardtop bodies left but Ford performance buyers now favoured the sharply-styled XC Fairmont GXL fully-optioned with the 5.8 engine after the GT badge was retired at the end of the XB series.

Edsel Ford II, then assistant Managing Director of Ford Australia, suggested building a special hardtop limited edition with an all-white exterior and contrasting blue US racing stripes and other highlights, and adding a special interior and numbered plaque on the dashboard. Named the ?Cobra?, it could feature the famous Shelby snake emblem on the exterior.

There was a choice of 4.9 or 5.8-litre V8 engines with manual or auto transmissions. The 400 cars were built and dealers were rushed with buyers. These striking models with their 15 inch Globe Bathurst alloy wheels, sports seats, special blue and black trim, ducktail rear spoiler that extended down the sides, front airdam, colour-coded bumpers, quartz halogen headlights and driving lights, black grille and 4-wheel disc brakes were GTs in everything but name. Today, they command a premium amongst enthusiast collectors.

The XC Hardtop had already achieved notoriety at the 1977 Bathurst 1000, the year that Allan Moffat and Colin Bond staged the now famous 1-2 victory formation at the finish line. The Cobra version successfully exploited the revival in interest in the model and while it didn?t win the 1978 event, the road version was a real crowd pleaser as the Official Track Car.

The Cobra hardtop didn?t suddenly lose 100 bhp over previous 351 Falcon GT models but the changeover to metric engine measurements allowed manufacturers to switch from gross figures to the more realistic net or DIN figures. The special 5.8 Cobra Bathurst homologation version is a real prize with its bonnet-mounted cold air induction box, spring tower braces, spring tower reinforcement plates, thermo-electric fans, twin fan belts, transmission cooler, racing Scheel seats and close-ratio gearbox. There were fewer than 50 built.

SPECIFICATIONS:

1976-79 XC FALCON/FAIRMONT GS 5.8/FAIRMONT GXL 5.8

Ford may have been forced to drop the GT name from one of its best Falcon models ever but it did not abandon the enthusiast driver. Long after Holden had dropped the imported 350, Ford was still making the Cleveland 351 in Australia. Hidden in the XC options lists were three GT equivalents that were as good as any previous model that wore the GT badge. By squaring up the front, side window line and rear tail lights, Ford freshened-up earlier XA-XB styling to make it look more sophisticated for the XC. The XC?s trimmer looks were complimented by round instruments and a major improvement in front seats, which made it a perfect starting point for a GT in all but name.

By 1976, any car that wore a GT badge was either uninsurable or the premiums were so prohibitive that even if an XC GT had the potential to be the best GT thus far, buyers would have to walk away. In its last year, the XB GT sold only 284 sedans and 125 hardtops so buried in the XC brochure?s fine print was Ford?s 5.8-litre 4 barrel which was actually called the GT Power Pack Option. When previous Falcon 351 options were detuned 2 barrel engines, an aware Ford performance buyer knew exactly what was on offer and those who ordered this engine with a GS pack or a Fairmont GXL had good reason to call their car a GT.

The GT Power Pack came with four wheel disc brakes, limited slip differential, sports handling suspension and FR70H14 steel belted radial tyres. If you started with a Falcon 500, the GS Rally Pack gave you the XB GT bonnet scoops, black grille and other black accents, bumper overriders, 12 slot wheels, full instruments, sports steering wheel, map light, passenger?s side mirror and GT-style long range driving lights. A Fairmont GS was the same deal except it retained its rectangular headlights minus the driving lights. You could order either as a hardtop. The 1977 hardtops that gave Moffat and Bond their 1-2 Bathurst victory were based on this Falcon GS 5.8 spec as the XC Cobra was still another year away.

The most desirable XC GT-substitute of all was the Fairmont GXL 5.8, which is now recognized as one of the most desirable Ford performance sleepers of all. The fine-spoked Euro-style alloy wheels, large rectangular headlights, black grille and tail treatment, sports mirrors and bonnet scoops gave it real presence. Inside was Ford?s best Falcon interior yet with superb cord-trimmed buckets, classy round instruments, padded rim sports steering wheel and full luxury equipment. There were factory dual exhaust and long-range fuel tank options, which completed the GT specifications. A vinyl roof was a common option. The GXL?s European overtones acted as a bridge between the US muscle-car styling of the XB GT and the strong European flavour of the coming XD series.

