Ford Falcon XR 20th Anniversary

The 1980s were barren times for fans of Blue Oval performance Down Under. Ford’s axing of the legendary 302 and 351 cubic inch Cleveland V8s in 1983, when the full-size XE model was out-stripping the smaller Commodore in the sales race, left the Falcon brand without a halo car. 

Australian performance enthusiasts were therefore forced towards Holden’s Commodore, its V8 somehow adapting to survive not only the change to unleaded fuel in 1986, but the introduction of a cleaner, greener electronic age.

By 1991, the fuel injected 5.0-litre V8 in the VN Series Commodore was a smooth and potent performer that had no discernable local competition.  Additionally its unbroken competition pedigree developed a legion of young followers whose automotive loyalties were decided on street cred and race results.

Ford had no choice but to act, and the 5.0-litre (actually 4949cc) Mustang V8 motor found its way under the EB Series Falcon’s bonnet. To celebrate the return of the V8, Ford introduced a new model based on the Falcon S-Pack and initially known as the S-XR8. The ‘XR’ nameplate was a neat nod back to the first Aussie Falcon to gain V8 motivation, the XR range of 1966. 

Now 20 years on from the S-XR8, the XR badge lives on as the pinnacle of Ford performance, and here we celebrate four of the most significant models.

More photos of 20 Years of Ford XR at motoring.com.au

1994 ED XR8 Sprint
Engine: 4949cc V8, OHV
Power: 192kW @ 5000rpm
Torque: 405Nm @ 4000rpm
Fact: The ED was the only Falcon model to have an XR8 Sprint derivative.

Introduced in September 1993, the Sprint version of the XR8 was seen by many as a poor man’s GT -- as it harnessed an EB GT-style driveline but was more plainly clothed.  Like the GT it was to be a limited edition model, with Ford initially saying only 300 would be produced. In reality 356 were eventually wheeled out, split between 184 five-speed manuals and 172 four-speed autos.

Retailing for around $46,000, an $8000 premium over the standard 165kW XR8, the Sprint’s enhancements included a Fairmont Ghia-based interior with racier seats and a MOMO wheel to add a performance edge. The exterior body-kit was so subtle it was almost apologetic, though it did carry the XR-specific four-headlight front end that was first introduced with the ED range.

The Sprint received distinctive 16-inch alloy wheels bound with 225/50 Michelin rubber, but its hand was truly revealed by the chassis and engine upgrades. Ford’s then tuning arm Tickford came up with a unique combination of anti-roll bars, firmer springs and dampers that not only lowered the car 5mm but made most of the wider rubber. 

Tickford also weaved its wand over the 5.0-litre Windsor V8, giving it deeper lungs through the adoption of GT40 heads with larger valves and a higher compression ratio (9.0:1).  A bigger throttle body was also adapted, while internally roller rockers and a lumpier camshaft were used. It also exhaled through a larger exhaust. 

The sum effect of these changes are shown in the power figures, with output set at 192kW at 5000rpm compared with the contemporary XR8’s 165kW at a comparatively asthmatic 4500rpm.  Torque also increased to 405Nm at 4000rpm (XR8: 388Nm at 3000rpm).

Though this extra power fell short of the EB GT’s 200kW claim, the Sprint’s 1600kg kerb weight (for the auto, the manual was around 1580kg) meant it was around 70kg lighter and gave it a slightly superior power to weight ratio.  Road tests at the time suggested the Sprint did away with the lethargy felt when the standard unit was revved past 4000rpm, and had a more muscular mid-range than the top-spec GT. 

Our featured Sprint belongs to the Hadfield family.  “It’s been my Dad Greg’s pride and joy for years, but now Mum (Julie) uses it as everyday transport,” says Nathan, who drove the car to our shoot. 

The Sprint was purchased by Greg as a new car and today has done a mere 186,000 kilometres, the red paintwork (usually so prone to fading) still polishing up nicely.  It is a 1994 model automatic and was one of the last to be delivered. 

“Dad really wanted a black manual, and he had located one, but Mum demanded the auto so she could drive it too!” he laughs.  “We don’t have any plans to sell it.”

