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    E-Series Specs

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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:35 am

    1988-92 EA/EB Falcon S



    After Ford withdrew the V8 option for the 1984 XF Falcon range, suggestions that Ford lost interest in performance are not supported by the vital statistics of Falcon models that followed. Ford was the first and only local manufacturer to build a cross-flow alloy head version of its pushrod six cylinder engine and was again the first to offer a 4.1-litre multi-point fuel injected version in March 1982. Not long after, Holden had to abandon its locally built six-cylinder engines and withdraw its V8 for 1986 unleaded fuel requirements as the more efficient Falcon six came into its own.
    From 1986, Ford Australia has been the only Australian manufacturer to design and build its own in-line six then maintain it at the forefront of efficiency and performance.
    Ford's 4.1 EFI delivered 121 kW@4000 rpm and 325Nm@3000 rpm on low octane unleaded fuel. When combined with the later XF Falcon's Borg-Warner T5 5 speed manual transmission and S pack, it was an affordable and strong performer with significant fuel consumption benefits. When the unleaded 4.9-litre Holden V8 re-appeared later in 1986, it delivered 122 kW@4400 rpm and 323Nm@3200.
    The imported unleaded Windsor V8 in the Ford Bronco of the same year offered only a 5 kW gain over Ford Australia's most powerful six. Keen Australian drivers were quick to recognize the benefits of the 4.1 EFI as sales quickly exceeded V8 versions of previous models.
    Ford was on a winner with its big sixes and for its all new EA series launched in 1988, Ford developed a potent new 3.9 litre six with multi-point fuel injection, the latest computer power and single overhead camshaft, another first for an Australian-designed and manufactured six. In 1988, Holden withdrew its V8 again and the EA Falcon S with 5 speed manual and the 3.9 MPFI option with its 139 kW@4250 rpm and 338Nm@3500 rpm took on the performance mantle with V8 levels of performance.
    Wheels magazine figures in February 1988 revealed that this Falcon S was quicker than the XB GT. With its rack and pinion steering, short arm, long spindle double wishbone front end, Watts linkage rear suspension and slippery new shape, the EA Falcon S was a major advance and the absence of a 351 V8 under the bonnet simply didn't show up in the performance figures.
    The Falcon S with its extra colour-coding, sporty trim and wide 15 inch wheels defined a new market and would soon provide the foundations for one of Ford's most popular performance models ever, the XR6.
    The EB upgrade in July 1991 added gas dampers and firmer suspension settings for the S which were shared with the new S XR8 version. These affordable S models with their powerful 3.9 MPFI engines are now recognized for their blend of handsome looks, solid performance and balanced handling.
    1991 EB Falcon S Specifications
    Engine
    3.9-litre, SOHC, in-line six, multi-point fuel injection, 8.8:1 compression ratio, 139kW@4250rpm, 388Nm@3000rpm.(DIN)
    Transmission
    T5 5-speed manual, all synchro.
    Ratios: 1st 3.50:1- 2nd 2.14:1 - 3rd 1.39:1 - 4th 1.00:1 - 5th 0.78:1
    Reverse 3.39:1
    BTR 95LE 4-speed automatic, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th 0.69:1
    Reverse 2.09:1
    Rear axle: 2.92:1 (manual) 3.23:1 (auto).
    Suspension
    Front: Independent, upper and lower wishbones, stiffer coil spring/upgraded gas strut-type dampers and upgraded anti-roll bar. Ride height lowered by 15 mm.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, stiffer coil springs, upgraded gas dampers and anti-roll bar. Ride height lowered by 15 mm.
    Brakes
    Front 287mm ventilated discs, rear 287mm discs, servo assisted.
    Wheels
    7JJ X 15" alloy wheels, P205/65HR15 Pirelli steel-belted radials
    Performance
    0-100 km/h - 8.0 seconds; Standing 400m - 15.8 seconds


    Last edited by FJ on Mon Mar 17, 2008 2:24 am; edited 1 time in total
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:36 am