The lack of a GT badge didn?t seem to hurt this special Fairmont GXL after Wheels magazine named it as one of their five best cars in its price range and voted it the best and fastest of all local muscle cars in 1977. The lighter Falcon 500 GS 5.8 was quicker still. Ford performance drivers were also placing extra value on the special police pursuit cars now referred to as ?interceptors?. These ex-police cars, usually a Falcon 500 hiding full house GT mechanicals, developed a loyal following as another low profile way of accessing GT dynamics without the badge. Considering that the first Falcon GT was a development of a police pursuit special, this new enthusiasm for the plain wrapper police versions made sense.

1982-84 XE FAIRMONT GHIA ESP 5.8

The all new XD Falcon style which shared a passing resemblance to Ford?s European Granada range introduced a strong European flavour to the Falcon range yet retained enough of its GT muscle car heritage to create a unique Aussie blend of performance and looks. The XD series underwent an exhaustive and costly weight reduction program, which continued into the XE and XF series. The reduced fuel consumption demanded by the market also dictated taller gearing. For the XD and XE 5.8 manual models, this explains why the expected boosts in low speed acceleration were to a large extent negated.

The XD Falcon GL 5.8 police pack was effectively offered to the public under the European Sports Pak (ESP) option which added Scheel sports seats, Bathurst alloy wheels similar to the XC Cobra wheels, special paint treatment and full instruments. The ultimate XD expression of the GT philosophy was the Fairmont Ghia ESP 5.8, which combined top shelf Ghia luxury appointments, GT power and ESP sports features. It was a slick package and the locally built Cleveland 5.8 engine gained a cooling fan clutch for added refinement and a sealed cooling system.

The final chapter of the celebrated local Cleveland history was the XE Fairmont Ghia ESP 5.8. The XE facelift added smoother styling and the coil spring Watts Linkage rear end. This was the most sophisticated live rear axle seen in an Australian car and would survive in local Falcon production until 2002. In sports ESP specification, the new suspension dramatically improved ride and handling to create the most sophisticated GT-substitute of all. For the XE performance buyer, Ford made it much easier to order its latest GT stand-in by eliminating all 5.8 versions except for the Fairmont Ghia ESP 5.8.

Only Australian police forces could still buy an XE Falcon GL 5.8 so these are now rare and highly prized. They often left the factory with Fairmont Ghia ESP features including Ghia headlights, front spoiler and instrument packs and would vary according to police budgets and state requirements.

The XE Fairmont Ghia 5.8 ESP is a special high performance Ford milestone as it was an official factory model at a time when Holden abandoned this market and handed it over to Brock-HDT. Magazines frequently compared it favourably with the individually-modified Brock models despite its mainstream production origins. It featured Bilstein dampers, lowered heavy duty suspension, fat 15 inch wheels and tyres, Ghia integrated driving lights, deep front airdam, Scheel sports seats and full instruments. Outside, there were neat exterior blackouts, coloured bumper inserts, deep front airdam and gold wheel centres. Dick Johnson?s XE Falcon racers had a huge profile creating a strong link between the road and race-cars. Sadly, sales were not high enough to ensure a future for Ford?s locally-built Cleveland 5.8 engine.

While emotions ran high over the withdrawal of a local Falcon V8, the commercial reality was something else as Ford Australia was forced to dispose of its unsold V8 engine stocks in the US where they were snapped up by eager buyers for speedboats and other high performance applications. For a short time, Cleveland engines built by Ford Australia were shipped to Italy where they were fitted to de Tomaso?s supercar range.

1987 Sierra Cosworth RS 500

The switch to Group A rules for the Australian Touring Car Championship allowed Ford to introduce its Sierra Group A racers from Europe. Because demand for an ongoing V8 Falcon had dwindled, Ford Australia had concentrated its development efforts in re-engineering its six cylinder engines, which by 1986 were the only family sixes still produced in Australia. A special Group A Falcon V8 was no longer an option after local V8 production ended in 1982.

The Sierra was the European replacement for the Cortina launched late in 1982 and the Sierra RS Cosworth version was first announced at the Geneva Show in March 1985. It was available only as a three door hatch, a body style that had been discontinued from the Sierra range and was now unique to the Sierra Cosworth. Production models followed some time later as the March 1985 announcement was designed to provide advance notice of the new model to private owners and teams.

Ford Australia meanwhile had replaced the Cortina with the locally assembled Ford Telstar version of the front drive Mazda 626. The Telstar had no relationship whatsoever with the rear drive Sierra. While this ruled out any direct connection with the Ford range sold in Australia, the Sierra RS Cosworth race cars allowed the Ford and Holden rivalry to continue throughout the Group A period in Australia.

