BA Falcon ? the Ultimate Driving Experience

XR6

As XT but with the following features:

Sports Seats in Cloth Seat Fabric
Sports Instrument Cluster
Cruise Control
Leather Steering Wheel
Body Kit
Unique Front End Styling
Passenger Seat Lumbar Support
17-inch Alloy Wheels (spare = steel)
Body Coloured Body Side Protection Mouldings
Body Coloured Mirrors
Fog Lamps
Deck lid Spoiler
Single Oval Exhaust Outlet with Chrome Tip
Sports IRS
Dual Horns

XR6 Turbo

As XR6 but with the following features:

Barra 240T Turbocharged Engine
240kW, 450Nm
Limited Slip Differential (LSD)
Rear Power Windows
Rear Grab Handles
Traction Control

FALCON ? THE INSIDE STORY

Comfort, quality craftsmanship and contemporary design cues combine to make the BA Falcon interior a haven from the hustle and bustle of modern life.

?We have made quantum leaps in terms of the materials and technology available to us and that is reflected in the final product. The car is a real breakthrough in terms of quality and refinement,? - Ford Interior Design Manager, Marcus Hotblack.

• Crisp contemporary design themes
• Wrap around driver?s cockpit with sporty ambience
• Quality craftsmanship and materials throughout
• New comfort and convenience features
• Interior Command Centre
• Superior ergonomics

Modern fabrics and patterns combine with innovative surface treatments to give the cabin a luxurious yet light and airy feel.

The main feature of the dash is a new Interior Command Centre, a prominent centre stack containing a large LCD panel that gives information on air conditioning, the audio system, trip computer and time. On Fairmont Ghia, a premium quality colour screen is standard.

Marcus said the Falcon interior design process began with a series of intensive customer clinics to identify prevailing tastes and expectations.

?The end result is a design that is uniquely Falcon and uniquely Australian, but that has the luxurious feel and look of prestige European offerings,? he said.

?We wanted to create a cockpit feel, with all the necessary controls falling easily to hand, allowing the driver to concentrate on the road ahead.

?Interior design has important safety implications and things like Braille identifiers on switches and our class-leading wheel-mounted audio controls will help drivers stay focused and in control,? he said.

To achieve the cockpit feel, the centre console was angled towards the driver and the gear shifter was moved rearwards.

?The changes make the driver feel at one with the vehicle.

?But we also ensured that the passenger was not left out of the picture, with easy access to environment controls, such as audio, satellite navigation, dual zone ventilation and interior lighting,? he said.

A great deal of attention was paid to the tactile impact of controls in the car.

?We did a lot of work on the graining of interior surfaces and paid a lot of attention to the way the interior controls function. Things such as rubberised thumbwheel controls for the six large ventilation outlets create a real prestige feel,? Marcus said.

Colour and Trim Design Manager Sharon Gauci said her team?s main aim was to create an interior that reflected the personality of its owner.

?We wanted each model variant to be special, from the look and touch of the materials to the finishes and detail,? Sharon said.

That meant different treatments for each model?s interior.

?We decided that each interior design had to either soothe or excite,? she said.

To that end, the XT model now shares the sporty character of the XR range, while Futura and Fairmont are designed to suit family tastes.

?On Futura and Fairmont, our over-riding desire was to create an interior that exudes warmth, comfort and quiet ? a refuge from the demands of a hectic working life. For Ute and XR models, we have taken an entirely different approach and energised the interior with vibrant finishes and trims,? she said.

The team also made a conscious effort to ensure that the interior trim patterns and surface treatments were not too busy.

?All the colour and trim elements needed to reflect the surface and geometry of the interior design to create harmony between the interior as a whole and the exterior design.

?Part of the calming visual effect was to restrict the seat trim pattern to the seat cushions and not follow it into the door trims."

A Dash of Style

Clean surfaces and modern styling cues give the Falcon dash an impression of quality and strength.

• Two distinct design themes
• Satin metal highlights
• Subtle woodgrain treatment
• Latest technology LEDs

?What we were looking to create was a crisp contemporary design overlaid onto a classic flowing architecture,? Marcus said.

Part of that approach was to begin the dash design process with the entry level model, rather than the high series.

?We wanted to start with a truly aspirational entry level model and then add in additional features and style from there.?

The XT has a sporty look with satin chrome highlights and a dark interior trim called Warm Charcoal.

The XR range carries this theme further, with satin chrome finishes on all ventilation controls, blue LED lighting on the dash and a backlit XR logo on the speedometer.

The speedometer itself has a metal surround, giving it a similar look to men?s sports/diving watches. This treatment is also carried over to the Fairmont Ghia, which has a sports/luxury feel.

Meanwhile, the Futura provides a warm and relaxing environment, with a lighter interior trim on the dash called Stone.

?Stone is a rich, warm and earthy non-grey with a hint of yellow and red undertones. Its inspiration was the Australian landscape," Sharon said.

This overall design theme is carried over to the Fairmont.

The prestige touches in the Fairmont and Fairmont Ghia dash include subtle woodgrain highlights designed to blend in with the interior trim. Other models have painted metallic highlights.

The woodgrain and metallic highlights enhance the door panels and the dash.

Ms Gauci said the woodgrain highlights had been given a modern interpretation, in keeping with the overall design theme.

?On Fairmont Ghia, the woodgrain has a black and maple finish, which gives it a less organic and more technical look in line with modern interior trends. With Fairmont we have again used maple but coloured it with a rich mahogany highlight,? she said.

On the Fairmont and Fairmont Ghia, the large oval clock and surround becomes a centrepiece, while the woodgrain spears create a calmer, horizontal visual effect.

All models feature a new ceiling trim panel finished in a new interior trim colour scheme called Light Stone. The surface treatment is a needlepoint, technical knit design with soft-touch texture. In addition to its sound absorbing properties, it imparts a high-quality look and feel.

Lighting the way

The instrument panel and Interior Command Centre lighting uses latest technology LEDs, green for entry level vehicles, blue for XR and white for Fairmont and Fairmont Ghia.

Similarly, the LCD readouts have green illumination on entry level vehicles and white for XR and high series.

The Interior Command Centre has a PC-style layout, with drop-down menus and cursors.

?The overall look of the ICC is similar to high range stereo systems, with its brushed aluminium look and high-tech read-outs,? Marcus said.

The instrument cluster has more closely grouped dials that are easier to read in one sweep through the upper arc of the steering wheel.

The large tachometer and speedometer dials are spaced outward, while two smaller stacked centrally positioned circular gauges display water temperature and fuel tank information.

Gauge background and surround design varies by series, with speedo and rev counter increment markings different across entry level, XR and prestige models.

The priority with layout was for easy visibility for all drivers.

The boot and fuel release button position has been retained on the dash on the right of the steering wheel.

BA Falcon is able to offer such diverse instrument and dash design and detailing thanks to in-line vehicle sequencing component delivery systems.

This allows the production process to supply the correct dash for the model travelling along the production line, perfectly matching Futura dash to Futura body, Fairmont to Fairmont, etc.

A nice touch

Ford?s designers left nothing to chance with a deliberate and thorough policy of harmonising all switches, buttons and knobs to ensure the interior looks and feels cohesive.

• Consistent look and feel for controls
• Braille identifiers
• Minimum distraction to driver
• Tissue holder
• Larger ventilation outlets

The attention to detail extends down to the markings on dials as well as the grooves on switchgear.

Circular switchgear features radial grooves, while Braille identifiers on alternate audio switches help the driver or passenger locate a particular button without distraction.

The new-style steering wheel has additional buttons to provide increased auxiliary audio function control. Cruise control, where fitted, is operated entirely via steering wheel mounted buttons.

Braille markings are also embossed on the heating, ventilation and air-conditioning control switches and on the electric window switch control bank on the driver?s door armrest.

All switches either push on/off or rotate. Feedback from clinics suggested drivers don?t favour sliders. All switches have a consistent feel and weighting.

Designers made great efforts to simplify the controls for the most intuitive operation.

The translucent panels surrounding the audio control knobs and the CD entry slot are illuminated in green (XT and Futura), blue (XR) or white (Fairmont and Fairmont Ghia).

The lower centre console storage area incorporates a slot into which a pack of Kleenex Little Travellers tissues can be installed. Each vehicle is equipped with a tissue box designed by Ford.

?The tissue-holder is unique for an Australian-made vehicle and demonstrates the attention to detail and customer focus behind the interior design,? Marcus said.

A cigarette lighter is now optional: the 12V plug is dedicated to powering mobile phones or other accessories.

Ventilation outlets are larger than before, giving more effective cooling and heating, while each individual outlet can be closed via a rubberised thumbwheel complete with flow graphic. The wheels are larger than before and easier to operate.

The rubberised thumbwheel has a tactile quality, as does the feel of the satin-chrome interior door releases and gear shifter.

?Our aim was to have exceptional ergonomics,? Marcus said.

The light switch control has been moved from the dash to the end of the indicator stalk, making it easy to locate without having to remove hands from the wheel. The on-off button for the cruise control has been moved onto the steering wheel.

The steering wheel itself has been redesigned also, with a thicker rim and a flat, grained centre housing the dual-inflator airbag.

Also new is the central mounting of the wheel on the steering column, so the wheel does not ride up and down as it is turned from lock-to-lock. This also helps reduce rattle and shake vibrations fed through the steering wheel rim.

New indicator stalks are fitted to all models. They are designed to protrude higher up on the wheel at the ten-to-two position many drivers favour so they can be activated by fingers easily without having to completely remove the hand from the wheel. The previous stalks were set closer to the quarter-to-three position.

The left stalk operates the wipers and adjusts the dwell time for the intermittent wipe action, while the right stalk operates indicators and flash as well as hosting the main switch for the parking and dipped beam headlamps.

The previous dash-mounted switchgear has been deleted.

The dome light cursor switch has been moved to the centre console so the front passenger can also operate it, while the hazard warning lamp switch has also been removed from the top of the steering column.

?During clinic appraisal, it became clear that Australian drivers dislike the prominently-mounted orange warning triangle switch so we have moved it to the instrument panel housing where it can be reached with ease but is not visibly prominent,? Marcus explained.

Behind the gear selector and ahead of the console box is a new style dual cup holder hidden by a pop-up flap

Ergonomically sound

• Computer modelling used extensively
• More driver orientation
• Wide range of adjustment for seating positions
• Better visibility

Ford designers and engineers used three-dimensional modelling software called RAMSIS to determine the positioning of switches and controls.

The RAMSIS software allowed designers to create a virtual interior.

?They could see fingers curling around stalks and steering wheel rims, work out where thumbs would rest or how fingers would operate buttons and switches, as well as predicting eye-points within the car,? Marcus said.

Using RAMSIS, designers were able to elevate the armrest fitted to the door trim, allowing for more elbow room for the driver.

Some other changes instigated as a result of the ergonomic review of the interior include:

• The new gear shifter has been moved 30mm closer to the driver, for more comfortable operation.
• The Interior Command Centre fascia is 40mm closer to the driver than the previous car for easier switchgear access.
• The centre console bin is now deeper and its lid holds business cards and a pen.
• The front seats have been moved inboard by 12mm each to provide greater shoulder clearance and provide space for the deployment of side airbags. As a result, the driver is now positioned centrally behind the steering wheel and has a better view out past the A pillars. Moving the seats inboard also increases hand clearance and access to the new electric seat adjuster and the backrest adjuster.
• The recliner uses a new, smoother mechanism offering finer adjustment.
• Infinitely variable lumbar adjustment is now available, replacing a stepped adjuster.
• Front seat track travel has been increased by 24mm, 12mm fore and 12mm aft from the mid-point.
• The change adds an extra notch of travel each way on the track.
• Driver?s seat height adjustment range is now 55mm ? up by 15mm.
• Front seat cushions are mounted on a flexible mat rather than a steel pan for greater bump impact absorption.
• The revised rear seat now flips in one plane thanks to a single pivot at the base of the backrest.
• The boot now has a plastic scuff cover over the loading lip for enhanced protection and to maintain an attractive visual appearance.
• Attention to detail includes gas strut mounting points for the bootlid that have been tidied up to remove unsightly weld spots and steel plate junctions.

NEW FALCON PROMISES A SEAT TREAT

All new designs, luxurious trims and standard power adjustment across the range highlight the dramatic changes to seating in the new Falcon.

BA Falcons will have all-new seats with four-way power adjustment as standard, with the range-topping Fairmont Ghia featuring six-way adjustment.

The four-way adjuster controls the height and tilt angle of the seat cushion for greater personal comfort. It will be the first time XT and Futura models have offered power adjustment.

Fairmont Ghia?s six-way adjuster adds the convenience of powered fore and aft movement.

Comfort behind the wheel was a key priority of the BA development team and the front and rear seats have been completely redesigned to deliver for the customer.

All front seats will feature manually adjustable lumbar support and seat back adjustment.

Ford devised the new seats using considerable feedback from customers. There are simple, clean lines and richer fabrics.

Greater cushion height adjustment and increased fore and aft track travel also improves comfort, while attention to detail will improve the backrest recliner mechanism action.

Passenger seats with manual adjustment have an easier to use fore/aft travel adjuster.