    1991 EB Falcon S XR8

    Ford Australia responded to Ford V8 loyalists by offering the first V8 option since the XE Falcon series with the July 1991 EB facelift. The new engine was the latest sequential multi-point fuel injected version of the imported 5-litre Windsor which delivered 165 kW@4500 rpm and 388 Nm@3000 rpm. Although it was a strong contender for Holden's re-engineered V8 launched in 1989, the imported pushrod V8 now faced Ford Australia's own advanced overhead cam sixes which had closed the performance gap and were much lighter. The new V8's smooth, easy going nature hid its true potential which would soon be unleashed by Tickford in coming models including a new GT.
    While the new V8 option was aimed mainly at luxury buyers, the new XR8 version of the Falcon S started a brand new and enthusiastic Ford performance heritage. Remarkably similar to early V8 Falcons equipped with the GS Rally Pack, the XR8 offered entry level V8 performance with exactly the right blend of appearance and equipment upgrades including a subtle rear spoiler and chrome exhaust at an affordable price. Sports seats for the XR8 were heavily-contoured with separate side bolsters compared to the six cylinder S model.
    The EB facelift introduced major steering geometry revisions, firmer rear suspension bushings and gas dampers which worked even better with the XR8's firmer settings. Its more solid and lively feel usually placed it ahead of its Commodore SS rival in contemporary comparisons.
    The XR8 ultimately replaced the GT as Ford's everyday performance icon and achieved phenomenal sales success in later years as Tickford upgrades were applied across the whole XR range.
    The EB S XR8 was where it all started but the Tickford badge had yet to be seen as Ford had already embarked on its new V8 program before the new partnership came on line. The engine itself had just undergone substantial development in the US including a forged steel camshaft, roller followers, a new aluminium inlet manifold, hot wire airflow meter and EECIV computer, fabricated tubular exhaust manifolds and single serpentine drive belt for a massive weight cut that was equivalent to a large adult passenger compared to the last 302 installed in a Falcon. Fans of the old Cleveland are not always aware of how much Cleveland bulk can dent performance although they could take heart that this latest Windsor derivative was now built in Cleveland.
    Engine ancillaries including sump and manifolds were substantially modified to suit the Falcon engine bay.
    Specifications
    Engine
    Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, roller rockers, EEC IV engine management system, electronic ignition, low restriction fabricated exhaust headers, 165kW @4500rpm, 388Nm @ 3000rpm (DIN)
    Transmission
    T50D 5-speed manual, all synchro.
    Ratios: 1st 2.95:1- 2nd 1.94:1 - 3rd 1.34:1 - 4th 1.00:1 - 5th 0.73:1
    Reverse 2.76:1
    BTR 95LE 4-speed automatic, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th 0.69:1
    Reverse 2.09:1
    Rear axle: 3.27:1, limited slip differential manual only
    Suspension
    Front: Independent, upper and lower wishbones, stiffer coil spring/upgraded gas strut-type dampers and upgraded anti-roll bar. Ride height lowered by 15 mm.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, stiffer coil springs, upgraded gas dampers and anti-roll bar. Ride height lowered by 15 mm.
    Brakes
    Front 287mm ventilated discs, rear 287mm discs, servo assisted.
    Wheels
    7JJ X 15" alloy wheels, P205/65HR15 Pirelli steel-belted radials
    Performance
    0-100 km/h - 8.0 seconds; Standing 400m - 15.6 seconds
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:37 am