It was a measure of the Sierra Cosworth that Australia?s best drivers including Peter Brock, Allan Moffat and Dick Johnson all drove one at some stage. The Sierra gave Dick Johnson two Australian Touring Car Championships and his 1989 Bathurst win. It also won Bathurst in 1988 with Longhurst and Mezera at the wheel. Global variations in the interpretation of the Group A rulebook ultimately cost the Sierra Cosworth its most emphatic 1-2 Bathurst finish in 1987 some time after the event.

The RS 500 was the evolution version announced on July 22, 1987. It retained the Cosworth twin cam 16 valve head but its Cosworth YBD-series engine was based on a new reinforced version of the Ford 2-litre four cylinder cast iron block. Most components were tweaked for extra performance and durability under racing conditions when this engine was often delivering 300 kW. The induction system was boosted from 56 to 65mm diameter, the intercooler was much bigger, there were now twin injectors per cylinder and a new water-cooled hybrid Garrett-AiResearch turbocharger was specified.

Cosworth cast the head at their own casting works then machined and assembled it at another Cosworth facility. The whole engine was hand-assembled and individually tested by Cosworth. Suspension and brakes which included Teves four piston front callipers continued as for the Sierra Cosworth.

Externally, the RS 500 had an extra cooling slot at the front while the fog lights were replaced by brake cooling grilles. The front air dam had a more pronounced lip which extended around the lower bumper corners to form an aerodynamic splitter. At the rear, a 30 mm lip extension on the rear wing and an additional liftback spoiler generated an extra 100 kg of downforce at 160 km/h. In road trim, the engine delivered 167 kW for a homologation top speed of 153 mph.

Tickford UK was commissioned by Ford to homologate the RS 500 for production and final assembly. This was carried out under the supervision of manufacturing director, David Flint, better known in Australia as the founding managing director of Tickford Vehicle Engineering and Ford Performance Vehicles. This rare Sierra model has a valid place in Australian Ford performance history as a significant winner.

Examples of the Sierra Cosworth and the later Sapphire version, which was more of a mainstream Ford model, are well-represented in Australia after reaching here as private imports. A similar model was developed in South Africa but featured the 5-litre Windsor V8 instead of the Cosworth engine. This Sierra V8 was called the XR8 some time before the XR8 nameplate appeared in Australia on a Falcon-based model.

1988-92 EA/EB FALCON S

After Ford withdrew the V8 option for the 1984 XF Falcon range, suggestions that Ford lost interest in performance are not supported by the vital statistics of Falcon models that followed. Ford was the first and only local manufacturer to build a cross-flow alloy head version of its pushrod six-cylinder engine and was again the first to offer a 4.1-litre multi-point fuel injected version in March 1982. Not long after, Holden had to abandon its locally built six-cylinder engines and withdraw its V8 for 1986 unleaded fuel requirements as the more efficient Falcon six came into its own.

From 1986, Ford Australia has been the only Australian manufacturer to design and build its own in-line six then maintain it at the forefront of efficiency and performance.

Ford?s 4.1 EFI delivered 121 kW@4000 rpm and 325Nm@3000 rpm on low octane unleaded fuel. When combined with the later XF Falcon?s Borg-Warner T5 5 speed manual transmission and S pack, it was an affordable and strong performer with significant fuel consumption benefits. When the unleaded 4.9-litre Holden V8 re-appeared later in 1986, it delivered 122 kW@4400 rpm and 323Nm@3200.

The imported unleaded Windsor V8 in the Ford Bronco of the same year offered only a 5 kW gain over Ford Australia?s most powerful six. Keen Australian drivers were quick to recognize the benefits of the 4.1 EFI as sales quickly exceeded V8 versions of previous models.

Ford was on a winner with its big sixes and for its all new EA series launched in 1988, Ford developed a potent new 3.9 litre six with multi-point fuel injection, the latest computer power and single overhead camshaft, another first for an Australian-designed and manufactured six. In 1988, Holden withdrew its V8 again and the EA Falcon S with 5-speed manual and the 3.9 MPFI option with its 139 kW@4250 rpm and 338Nm@3500 rpm took on the performance mantle with V8 levels of performance.

Wheels magazine figures in February 1988 revealed that this Falcon S was quicker than the XB GT. With its rack and pinion steering, short arm, long spindle double wishbone front end, Watts linkage rear suspension and slippery new shape, the EA Falcon S was a major advance and the absence of a 351 V8 under the bonnet simply didn?t show up in the performance figures.