All seat tracks have plastic covers for improved visual presentation.

The new seats feature upright, formal architecture, with wide, soft bolsters, guaranteeing better lateral support to hold occupants in place.

Improved contours and backrest height provide greater comfort.

Head restraints are bigger and positioned higher up and further forward for greater rear impact safety.

The level of detailing is consistently high throughout the interior with map pockets and grained plastic covers on the seat backs.

The seat trim is attached to the foam pads by a new method that holds the material more tautly in the seam grooves using a new hook and loop system that is similar to Velcro.

This method was devised to provide seats that were not only more comfortable, but also more durable.

In the rear, seat contours have been optimised for improved passenger comfort.

Using computer-aided engineering, the seats have been tuned to match body and floor vibration modes that also dial out unwanted vibrations.

The redesign of the 60/40-split fold mechanism will offer more secure location. The centre armrest is bigger and will feature two integrated cup-holders.

TERRIFIC TRIMS

luxury velour seat covers, contemporary trim patterns and a choice of interior colours show an attention to detail on new BA Falcon that's sure to impress.

Grey will be banished and replaced by the stone family, with ?Warm Charcoal? the darker black. Two-tone trim is available with Warm Charcoal and Stone on XT, or an all-Stone two-tone effect on other models. Warm Charcoal is available throughout for those customers wanting a classic monochromatic interior.

?Stone is a rich, warm and earthy non-grey with a hint of yellow and red undertones that works well in Australia," says Ford's Colour and Trim Design Manager, Sharon Gauci.

Warm Charcoal ? a hue that originated at Jaguar ? carries over from the Series III.

The colour is strong enough to convey blends of sporting, luxury or family values depending on the trims with which it is matched.

"Careful choice of materials and textures have ensured the new Falcon will offer an impression of visual elegance, supported by strong tactile sensations," Gauci said.

Each model will have its own individual colour scheme, pattern and texture, while the top of the range Fairmont Ghia seats will come with standard leather and a broader, more imposing look and feel.

All cloth and leather trim materials have been sourced within Australia.

XT, Futura and Fairmont seats will have bolsters for backrest and cushion, with the seat centre sections divided horizontally by deep seam lines.

The three-panel backrest and three-panel cushion design will be identical across the three non-leather trimmed models, with the material varying according to model.

Each model will be offered with a choice of two interior colour schemes, the seat fabric reflecting the colour theme of the dashboard and door trims.

Seat trims will be finished with a soft velour fabric, with a sensational nap and sheen. The bolsters carry a plain colour, while the centre sections are patterned.

In XT models, the centre panels will have a dark, boxed geometric pattern that contrasts with the stone or black background.

?This trim has a luxury feel to it. The fabrics have a pile with some nap and sheen that mirrors the glossy cosmetic and fashion trends,? Gauci says.

?The XT trim is strong, sporty and business-like.?

Futura will boast a slightly softer velour-like trim with greater napping effect thanks to a different fabric construction.

?There?s an almost transparent, three-dimensional overlapping pattern to the insert facing panels,? Gauci says.

The impression will create visual depth, conveying the experience of the plusher feel with a more affluent look.

In Fairmont, the seat trim will have greater texture, along with a subtler boxed pattern for the seat cushion and backrest inserts.

Larger bolsters with a softer feel, in line with the more luxurious Fairmont?s positioning, will be offered.

Fairmont Ghia will have an all-leather seat as standard in Warm Charcoal or Stone or, as a no-cost option, there will be a cloth insert style bound by leather bolsters.

The cloth insert, in Warm Charcoal or Stone to match the bolsters and interior, is a flat woven fabric with a sporty European feel, shot through with a bright silver highlight thread.

The leather covers are simple and elegant with double needle stitching to enhance the high-grade luxury feel. The feel and texture of the leather is a significant step forward to improving the luxury look and feel.

This styling characteristic will mirror today's popular detail finishes on high fashion leather goods such as handbags and hand-made shoes and boots.

The Ghia seats will have a more contoured bolster with a larger shape cushion. The Ghia?s headrest is also individually styled to differentiate from the other models.

The XR fabric range is racy and energetic. The fabric design is inspired by the track and based on a tyre tread pattern. It is available in five colours with matching twin needle thread colour. These can be matched with exterior colours.

All seat fabrics used on BA cars have undergone a lint retention test to ensure they don?t attract and hold fluff and other debris that adversely affect the appearance of the interior.

The seat fabric is prepared in-house at the Ford assembly plant on newly installed, state-of-the-art computer controlled cutting machines.

The laser cut fabric is then sent next door to the Air International seat factory on the Broadmeadows site, where the seat is assembled on an in-line vehicle sequence delivery plant to ensure a smooth integration with Ford Australia's assembly line.

TECHNOLOGY WITH A HUMAN TOUCH

BA Falcon represents a revolution in the interior design of Australian cars.

• All new dashboard and Interior Command Centre
• TFT colour screen for DVD sat-nav
• LED dash illumination
• Audio upgrade with integrated high-tech security

All Falcon models including Ute feature a new Interior Command Centre; a prominent centre stack that contains a large, legible display panel that reports on the status of the audio, heating and ventilation systems.

The range-topping Fairmont Ghia uses a TFT full-colour screen and adds advanced trip computer functions.

A new DVD-based satellite navigation system is part of the BA program, controlled via a hand-held infrared remote control.

The Interior Command Centre?s (ICC) appearance is styled with an eye to the look of high-end European home audio systems and can be compared with some luxury European car consoles, which sell in Australia for significantly higher prices.

ICC?s emphasis is on ease of operation with intuitively designed switch location and clear labelling. Switchgear feel and actuation is high-class with fingertip push operation. All switches and actuators are single sourced for consistency of feel and operation.

There are four different Interior Command Centre versions, one for XT, one for XT with optional satellite navigation, one for Fairmont, and one for Ghia.

LED displays illuminate the instrument panel and Interior Command Centre switches, providing indefinite working life and reliable light output. The illumination is green for XT and Futura, blue for XR and white for Fairmont and Fairmont Ghia.

Entry Level Interior Command Centre

The XT ICC LCD screen reports on audio and HVAC operating status as well as providing a digital clock.

On the lower lip of the LCD surround are six buttons that operate the audio system presets for radio frequencies and CD track selection.

Set into the lower ICC panel are five flush fitted, identically sized and shaped push buttons for audio control, flanked at either end by a large knob.

The right hand knob controls on/off and volume, the left is split into two hemispheres, one for CD track shuttling and one for radio tune scrolling.

Immediately below the radio controls is the single CD slot, back illuminated with a centre hotspot that fades towards the edges of the slot.

Below the CD slot, two large control knobs operate the HVAC, each with six grooves cut into the outer edges.

The left knob controls temperature, with the air conditioning on/off button recessed slightly at its centre.

The right knob controls fan performance across 14 speed settings and has the recirculate button mounted in its centre.

Between the two knobs are two rows of three flush-fitted switches - similarly sized to the radio switches. These control the ventilation flow as well as rapid demist and rear screen heater elements.

At the base of the XT ICC there are two small circular buttons, centre-mounted, one for central locking lock/unlock and the other for dome light control.

Control of the dome light has been moved form the tiny tab (cursor) fitted around the headlamp control switch on the previous car, to enable passengers to activate the light as well as the driver.

Hold the new dome light switch down for five seconds and it disables the door courtesy lamps. This means customers can open the doors without the lamps illuminating at night which may awaken sleeping children.

The XT ICC with optional satellite navigation replaces the mono LCD screen with a larger TFT colour screen that displays audio, ventilation and time information but which can be switched to display route guidance information.

High Series Interior Command Centre

The high series Fairmont ICC layout is different and resembles much more closely an expensive home hi-fi unit, thanks to its brushed aluminium look facia panel.

Both Fairmont and Ghia boast an elegant analogue clock in an ovoid case mounted above the two large ventilation outlets set atop the ICC.

Fairmont?s ICC features a large format mono LCD screen that displays audio, dual zone climate control and trip computer readouts as well as outside temperature.

Two trip meters are standard across the range. Entry level cars display the information on the instrument panel digital readout, while high series car relay this information via the ICC screen.

BA?s trip computer offers two trip meters, distance to empty, average speed, average fuel, instant fuel and trip time. The auto headlamps on/off feature is standard on Fairmont.

Below the LCD screen sits a long row of flush black plastic audio control buttons with a silvered knob in the centre of the row operating on/off and volume.

The top row of buttons also contains the CD slot while a separate row below has a larger but similarly flush row of seven buttons to operate the climate control.

Below this row sits a quartet of smaller, identically-sized silvered flush circular buttons for traction control on/off, central locking, dome light and the trip computer scroll button with a smaller reset function button slightly offset.

For the top of the range Ghia, the ICC?s physical layout is identical to Fairmont with the exception of the insertion of a TFT colour screen to replace the mono LCD.

This provides high colour graphics for the audio, trip computer and HVAC operating status.

Other BA models specified with optional sat-nav use this TFT colour screen as well.

Audio system upgrade

BA Falcon ICC systems are programmed to work only in the vehicle to which they were fitted at the factory. This applies equally to the ventilation system head unit as much as the audio system components.

The audio head unit is programmed to check with the Body Electronics Module and Powertrain Control Module each time before switching on.

This will help deter thieves from removing the radio in the first place since the audio system will not work in another car.

Music lovers will enjoy their favourite tracks at optimum volume irrespective of the driving environment thanks to speed-dependent volume control that increases volume to compensate for road noise.

AM station listeners will receive crisper reception thanks to new circuitry that dials out interference. In addition the new, on-glass antenna removes the nuisance of a vandalised steel mast, and the attendant replacement cost.

Modern music is available from a variety of systems so there is an auxiliary input to plug in a PlayStation or MP3 player to run through the car?s speakers. This plug is located under the dash and requires only a simple connection to be made.

There are three levels of factory-fitted audio:

Standard audio

Single in-dash CD, LCD screen, auxiliary input for MP3/PlayStation, improved security, speed dependent volume control, AM noise reduction, 100W output.

Prestige audio

Improves over base system with six-stack CD in-dash.

Premium audio

Improves over Prestige system with: Colour TFT display, digital signal processing offering a choice of sound modes and CD compression.

Speaker system

BA Falcon?s speakers are connected to the audio system but also provide delivery of spoken navigation instructions.

When these are issued, the sound level is biased towards the front of the car and the audio system mutes.

The rear speakers on Ghia also double as the audible warning for the Reverse Sensing System that chimes in over the audio system.

Fairmont optioned with Reverse Sensing System employs a separate, rear-mounted speaker.

NEW FALCON'S A BREEZE

• All new, more efficient HVAC system
• Dual zone climate control for high series
• 14-speed fan for low series
• Higher flow ducts for faster cool down/warm up
• New one-touch A/C Max and Demist functions
• New lap coolers for front occupants
• Enhanced rear seat outlets
• Standard lint and optional pollen filters

BA Falcon drivers and passengers will now relax in perfect climatic comfort thanks to the development of a significantly improved and easier to operate heating, cooling and ventilation system.

Run by a microprocessor, the system is able to cool or heat faster due to the adoption of larger compressors and heat exchangers, while new ventilation outlets and redesigned airflow channels brings the hot or cold air to occupants faster.

The system operates more quietly, enhancing the feeling of luxury and serenity within the cabin.

It introduces dual zone climate control on high series cars while even low series cars have a 14-speed fan and semi-automatic cool-down and demist functions.

A lint and airborne debris filter is standard fit while a pollen filter is an option across the range.

The new HVAC system works harder than before blowing 150 litres of air per second (l/s) into the cabin, 30l/s more than the previous system, helping to increase cool-down rates.

Performance of the compressor, evaporator and condenser has been increased by 10 percent to improve cooling speed and temperature while a larger and more powerful heater system with a larger core provides faster warm up.

By offering a 14-speed fan setting on low series cars, Ford?s engineers provide greater driver and passenger control of the cabin environment.

The finer differences between settings also incorporate a higher fan speed than the previous system (which had just four coarser settings), as well as the reduction in fan noise.

The actuators that direct the warm or cool air to the outlets are now electronically controlled, replacing the previous vacuum system, providing quieter operation.

The air delivery system has been totally redesigned to achieve a higher airflow and cope with increased velocity.

The cross-sectional increase in duct size and larger outlets on the dash, as well as the introduction of lap cooler vents in the lower dash housing, provide a greater spread of air (known as a plume) to front passengers.

Rear passengers continue to enjoy ventilation via dual outlets in the rear of the centre console, now enlarged to increase throughput and increase cool-down or warm up rates.

New user-friendly features

A neat new feature provides warm air to the rear outlets when the system?s mode setting is switched to direct warm air to the front footwells. The rear outlets can then be directed downwards for rear feet warming.

The new HVAC also has a new set of control knobs and switches, designed to be more intuitive and user-friendly.

To enhance this still further, two switches are programmed to operate the most commonly desired settings, one for rapid cool down and one for demist.

These occupant benefits are possible thanks to the new generation microprocessor controller fitted on both high and entry level models.