    1992 EBII Falcon S XR6

    The new Ford-Tickford performance partnership rocked the Australian market with its first XR6 high performance version of the Falcon S in September 1992. The EBII upgrade added extra body strengthening for improved crash safety and a stiffer platform for better handling. If previous S models had yet to convince the market of their V8 levels of performance, the new XR6 was hailed as a V8-beater while its lighter six cylinder engine reduced weight over the front axle and contributed to nimbler handling.
    It was a winning combination that even challenged premium 200 kW rivals and caught the market napping after it provided the perfect work and fun vehicle for a wide range of enthusiast drivers. Its 161 kW power output was just short of Holden's heavily revised fuel injected V8 but its willing and rorty character more than compensated.
    Its inherent strength, balanced handling and performance also proved a good combination for rallying.
    Tickford was quick to identify the potential in the latest 4.0-litre version of Ford's single overhead cam six and sent it to Tickford UK where a special high compression cylinder head with mild porting, heavy duty valve springs, larger valves and guides was developed. A unique camshaft profile, spark plug revisions and higher fuel pressure exploited the better breathing. Its multi-point fuel injection system was recalibrated and the twin muffler and intermediate exhaust system exited through a single 2.5 inch polished tail pipe. This special engine which still only required low octane 91 RON ULP featured a maroon engine camshaft cover with embossed Tickford wings.
    This first XR6 set a precedent as an affordable Total Performance package with improved suspension, sports interior, five spoke alloy wheels, body coloured bumpers and mirrors, red protection mould inserts and a discreet boot lid spoiler. Its classy presentation was enhanced by a leather-wrapped Momo steering wheel. Because these early cars did not have XR6 badges or Tickford wings on the front guards, you had to look closely to see the Falcon S XR6 badge on the bootlid and the polished alloy wheel finish.
    Later XR6 models developed the theme even further as Tickford added body styling options and other features for owners to tailor their own unique XR6. The signature XR four headlight front did not appear until the ED facelift. Rare wagon versions of later XR6 models are highly sought-after.
    Specifications
    Engine
    4.0-litre, SOHC, in-line six, recalibrated multi-point fuel injection, modified cylinder head, 9.1:1 compression ratio, 161kW@4600rpm, 365.5Nm@3650rpm.(DIN)
    Transmission
    T50D 5-speed manual, all synchro.
    Ratios: 1st 3.25:1- 2nd 1.99:1 - 3rd 1.29:1 - 4th 1.00:1 - 5th 0.72:1
    Reverse 3.39:1
    BTR 95LE 4-speed automatic, XR6 calibrations, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th 0.69:1
    Reverse 2.09:1
    Rear axle: 3.45:1, limited slip differential
    Suspension
    Front: Independent, upper and lower wishbones, stiffer coil spring/gas strut-type dampers and anti-roll bar. Standard ride height reduced by 35 mm.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, stiffer coil springs, gas dampers and anti-roll bar. Standard ride height reduced by 32 mm.
    Brakes
    Front 287mm ventilated discs, rear 287mm discs, ABS, servo assisted.
    Wheels
    7JJ X 15" 5 spoke alloy wheels, P205/65HR15 Michelin MXV steel-belted radials.
    Optional 7JJ X 16" 5 spoke alloy wheels, P225/50ZR16 Michelin MXX steel-belted radials
    Performance
    0-100 km/h - 7.5 seconds; Standing 400m - 15.5 seconds
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:41 am