The Falcon S with its extra colour-coding, sporty trim and wide 15 inch wheels defined a new market and would soon provide the foundations for one of Ford?s most popular performance models ever, the XR6.

The EB upgrade in July 1991 added gas dampers and firmer suspension settings for the S which were shared with the new S XR8 version. These affordable S models with their powerful 3.9 MPFI engines are now recognized for their blend of handsome looks, solid performance and balanced handling.

1991 EB FALCON S Specifications

1991 EB FALCON S XR8

Ford Australia responded to Ford V8 loyalists by offering the first V8 option since the XE Falcon series with the July 1991 EB facelift. The new engine was the latest sequential multi-point fuel injected version of the imported 5-litre Windsor, which delivered 165 kW@4500 rpm and 388 Nm@3000 rpm. Although it was a strong contender for Holden?s re-engineered V8 launched in 1989, the imported pushrod V8 now faced Ford Australia?s own advanced overhead cam sixes which had closed the performance gap and were much lighter. The new V8?s smooth, easy-going nature hid its true potential, which would soon be unleashed by Tickford in coming models including a new GT.

While the new V8 option was aimed mainly at luxury buyers, the new XR8 version of the Falcon S started a brand new and enthusiastic Ford performance heritage. Remarkably similar to early V8 Falcons equipped with the GS Rally Pack, the XR8 offered entry level V8 performance with exactly the right blend of appearance and equipment upgrades including a subtle rear spoiler and chrome exhaust at an affordable price. Sports seats for the XR8 were heavily-contoured with separate side bolsters compared to the six cylinder S model.

The EB facelift introduced major steering geometry revisions, firmer rear suspension bushings and gas dampers which worked even better with the XR8?s firmer settings. Its more solid and lively feel usually placed it ahead of its Commodore SS rival in contemporary comparisons.

The XR8 ultimately replaced the GT as Ford?s everyday performance icon and achieved phenomenal sales success in later years as Tickford upgrades were applied across the whole XR range.

The EB S XR8 was where it all started but the Tickford badge had yet to be seen as Ford had already embarked on its new V8 program before the new partnership came on line. The engine itself had just undergone substantial development in the US including a forged steel camshaft, roller followers, a new aluminium inlet manifold, hot wire airflow meter and EECIV computer, fabricated tubular exhaust manifolds and single serpentine drive belt for a massive weight cut that was equivalent to a large adult passenger compared to the last 302 installed in a Falcon. Fans of the old Cleveland are not always aware of how much Cleveland bulk can dent performance although they could take heart that this latest Windsor derivative was now built in Cleveland.

Engine ancillaries including sump and manifolds were substantially modified to suit the Falcon engine bay.

1992 CAPRI CLUBSPRINT

The Australian Ford Capri was a unique international effort that combined Italian design, Mazda mechanicals and Australian development to deliver a sporty four-seater convertible for the US and Australian market. The first project for the new Ford-Tickford partnership was the Series II Capri Verde, a relatively straightforward Ford limited edition that was used to fine tune the integration of Tickford and Ford processes in preparation for more complex projects. This led to the Capri ClubSprint of July 1992, the first new model to emerge from the Ford and Tickford joint venture.

Based on the XR2 Turbo only, the first ClubSprint featured unique front and rear styling that incorporated circular driving lights at the front and four round taillights. An aero headrest fairing behind the blue leather seats made it a two seater. Available only in Pearl Black, 200 were built.

A second ClubSprint followed in June 1993, which was available in non-Turbo and Turbo specification. Colour choices were expanded to green or white while black was withdrawn.

The front section was changed to accommodate smaller driving lights and the Tickford wings on the sill kick plates were moved to the front guards below the side repeater lights. Seats were now trimmed in green and orange cloth with green leather side bolsters, the gear knob was leather bound and the Momo steering wheel boss and gear lever surround were given a brushed aluminium finish. Production total was again 200, made up of 34 green Turbos, 108 green non-Turbos, 10 white Turbos and 48 white non-Turbos.

1992 EBII FALCON S XR6

The new Ford-Tickford performance partnership rocked the Australian market with its first XR6 high performance version of the Falcon S in September 1992. The EBII upgrade added extra body strengthening for improved crash safety and a stiffer platform for better handling. If previous S models had yet to convince the market of their V8 levels of performance, the new XR6 was hailed as a V8-beater while its lighter six-cylinder engine reduced weight over the front axle and contributed to nimbler handling.