Like the first XR8, the S-XR6 was released as part of the EB family, to take advantage of the EB Series II’s newly installed 4.0 litre (3984cc) overhead cam straight-six. Tickford wanted a stand-out performance six that would provide V8-matching pace with lighter weight and better handling and economy. The fact that it would carve a niche that Holden wasn’t playing in wouldn’t have been lost on the Ford boffins either...

The XR6 boasted several performance enhancements. Under the red camshaft cover, the big six was treated to a higher flow cylinder-head, a bump in compression to 9.1:1 (standard 8.8:1), new camshaft profiles and exhaust changes to yield 161kW at 4600rpm and 366nm at 3650rpm.  To put these figures into perspective, that’s only 4kW/22Nm shy of the V8 Falcons of the time, XR8 included.

Combine these stats with a shortened 3.45:1 final drive and a 70kg weight saving and it’s not hard to see how the XR6 became a popular choice amongst the regular production Aussie gunslingers in the early 1990s. 

Of course the effects run deeper than in a straight line, the alloy-headed six offering a significant weight saving over the front wheels and allowing the XR6 to change direction with an agility that was completely foreign to those weaned on cast-iron bent-eights.  Ride height was lowered 35mm front/35mm rear, and this combined with stiffer springs and gas filled dampers  helped smear the standard-fit 205/65/15 Michelins into the road.

By the introduction of the EL range (the first Australian car to have driver’s airbags standard across the range), the sub-$40,000 XR6 was still prodding incessantly at the V8 brigade, thanks to the continued development of the base six. 

Employing the ‘computer torque control’ dual-length inlet manifold first seen in the EF Series, the EL generated 164kW at 5000rpm with the same 366Nm of the EB, although produced at a lower 3150rpm. 

On the handling front, the EL platform was the best of the ‘E’ Series Falcons yet, the pivot point of the rear Watts linkage being dropped by 20mm with wholesale changes in geometry to make even the base models tidy handlers. Both XR6 and XR8 received further lowered, strengthened and stiffened components including 30mm Monroe shocks, the lot able to be matched to optional 16-inch alloys wearing 225/50/16 rubber.

Daniel’s XR6 has been a daily driver for the last six years.

“I bought it because it is good at multi-tasking.  It’s a big, comfortable car but also performs well, with the low-rev torque being its biggest asset, and it revs more cleanly than the V8s of the time.

“Its classic rear-drive handling balance can make it tricky to drive in the wet but it’s very controllable.”

Highlighting the otherwise unloved AU Falcon range was the last XR8 to use the venerable 4949cc Windsor V8.  In this final form the motor was hand-assembled by Tickford engineers and incorporated several improvements learned from the premium T-Series Tickford/Ford products.

Though some would politely say the AU was ‘stylistically challenged’, under the skin it was a significant step forward with a lighter, stiffer body shell. The XR8 also received the newly developed double-wishbone Independent Rear Suspension (IRS) as standard fitment. 

Starting with the 185kW 5.0-litre as seen in the last ELs, the AU XR8 was progressively developed from its introduction in 1998, seeing a rise to 200kW in early 2000’s Series II before settling with a 9.4:1 compression, 220kW version in late Series IIs.

Those 220kW were delivered at 5250rpm (beyond the EB XR8’s redline!) with 435Nm of twist at 4000rpm, and that impressive output came courtesy of roller-rocker equipped, cast-iron GT40P heads (T-Series had alloy heads) that were port-matched to the GT40 manifold, along with a 70mm throttle body, cold air intake, longer-duration Crow camshaft and low-restriction dual exhaust.

In addition to the extra performance, it’s apparent that with AU, Ford were becoming more serious in the braking department, offering a premium brake package that incorporated twin-piston front callipers with slotted rotors.

The interior also brought the XR8 closer to global standards with options including leather sports seats, an in-dash six-stacker CD player and twin airbags. The automatic box utilised ‘adaptive shift’ technology that altered its change patterns based on throttle inputs from the driver. 

Working through 235/45/17 wheels shod with Dunlop SP Sport 9000 tyres, the IRS rear-end greatly assisted ride and traction, though the increased mass over the previous live axle setup meant the AU XR8’s weight headed north, exceeding 1650kg.  Overall handling was praised with nicely weighted steering putting it ahead of its VT Commodore competition when the going got twisty, though the Holden product enjoyed a power advantage from its larger 5.7-litre Chevrolet V8.