    1992 EBII Falcon GT

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

    Because this new GT went beyond the Fairmont Ghia in interior appointments with lashings of leather and woodgrain, it was as much a luxury grand tourer as a purpose-built performance model and was therefore a worthy tribute to the very first XR GT. It certainly looked the part with the large air scoop flanked by twin extractor scoops on the bonnet, all of which were functional, the smooth air dam below the mesh grille, extra lights, the sensuous 5-spoke alloys and the sculptured rear spoiler.
    Like all GTs, it had a jaw-dropping presence with its factory-styled integrated body additions, trend-setting grey body highlights and choice of only three colours, Black Pearl, Cobalt Blue and Cardinal Red. Tickford may have helped with engineering and assembly but it still wore the Ford blue oval and in all respects was a true GT.
    It marked many firsts including the first GT with ABS brakes, rack and pinion steering, Watts linkage rear axle, 4 speed auto or 5 speed manual, front and rear spoilers, Momo leather-wrapped steering wheel and the first with body details significantly different from the standard Falcon. The face of performance cars had changed radically since 1976 and the EBII GT had to fast forward the GT legend by 16 years in one model.
    Although engine capacity had shrunk from the XB GT's Cleveland 5.76-litres to 4.94, the EBII GT marked a return to the original and ultimately more efficient Windsor V8, an engine that powers today's V8 Supercars, restoring a direct link between the road and track cars.
    The EBII GT delivered power and torque figures remarkably close to the XB GT after you factor in the XB's gross figures which are up to 25% higher than today's net figures. Ford's net figures for the similar 5.8 XC Cobra place the EBII GT well ahead on horsepower and only slightly behind on torque as expected from a performance engine supplied by Watson Engineering in the US. Tickford attention to Total Performance and dynamics delivered a real driver's car with its special engine, aerodynamics, premium tyres and suspension. Performance was remarkably good considering the appointments and the EBII's heavier and stiffer safety structure.
    Ford and Tickford would later repackage the EBII GT mechanicals in a special version of the ED XR8 and create the highly sought-after and award-winning XR8 Sprint, reviving an evocative early Falcon performance nameplate.
    Specifications
    Engine
    EBII Falcon GT - Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, GT-40 big-valve crossflow heads, roller rockers, special camshaft, upgraded throttle body and EEC IV engine management system, performance intake runners, electronic ignition, low restriction twin exhaust system, 200kW @5250rpm, 420Nm @ 4000rpm (net)
    Transmission
    BTR T5 - 5 speed manual, Cobra gear cluster, all synchro, SVO clutch.
    Ratios: 1st 3.35:1- 2nd 1.99:1 - 3rd 1.33:1 - 4th 1.00:1 - 5th 0.72:1
    Reverse 2.78:1
    BTR95LE 4-speed automatic, GT calibrations, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th - 0.68:1
    Reverse 2.09:1 - Rear axle
    Rear axle: 3.27:1 (man), 3.45:1. (auto)

    Suspension
    Front: Independent, upper and lower wishbones, GT coil spring/strut-type dampers and 27 mm anti-roll bar. 26 mm anti-roll bar (auto)
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, GT variable-rate coil springs, 22 mm anti-roll bar, tuned urethane control arm bushes on manual models.

    Brakes
    Front: 287mm ventilated discs
    Rear: 287mm discs, servo assisted. ABS.
    Wheels
    17" x 8.5"JJ 5-spoke alloy
    Tyres - 245/40ZR17 Pirelli P-Zero radials

    Performance
    0-100 km/h - 7.3 seconds; Standing 400m - 15.2 seconds.
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:42 am

    1993 ED Falcon XR8 Sprint

    Sometimes a unique blend of components come together in an inspired limited edition package. The XR8 Sprint was one such combination. Tickford and Ford presented the GT drivetrain with the more affordable body details and interior packaging of the XR8 which also reduced weight.
    Performance levels returned to the halcyon days of the GT but this time it was backed by ABS braking, exceptional grip and balance, roadholding and safety levels that were only a dream 20 years earlier. Only 356 were built between August 1993 and July 1994 but it was a healthy production run during a recession period when several higher profile rivals struggled to find buyers.
    It also revived the Sprint name, a global Falcon performance nameplate that was associated with GT class and outright rally wins across Europe. This Australian Sprint is linked with that global heritage when key European personnel for the original Sprint rally effort were part of the XR8 Sprint team.
    The ED facelift brought extra safety and structural integrity which made it the perfect platform for a new Sprint. The S model level was also deleted from the ED series as the XR range became the new performance baseline in the Falcon range.
    Externally, the Sprint could only be picked by its special flat-spoked alloy wheels, slimline front wheel arch extensions, black protection mould inserts, Sprint badgework and lower stance. Inside, there was a four spoke Momo steering wheel, leather seat bolsters and a tacho redline raised to 5500 rpm from 5000. But it was under the bonnet that the big differences lurked.
    The GT engine as completed by Watson Engineering featured a 43% larger air flow meter, larger throttle body and free flow inlet manifold. These fed GT40 modified heads with bigger exhaust and inlet valves controlled by a performance camshaft and needle roller bearing aluminium rocker arms. The upper inlet manifold features an XR8 Sprint name plate and Tickford identification.
    Suspension was lowered and was effectively the manual EBII GT specification with nolathane bushes. The XR8 Sprint was closer to the original GT concept than the EBII GT and its understated presence which was criticized when new, has survived the test of time better than most performance cars from this era. It won Car Australia's Performance Car of 1993 and is now a real favourite amongst Ford performance fans. The Sprint name has yet to reappear but its affordable no-nonsense high performance approach surfaced again in the EL XR8 185kW, AUII XR8 220 kW and TE50 range.
    Specifications