BA Falcon?s new heating, ventilation and cooling system was upgraded partly thanks to customer feedback and partly by the ability to provide a more efficient system thanks to other electronic upgrades made for the program.

The adoption of dual zone climate control air conditioning on higher series models affords individual settings for both driver and front passenger.

Pollen filter

BA Falcon upgrades are not only concerned with safety and enhanced driver features, but also provide a more comfortable cabin environment for occupants, especially allergy sufferers.

The ventilation system is now fitted with an airborne debris filter that restricts coarse dust and leaf particles from being drawn into the fresh air inlet ducts.

It also helps extend the ventilation system?s working life and boosts its effectiveness.

The filter is easily cleaned either at regular service intervals by the dealer or by the owner in dusty or dirty operating environments.

A new dealer-fitted particulate air filter prevents pollen and other fine airborne particles entering the cabin and irritating the sinuses or other allergy centres causing occupant discomfort.

SMART FEATURES FOR A SMART CAR

• Reverse Sensing System introduced on High Series
• Auto headlamps on/off on High Series
• DVD-ROM satellite navigation
• Improved audio and cruise controls
• On-glass antenna
• CAN bus and Multiplex provide faster computer interaction

BA Falcons offer a host of user benefits, one of which is the adoption of a new Reverse Sensing System.

Standard on Fairmont Ghia and optional on Fairmont, Reverse Sensing System helps prevent damage to customers? cars caused by unseen obstacles and gives drivers extra peace of mind when reversing into tight parking slots.

The parking assistant uses a quartet of sensors that emit warning signals through the stereo system?s speakers (separate speaker on Fairmont).

If the Ghia?s audio system is in use the sound is mixed while the car is reversing and the sonar alarm sounds.

Reverse Sensing is automatically enabled when reverse is selected and reads the distance between the vehicle and obstacles in its reversing path.

The system warns of obstacles that are approximately between 1850mm and 450mm from the rear of the vehicle. The warning tone sounds ever more rapidly as the distance closes.

A continuous tone is adopted when the gap is reduced to 450mm or less.

This safety distance allows for towbar protrusion. The system is automatically disabled when towing.

The colour-coded sensors are discretely mounted in the lower section of the rear bumper fascia.

The sensors emit short ultrasonic pulses, calculating the distance the vehicle is from the object.

The outboard pair of sensors provides 500mm of coverage around the side of the vehicle as well, useful for avoiding gateposts when reversing out of a driveway.

Reverse Sensing does not remove the need for drivers to be careful while in reverse.

DVD-based satellite navigation

Ford?s feature-laden BA family also offers the latest state-of-the-art DVD-based satellite navigation system.

Included along with vocal guidance and destination route planning comes enhanced point of interest listings as well as an infrared remote control handset that can be used by the driver or passengers.

A speed lockout restricts inputs to the system when the vehicle is moving.

DVD-based mapping allows for more detailed maps, faster route planning, including rerouting after missed turns and improved capacity for data storage, ensuring greater detail such as the extra points of interest information.

These include petrol stations, banks, restaurants, hotels, travel agents, business facilities and historical monuments.

The main display screen is integrated into the centre console and uses TFT laptop computer screen technology to provide a super-clear full colour display.

The screen can be split to provide a map and turn-by-turn information, as well as a zoom feature for particularly tricky navigating.

Directions are given by voice via the car?s audio system as well as ?turn-by-turn? on the display.

Satellite navigation is available as an option for BA sedans only.

ote entry update

From an aesthetic and user-friendly point of view the separate remote central locking fob has been redesigned to be even easier to use.

The buttons for lock/unlock have been relocated in the casing, and the two stage locking system can be pre-set by the driver.

Two-stage unlocking allows the driver to unlock either just the driver?s door or all doors with a single push of the button.

The panic alarm button has also been recessed into the remote fob to help prevent unintentional triggering.

On Ghia models, the remote fob also stores memory information such as the settings of the seats, mirrors and Power Adjustable Pedals when the remote fob was last used to lock the vehicle.

Audio and ICC security

The ignition key transponder also initiates another security check, by sending a signal to the Powertrain Control Module to provide power to the audio system, once the PCM has determined the correctly matched audio system is installed.

The audio system emits a unique code at start-up that has to match a pre-programmed code held in the PCM memory confirming the audio system in the vehicle is the one it was built with, or the one that has been legitimately installed.

If the code is incorrect the audio system will refuse to work, rendering it useless.

After a battery disconnection, the security code for the radio does not need to be re-installed, saving inconvenience for drivers and owners who may have misplaced the back-up card with the radio code inscribed.

The Interior Command Centre module is also protected by the same coding system that prevents stolen modules being swapped from car to car.

The ICC security code is buried deep in the unit?s electronic memory and does not rely on battery function to continue to work.

Audio and cruise control button upgrade

Falcon?s steering wheel mounted button feature has been enhanced for greater customer benefit with the arrival of the BA family.

The audio (and cruise control where fitted) buttons now number four per side, with the addition of a ?mode? button for the audio and an 'on/off' for the cruise.

The mode button allows drivers to cycle through AM, FM and CD options, as well as being able to change discs and tracks.

The cruise control on/off button has been relocated from the end of the indicator stalk, which is now the main lighting switch.

The overspeed warning system is once again incorporated into the wheel buttons as a sub menu. To activate, the mode button is pressed continuously for three seconds and the speed is adjusted by pressing the + or ? buttons.

Audio and accessories

Ford has recognised the keenness of Australians to adopt new technologies and has added an extra auxiliary input cable to each audio system to allow customers to plug MP3 players or Walkman cassette players into the high-quality standard BA audio systems.

The plug is connected via an easy to use under-dash connector.

Auto headlights

Fairmont and Ghia models are fitted with an ?auto headlights? feature that allows drivers to select a setting that automatically illuminates the dipped beam headlamps when a predetermined light level is reached.

A light sensor mounted on the dash controls the auto setting.

Dipping door mirror

Fairmont Ghia drivers are provided with an intelligent passenger door mirror that dips to reveal the kerb for reversing manoeuvres.

The electronics are contained within the package that provides for memory seats settings.

On-glass antenna

BA Falcon owners can say goodbye to broken radio masts with the adoption of an on-glass antenna across the range.

Developed specifically for Australia urban and inter-urban reception environments, the antenna has been finessed to provide excellent performance on both AM and FM radio bands.

In addition, special pulse filters have been fitted to all BA radio systems to help reduce interference that commonly degrades reception within inner-city areas.

Another benefit of the on-glass application is that the unsightly mast is gone from the front mudguard removing the need for a hole in the panel as well as eliminating a key NVH generator.

Multiplex and CAN bus

BA Falcon debuts multiplex wiring that is used as the carrier system for the data required by the Controller Area Network (CAN), the BA?s main electronic nervous system.

This links the main on board computers allowing them to communicate their status and report faults. These include the Powertrain Control Module (PCM), Body Electronics Module (BEM), heater integrated module, instrument cluster, audio system and traction control.

The super high-speed link also allows the traction control system to pass requests from the ABS modulator to the Powertrain Control Module for a spark or fuel supply reduction to limit wheelspin or slip.

The high-tech communications system also allows the implementation of smart user-friendly features such as speed dependent audio volume control.

The audio module that receives vehicle speed data from the Powertrain Control Module via CAN controls this.

CAN electronics also underpins the operation of speed-dependent windscreen wipers, varying the intermittent wipe speed as speed rises or falls.

It also allows the BEM to interrogate the radio to ensure only the radio coded at the factory is used in the car.

The use of the CAN bus network also allows a smarter and faster trip computer.

The advanced CAN bus system also allows far more detailed reporting and storage of faults should they occur, helping to cut down service and fault finding times.

HOME RUN FOR THE ULTIMATE IN-LINE SIX

Ford is seizing the high-technology lead in Australian engines with the launch of the new BA Falcon, adding a four-valve double overhead camshaft cylinder head and dual VCT to all I6 engines.

• 182kW base engine
• 240kW Turbo XR6 engine
• New DOHC 24-valve head with dual VCT
• Thorough redesign of I6 motor from top to bottom

?What Ford had in mind for this engine was the ultimate I6. The engine really has everything in terms of technology and features: it has the right number of camshafts and valves, it?s got the phasers, it's got everything you?d want in a top of the line engine.?

?One of the biggest moments was when we ran the first engine on the dyno. It started, and ran and delivered in terms of performance. It was reliable and we didn?t have any issues with it. It ran and ran and ran through all our tests.

?In baseball terms it was a home run.? said Dave Mitchell, Engine Design Supervisor

Engineering priorities for the Barra 182 I6 upgrade included boosting performance and reducing NVH.

The variable camshaft timing technology has been expanded to add infinitely variable camshaft adjustment within a 60-degree range (previously it was a fixed two stage variation). There is a VCT phaser on each of the two camshafts.

The engine, which remains at 4.0-litres capacity, now produces class-leading 182kW of power and 380 Nm of torque.

Its torque spread is extremely generous across the entire operating range and is lifted to 6000rpm, well in excess of its predecessor.

For XR6 models a turbo-charged version ? the Barra 240T ? is available for the first time, producing 240kW and 450Nm, assuring XR6 of class dominance.

The four-valve head and dual VCT is a significant upgrade, but there?s more.

The entire engine has been revised with new combustion chambers and port design, the adoption of coil-on-plug ignition, a single chain drive for the camshafts, electronic ?drive-by-wire? throttle control and a crank-mounted oil pump.

The results are improved power and torque, lower fuel consumption, cleaner emissions and better suppression of noise, vibration and harshness levels.

The engine note has improved, thanks to better top-end smoothness, while inlet and exhaust manifold noise has been reduced.

All petrol engines in the Barra family now feature failsafe-cooling protection (previously restricted to I6 engines)

Barra 240T

The XR6 turbocharged and intercooled engine produces a stunning 240kW.

Tickford's engineers were tasked with the challenge of increasing low speed torque and reducing turbo lag, to provide an exhilarating driving experience.

The result is an engine that provides maximum torque of 450Nm from 2000 rpm through to 4500 rpm.

The bountiful low-down torque is achieved via a boost pressure of 6psi.

The turbocharger employed on the Falcon XR6 Turbo engine is the aptly named Garrett GT40, mounted off a cast stainless steel exhaust manifold.

For increased durability the turbo uses engine oil-lubricated and water-cooled bearings and the latest ball bearing technology.

An electronic single by-pass wastegate controls boost pressure accurately and reliably to achieve maximum torque through to 4500rpm.

Given Australia?s elevated ambient summer temperatures and the need to maintain reliable performance, the new turbo unit uses an air-to-air intercooler to increase the density of air reaching the inlet manifold.

The intercooler regulates the temperature of the charged air to maintain boost pressure and power and torque outputs, even under extremely high ambient operating temperatures.

Within the engine there are new pistons and piston rings, while the compression ratio is lowered to 8.7:1.

Higher temperature tolerant exhaust valves are incorporated and fuel delivery pressure is raised to 4 bar.

I6 ENGINE: ALL THE CHANGES

• Standard dual variable camshaft timing across the range
• Double overhead camshafts
• 24-valves
• Electronic Throttle Control
• Turbocharged I6 option for XR6
• New crank-mounted oil pump
• Coil-on-plug ignition system
• Internal exhaust gas recirculation to help meet Euro II emissions
• Upgraded Powertrain Control Module

Overview

BA Falcon?s new Barra 182 I6 engine boasts class-leading power and torque, advanced electronic and mechanical improvements and benefits from a stringent weight control program.

Driveability is substantially improved over the previous unit thanks to power and torque increases and the addition of new dual variable camshaft timing. This results in a fatter, flatter torque curve with more grunt through the entire rev range.

The rev limit has been raised to 6000rpm (from 5700rpm) to benefit from the extra top end power permitted by the new cylinder head arrangement.

Increasing the rev limit has allowed greater exploitation of the improved top-end power thanks to the four-valve double overhead camshaft configuration, while bottom-end grunt improves thanks to the adoption of infinitely variable camshaft timing.

Design

Ford Australia benefited from Ford?s global engine expertise by plugging into best practice processes as well as using Ford Motor Company?s advanced computer aided engineering facilities in the United States.

Much work was undertaken to fine-tune the inlet path and cylinder head design to maximise output and efficiency.

The dual variable camshaft timing is one of the first applications of this technology in the Ford world.

The oil pump mounted on the front of the crank was specifically designed to meet Falcon?s needs, with its high rev limit.

Dual VCT phasers

BA Falcon introduces dual infinitely variable camshaft timing, one of the first applications of this technology across the Ford world.

The aim of the system is to boost torque at any rpm position.

In addition to the improved performance across a broad rev range, there is a noticeable decrease in fuel consumption, especially at part throttle.

At cruise on highway, where throttle openings are reduced, the system is able to retard the timing by as much as 50 degrees.

This cuts fuel consumption as well as providing internal exhaust gas recirculation that helps lower tailpipe emissions.

At idle, the camshaft is advanced by 10 degrees for smoother running.

Camshaft variation of 60-degrees allows the four-valve engine to provide plenty of low down torque. Traditionally four-valve engines demonstrate a strong top end but suffer from a weak bottom end. Thanks to the dual VCT system, the Falcon I6 provides purposeful torque from very low revs.