Damian Scukovic’s Series Two AU XR8 220 follows a long line of XR-Series Falcons in his garage. 

“I started with an EF XR6 which was stolen, so I moved on to an EF XR8,” he says. 

“More recently I had an F6 Typhoon which I loved. I bought this XR8 primarily as a tow-car for my EA saloon racer, though it performs really well in its own right.” 

It’s a nicely optioned manual with premium sound, brakes and leather seats and the three inch cat-back exhaust modification really gives the Windsor a voice.

Damien is the vice-president of the FPV & XR Owner’s Club of Victoria, and has been actively involved within the club over the last 10 years.  In addition to offering a wide range of club activities the club is an excellent source of information for any current, former or aspiring XR-Series owner.

Designed primarily as a value-added package, the XR 50th Anniversary models (based on XR6 and G-Series variants) were released in 2010 to celebrate Falcon’s 50th anniversary.

In the case of the XR6 Turbo, here in Anniversary-specific ‘Sunburst’ orange, the 50th Anniversary package retailed for $47,950 with the available (and much recommended) ZF six-speed automatic transmission. Over $10,000 of extras included special leather sports seats, premium audio, dual-zone climate control, reverse parking camera and 19-inch Medium Stealth alloys with 245/35/19 Dunlop SportMaxx rubber, as found on FPV’s latest products.

The wide stance and 50th Anniversary badges and other detailing help set it further apart from the everyday XR6 Turbo... Which isn’t a bad basis to start from in itself...

When the BA Falcon range came on-stream in 2002, most of the talk surrounded what was under the bonnet.  The new-generation ‘Barra’ iteration of the 3984cc inline six housed a new four-valve per cylinder, DOHC head and produced 182kW straight out of the box, more than the AU3’s optional (non-XR) 175kW V8.

Additionally Ford wanted to capitalise on the Barra’s breathing ability and installed a low-boost turbocharger to create the XR6 Turbo. It crunched out 240kW/450Nm yet was so discreet its front-mounted intercooler was camouflaged behind a black finish.  Even the XR8’s newly-installed 260kW ‘Boss’ 5.4-litre V8 had to take a back seat to the turbo once it hit boost.

Today’s FG XR6 Turbo is simply the best XR-car ever built. The latest Barra turbo six provides 270kW at 5250rpm along with a torque ‘plateau’ of 533Nm, served up from 2000rpm all the way to 4750rpm. 

This breadth of punch ensures that serious speed can be had without ever exceeding 3000rpm, yet if you are game enough to press the throttle beyond half-way, you are rewarded with a real shove in the back, the engine note hardening as it thrusts towards three-figures.

In ride and handling terms, passengers are nicely insulated from surface imperfections though the driver experiences some jiggling feedback through the wheel, allowing a good read of the road surface.

The Turbo never feels less than a big car, weighing in at 1733kg and sitting low and wide on the road. That mass asks a lot of the suspension, larger bumps taken in sequence unsettling the car for a second before the damping regains control.

On smoother surfaces the surfeit of mechanical grip allows the XR to turn in more crisply than the nose-heavy V8 competition, and has a natural edge through direction changes also. Braking, courtesy of PBR-made twin-piston front callipers up front and single-piston rears, proves fine for road use with a progressive, firm pedal feel.

This all-round ability leaves Ford in something of a pickle -- with performance this impressive, is there still a viable business case for the XR8?

A look at the spec sheets over this time span verifies the visual. Wheels grew from 15 to 19in, tyres from 205/65 to 245/35.  Power ranges from 161kW to the current 270kW, while weights vary from low 1500s to mid-1700kgs.

One remarkable constant, however, is the pricing.  In 1993 an XR8 Sprint could be had for around $46,000, the same as an AU2 XR8 220...and today’s 50th Anniversary XR Turbo is similarly priced. In real terms therefore it’s a bargain...

Not only did these fast Falcons provide Ford with a fresh generation of halo cars, they provided constantly improved equipment levels, performance and handling characteristics at accessible pricing levels. As a value for money proposition, there is little worldwide that compares.  Let’s hope Ford continues to carry the XR torch for another 20 years.

words - Adam Davis
photos - Peter Ellenbogen