    Engine
    Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, GT-40 big-valve crossflow heads, roller rockers, special camshaft, upgraded throttle body and EEC IV engine management system, performance intake runners, electronic ignition, low restriction exhaust system, 195kW @5000rpm, 405Nm @ 4000rpm (net)
    Transmission
    BTR T50D - 5 speed manual, heavy duty gear shafts on tapered roller bearings, Valeo clutch.
    Ratios: 1st 3.35:1- 2nd 1.99:1 - 3rd 1.33:1 - 4th 1.00:1 - 5th 0.72:1
    Reverse 3.15:1
    BTR95LE 4-speed automatic, Sprint calibrations, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th - 0.68:1
    Reverse 2.09:1 - Rear axle
    Rear axle: 3.27:1 (man), 3.45:1. (auto), limited slip differential.
    Suspension
    Front: Independent, upper and lower wishbones, GT coil spring/strut-type dampers, nolathane tie-rod and lower control arm bushes and 27 mm anti-roll bar. Standard ride height reduced by 23mm.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, GT variable-rate coil springs and dampers, 22 mm anti-roll bar, tuned nolathane anti-roll bar and lower control arm bushes. Standard ride height reduced by 28mm.
    Brakes
    Front 287mm ventilated discs; rear 287mm discs, servo assisted. ABS.
    Wheels
    16" x 7.0JJ 5-spoke alloy
    Tyres - 225/50VR16 Michelin XGTV Pilot SX
    Performance
    0-100 km/h - 7.3 seconds; Standing 400m - 15.1 seconds.
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:47 am

    1997 EL Falcon GT

    Probably the most aggressive-looking GT ever launched by Ford Australia, the EL 30th Anniversary model's in-your-face styling polarised enthusiasts but in true GT tradition, it proved to be ahead of its time and still looks fresher than most 1997 releases. The motoring press dubbed it "Darth Vader On Wheels", which neatly summed-up Ford's 1997 interpretation of how a GT should look.
    Developed and hand-assembled by Tickford, the EL GT continued the Grand Tourer concept by going beyond the top Fairmont Ghia's luxury interior with Momo sports steering wheel, leather and suede sports seats, wood grain cabin highlights and matching it with improved suspension and performance. Ford's bold new look, which again was fully integrated with the original EL styling, featured a smooth new front bumper with built-in driving lights, deep front spoiler, integrated wheel arch flares and side skirts, sculptured twin vent bonnet scoop, and a wild rear spoiler.
    Champion Ford race driver John Bowe was responsible for much of the hands-on fine tuning and testing of the EL GT. Refinement and performance went up another notch after Tickford added a carbon-fibre wrapped tail shaft and reworked the engine for punchier mid-range response. The production run was just 270 and, like the EBII five years before, it was another quick sell-out for Ford and just enough to keep Ford enthusiasts asking for more.
    Specifications
    Engine
    EL Falcon GT: Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, GT-40 big-valve crossflow heads, roller rockers, special camshaft, upgraded throttle body and EEC IV engine management system, performance intake runners, electronic ignition, low restriction extractor exhaust system, 200kW @4700rpm, 420Nm @ 3700rpm (net)
    Transmission
    BTR T50D, 5-speed manual, all synchro. Cobra clutch with Valeo friction material. Ratios: 1st 2.95:1- 2nd 1.94:1 - 3rd 1.34:1 - 4th 1.00:1 - 5th 0.73:1 Reverse 2.76:1
    BTR M97LE, electronic 4 speed auto, GT Adaptive Shift Strategy, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th - 0.68:1
    Reverse 2.09:1
    Rear axle: 3.45:1, Hydratrak LSD
    Suspension
    Front: Independent, upper and lower wishbones with urethane inner bushes, GT coil spring/strut-type dampers, GT camber and castor kit and 28 mm anti-roll bar. Modified spindle to accommodate bigger brakes.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, GT variable-rate coil springs and dampers, 24 mm anti-roll bar, tuned urethane upper and lower trailing arm bushes.
    Brakes
    Front: ventilated 329mm discs, PBR twin piston Cobra calipers
    Rear: solid 299 mm discs. ABS
    Wheels
    17" x 8.5" 6-spoke alloy
    Tyres 245/40VR17 Yokohama A510
    Performance
    0-100 km/h - 6.97 seconds; Standing 400m - 15.06 seconds.
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:48 am