The transition through the 60-degree advance/retard range is seamless, unlike some less advanced systems where there is a defined point at which one or other program takes effect.

The amount of adjustment is determined by comparing the position of the camshaft with a pre-mapped calibration.

Each camshaft on the I6 engine is fitted with a camshaft phaser that allows up to 60-degrees of variation, depending on engine load. The variation is activated via oil-pressure acting against the phaser.

An oil control valve is fitted on top of each camshaft phaser for immediate response and better reliability. Both control valves are activated simultaneously by impulses received from the Powertrain Control Module.

Mounting the oil control valve within the cylinder head removes the need for separate oil ways and offers greater durability and reliability, as well as packaging efficiencies and weight savings.

To ensure perfect seating of the camshafts, the four VCT oil control galley plates are bolted to the top of the cylinder head before the galleys for the camshafts are bored.

Each of the four galley plates is unique so they cannot be mismatched during in-field service. The galley plates locate on dowels sunk into the head for perfect positioning every time.

Internal Exhaust Gas Recirculation

Exhaust gas recirculation is a new and important feature of the I6 engine. It helps reduce the amount of unburned hydrocarbons leaving the tailpipe, and helps the Barra Falcon I6 engine meet stringent Euro II emission limits well ahead of their implementation in Australia.

In combination with the electronics used by the dual VCT system, the internal EGR system allows for the late closing of the exhaust valve on the downward induction stroke, which sucks back some of the unburned exhaust gas from the extractors.

This mixes with the fresh incoming petrol/air charge, reducing fuel consumption.

Using the VCT management system to provide the late closing of the exhaust valve removes the need for a bolt?on external EGR system, saving weight and cost.

Cylinder head

The new aluminium cylinder head is cast using a best practice gravity casting method in place of the former low-pressure die-casting method.

On arrival at Ford in Geelong, it is finish machined in the totally revamped, multi-million dollar head machining operations area.

The cylinder head is about 50 per cent stiffer than the previous unit. This allows a new, thinner single layer steel (SLS) sheet metal gasket to be used.

The cylinder head is taller and more complex thanks to double overhead camshafts, four valves per cylinder and the positioning of the oil control valves for the dual VCT atop the camshafts.

Evaluation and development work on the cylinder head was done both in Australia and within Ford in the United States.

Camshafts

Previously cast iron, the new DOHC I6 items are now roll forged to cope with the higher loads of the increase rev limit. The centres are bored out to save weight, which also helps durability for the increased rev limit.

A simplex rather than duplex chain now drives the camshafts. This saves weight, improves NVH and allows for more compact packaging.

Valve train

Duratec-style finger followers are employed between camshaft lobes and valve stems because they are the most friction efficient and modern method of valve control.

The standard Duratec design has been improved for application on Falcon with the addition of a clip to hold the lash adjuster to the rocker for improved reliability.

The valve train is lighter than before but the weight saving is offset by the doubling of components thanks to the four-valve arrangement.

Valves have a domed head and no lip, to limit tumble in chamber as well as provide good seating. For dedicated LPG engines the valves and valve seats are hardened.

The valve train geometry is derived from an American specification V-engine with inclined cylinder heads. For use on the Falcon I6, the coolant and oil passageways were redesigned using computer-aided engineering.

The valves are sized for maximum volumetric efficiency. A special computer program was utilised to analyse efficiency and identify the optimal power and torque spread at all load speeds.

Coil on plug

Switching to a coil-on-plug system removes the need for high-tension leads, boosting reliability and durability of the ignition system.

The coil-on-plug set-up also provides more power to the spark plug, while the absence of a distributor pack on the engine saves weight and improves exterior packaging appearance.

Spark Plugs

Long-life plugs are located in the centre of the combustion chamber roof between the four valves.

Coolant

The complete reworking of the cylinder head for Barra required a totally new water jacket.

Ford?s engineers spent much time and effort to create a new flow map for the coolant within the cylinder head, using advanced computational fluid dynamics modelling to avoid hotspots and to ensure a rapid movement of coolant through the head.

Heat management studies revealed the need to insert deflection vanes to squeeze coolant past hotspots - such as exhaust valve seats - at higher velocities in order to provide as even a spread of temperature across the head as possible.

The result of the CFD work is a 30 per cent decrease in the volume of coolant required, which gives a faster warm-up rate and a concurrent reduction in weight. The more even operating temperature, coupled with the increased stiffness of the head, will enhance durability levels still further.

The main cooling radiator features a higher capacity, higher efficiency alloy core.

Combustion chamber

The compression ratio of the new I6 engine is raised from 9.65:1 to 9.7:1, while the dedicated LPG engine compression ratio has been elevated still further to benefit fuel consumption even more. It now runs at 10.7:1, a significant rise from the previous engine?s 9.65:1 level.

This translates to better fuel consumption from the same spark.

The combustion chamber design was modified to accommodate the four valve head and centrally mounted spark plug.

Engineers on both sides of the Pacific worked to reduce in-cylinder tumble for more efficient burn and to reduce combustion harshness that sometimes becomes apparent at high revs.

The inlet ports in the cylinder head were modified to provide significantly higher flow coefficients compared with the previous engine, even before accounting for the four-valve advantages.

As inlet tract volumetric efficiency increases, so too does peak power and breathing across the rev range.

Powertrain Control Module

The BA Falcon?s main computer has been substantially upgraded.

Faster, and capable of far higher numbers of calculations, the PCM now has to integrate new systems such as the Electronic Throttle Control, dual VCT and cruise control, as well as fuel injection and automatic gearbox gear shift integration.

Knock sensor

A new generation knock control strategy has been developed for the Barra I6 engine to prevent the potentially harmful effects of detonation as well as to cope with variable fuel quality.

It is activated across the entire rev range.

Advantages for customers are enhanced if they run on Premium Unleaded fuel. Increased spark advance means more power and greater consumption benefits without the risk of detonation.

Electronic Throttle Control

The advanced BA Falcon swoops in with jet fighter derived fly-by-wire engine control offering many driver benefits.

Drive-by-wire has been adopted by many state-of?the-art European luxury cars. It was developed in the aviation industry where its reliability and durability was proven under arduous operating conditions.

BA?s adoption of Electronic Throttle Control leads the Australian market. It's the first locally made car to feature such high technology.

Drive-by-wire is fitted as standard to all BA models. It provides precision control of acceleration, helps reduce fuel consumption and emissions, and doubles as the cruise control actuation system, saving weight and improving NVH.

It also allows seamless integration and activation of the dual VCT system by being able to monitor exact throttle openings.

BA ETC uses an electronic link to replace the traditional mechanical accelerator cable and linkages that wound their way from the driver?s footwell through the firewall and around the engine to the throttle plate.

ETC also dispenses with the mechanical cruise control cable, reducing engine bay NVH transmission into the cabin.

ETC registers the position of the accelerator pedal and transmits that data to the Powertrain Control Module. The PCM in turn authorises the throttle plate to open.

The ETC?s request for the throttle to be opened is compared with data supplied to the engine management system from sensors controlling items such as fuel pressure, engine temperature and automatic transmission status.

Previously the driver applied the accelerator pedal to open the throttle plate and a position sensor on the plate relayed that information to the Powertrain Control Module.

By reversing the process, greater throttle plate control is achieved, helping to reduce fuel consumption and emissions.

The system was fine-tuned for BA Falcon in association with Ford?s engineers in the United States.

Driver benefits include:

• Consistency of pedal feel as well as greater responsiveness to accelerator inputs.
• Smoother engagement of traction control because the fuel supply is not abruptly terminated in low traction situations but reduced in infinitely adjustable increments.
• A more refined engagement of the rev limiter function.
• More seamless activation and re-engagement of the cruise control system.
• Fine throttle control for low speed manoeuvring and optimised pedal response for high-speed kickdown.
• Smooth idle thanks to inputs from the Powertrain Control Module rather than the mechanical throttle by-pass system - now deleted.
• Electronics are more reliable and durable and do not require regular servicing like mechanical systems.

Inlet system

The inlet tract has been opened up for better flow while the inlet manifold continues with a dual resonance manifold design.

The two runners provide a long path for low-down torque but above a set rev limit switch to a shorter path for more top-end acceleration and wide open throttle performance.

Rev limiter

The application of the electronic throttle control allows the implementation of a more refined rev limiter that engages in a smoother manner.

Block

The BA Falcon?s I6 block is made of cast iron but topped by an alloy cylinder head. The block is lighter than before, partly thanks to the deletion of the auxiliary drive shaft that drove the oil pump and distributor.

Deleting the drive shaft also benefits NVH.

The drive shaft housing has been shaved off the side of the block and the oil pump is mounted on the end of the crankshaft.

Oil Pump

The oil pump is a new design that is driven by the crankshaft. The pump housing slips over the end of the crank at the front of the engine.

The pump has been specifically designed to cope with the increased rev limit of the I6 engine.

Previously the oil pump was driven at cam-speed (half crank) via an auxiliary drive shaft (now deleted).

To avoid cavitation (where bubbles form in the lubricant due to high rotation speeds), the design has been optimised with the 6000rpm red line in mind. The pump is now 25 per cent more efficient.

Fitting the oil pump on the crank is a feature of Duratec engines.

Sump

The cross-bolted alloy sump, designed for the new I6 engine in 1998, has been further refined and modified. The oil pan is biased towards a more rapid return of lubricant to the oil pump pick up, due to the requirements of the dual VCT camshaft phasers. There are also twice the number of valve train components to lubricate.

Also included in the sump is a windage tray, close fitting underneath the rotating crankshaft, to increase power and reduce aeration of oil.

Engine Mountings

Three new hydraulic engine mountings attach the motor to the engine bay. The aluminium mounts are stiffer to dial out NVH transmission.

Smart Start

This intelligent lock-out system prevents the starter being accidentally engaged when the engine is running.

TORRENT OF TORQUE FROM NEW V8

BA Falcon is the first vehicle in the world to use the new 5.4-litre 3-valve engine from Ford's Windsor plant in Canada. It boasts VCT variable camshaft timing on the single overhead camshaft per bank as well as three valves per cylinder, electronic throttle control, failsafe cooling system and unique, Australian-designed inlet and exhaust manifolds.

• Ford-world debut for upgraded 5.4-litre engine
• Overhead camshafts (one per bank)
• Three-valve head (two intake, one exhaust)
• VCT continuously variable over 60 degrees relative to the crankshaft
• Aluminium cylinder heads
• Roller finger follower valvetrain
• Electronic throttle control
• Coil on plug ignition
• Failsafe cooling

The BA Falcon?s new high-tech 5.4-litre 3-valve Barra 220 V8 engine offers a tower of power with 220 kW and an exceptional 470 Nm of torque between 3250 rpm and 4000 rpm.

The surfeit of torque makes towing a breeze, while the muscular thumping beat of a traditional V8 sound will appeal to enthusiast drivers.

The new engine will be available as a cost option across sedan and ute models.

The new 5.4-litre V8 is the first iteration of the substantially redesigned modular V8 family. Falcon is the first Ford to use this engine which now boasts VCT variable camshaft timing on the single overhead camshaft bank as well as three valves per cylinder, electronic throttle control, failsafe cooling system and unique designed inlet and exhaust manifolds for the Falcon application.

The engine has undergone significant development to make it perfectly suited to Falcon buyers with their appreciation of huge reserves of low down torque.

A fat, flat torque curve means that the engine develops plenty of torque low down and keeps on pulling all the way up the rev band.

The 3-valve system uses two inlet valves and one large circular exhaust valve positioned between the inlet valves.

The use of two intake valves enhances fuel-air mixing prior to combustion. This helps to squeeze all the energy out of each combustion event, improving power delivery and fuel efficiency.

Multiple valves also enhance the engine?s ability to ?breathe? ? that is, to move large volumes of air in and out of the cylinders ? which is a key to generating maximum power.

Variable Cam Timing (VCT)

Ford?s new three-valve cylinder head uses a single overhead camshaft for each bank of cylinders. The cams press down on roller finger followers to open the intake and exhaust valves, which are closed by coil springs.

Conventional camshafts are permanently synchronised with the engine?s crankshaft so that they operate the valves at a specific point in each combustion cycle.

Variable cam timing allows the valves to be operated at different points in the combustion cycle, to provide performance that is precisely tailored to the engine?s specific speed and load at that moment. The timing is set to allow the best overall performance across the engine?s normal operating range.

The result is enhanced efficiency under low-load conditions, such as at idle or highway cruising, and increased power for brisk acceleration or at times of high demand.

Among the other advantages generated by variable cam timing and electronic spark control:

Engineers were able to shape a torque curve that is higher at low revs, without sacrificing high-end power. Torque increases at a relatively steady rate throughout the operating range.

Improved Refinement

Like the improvements in overall engine performance, improvements in the new three-valve engine?s refinement result from a host of design features, rather than a single breakthrough.

In an example that is typical of the holistic approach Ford engineers brought to this new engine design, the intake and exhaust manifolds that produce better air flow and improved efficiency have also been designed to offer quieter operation.