It was a winning combination that even challenged premium 200 kW rivals and caught the market napping after it provided the perfect work and fun vehicle for a wide range of enthusiast drivers. Its 161 kW power output was just short of Holden?s heavily revised fuel injected V8 but its willing and rorty character more than compensated.

Its inherent strength, balanced handling and performance also proved a good combination for rallying.

Tickford was quick to identify the potential in the latest 4.0-litre version of Ford?s single overhead cam six and sent it to Tickford UK where a special high compression cylinder head with mild porting, heavy duty valve springs, larger valves and guides was developed. A unique camshaft profile, spark plug revisions and higher fuel pressure exploited the better breathing. Its multi-point fuel injection system was recalibrated and the twin muffler and intermediate exhaust system exited through a single 2.5 inch polished tail pipe. This special engine which still only required low octane 91 RON ULP featured a maroon engine camshaft cover with embossed Tickford wings.

This first XR6 set a precedent as an affordable total performance package with improved suspension, sports interior, five spoke alloy wheels, body coloured bumpers and mirrors, red protection mould inserts and a discreet boot lid spoiler. Its classy presentation was enhanced by a leather-wrapped Momo steering wheel.

Later XR6 models developed the theme even further as Tickford added body styling options and other features for owners to tailor their own unique XR6. The signature XR four headlight front did not appear until the ED facelift. Rare wagon versions of later XR6 models are highly sought-after.

1992 EBII FALCON GT

To commemorate the 25^th Anniversary of the first XR GT in 1967, Ford revived the GT with the help of performance partner Tickford Vehicle Engineering. The 265 cars (15 were sent to New Zealand) were snapped up within days of the announcement. They are now recognized as an important chapter in the GT story and played a key role in keeping the legend alive.

Because this new GT went beyond the Fairmont Ghia in interior appointments with lashings of leather and woodgrain, it was as much a luxury grand tourer as a purpose-built performance model and was therefore a worthy tribute to the very first XR GT. It certainly looked the part with the large air scoop flanked by twin extractor scoops on the bonnet, all of which were functional, the smooth air dam below the mesh grille, extra lights, the sensuous 5-spoke alloys and the sculptured rear spoiler.

Like all GTs, it had a jaw-dropping presence with its factory-styled integrated body additions, trend-setting grey body highlights and choice of only three colours, Black Pearl, Cobalt Blue and Cardinal Red. Tickford may have helped with engineering and assembly but it still wore the Ford blue oval and in all respects was a true GT.

It marked many firsts including the first GT with ABS brakes, rack and pinion steering, Watts linkage rear axle, 4 speed auto or 5 speed manual, front and rear spoilers, Momo leather-wrapped steering wheel and the first with body details significantly different from the standard Falcon. The face of performance cars had changed radically since 1976 and the EBII GT had to fast forward the GT legend by 16 years in one model.

Although engine capacity had shrunk from the XB GT?s Cleveland 5.76-litres to 4.94, the EBII GT marked a return to the original and ultimately more efficient Windsor V8, an engine that powers today?s V8 Supercars, restoring a direct link between the road and track cars.

The EBII GT delivered power and torque figures remarkably close to the XB GT after you factor in the XB?s gross figures which are up to 25% higher than today?s net figures. Ford?s net figures for the similar 5.8 XC Cobra place the EBII GT well ahead on horsepower and only slightly behind on torque as expected from a performance engine supplied by Watson Engineering in the US. Tickford attention to total performance and dynamics delivered a real driver?s car with its special engine, aerodynamics, premium tyres and suspension. Performance was remarkably good considering the appointments and the EBII?s heavier and stiffer safety structure.

Ford and Tickford would later repackage the EBII GT mechanicals in a special version of the ED XR8 and create the highly sought-after and award-winning XR8 Sprint, reviving an evocative early Falcon performance nameplate.

SPECIFICATIONS:

1993 ED FALCON XR8 SPRINT

Sometimes a unique blend of components can come together in an inspired limited edition package. The XR8 Sprint was one such combination. Tickford and Ford presented the GT drivetrain with the more affordable body details and interior packaging of the XR8 which also reduced weight.

Performance levels returned to the halcyon days of the GT but this time it was backed by ABS braking, exceptional grip and balance, roadholding and safety levels that were only a dream 20 years earlier. Only 356 were built between August 1993 and July 1994 but it was a healthy production run during a recession period when several higher profile rivals struggled to find buyers.