    1997 EL Falcon XR8 185 kW

    During the EL model run, the current Ford Australia President, David Morgan, described the EL as the ultimate development of the body series introduced as the EA in 1988. Nowhere was this more apparent than in the XR8 series. The smooth XR nose styling introduced with the EF was given some attitude for the EL with its extra intake slot between the headlights and a wilder alloy wheel style. Several changes under the skin improved the XR's refinement and sporty feel.
    The main change was the lowering of the centre pivot point of the Watts linkage which reduced the roll centre of the rear axle. Tickford was then able to tune the rear suspension arm location and bushes to retain the extra ride refinement of the EF while returning the sportier feel of earlier XR models over a wider range of road surfaces. The XR8's front suspension inner pivot bush was now urethane and the standard XR8 ABS system was the latest Bosch 5.3 system introduced with the EL.
    Windsor V8 power output went up by 5 kW for a total of 170 kW for the EF XR8 only. The first 824 examples of the EL XR8 shared this engine.
    A significant EL XR8 upgrade followed in October 1997 with little fanfare. An extractor exhaust system similar to the EL GT's, a larger throttle body, revised Explorer inlet manifolds and tweaking of the latest EEC V system lifted power output up to 185 kW with a small torque increase. The 16 inch wheel and tyre option became standard with two alloy wheel styles available.
    This later EL XR8's rear axle ratio was lowered to 3.45:1 from 3.23:1 which made it the same as the XR6 for a significant improvement in performance off the mark. Only 784 of these final EL XR8 185 kW versions were made which makes them sought-after on the used market.
    Specifications
    Engine
    Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, roller rockers, EEC V engine management system, larger throttle body, Explorer inlet manifolds, electronic ignition, extractors, 185kW @4500rpm, 402Nm @ 4000rpm (DIN)
    Transmission
    T50D 5-speed manual, all synchro.
    Ratios: 1st 2.95:1- 2nd 1.94:1 - 3rd 1.34:1 - 4th 1.00:1 - 5th 0.73:1
    Reverse 2.76:1
    BTR 97LE 4-speed dual mode automatic, XR8 calibrations, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th 0.69:1
    Reverse 2.09:1
    Rear axle: 3.45:1, limited slip differential
    Suspension
    Front: Independent, upper and lower wishbones, stiffer coil spring/upgraded gas strut-type dampers, inner urethane bushes and upgraded 27 mm anti-roll bar.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, stiffer coil springs, upgraded gas dampers and 22m anti-roll bar.
    Brakes
    Front 287mm ventilated discs, rear 299 mm discs, ABS 5.3 servo assisted.
    Wheels
    7JJ X 16" 5 spoke alloy wheels, 225/50ZR16 Yokohama A510 steel-belted radials
    Performance
    0-100 km/h - 7.8 seconds; Standing 400m - 15.6 seconds
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    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:49 am

    b]EF XR6 & XR8 Specs[/b]

    Retained for a third model running, by now the XR had become an entrenched part of the Ford family - with more differentiation than ever from the more common Falcon models. While the Commodore S and SS looked like tarted up family models, the XR took on a life of it's own with it's distinctive quad headlamp treatment giving added credence to both XR6 & XR8 models. Despite Ford's insistence that it was created to compete directly with GM's S & SS, the ambience emitted by Tickford's top line model drew many undue comparisons to HSV's much more expensive offerings - a credit to Ford & Tickford's stylists and the packaging of the XR6. Keeping the ED's pure gun-barrel head light treatment, the EF XR took on the lower spec'd models no-grill treatment in a move that was loved by some and hated by others (mostly Holden owners).
    The EF presented (for the first time since the XC Falcon of 1976 - 1979) a different bonnet to that of the non-sporting models. Featuring it's very own distinctive styled 'vents', these were unfortunately more for aesthetic purposes than anything else although allow plenty of scope for those with the talent and creativity necessary to produce functional items. Available in both sedan and wagon (a move that would not be repeated for some years to come), the XR6 wagon became a somewhat special find - and totally under rated - on the second hand car market, with many being treated with nowhere near the respect they deserved. -Which is a real pitty, considering the usefulness and stylishness of the Falcon XR6 wagon - a much missed addition to the Falcon range. Why there was never a XR8 wagon is a mystery - especially considering the similiar power outputs. Unfortunately the XR6 wagon had ceased to be offered by the time the EF2 had been released.