Ford?s noise, vibration and harshness (NVH) engineers used computer modelling to design vibration-resistant ribbing and reinforcement into the aluminium intake manifold.

Similarly, the new engine?s pistons have been shaped with noise reduction in mind. The pistons have longer side skirts than in the past, helping to control piston movement and minimise piston slap.

The three-valve design itself helped to reduce operating noise, as the engineers were able to balance the forces generated by valve and spring movement against each other, and aim the resultant force vectors toward the engine?s overall centre of gravity. This reduces total engine vibration ? and vibration equates to noise.

The compact design of the cylinder heads naturally have a reduced surface area, helping to lower radiated noise. Roller-finger camshaft followers used in the cylinder head are both more efficient and quieter than non-roller designs.

Also at the top of the engine, new magnesium cam covers offer the vibration-resistance of aluminium, at reduced weight. They are fully isolated from vibration via rubber grommets integral to the mounting scheme.

Reinforcing ribs cast into the cam covers, as well as a structural baffle plate in the underside of the covers, were both computer designed to minimise audible vibrations.

NVH engineers took a different approach with the engine?s front cover, which must bear the mechanical stresses of the accessory drive belt.

In the new ?controlled standoff? design, solid metal is used at the points where the cover bolts to the engine block, but a rubber gasket damps vibrations between mounting points. This refinement alone is responsible for a one-decibel reduction in overall sound levels.

Behind this cover, a new tensioner, reshaped to control small side-to-side chain movements, further reduces the sounds of the chain drive system.

The engine block itself is stiffer than in the past, through addition of computer-designed reinforcements cast into the block sidewalls, and thicker metal along the gasket surfaces. This, in combination with a new style oil pan made of a sandwich of metal around a plastic core, helps to minimise sound transmission through the bottom of the engine.

The cylinder head is machined in Canada and mated to intake and exhaust manifolds designed by Ford V-Engine Engineering in the United States especially for Falcon.

These help boost high-end torque as well as maintain the traditional low-end grunt an engine of this configuration naturally provides.

XR6 BLOWS AWAY ITS RIVALS

• 240kW at 5250rpm and 450Nm from 2000-4500rpm
• 6psi turbo pressure

BA Falcon?s high performance Barra 240T engine in the XR6 boasts a turbocharger and intercooler to boost power to a class-leading 240kW.

It will be available in both XR6 sedan and Ute models in manual and automatic transmission guises.

The aptly named Garrett GT40 turbo blows to 6psi, helping the 4.0-litre in-line six-cylinder engine to 450Nm of torque between 2000rpm and 4500rpm.

The XR6 Turbo shares the enhanced rev limit of the standard I6 engine, now redlined at 6000rpm.

The turbocharged engine has a knock sensor can run on regular unleaded fuel. However, for optimum performance PULP is recommended.

Full wastegate control is managed by the modified Powertrain Control Module and oil and water are used to cool the turbo during driving and also in shut-down.

The engine is calibrated for minimum lag, ensuring maximum enjoyment of the extra power and torque.

A special cast stainless steel exhaust manifold has been designed to provide durability and reliability in service. Casting stainless steel exhaust manifolds is the new preferred technology employed by Ford ands its premium European brands for turbocharged vehicles.

The base I6 engine is modified with the adoption of new pistons with a dished bowl and fully floating gudgeon pin. The top two piston rings are of a different design, in order to cope with the higher peak operating temperatures and the combustion pressure.

The compression ratio is 8.7:1, down from the 9.7:1 of the standard in-line six, and a heavier duty lubricating oil is used in the engine.

Retaining all the Barra I6 engine updates of the standard engine, the Turbocharged version has revised variable camshaft timing actuation to suit the turbo engine characteristics.

The cylinder head is modified to cope with the higher temperatures incorporating unique exhaust valves. It is topped by a red rocker cover complete with black insert bearing the legend ?Turbo?.

Connecting rods and bearings and crankshaft are all carried over from the standard engine.

The fuel delivery system is up-rated to 4 bar, a 40 per cent increase on the standard fuel pressure. The Turbo has a larger capacity in-tank fuel pump.

The cooling system is up-rated to cope with the extra heat generated by the turbocharger and uses twin cooling fans.

To maintain engine performance in typical Australian summer conditions, the XR6 Turbo uses a Garrett air-to-air intercooler.

The intercooler is mounted low in the front of the car, visible through the under bumper air intake slot.

Heat shields are used in several locations to protect components such as the steering column assembly and the under floor area above the three-inch diameter dump pipe and the catalysts.

The exhaust pipe splits into two tracts on leaving the catalyst before recombining at the rear muffler and exiting as a large oval tailpipe. The exhaust note has been specially tuned for the Turbo engine and matches the high-tech sound of the revised I6 engine.

Designing the turbocharger and intercooler to fit in the Barra engine bay required significant effort by the computer aided engineering team. Development of the turbo package was contracted to Ford Performance Vehicles.

The Turbo engine is mated to either a five-speed BTR T5 manual gearbox or the Sequential Sport Shift four-speed automatic, with modified adaptive shifting unique to XR models.

Manual models have a unique clutch, and traction control is standard on all Turbo sedan models.

The XR6 Turbo retains the powerful standard XR6 braking set-up featuring performance levels on a par with the (optional) premium-braking package of the previous generation vehicle.

Suspension calibration was fine-tuned by V8 Supercar racer John Bowe in association with Ford Performance Vehicles.

AUTOMATIC CHOICE FOR SPIRITED DRIVING

• Sequential Sports Shift for all floor shift automatic transmissions
• Adaptive shifting program for all automatic transmissions
• Intelligent shift program for driver enjoyment and safety
• Improved gear changing quality and feel

Enthusiastic drivers will thrill to BA Falcon?s Sequential Sports Shift transmission available across the range as the standard automatic option.

The SSS transmission is a key feature of BA Falcon?s switch to a more athletic and agile performance base that will attract sporty, aspirational drivers.

The system offers the choice of three distinct driving styles, the freedom and excitement of sequential manual shifting, a more responsive fully automatic mode with top gear lockout or the more relaxed, intuitive adaptive automatic mode.

The SSS enhances Falcon DNA of spirited driving with refinement, the ability to provide comfortable touring with good city response, as well as total manual control for more demanding roads.

Performance Automatic Mode

When the gear shift lever is moved to the left, the transmission is in Performance Auto Mode. The transmission will automatically select the appropriate gear for spirited driving.

"PEF" or "PERF" will be displayed on the instrument cluster for 5 seconds on a Falcon and XR. The PERF notation will remain on a Fairmont / Ghia.

This is the recommended mode for towing.

Manual shifting and DPEF

Manual sequential downshifts are achieved by pushing the shifter forward and up-shifts by pulling backward.

Having studied the operating system used by three of the best comparable sequential manual automatic gearboxes, Ford?s engineers adopted a shifting strategy that serves the needs for the sports driver.

In manual mode, the SSS control software won?t change to a higher gear when the revs reach the red line, but will initiate the now more refined electronic rev limiter to advise the driver to make a manual up-shift.

The system does not circumvent driver control if it thinks a higher gear should be selected. However, under certain circumstances, the gearbox will downshift in response to a kick-down style wide-open-throttle movement by the driver.

This may be during a prolonged steady cruise when the driver suddenly wishes to perform an overtaking manoeuvre and depresses the accelerator all the way to the floor. If certain dynamic parameters are met, the gearbox will slot back a gear to provide the required overtaking acceleration.

This feature is locked out above a certain speed to prevent damage to gearbox components. Both gearbox and engine management computers work in tandem to prevent inappropriate gear selection.

The gearbox will also downshift sequentially to first gear if the car cruises to a halt, for instance at an intersection. The system locks into first gear for launch and requires the driver to return to manual changes.

Adaptive Auto Mode

Adaptive auto mode was previously available on XR8 and T-Series cars but has been refined into two separate versions, one for the regular BA Falcons and one for the XRs.

On all BA Falcons the adaptive shift strategy has been remodelled for a smoother and more refined operation.

Detail changes to automatic transmission

Both Sequential Sports Shift and adaptive shifting contribute to Ford?s efforts to build the new Falcon around the driver.

A new level of refinement of operation and reduction of NVH was engineered into the BA program.

During higher speed gear changes, engine torque is electronically reduced (via spark retard) to improve shift feel and quality.

Gearshifts are now activated via cable rather than by rods, for quieter and more reliable performance.

The cable travels through the bulkhead allowing engineers to seal the previous hole in the transmission tunnel, closing off an NVH path into the cabin.

Inside the naturally aspirated I6 gearbox, a new higher contact ratio gear set has been installed for quieter performance especially at launch. The first gear ratio is improved for standing start launch and also delivers smoother shifting between gears and better fuel consumption due to a higher efficiency transmission internal hydraulic pump.

The gearbox hardware has been updated to the tune of $1 million, spent on the new gear sets and revised oil pump and valve bodies, all aimed at greater transmission efficiency and refinement.

The revisions to the gear set designs brings a new first and fourth gear.

And by redesigning all the gears so more teeth mesh at any one time, the higher frequency of the meshing does not resonate on the gear set casing, a previous source of NVH.

An additional benefit is the eradication of audible gear whine.

Launch performance has been slightly improved thanks to a lower ratio first gear.

All Falcon models now come with a new design alloy plate (finned) transmission oil cooler, aimed at lowering normal operating temperatures and in turn increasing the transmission?s durability.

If a heavy-duty towing pack or taxi pack was optioned a finned cooler had been specified, but now all automatic transmission cars feature a finned cooler.

The standard fit oil cooler helps to lower the cost of the towing pack.

MANUAL TRANSMISSION UPGRADE

• All new manual five-speed Tremec gearbox for V8 engines
• New hydraulic clutch actuation with self-adjusting clutch

Manual gearboxes

Performance gearbox experts Tremec now make the manual five-speed transmissions mated to V8 engines in the new range of BA Falcons.

Manual six-cylinder vehicles use the tried-and-tested BTR T5 five-speed gearboxes.

The imported Tremec five-speed gearbox has been adopted to cope with the higher power and torque loadings provided by the greatly enhanced new V8 engine.

Manual shift feel is improved also by the repositioning of the gear lever to be closer to the driver?s left hand.

Clutch actuation and adjustment

BA Falcon I6 and 3-valve V8 models fitted with manual gearboxes benefit from a smoother clutch action thanks to the replacement of cable-operated shifting by a hydraulic system.

The clutch also has a self-adjusting feature that ensures no manual adjustment to avoid ?clutch slip? is necessary.

By switching to hydraulic rather than cable-operated shifting, the bite point - the position within the arc of the pedal?s depression where the clutch engages - remains constant throughout the life of the clutch plate. The pedal pressure required to operate the clutch also remains constant.

The bite point has also been revised for BA as a result of feedback from customers, and now engages a little further away from the floor than before.

Ford?s engineers have also refined the change from reverse to first gear to ensure a smoother and more positive first time engagement of the forward ratio.

TWO-PIECE DRIVE SHAFT ADDS FINISHING TOUCH

• Refined two-piece drive shaft cuts NVH
• Stainless steel exhaust lasts longer

A new two-piece drive shaft is fitted to all BA sedans with a constant velocity joint employed at the differential.

One of the main reasons for adopting the more expensive propeller shaft solution is to help reduce powertrain NVH transfer into the body.

NVH suppression is also assisted by a new alloy cross member under the transmission and alloy mountings fixing it to the body.

BA Wagon continues with the proven Hotchkiss axle set up, retaining the single piece propeller shaft.

Exhaust system lives longer

BA Falcon now adopts a standard stainless steel system for longer working life. It also features flanges at inter assembly points instead of slip joints, adding to ease of repair and replacement.

Crucially, routing the exhaust over, rather than under the IRS provides a straighter pipe, lowering back-pressure and increasing power output.

The amount of exhaust gas flowing through the new exhaust system is more than doubled compared with the previous system used on independent rear suspension Falcons.

Now 36-litres (up from 17-litres) there is greater gas volume available to moderate the engine pulses in the system giving a more even flow at the rear muffler. This also improves the exhaust note as well as alleviating back-pressure.

The sedan also features increased muffler volume for improved NVH characteristics.

Even the exhaust hanger brackets have been optimised to reduce their vibration frequency and lower NVH generation and transmission.

NEW IRS PROVIDES COMFORT AND CONTROL

An all-new Independent Rear Suspension system, standard across the BA Falcon sedan range, demonstrates that new levels of ride plushness and handling performance can be achieved simultaneously.

?In many suspension set-ups, there is an unnecessary compromise between ride and handling," says Ford Chassis Development Manager Alex de Vlugt. "By decoupling the two we can provide guaranteed control over toe and camber without sacrificing ride comfort.

?Handling has always been a hallmark of Falcon, but the new Control Blade IRS raises the bar to new heights.

?The new Control Blade IRS is lighter than our much lauded Double Wishbone IRS, yet offers more control and is more flattering to the driver. It also provides improved comfort for passengers.?

The Falcon Control Blade is similar to the rear suspension concept fitted to European cars such as Focus and Jaguar X-Type, hailed by critics for their ride, handling and steering response.