It also revived the Sprint name, a global Falcon performance nameplate that was associated with GT class and outright rally wins across Europe. This Australian Sprint is linked with that global heritage when key European personnel for the original Sprint rally effort were part of the XR8 Sprint team.

The ED facelift brought extra safety and structural integrity which made it the perfect platform for a new Sprint. The S model level was also deleted from the ED series as the XR range became the new performance baseline in the Falcon range.

Externally, the Sprint could only be picked by its special flat-spoked alloy wheels, slimline front wheel arch extensions, black protection mould inserts, Sprint badgework and lower stance. Inside, there was a four spoke Momo steering wheel, leather seat bolsters and a tacho redline raised to 5500 rpm from 5000. But it was under the bonnet that the big differences lurked.

The GT engine as completed by Watson Engineering featured a 43% larger air flow meter, larger throttle body and free flow inlet manifold. These fed GT40 modified heads with bigger exhaust and inlet valves controlled by a performance camshaft and needle roller bearing aluminium rocker arms. The upper inlet manifold features an XR8 Sprint name plate and Tickford identification.

Suspension was lowered and was effectively the manual EBII GT specification with nolathane bushes. The XR8 Sprint was closer to the original GT concept than the EBII GT and its understated presence which was criticized when new, has survived the test of time better than most performance cars from this era. It won Car Australia?s Performance Car of 1993 and is now a real favourite amongst Ford performance fans. The Sprint name has yet to reappear but its affordable no-nonsense high performance approach surfaced again in the EL XR8 185kW, AUII XR8 220 kW and TE50 range.

SPECIFICATIONS:

1997 EL FALCON XR8 185 kW

During the EL model run, the current Ford Australia President, David Morgan, described the EL as the ultimate development of the body series introduced as the EA in 1988. Nowhere was this more apparent than in the XR8 series. The smooth XR nose styling introduced with the EF was given some attitude for the EL with its extra intake slot between the headlights and a wilder alloy wheel style. Several changes under the skin improved the XR?s refinement and sporty feel.

The main change was the lowering of the centre pivot point of the Watts linkage, which reduced the roll centre of the rear axle. Tickford was then able to tune the rear suspension arm location and bushes to retain the extra ride refinement of the EF while returning the sportier feel of earlier XR models over a wider range of road surfaces. The XR8?s front suspension inner pivot bush was now urethane and the standard XR8 ABS system was the latest Bosch 5.3 system introduced with the EL.

Windsor V8 power output went up by 5 kW for a total of 170 kW for the EF XR8 only. The first 824 examples of the EL XR8 shared this engine.

A significant EL XR8 upgrade followed in October 1997 with little fanfare. An extractor exhaust system similar to the EL GT?s, a larger throttle body, revised Explorer inlet manifolds and tweaking of the latest EEC V system lifted power output up to 185 kW with a small torque increase. The 16 inch wheel and tyre option became standard with two alloy wheel styles available.

This later EL XR8?s rear axle ratio was lowered to 3.45:1 from 3.23:1 which made it the same as the XR6 for a significant improvement in performance off the mark. Only 784 of these final EL XR8 185 kW versions were made which makes them sought-after on the used market.

EL XR8 185 kW

1997 EL FALCON 30th ANNIVERSARY GT

Probably the most aggressive-looking GT ever launched by Ford Australia, the EL 30^th Anniversary model?s in-your-face styling polarised enthusiasts but in true GT tradition, it proved to be ahead of its time and still looks fresher than most 1997 releases. The motoring press dubbed it ?Darth Vader On Wheels?, which neatly summed-up Ford?s 1997 interpretation of how a GT should look.

Developed and hand-assembled by Tickford, the EL GT continued the Grand Tourer concept by going beyond the top Fairmont Ghia?s luxury interior with Momo sports steering wheel, leather and suede sports seats, wood grain cabin highlights and matching it with improved suspension and performance. Ford?s bold new look, which again was fully integrated with the original EL styling, featured a smooth new front bumper with built-in driving lights, deep front spoiler, integrated wheel arch flares and side skirts, sculptured twin vent bonnet scoop, and a wild rear spoiler.

Champion Ford race driver John Bowe was responsible for much of the hands-on fine tuning and testing of the EL GT. Refinement and performance went up another notch after Tickford added a carbon-fibre wrapped tail shaft and reworked the engine for punchier mid-range response. The production run was just 270 and, like the EBII five years before, it was another quick sell-out for Ford and just enough to keep Ford enthusiasts asking for more.