    Specifications
    XR6
    4.0 litre SOHC (single over head cam) inline 6 cylinder:
    164kW @ 5000 rpm (from 161 kW @ 4600 rpm in ED).
    366Nm @ 3150 rpm (with a full 365-366Nm of torque available from 2750 to 3500 rpm vs the ED which peaked at 3650 rpm - fattening the torque curve by a full 28Nm between 2500 and 3000rpm!)
    Red powder coated alloy rocker cover to signify XR6 engine.
    Bore & Stroke - 92.26 x 99.3mm.
    Compression Ratio - 9.35:1
    Multi point sequential fuel injection.
    Distributor-less electronically controlled ignition system.
    Crank triggered coil pack replacing previous single coil distributor style.
    Fuel required: regular unleaded petrol.
    Tickford alloy cylinder head including:
    Larger valves (41mm dia valves replacing std 39mm).
    Reshaped exhaust ports / runners.
    Reshaped intake runners at the valve mouth to improve incoming 'air tumble and flow dynamics'.
    Identifiable by a 'T' cast into the front of the head.
    Valve spring pre-load upped by 5%.
    Unique XR EEC programming to make the most of the changes offered.
    Cast iron block.
    Fully (12) counterweighted crankshaft.
    Pressed steel sump.
    Dual resonance intake manifold providing a wider 'power band' than the previous model.
    Serpentine accessory drive belt for increased quietness & reliability.
    2 1/2 inch single exhaust system - changed from the ED XR6 which split into a twin pipe set-up just after the catalyctic converter before rejoining into a single pipe just over the rear axil.

    XR8 Engine:
    5.0 litre OHV (over head valve) V8.
    169 or 170kw @ 4500 rpm depending on who you listen to... (up from 165kW in ED).
    398Nm @ 3000 rpm (up from 388Nm in ED).
    Pressed steel rocker covers and sump.
    Push rod valve actuation.
    Cast iron heads.
    Sequential fuel injection.
    Serpentine accessory drive belt for quietness & reliability.
    Larger intake snorkel.
    EB GT exhaust.
    LPG:
    LPG not available as a factory fitted option on EF XR6 & XR8.
    Gearbox:

    5 speed manual std on both sedan and wagon.
    4 speed automatic option including:
    electronically controlled.
    Lock up torque converter.
    Driver's left foot rest standard.
    Normal & Economy modes.
    Normal/Economy mode auto transmission indicator light on dashboard.
    Overdrive 4th gear.
    Tickford reprogrammed gear changes for the electronically controlled four speed auto providing for faster gear changes - as previously developed & used in the ED XR8 'Sprint'.
    Brakes:
    Same as GLi / Futura: Power assisted, four wheel discs.
    Front - 287mm dia ventilated discs.
    Rear - 299 mm dia solid discs. All with asbestos free brake pads
    Suspension:
    Front:
    Short / Long Arm, Long Spindle (SLALS).
    Single rate coil springs (uprated to suit XR driving characteristics) *Reset to suit XR's lower ride height (35mm lower than a standard EF) and slightly softer than ED XR.
    Uprated XR specific twin tube telescopic shock absorbers with "coil over" spring / shock absorber mounting design (slightly softer dampening rates than ED XR).
    XR specific stabiliser bar (thicker than ED XR).
    All bushes replaced with neolethane. 0.75 degrees less camber & 2 degrees more toe-in than non-Tickford EF's