Developed by Ford?s chassis team specifically for Australian conditions, it is the first application of Ford Motor Company?s Control Blade technology in a rear-drive vehicle.

"Control Blade IRS was also specifically designed for the BA program to be just as robust as the previous beam axle for trailer towing and outback use," says de Vlugt.

"The great benefit of Control Blade IRS is that it's been designed to separate suspension functions, allowing an optimal tune for varying conditions.

?As a result of this approach, the BA Falcon?s Control Blade IRS is compliant in vertical and longitudinal directions to isolate harshness, but at the same time provides precisely defined toe angles under lateral and longitudinal forces. This ensures excellent handling, superior stability and high levels of driver control.

?The Control Blade IRS on the new Falcon is without doubt superior to the more simple IRS systems found on other Australian cars.?

de Vlugt said the suspension deflection toe curve on BA is the best of any Falcon to date.

"We have designed the longest possible lateral links into the suspension with stiff connections to the body, enabling a very straight toe curve with a carefully tuned slope."

He added that Control Blade IRS offered significant braking advantages, also.

"The geometry of the Control Blade IRS provides significant 'anti-dive' under braking force, translating into very flat body control and greatly enhanced stability."

How does it work?

The new ?Control Blade? is the dominant feature of the new IRS - a longitudinal trailing arm with a large, plush bush at one end. It has the key function of promoting ride and reducing road noise transmission, while providing the freedom to let the lateral links define toe and camber.

This feature effectively isolates the handling components of the suspension from the road noise and impact harshness components of the suspension.

The Control Blade IRS is mounted in a steel subframe, bolted directly to the underbody for increased stiffness.

In addition, all BA Falcons will have upgraded shock absorbers for improved ride performance.

Front suspension in all BA Falcons is the highly praised short and long arm spindle system. However substantial changes have been made to every component in the steering system to further improve Ford?s legendary steering feel.

"These changes have made the steering even more responsive, agile and communicative," de Vlugt says.

Freedom of choice

BA customers will be able to choose from four different levels of suspension tune - more than any previous Falcon.

Standard IRS will be found on XT, Futura and Fairmont, complete with new 215/60 R16 tyres. This setting combines excellent ride performance without compromising handling and steering characteristics.

Sports IRS is standard on Fairmont Ghia, and available across the range as an option for XT, Futura and Fairmont buyers. Based on lower profile 225/50 R17 Dunlop tyres, this set-up provides even higher levels of agility and feedback via a slightly firmer ride, achieved through lowered ride height, revised shock-absorber settings, and stiffer springs and anti-roll bars.

?The new Ghia is more fun to drive,? de Vlugt said. ?It has sharper steering, and handles better without inheriting ride harshness. The new Ghia emerges with a sportier character.?

Heavy Duty Suspension is available as a limited access option for XT sedan buyers. This provides a higher ride height, stiffer springs and revised shock absorber settings for enhanced performance in outback and heavy-duty use. Careful ride tuning allows excellent performance both on and off the bitumen, despite the increased ground clearance.

Tickford IRS starts with ultra low profile 235/45 R17 Dunlop tyres. Standard on all XR sedans, it will not be available as an option on any other models.

All four IRS variants will be built at a new component factory located next door to the Broadmeadows assembly plant and supplied to the assembly line in sequence with vehicle build.

BA station wagon rear suspension retains the tried and tested live rear axle for its excellent load carrying capacity. However, all elements of the rear suspension have been retuned to offer improved ride performance, while maintaining established Falcon wagon values including safe, reliable handling, towing capabilities and robustness.

Station wagon buyers can also opt for a heavy-duty suspension package.

STEERING REVISED FROM TOP TO BOTTOM

Falcon?s renowned steering system has been comprehensively overhauled to provide even greater driver involvement and precision.

• New steering wheel, steering column, steering ratio and revised steering gear
• Revised front suspension mounting points and top mount bushing

The steering wheel has been redesigned and includes new ergonomic audio controls (and cruise control buttons where fitted). The rim diameter is reduced and rim thickness increased compared with the previous model.

The steering column and its mountings have been strengthened to diminish NVH, particularly on rough roads.

Steering offers increased road feel and responsiveness, especially on centre. Steering effort is reduced with a tighter 2.8-turns lock-to-lock.

?Drivers will notice an improved linearity between steering inputs and the car?s response, adding to peace-of-mind motoring,? said Ford Chassis Development Manager Alex de Vlugt.

The steering gear itself has been improved with reduced friction, less compliance and a more direct ratio. Steering and suspension ball joints offer reduced friction, assisting responsiveness and feel.

?The Falcon?s stiffer body shell, combined with stiffer front suspension tower mounts, have allowed us to enhance Falcon?s renowned steering precision and responsiveness, while at the same time reducing NVH transfer from the steering and suspension,? Mr de Vlugt said.

BIGGER BRAKES PULL FALCON UP FASTER

• Bigger brake pads with longer life
• 40 per cent stiffer twin-pot alloy callipers
• Stiffer brake hoses
• Shorter stopping distances, improved pedal feel, less fade
• Electronic Brakeforce Distribution backs up standard ABS on sedan and wagon (and utes where ABS is fitted)
• Traction control software reprofiled

BA Falcon boasts a new generation Australian-designed braking system that offers shorter stopping distances, longer pad life and a firmer pedal feel.

All BA Falcons use a twin-piston aluminium calliper at the front and a single piston aluminium calliper at the rear.

The diameter of the rotors has been increased, with the front ventilated rotor now measuring 298mm x 28mm (previously 287mm x 28mm). At the rear, the solid rotor is now 303mm in diameter and 16mm thick, up from 287mm x 16mm previously.

The increased rotor size has delivered numerous benefits, including:

• Increased braking effectiveness
• Increased pad life
• Improved fade resistance
• Reduced brake temperature
• Lower pedal efforts
• Lowered ownership costs

Ford Chassis Development Manager Alex de Vlugt said the refinements meant Falcon?s brakes could work harder while maintaining a consistent and secure pedal feel.

?The braking system is well suited to the higher performance now available on all BA Falcons,? he said.

?The brakes are more resistant to heat build-up, which means they are less likely to fade under hard use, including towing,? he said.

With a light but stiff feel to the brake pedal Ford engineers have been able to deliver the best of both worlds.

Electronic Brakeforce Distribution is now fitted on all BA sedans and wagons and all utes fitted with ABS.

Stiffer calipers

The BA Falcon?s new aluminium caliper is 40 per cent stiffer than the AUII/III unit it replaces.

Much of the increased stiffness is the result of a thicker, stronger bridge that connects the caliper?s two clamping arms.

This helps prevent the rotor flexing in heavy-duty operation and provides a firmer, more progressive pedal feel. Stiffer brake hoses also contribute to a firmer brake pedal feel.

The asbestos-free brake pad material has been further refined for improved performance and life.

Computer Aided Engineering helped optimise the new braking system on screen prior to prototypes being tested, saving valuable development time.

Electronic Brakeforce Distribution

EBD replaces the fixed front-to-rear proportioning valve in the master cylinder that previously determined the ratio of hydraulic braking effort.

Without a rear brake proportioning device under harsh braking, the rear wheels could lock up sooner than the front wheels, due to weight transfer.

This has the capacity to send the car into a skid. To prevent this from happening the EBD software will detect the onset of a lock-up by comparing wheel rotation speeds, and gently alter the braking pressure acting on the rear brakes by means of the ABS controller mounted in the engine bay.

The proportion of braking effort delivered to the rear wheels is now infinitely variable and calibrated to suit each individual braking action.

In addition to improving braking performance, it provides more even brake pad wear, prolonging pad life.

The EBD software is integrated into the ABS modulation software.

Traction control upgrade

BA Falcon models fitted with traction control will exhibit a more refined level of operation thanks to recalibration of the system and integration with the upgraded Powertrain Control Module.

Traction control is deployed independently of the braking system, but monitors wheel rotation speeds using the ABS sensors at each wheel.

When traction control is fitted, a four-channel ABS system is employed. A three-channel ABS system is used on non-traction control models.

The traction control has been recalibrated to offer drivers more traction and smoother operation, allowing a small degree of wheelspin at launch before the system intervenes in a more harmonious manner.

The system is used to modulate wheelspin at launch on wet and dry roads, as well as in extreme low traction or "split mu" conditions, where one wheel is on a surface with more grip than the other.

The system can also intervene at speed when cornering or on a gravel road, in order to equalise wheel rotation speeds.

The traction control system communicates with the Powertrain Control Module via the Controller Area Network bus using multiplex cabling.

When the traction control system requires a reduction in engine torque via either spark retard or fuel cut-off or both, it calculates an ideal torque output figure via its own internal software, and sends this request to the PCM.

The PCM reports its constant torque value back to the traction control software until its actions, such as spark retard and fuel restriction, achieve the torque figure.

This action takes place in a fraction of a second thanks to the immense speed of the on-board computing system and its CAN bus-driven multiplex communications system.

Ford engineers travelled to Sweden and the Arctic Circle to test the BA Falcon?s new braking system and its updated traction control management by driving for extended periods over snow and ice.

THE QUIET ACHIEVER

?Quietness and smoothness are essential for an overall feeling of well-being in any vehicle, as well as being a distinct indicator of good quality. The new BA Falcon is a far improved experience not only from a quietness and smoothness point of view, but for the whole driving experience as well." ? Clive Humphris, Vehicle Refinement Supervisor.

BA Falcon will be quieter than ever thanks to a raft of noise reduction engineering efforts.

• NVH reduction program across entire vehicle
• Engine note tuned for driver enjoyment
• Stiffer doors hug seals more tightly
• Door mirror redesigned to direct wind noise away from occupants
• New generation insulating foam between body and carpets

A considerable increase in body shell stiffness as well as reductions in wind, road and suspension noise have been achieved thanks to computer aided engineering which took the guesswork out of prototype stages, leaving engineers free to optimise advances across a broad range of improvements.

Changes to tyres, steering, suspension, engines and dramatically improved body stiffness and door sealing help keep out noise or isolate it from the cabin.

Likely noise flow paths were traced to give engineers the opportunity to prevent noise, vibration and harshness paths from intruding into the cabin.

Low rolling resistance tyres, optimised suspension and steering components and the new IRS helped cut road noise generation and transmission.

The all-new Control Blade independent rear suspension uses plush bushing and separated coil and shock absorber design to reduce NVH transfers into the body, while wheel travel is more firmly controlled to cut road noise generation.

The new double overhead camshaft with dual VCT produces a ?sweeter revving?engine with reduced ?top end? harshness.

The exhaust note has also been tuned for a more melodious note. Engineers pursued a noise minimisation program across all engine components including inlet and exhaust manifolds.

The new two-piece propeller shaft helps to isolate powertrain noise, reducing transmission-sourced NVH.

Stiffer suspension mounts with more compliant bushes transmit less vibration into the car?s body, helping reduce driveline vibration, while strengthened door panels and improved door seals result in a reduction of noise around the door seals at highway speeds.

Seats and the new steering column have been designed to better resist shake induced by rough roads.

A body shell that is almost twice as stiff, torsionally, as the previous car, enhances the effect of the redesigned column and seats. The result is a smoother ride with less vibration for the occupants.

The stiffer instrument panel structure cuts squeak and rattle opportunities between the dash and the body and the instruments and accessories inserted into the dash structure.

Annoying and hard-to-locate wiring rattles will be reduced with the wiring loom and cables now clipped firmly to the body, while other areas where plastic parts are clipped to sheetmetal have been improved to cut squeak and rattle potential.

Interior sound insulation is improved using felt and foam to keep high frequency vibration from entering the cabin.

Mounting the radio antenna on the rear screen reduces damage through vandalism as well as killing wind noise, especially at high speed, and parking wiper blades lower on the screen with the arms below the bonnet's trailing edge cuts wind noise around the screen.

Vehicle refinement in detail

?NVH is all that you hear and feel? ? Clive Humphris

Ford dedicated 10 full-time engineers to optimise every aspect of the BA Falcon?s interaction with drivers and passengers.

The aim was to make the car quieter, remove all sources of annoyance or discomfort and to respond more faithfully to driver inputs.

A principal area of research was to look at material matching, clearances and joints inside and out.

Ford spent more then 100 hours in a wind tunnel with a full-size BA Falcon to ensure aerodynamic stability as well as help remove noise generators.

The result is a CD of 0.292 at standard ride height, almost identical to AU Falcon, which measured 0.298. The car is more stable in a straight line and more resistant to side winds. It feels more solid and confident on the road at high speeds.

A testament to the BA team?s attention to detail is the new design of door mirror housing.

Computer-aided engineering revealed that the airstream flowing around the A-pillar was being deflected towards the driver?s ear. By altering the mirror casing design and deflecting the airstream downwards and away from the occupant?s ear, the wind rush is far less obtrusive.

In addition, CAE work revealed weak points in the window sealing that were adversely affecting cabin noise.

Strengthening the window frame at both the leading and trailing edges resulted in a vast reduction in the propensity for the window frame to be 'sucked away' from its seals, thus reducing wind noise.

Both the door and its aperture were stiffened as part of the total CAE-derived body-strengthening package that resulted in an almost doubling of the torsional rigidity of the body.