SPECIFICATIONS:

1998 NL FAIRLANE BY TICKFORD

This long wheelbase forerunner to the TL50 was a very special limited edition apart from its tiny 106 production run. It was effectively a long wheelbase version of the EL GT but there were key mechanical differences as it became the first local Ford to offer the US Explorer?s revised Windsor V8 with the GT40P heads. It is sometimes known as the Fairlane 195.

The special engine in this model featured the GT40P heads, the revised Explorer upper and lower inlet manifolds, 65 mm throttle body, 70 mm airflow meter, Motorsport injectors and special extractors. Torque was lifted to a hefty 410 Nm, a welcome boost for a model that was as spacious and luxuriously-equipped as this one.

The exterior was dominated by a more purposeful mesh grille and the large flat-spoked 17-inch alloy wheels. Combined with its lower ride height, there was no mistaking it for an everyday Fairlane on VIP duty.

The GT theme extended to the interior which included sports-contoured front seats, leather and wood-rimmed Momo 4 spoke steering wheel and leather trim accents on doors, dash and centre console. Walnut inserts matching the Momo wheel were added to the door tops and T-bar surround while door handles were polished chrome. A premium 250 Watt 9 speaker audio system and alarm were also standard. This premium model came only in Navy Blue or Regency Red.

SPECIFICATIONS:

2001 AU SERIES II FALCON XR8 220kW

Not one area escaped attention for the new AU series launched in September 1998 as the XR series emerged with a stronger identity. The AU?s crisp new styling looked particularly sharp with the XR?s unique front treatment. The XR?s circular large headlight/smaller driving light combination revived a local Ford tradition that started with the Falcon GT. They also provided exceptional night vision. The smooth new AU styling dropped the Falcon Cd below 0.30 for the first time and the XR front became the new face of Ford?s V8 Supercar race cars.

The AU series introduced powerful new XR6 models, which included the first Australian built engine with variable camshaft timing. This boosted the power output of the entry level XR6 from 164 kW to 172 kW for the XR6 VCT. Both models were now in V8 performance territory hence the introduction of the latest version of the Windsor V8 as developed for the US Explorer. This engine had new cylinder heads, different camshaft and new inlet manifolds. As a mainstream Falcon option it provided 175 kW. For the XR8 it was boosted to the same 185 kW as the last EL XR8 series but with significantly more torque. Pick these later engines by their different spark plug location and GT40P cylinder head stamping.

The AU front suspension was heavily revised with a single lower wishbone replacing the previous lower arm and its locating rod. The new forged alloy upper wishbone now housed the upper ball joint. The box section lower rail which supported the front suspension was substantially increased in size and strength and there was a hefty new cast aluminium cross member. Together, these added extra precision to match the most advanced rear drive independent rear suspension produced in Australia. The precision and grip of this new double wishbone layout worked exceptionally well in the XR8, which emerged as the most sophisticated local performance Ford model up to this point.

The AU XR8 development work gave Tickford and Ford a great starting point for the premium performance T-Series models that arrived a year later.

The AU's huge reserves in grip and safety then supported a power increase in April 2000 with the arrival of the AU Series II. This upgrade also introduced front suspension revisions to allow for larger twin piston front callipers and a major boost in pad size and rotor thickness. Changes to the master cylinder and booster delivered a much firmer brake pedal especially in XR models. The new dual thickness/laminated firewall added refinement and the standard XR8 engine went to 200 kW. Styling revisions squared up the front and there was a new 17-inch wheel design. Premium brakes and leather interior were also optional on these later XR8 models.

An important 220 kW XR8 upgrade was then announced in June 2001 as an AU Series II running change. This coincided with the switch from the alloy heads for the 220 kW engine in the T-Series to the locally re-engineered cast iron heads which were combined with a larger throttle body, matched port inlet manifold and a revised camshaft. This new engine was a hand-assembled Tickford item. Sideskirts and body colour exterior mirrors were now standard.

This was followed by the July 2001 release of the XR8 Rebel, which featured new Ford Racing exterior additions and seven spoke 18 inch Speedline alloy wheels.

For the AU Series III upgrade in November 2001, XR8 buyers were given the choice of the Ford Racing exterior or the original AU Series II XR8 styling. It was a tough choice for Ford performance buyers as to how they would take home the last Windsor-powered XR8, the last with the double wishbone independent rear suspension, the last XR8 with Tickford wings, and the last with the traditional separate circular lights.