    Rear (Sedan):
    Live axil.
    Four trailing arms with Watts linkage.
    XR specific twin tube telescopic shock absorbers with "coil over" spring / shock absorber mounting design.
    Stabiliser bar.
    Single rate coil springs (uprated to suit XR driving characteristics) *Reset to suit XR's lower ride height (32mm lower than a standard EF).
    All bushes replaced with neolethane.
    Limited slip diff standard.
    Watts link diff mounted centre pivot moved 20mm downward compared to non-Tickford EF Falcons.
    Wheels & Tyres:

    15" x 7.0" five-dual spoke alloy wheels.
    Michelin MXV P205/65 VR15 steel belt radial ply sports tyres standard.
    Optional 16" X 7" Tickford 5-spoke alloy wheels.
    Michelin Pilot XGT P225/50 ZR16 tyres with above optional wheels
    Performance:

    4.0 MP EFI manual XR6 Sedan.
    Speed Range:
    0 - 100kph 7.6 seconds



    Standing 400m:
    15.5 seconds
    avatar
    FJ

    Number of posts : 3225
    Age : 46
    Location : Canterbury
    Registration date : 2008-03-16

    Re: E-Series Specs

    Post by FJ on Mon Mar 17, 2008 1:49 am

    1998 NL Fairlane by Tickford

    This long wheelbase forerunner to the TL50 was a very special limited edition apart from its tiny 106 production run. It was effectively a long wheelbase version of the EL GT but there were key mechanical differences as it became the first local Ford to offer the US Explorer's revised Windsor V8 with the GT40P heads. It is sometimes known as the Fairlane 195.
    The special engine in this model featured the GT40P heads, the revised Explorer upper and lower inlet manifolds, 65 mm throttle body, 70 mm airflow meter, Motorsport injectors and special extractors. Torque was lifted to a hefty 410 Nm, a welcome boost for a model that was as spacious and luxuriously-equipped as this one.
    The exterior was dominated by a more purposeful mesh grille and the large flat-spoked 17 inch alloy wheels. Combined with its lower ride height, there was no mistaking it for an everyday Fairlane on VIP duty.
    The GT theme extended to the interior which included sports-contoured front seats, leather and wood-rimmed Momo 4 spoke steering wheel and leather trim accents on doors, dash and centre console. Walnut inserts matching the Momo wheel were added to the door tops and T-bar surround while door handles were polished chrome. A premium 250 Watt 9 speaker audio system and alarm were also standard. This premium model came only in Navy Blue or Regency Red.
    Specifications

    Engine
    Fairlane 195kW: Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, GT-40P Explorer heads, roller rockers, special camshaft, upgraded 65mm throttle body and engine management system, electronic ignition, low restriction extractor exhaust system, 195kW @4700rpm, 410Nm @ 3900rpm (net)
    Transmission
    BTR M97LE, electronic 4 speed auto, GT Adaptive Shift Strategy, T-Bar shift.
    Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th - 0.68:1
    Reverse 2.09:1
    Rear axle: 3.45:1, LSD
    Suspension
    Front: Independent, upper and lower wishbones with urethane inner bushes, unique coil spring/strut-type dampers, GT camber and castor kit and 28 mm anti-roll bar. Modified spindle to accommodate bigger brakes.
    Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, unique variable-rate coil springs and dampers, 24 mm anti-roll bar, tuned urethane upper and lower trailing arm bushes, delete self-levelling.
    Brakes
    Front ventilated 329mm discs, PBR twin piston Cobra calipers, rear solid 299 mm discs. ABS
    Wheels
    17" x 7.5" Speedline 6-spoke alloy
    Tyres 225/45R17 Michelin Pilot SXGT
    avatar
    H0WL1N
    Sheriff

    Number of posts : 1509
    Age : 47
    Location : Watching the mighty Warriors
    Registration date : 2008-03-17

    Re: E-Series Specs

    Post by H0WL1N on Mon Mar 17, 2008 1:51 am

    Funny how the EBII XR6 does the 1/4 quicker than the EBI XR8 :?:

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    Re: E-Series Specs

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