An increase in the cross sectional size of the front and rear chassis rails, reinforcement of the through-loading slot behind the rear seats and the adoption of a modified shear panel in that area also helped to significantly stiffen the body shell.

The new, stiff-framed Control Blade IRS is directly bolted to the body shell to assist body stiffness. Bushes within the IRS were designed to absorb energy rather than transmit it into the body shell.

In this particular area, close co-operation between the refinement engineers and the suspension and chassis engineers assured BA?s body shell of compliance with the diverse requirements of the three teams.

A stiffer steering column with stiffer mountings helps diminish NVH, as do stiffer exhaust system hangers.

Extra cross-bracing and cross members were also introduced to the body shell to help change the frequency of the vibrations to avoid that drumming sound that annoys the human ear.

?Every inch of the floor pan met frequency targets,? Clive says.

An innovation was the application of a new compound of foam insulation applied to the inside of the floor and body over which specially tuned matrix carpeting is laid. The compound is designed to absorb any remaining NVH from the shell before it can permeate the carpet and be detected by the occupants.

?The new foam on steel is the last line of defence against the incoming sound path.

?We optimised the carpet and foam layers for minimum road noise transfer but still allowed through some power train noise that?s pleasing to the customer.?

?It provides an interior so quiet it is easy for the driver to carry on a conversation with a rear seat passenger, even at highway speeds.?

Among the many detail changes, Ford?s engineers have retuned the door closing effort and improved the quality ?thunk? the door generates on closing, thanks partly to redesigned seals and stiffer doors.

One of the key power train NVH benefits has been generated by the larger capacity exhaust system that increases to 36-litres from 17-litres on the previous IRS Falcon. The expansion ratio into the mufflers has also increased. The exhaust system capacity expansion is due to the raising of the engine rev limit to 6000rpm.

The greater exhaust gas volume allows greater attenuation of the combustion pulse velocity before it reaches the tailpipe, smoothing out the flow and making it easier to tune the exhaust note.

The air intake volume has also been increased to 14-litres (up from 11 litres) partly to better feed the higher revving engine and partly to dampen and tune the induction note.

?Drivers will appreciate the engine note. It adds emotion to the driving experience. We have deliberately allowed for some intake and exhaust noise,? Clive says.

?The engine noise enhances the BA attributes of athletic and agile performance.?

Other powertrain refinements include a new design of hydraulic aluminium mounts for the engine, rear axle and the new, two-piece propeller shaft centre bearing.

The introduction of Australian-made new generation low rolling resistance tyres tuned to provide precision steering and handling also helps absorb road noise.

AN INTELLIGENT APPROACH TO SAFETY

• Structurally-enhanced body shell
• Dual stage front airbags
• Intelligent Safety System
• Early warning crash severity sensor
• Side chest/head airbags
• Beltminder ? seat belt warning system

Ford has built on Falcon?s award-winning safety package with a host of active and passive safety upgrades.

The BA Falcon safety package includes chest and head protecting side airbags, combined with dual-stage front airbags.

The new features are part of Ford?s sophisticated Intelligent Safety System (ISS), a comprehensive occupant restraint system designed to deliver appropriate safety responses to a range of crash situations.

The ISS features an integrated network of early-warning crash severity sensors, monitors and electronic triggers, all linked to ?talk? to each other in the event of crash.

The ISS is backed up by extensive revisions to the Falcon?s body structure, developed during an exhaustive CAE-based test program.

Changes to the front structure of the Falcon have seen foot well intrusion reduced by 45 per cent, A-Pillar movement reduced by 40 per cent, instrument panel movement reduced by 30 per cent, brake pedal intrusion reduced by 55 per cent and steering column intrusion reduced 53 per cent.

Falcon?s world class passive safety systems are complemented by a range of active safety features, including seatbelt reminder chimes, steering wheel-mounted audio controls, advanced independent rear suspension, traction control and standard ABS.

The BA Falcon builds on the award-winning safety upgrade introduced on the AUII, which included a standard passenger airbag, a laminated impact protection panel to reduce footwell intrusion, wide ranging structural enhancements, energy management seat belt retractors, pyrotechnic seat belt buckle pretensioners and new technology airbag inflators.

The AUII safety package won the Gold Award at the Australian Society of Automotive Engineers? 2001 Engineering Excellence Awards.

Intelligent Safety

The BA Falcon will feature a local adaptation of Ford?s Intelligent Safety System, a combination of latest generation safety devices and electronic management tools developed in Europe by Ford.

The system combines state-of-the-art restraint systems with intelligent monitoring of crash severity and occupant positioning.

?The Falcon offers a fully-integrated safety system, where monitoring devices, crash sensors and activation triggers are linked electronically to produce an appropriate safety response for each individual accident situation,? Ford?s Environmental and Safety Engineering Manager Bruce Priddle said.

?The safety aids talk to each other, exchanging information about impact severity, positioning of occupants and seat belt usage,? Mr Priddle said.

Dual-stage airbags

Dual stage front airbags provide tailored protection by pressurising the front airbags according to the severity of the crash, the seating position of the driver and whether seat belts are in use.

The system uses a sophisticated combination of sensors to detect triggering thresholds, allowing the airbag to be inflated in two stages: stage one only for less severe crashes or stages one and two for more severe impacts.

In the case of stage one firing, the second stage is fired milliseconds later as a ?scrapping measure?. This assures rescue crews there is no danger of secondary deployment.

A new early warning crash severity sensor is mounted in the front of the car to provide additional initial crash data to the main severity sensor mounted on the transmission tunnel.

This helps the Advanced Restraints Module (ARM - the ISS?s electronic brain) decide the level of protection required.

Mr Priddle said many real world accidents required only first stage inflation of the airbag, as seat belt wearing rates are about 95 per cent in Australia.

If the crash severity sensor triggers the front airbags, both dash and steering wheel airbags are deployed along with the pyrotechnic seat-belt pre-tensioners. Energy management seat belt retractors also help to control the force on the occupant?s chest.

The pre-tensioners reduce the amount of slack in the belt caused by clothing, thereby enhancing the belt?s effectiveness in a crash.

The pre-tensioners don?t fire unless the seat belts are buckled and the crash is severe enough to trigger airbag deployment.

Both front airbags are deployed irrespective of passenger seat occupancy.

?We have to assume there may be someone in the seat who has forgotten to wear their seat belt,? Mr Priddle said.

Falcon?s energy management seat belt retractors control web forces resulting from the passenger lurching forward. The system allows a short length of webbing to spool out under severe deceleration.

?This is particularly important for older occupants who are more prone to injury and take longer to recover.?

All BA Falcon passenger models offer three point seat belts in every seating position.

System monitoring

Falcon?s ARM is a new system of airbag monitoring and triggering that delivers more reliable and appropriate responses in the deployment of protection systems.

ARM constantly monitors front seat occupancy via the seat belt buckle sensor, the position of the driver?s seat, crash or non-crash deceleration levels and the status of the airbag electrical system. ARM also receives information from the crash severity sensor and side airbag sensors.

By processing this data, ARM can decide to fire the pyrotechnic seat belt pre-tensioner and determine the inflation pressure with which the airbags should be deployed.

The system integrates the new side airbag sensors in the B-Pillars.

Side airbags add survivability

Side airbags are offered on Fairmont and Ghia models as standard and are an option available across the range.

?Side airbags have been adopted to provide extra protection against impacts involving objects such as a pole, tree or vehicle with a high bonnet.

?These side impacts typically result in significant intrusion where there is little protection from the vehicle?s body structure,? Mr Priddle said.

The chest/head side airbag unit has been sourced from Europe and tuned for application in the BA Falcon.

The side airbags are mounted in the outboard seat bolsters, contained within a special Deployment Augmentation Chute (DAC). The DAC facilitates reliable deployment irrespective of the seat trim type and ensures that the airbag is positioned for optimum protection as early as possible in the crash event.

The positioning, thread and pitch of the bolster?s side stitching has been carefully tuned for compatibility with the side airbags.

A new sensor on the lower B-Pillar feeds crash pulse data to the ARM, which determines if the side airbag should fire.

When the side airbag is triggered, it inflates the thorax, or chest portion first, then inflates the head section.

Mr Priddle said side airbags were an additional benefit over and above the protection provided by significant side-impact engineering work completed for AUII Falcons.

?This involved reworking the B-Pillar and under-car cross bracing to provide carefully tailored paths for crash energy absorption. This results in the optimum deformation shape for occupant protection and allows space for the airbag to deploy.?

Mr Priddle said protection for out-of-position occupants was a major consideration in the design of the BA side airbag.

?We can?t rely on people always sitting up straight in their seats. We?re dealing with humans not dummies,? he said.

He said side airbags could dramatically enhance head protection where rigid objects were struck in a side impact.

?Approximately 35 per cent of all crashes are side impacts, so the added security of a side airbag is a wise investment,? he said.

Unbuckled driver reminder chimes in

BA Falcon?s new seat belt usage monitor - Belt Minder - provides additional reminders, beyond the mandatory ADR warning requirement, if the driver?s seat belt is not buckled.

Vic Roads statistics show that 20 per cent of people involved in fatal accidents in Victoria were not wearing seat belts.

The Belt Minder concept was initially developed by Ford Motor Company in North America and has been engineered into the BA instrument cluster message centre.

If the driver?s seat belt is not buckled the sensor in the buckle informs the ARM. The ARM provides this information to the instrument cluster, which activates the Belt Minder chime and warning light when the vehicle speed exceeds 5kmh. The chime and warning light repeats every 30 seconds for about five minutes.

?Overseas experience suggests the system is effective in reminding drivers to buckle up and helping to counter driver reluctance, especially if the journey is short and the perception of danger is low.

?Most people respond to friendly reminders and the percentage of people who steadfastly refuse to wear seat belts is very low.

?By making the warning speed-dependant, we believe we are offering a more user-friendly system than traditional warning chimes that activate the moment the key is turned,? Mr Priddle said.

Virtual testing

BA Falcon?s body shell has been comprehensively re-engineered using sophisticated computer modeling to provide enhanced crumple zones and a stronger passenger cell.

With the vast computer processing resources of the Ford global network, engineers in Australia were able to thoroughly evaluate safety responses on screen.

This allowed them to test a wide range of computer-generated crash scenarios before preparing actual vehicles for crash tests.

?CAE technology has moved ahead at an incredible pace in recent years and the correlation between computer simulated data and real world data is exceptional.

?With Falcon, it has given us the confidence to explore safety issues through CAE more thoroughly than ever before. We can dig deeper and optimise structures prior to physical crash testing. Instead of running only a couple of iterations, we can now test literally hundreds of different iterations.

?Ultimately, it means a better car because so much more of the car has been tested before it gets to prototype stage,? he said.

Ford Australia engineers had unlimited access to one of the most potent computer resources in the world.

?Our designers have dedicated access to some of the 20-plus supercomputers at Ford?s Dearborn headquarters, which means we can crunch our safety data on Ford?s Michigan supercomputers overnight. If you tried to run one of our crash models on your average home computer you would need to wait 236 years for the answer,? Mr Priddle said.

Stronger, stiffer, safer

Changes to the Falcon body structure include new front and rear chassis rails that offer more progressive crash performance, while a stronger A-Pillar reduces the amount of potentially harmful cabin intrusion.

?Our parameters for safety engineering and crash performance were set by Ford Motor Company?s corporate standards, which far exceed current legislative requirements.

?For example, there are no set parameters for rear impact protection in Australia.?

Mr Priddle said the strengthened A-Pillar structure provided for a substantial reduction in footwell and firewall intrusion in a typical frontal offset impact. Full-frontal impact protection is also enhanced with improved energy management at the rear of the side rail.

The side structure of BA Falcon has also been refined. The changes build on the major side structure upgrade introduced on the AUII Falcon in April 2000.

?The AUII side structure engineering created a solid foundation for the BA side airbag design by creating ?deployment space? for the airbag. Without proper attention to the structure design, the airbag might do more harm than good.

?Back then, Ford?s engineers had turned away from the traditional philosophy of trying to limit side intrusion at all costs, in favour of a new philosophy of directing and dispersing crash energy away from the occupant?s vulnerable abdomen and pelvic region.

?This forced the crash energy path under the floor into the lower B-Pillar and a specially-designed cross member, resulting in controlled deformation,? Mr Priddle said.

Using sophisticated CAE tools, the cross members and panels were strategically redesigned with weak spots and deformation paths that did not compromise the requirements of the components to provide constant, durable performance and low noise, vibration and harshness in everyday driving.

The rear structure of the BA Falcon sedan is comprehensively improved thanks to the Control Blade IRS that allows the petrol tank to be relocated ahead of the axle.

This provides a greater crush zone, allowing enhanced energy management of the rear chassis rails. As a result, the rear of the vehicle can absorb significantly higher amounts of crash energy, resulting in less deformation of the rear passenger cell.

Once again, sophisticated computer analysis tools played a vital role in the optimisation of the rear body structure design.

The BA sedan body shell has been strengthening, with torsional rigidity - or resistance to twisting ? doubled. This provides a more stable base for the power plant and suspension systems, which in turn promote more accurate steering and cornering characteristics as well as providing a quieter ride and more solid feel.