Press reports noted that these last XR8 models provided a unique blend of traditional V8 feel and performance in a modern setting. Figures in Wheels September 2001 revealed that this XR8 had matched the best GT models while offering 2001 levels of grip, safety, braking and fuel consumption. The XR badge, which originally appeared on the Mercury Cougar XR7, had come a long way in 10 short years and was now establishing a strong baseline for Ford?s premium performance models.

1999 AU and 2000 AUII TE50/TS50

The launch of the new T-Series range in September 1999 heralded a return of the GT in everything but name. Positioned above everyday Ford XR performance models, the T-Series also marked the arrival of the Ford Tickford Experience (FTE) retail environment to cater for Ford?s more exclusive models. At a time when the worth of an Australian performance car was measured by the number of body add-ons and stated power figures, the T-Series went it alone with understated, elegant exteriors and attention to total performance, much like the first Falcon GT.

Again, the T-Series proved ahead of its time as performance vehicle styling becomes more integrated. It also marked several firsts. The T-series remains the first and only Australian performance model with double wishbone independent suspension front and rear and the first with an adaptive shift auto with steering wheel sequential shift buttons. All AU and AUII T-Series models featured the premium Fairmont dash and particular attention was paid to refinement as the T-Series was intended to be a Grand Tourer in every way.

The AU TE50 combined the best of XR engineering, T-Series styling, the 200 kW Synergy 5000 engine, grooved performance brakes and 17-inch Speedline alloys. The AUII TE50 from October 2000 introduced Ford?s laminated firewall and gained the TS50?s 220 kW engine, extra body highlights and body packages, more colour and trim options. From April/May 2001, the alloy heads were replaced with a locally-worked cast-iron head with special stainless steel valves, combustion chamber and port modifications. There was also a new TE50 18 inch alloy wheel option.

The AU TS50 featured the 220 kW Synergy 5000 engine with alloy heads, bigger throttle body, oil cooler and several other upgrades initially combined with the sequential shift auto only. The unique TS50 suspension specification featured premium Koni dampers, 18 inch Speedline alloys and front end settings specific to this application. Body styling was also subtly upgraded over the TE50. For the AUII TS50, a 5 speed manual option was offered and there were extra body highlights, different rear spoiler packages and a new 18 inch Azzurro alloy wheel alternative. The alloy heads were also replaced from April/May 2001 with the locally reworked cast-iron heads.

All of these earlier T-Series models are exclusive with a combined total of 314 and should become more so with their subtle styling, landmark suspension and transmission specifications.

SPECIFICATIONS

2001 AUIII TE50 and TS50

The engineering of the premium T-Series line was so comprehensive that the reserves in handling and brakes led to buyers demanding more power. The decision was made to dismantle the imported Windsor V8 and totally re-engineer it for the local T-Series application boosting capacity along the way. The resulting 5.6-litre powerhouse gave the T-Series the ultimate and final street Windsor engine handbuilt to blueprint standards and signed-off by the engine builder in the time-honoured Aston-Martin way. Not one detail was overlooked with unique internals, inlet and exhaust systems, crankshaft, heads, fuel system, valve gear and other items all replaced.

The engine delivered a massive 250 kW and 500 Nm of torque which was fed to the rear wheels via a four speed auto or the latest Tremec TR3650 5 speed manual. By 2001, the T-Series V8 was the only V8 engine built in Australia and its hand assembly won enthusiastic support from owners wanting more than a crate engine in their exclusive performance vehicle.

The total Tickford engineering approach dictated an awesome Brembo brake option, a special heavy duty Valeo clutch, a Dana M78 limited slip diff, a new Koni suspension option and lower ride height. The TS50 gained an increase in rear track with special offset rear wheels.

The big boosts in performance came with a price reduction, which was offset by the XR8 dash in the TE50 while the TS50 retained the premium Fairmont item. The AUIII T-Series was a huge success outselling the combined sales of all previous T-Series within months. The same drivetrain was used in the limited edition XR8 Pursuit 250 ute. Not unexpectedly, this potent T-Series led to passionate calls from owners and the press for the return of the GT name as this model not only revived core GT values but took them to another level. This exclusive T-Series line with a projected production run of 334 confirmed that there was an ongoing market for a premium Ford performance range.

SPECIFICATIONS

For further information contact:
Ford Australia Communications
Phone: (03) 9359 8491

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