Inside the BA Falcon, door trims have been significantly redesigned to provide greater occupant protection in side impacts.

The armrests are now made of a crushable material that is more occupant-friendly in a crash. Crush points have also been engineered into the design.

As with AUII, a foam block is inserted into the door, which spreads the impact load and helps reduce the potential for injury.

The AUII?s innovative Laminated Impact Protection Panel (LIPP), located under the driver?s feet, has been reshaped for the BA program.

The panel comprises sheet steel and energy absorbing foam. It is located in the driver?s foot well area and helps to push the driver?s legs away from the intrusion zone in a frontal impact, as well as reducing heel shock. This delivers significant benefits in reducing debilitating lower leg injuries.

Falcon?s new steering column has been designed to maximise energy absorption. Its telescopic design, made up of collapsible sections, also features energy control shear capsule mountings that work in association with the new dual stage airbags to provide enhanced occupant protection.

Further evidence of BA?s attention to safety detail is the positioning of audio and cruise control buttons on the steering wheel, allowing drivers to keep their attention on the road and hands on the wheel while operating these commonly used functions.

Simon Butterworth
Director of Design, Ford Australia

"I've always had a great interest in aesthetics but also have a very inquisitive mind, wanting to know how things work mechanically and how one can solve problems, in effect, designing," says Ford Australia Director of Design Simon Butterworth.

"I was interested in cars from an early age, and would use crayons to draw cars in pre-school while the other children were drawing trees and houses," he says.

"My mother was a textile designer and my grandmother was an accomplished artist, so I think designing was something in my genes.

"During university I did some practical design work at a company called Grove Cranes. It was my first design job ? a rough terrain hydraulic crane!"

Prior to his appointment at Ford, Simon was Project Manager responsible for sports saloons and luxury sports programmes for Jaguar Cars in the UK. In this role he was responsible for all design and styling related to S-Type, X-Type and XK8 replacement programmes.

Immediately prior to this, Simon was Project Manager of sports saloon programmes, including responsibility for all aspects of design and styling related to S-Type and X-Type programmes.

Simon began his career with Jaguar Cars in 1987, initially in the role of Principal Designer, with responsibility for all interior design work. Following this he moved into the role of Senior Manager, Advanced Concepts, with responsibility for all exterior and interior advanced concept design work, as well as special vehicle operations, colour and trim, and ergonomics.

In 1995, Simon was appointed to the position of Project Design Manager, Saloon Programmes, a position he held for two years before moving to the role of Project Design Manager, Sports Saloon Programmes.

Prior to joining Jaguar Cars, Simon held a variety of positions in the Design Department of Rover Group from 1979-1987. He has also worked with Coles (Grove) Cranes and Wilkinson Sword Product Design.

He has a Design for Industry BA Hons degree and is a Member of the Society of Industrial Artists and Designers.

A keen motor sports fan, Simon also enjoys a range of sports activities, including windsurfing, skiing, sailing, mountain biking, tennis, and mountain walking. He is married with two children.

Alex R. de Vlugt
Manager Chassis Development ? Ford Australia

Alex de Vlugt originates from Middelharnis, the Netherlands. His fascination with anything on wheels started with building model cars from Meccano when young and advanced to designing a prototype low-riding, three-wheeled, human-powered vehicle as part of university study.

In 1987 he graduated from the Delft Technical University with a Masters of Science in Mechanical Engineering ? specialising in the last years of his study in Vehicle Systems Dynamics.

In the same year, Alex joined Volvo Car BV as a research engineer in the advanced chassis group, working on semi-active suspension and future rear suspension concepts.

From 1991 until 1992 he worked as a Vehicle Dynamics specialist for the transportation branch of the engineering company Stork Alpha Engineering.

In 1992, Alex joined Ford Motor Company at the John Andrews engineering centre in Cologne in the position of Vehicle Dynamics CAE engineer. Since then he has held several positions in Vehicle Dynamics development for Fiesta, Ka, Puma, Ikon and Escort (US model). In these positions Alex worked in Cologne, Dunton (GB), Lommel (B) and Dearborn.

In 1999, Alex was appointed Chassis Development Manager for Ford Australia, responsible for ride comfort, steering, handling and braking performance for Australian-produced models, as well as developing localised suspension settings for imported models.

Apart from his direct involvement in product development on individual carlines, Alex has played a part in teams working on process improvement of Ford?s worldwide system of product development (FPDS ? Ford product development system).

Alex is married to Cora and has a son and a daughter. The family enjoys travel, cycling and canoeing. Alex is also a keen motorcycle rider and videographer.

Sharon Gauci
Manager Colour and Trim Design

Born in Melbourne in 1970, Sharon started her career in Automotive Design in 1993. With a BA in Industrial Design, Sharon worked at Ford Motor Company Australia's Research Centre as a Colour and Trim Designer.

As a university student, Sharon had a fascination with the Automotive Industry but was passionate about Interior and Furniture Design. Her role in Colour and Trim Design is the perfect marriage between her fascination of automotive form and design disciplines and passion for surface finishes, texture and detail.

Sharon's first design project was the colour and trim program for the EF Falcon range and subsequently the EF11 Falcon range, the EL Falcon range including the EL GT. More recently Sharon has worked on the AU, AU II and the AU Series III. Her current work includes the Barra program.

An opportunity at BMW Australia saw Sharon leave the design studio to pursue a career in marketing in 1997. Sharon resumed a management role in design team at Ford Australia in 2000.

Sharon has traveled extensively with her role to Asia, the USA and Europe.

Born in 1999, Sharon's 3-year-old son Izaak with partner Con consumes most of her spare time. Sharon's interests include cars, motorcycles, design, painting, drawing, food, beach, travel, exercise and yoga.

Marcus Hotblack
Interior Design Manager, Ford Australia

An Englishman by birth, Marcus started his automotive design career in the magical world of Matchbox. As Staff Designer for Lesney Products, his early product reviews were held around the boardroom table, where crucial decisions were made on cars that would fit into the cup-holders of the products on which he works today.

Moving straight on to the world of heavy trucks, Marcus? early experience included interior design for the Leyland T45, Iveco and Roadrunner truck interiors, as well as the Jaguar XJ6 Series III facelift and Lazer Metro Show Car.

In 1983, Marcus joined IAD as Contract Designer. He worked in Sweden on interiors for the Volvo 850 and in the UK in 1984 on Mazda MX5 interior concepts, Kia Truck interior, and exterior design Concept Show Car renderings.

In 1985 he gained his first experience in the Australian market, working on contract to Ford on interiors for the EA Falcon.

Back in England later that year, Marcus designed the interior for the 1986 Alien concept car for the Turin Motor Show. He continued to specialise in interior design, working on the Renault Espace and Motor Magazine A3 Concept that year.

A contract in Germany saw him working on the interior design of the Opel Vectra and modifications to the Kadett/Astra for the USA market.

In 1987, Marcus undertook concept work for the Range Rover Discovery interior, motorcycle concepts, Japanese lifestyle concepts and design of the interior of the 1987 Frankfurt Show Car ?Impact.?

1988 saw Marcus back in Australia for an interior facelift for the Falcon, as well as exteriors for Fairlane/LTD and Louisville Truck.

After returning to the UK in 1989, Marcus became Head of Interior Design for IAD in England working on a vast range of projects notably for Mazda, Renault, Kia, Hino Tatra and Daewoo. In 1993 Marcus moved to Head of Design at Daewoo Europe.

Marcus has travelled to Korea, Japan, Czech Republic, the USA and most European countries on automotive projects. Although most programs have been automotive and commercial vehicles, he has also managed earthmover and aviation interior programs.

He moved permanently to Australia in 1995 and oversaw the interior of the AU Falcon range. As Interior Design Manager for Ford Australia he is responsible for the new BA Falcon and subsequent programs yet to be launched.

A Postgraduate in furniture and product design from The Central in London, Marcus sees his early training as fundamental to the successful development of the ergonomic, safety, comfort and durability package that is today?s motor vehicle interior.

Married, with a young son, Marcus is interested in windsurfing, skiing, classic cars, antiques and travel.

David Mitchell
Engine Design Supervisor

Ford Australia?s Engine Design Supervisor David Mitchell was raised in the north-east Victorian town of Benalla.

An early interest in cars was fed by a healthy diet of engineering books, motoring magazines and building endless car models, while providing a helping hand assisting his father in the regular upkeep of the family car.

Motor sport was also high on Dave?s agenda with regular visits to the local Winton Raceway.

Dave studied Mechanical Engineering at Melbourne University and while there was an enthusiastic member of the Melbourne Uni Car Club, participating in numerous Club events and in later years the Victorian Trials Championship. Modest success included the odd win and series runner up.

After graduating in 1977, Dave?s prime focus was a job in the automotive industry.

He joined Ford as a Climate Control development engineer in 1978, before moving to the engine department in 1979, as part of the Product Development group working on the first alloy head program on the XD.

As an engine development engineer he was involved in the development of many six-cylinder programs, including the introduction of Electronic management systems on the Falcon. This included a three-month assignment in the US.

Other activities in this period included taking an active part in Ford's entry in the first World Solar Challenge in 1997 from Darwin to Adelaide. His efforts helped the Australian entry to an extremely creditable second placing.

In 1989, Dave became supervisor of the engine laboratory and, the next year, took over as supervisor of the Powertrain Development group.

He moved into a Programs role for the EF Falcon in 1992, after which he was appointed Program Manager for the EL Falcon.

It was then back to engines as Engine Design Supervisor for the major changes on the AU, including the introduction of the LPG program on the AUII range of Falcons.

Since 1998 Dave has been responsible for the Barra engine programs, overseeing the most comprehensive change of powertrain strategy in Ford Australia?s history.

Dave is married to Libby and has a son and a daughter. Family interests include travel, camping and numerous activities including ski-ing, cycling, swimming and surf-related sports.

Trevor Worthington
Vice President Product Development

Born in the country Victoria town of Tallangatta, Trevor grew up in Benalla, in the state's north east. The town's close proximity to the Winton Motor Raceway gave the young Trevor the chance to pursue his love of the Blue Oval brand.

Always a Ford fan, Trevor followed the exploits of Moffat, Goss and Bond, et al at Winton and the old Hume Weir circuit.

Benalla's excellent gliding centre provided Trevor with the means to develop his interest in aircraft and, after completing secondary school, he went on to complete a Bachelor of Aeronautical Engineering degree from the Royal Melbourne institute of Technology, in 1984.

Trevor joined Ford Australia as a product planner in 1985 and held various positions associated with the Laser and Telstar carlines.

It was during this period he built a Mazda RX3 coupe, with help from some friends, to compete in the Victorian Road Registered Racing Championship.

In 1989 Trevor moved to Taiwan for a one-year stint in a planning / program management role.

On his return to Australia he spent time as a design engineer working on Ford's heavy truck and light truck lines. He likened this era to having his own personal life-size meccano set.

From there Trevor moved on to a design supervision role on the SE Capri program, with responsibility for Chassis and Driveline, IP and seats.

In 1993 he completed an MBA in International Business at Monash University.

He joined the manufacturing team at Broadmeadows plant in a launch engineering leadership role with EF Falcon, focusing on interior and exterior trim, followed by his appointment to the position as Quality Assurance Manager for the Broadmeadows plant with responsibility for all quality matters.

Trevor moved back into the product development fold with a role as PD timing and prototype build manager. During this period, Ford Australia product development began its understanding and adoption of FPDS (Ford Product development System). Next came a role as Test Operations Manager with responsibility for the Ford Proving Ground, and test laboratories.

Trevor then moved to Ford US headquarters in Detroit in August 1998, to take up a role as the North American Car Fuel Systems engineering manager. The position had responsibility for fuel system storage and delivery for the Mustang, Lincoln LS, Thunderbird, Taurus, Windstar and the Panther platform vehicles.

He returned to Ford Australia in February 2000, to take up a position as Falcon Carline Director, before assuming the mantle of Product Development Vice President in 2002.

Trevor is married to Robin and they have two sons. The family enjoys cycling, travel and bushwalking.

BA FALCON PRICING ANNOUNCED

Ford Australia Marketing and Sales Vice President Bruce McDonald announced today recommended retail pricing for the new BA Falcon range.

Outlining the depth of newness and content in the BA model line-up, McDonald said "new exterior, new interior, new high technology engines coupled with a new Sequential Sports Shift transmission and the superb ride offered by Control Blade IRS all combine to make the BA Falcon a truly exhilarating driving experience."

BA Falcon recommended retail pricing will start at $33,640 for the Falcon XT manual, through to $49,980 for the Fairmont Ghia.

Sequential Sports Shift transmission is standard on all automatics. Where optional Sequential Sports Shift is specified, it is priced at $920.

Recommended retail pricing for Futura starts at $37,750, Fairmont $41,615 and Fairmont Ghia $49,980.

Falcon XT wagon recommended retail pricing starts at $36,335, and Futura wagon from $39,180.

The stunning new Falcon XR6 with the Barra 182 engine will retail at $37,775, while the exhilarating 240T turbocharged version will retail at $43,965.

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