User:Tranvit/Ford Falcon (Australia)

2016 Falcon

The Australian Ford Falcon, produced between 1960 and 2016, was a car born upside down and became famous for embodying everything unique about Australian culture—toughness, practicality, and a massive dose of tradition, heat, and the soul of what was originally an American car. In a world where practically everything wants to kill you, from spiders to the weather, the Falcon became a reliable companion, albeit with a bit of oil on your hands. When it was replaced in 2016 by the sterile Ford Mondeo, it was as if someone forced Australia to trade a proper pint for coffee in a paper cup.

Development

Ford's biggest nightmare

In the 1950s, Ford in Australia was staggering around like a drunkard after last call at the pub. While Holden reigned supreme as the self-proclaimed god of tin boxes, Ford floundered with British models like the Zephyr, Consul, and Zodiac. Sure, these cars worked fine on smooth English roads and in genteel tea-drinking circles, but out in the dusty Australian outback, they had about as much success as bringing salad instead of meat to a barbecue. And to top it off, they were ludicrously expensive—import duties jacked up the prices so high that only city-dwelling snobs who’d never laid eyes on a real kangaroo could afford one.

Ford Zephyr

Ford also assembled Canadian V8 models, which sounded great on paper and probably would’ve had the ladies swooning. But the harsh truth was that the average Aussie simply couldn’t afford one. The V8s were fast, sure, but what good is speed if you can only afford it once in a lifetime—after selling your farm and every last sheep? Ford was circling the drain, desperately in need of a miracle to avoid becoming just another rusting wreck abandoned in the middle of the desert.

Then, salvation arrived. In 1958, a group of Australian executives found themselves in Detroit, likely looking for inspiration or at least cheap whiskey. There, they saw the new Ford Falcon, and it was like a divine revelation. The Falcon was low, long, wide, and modern—everything Holden wasn’t. But most importantly, it had a crucial feature: its wide body could fit six people, perfect for Australians needing to transport their family, two dogs, a mistress, and a crate of beer all at once. The two-speed automatic transmission was the cherry on top, allowing drivers to sip their drinks even on the bumpiest bush tracks. And while the Falcon was marketed as a compact car in the U.S., Australians took one look at its advantages and decided it was a full-size.

Ford Australia made the call immediately—no more British nonsense. The Falcon would be their new champion. In 1959, they effectively stol

e a factory from Canada and plonked it down in Broadmeadows, Melbourne, a stroke of uncharacteristic genius. The factory roof, designed to handle Canadian snow loads, was perfect for enduring the asteroid-sized hailstones Australia regularly unleashed to destroy cars and roofs alike.

And that was it.

First Generation (1960 - 1966)

XK (1960 - 1962)

Skill issue?

The first Ford Falcon, the XK model, rolled into Australia in September 1960 as Ford’s answer to years of humiliation at the hands of Holden. It was a four-door sedan stolen straight from America, with the steering wheel flipped to the correct side and a simple message: “Here you go, Aussies, your car.” Local dealers, knowing the abuse it would face, slapped on their own modifications like reinforced leaf springs and larger tires to help the car survive Australian “roads,” which looked more like war zones.

The advertising boasted, “Australian—with a global difference,” which was just a polite way of saying, “It’s cheap, and it’s going to break.” And break it did. Right out of the gate, the Falcon earned a reputation for having a transmission with a shorter lifespan than a sausage on a barbecue, and its chassis had an unfortunate tendency to crack at the mere sight of a decent pothole. Yet, despite its shortcomings, the Falcon managed to gain some popularity, thanks to its modern looks and Holden’s ongoing obsession with retro design.

But by 1962, when Holden launched its new EJ model, the Falcon was in trouble. While Ford had managed to sell over 68,000 units by then, word was spreading among Aussies who wanted a car that could last more than a week: the Falcon was just another imported toy that couldn’t handle a proper trip into the bush.

XL (1962 - 1964)

Still too American

The Ford Falcon XL debuted in August 1962 as the successor to the XK, which had already earned a reputation as the cheapest way to accumulate a pile of spare parts. The XL aimed to improve the Falcon’s tarnished image, sporting a new “bulging” grille, bumper-integrated lights, a squarer roof cheekily dubbed the “Thunderbird roof,” and a revised carburetor that, allegedly, wouldn’t disintegrate immediately. More marketing than substance—but what else would you expect?

Under the hood, things remained unchanged: two sluggish variants of the Falcon Six engine—a 144 cubic-inch producing 90 horsepower or a “mightier” 170 cubic-inch with 101 horsepower. Both had just enough power to get you into town, but as for venturing into the bush? Forget it—unless you fancied being stranded in the dust with an overheated engine and a snapped axle.

The model range expanded to include “luxury” options like the Futura Sedan and the Squire Wagon, complete with faux-wood side panels—because nothing screams luxury quite like fake wood stuck to sheet metal. There were also utilitarian offerings like the “utility coupe” and panel van for those who wanted to haul cargo in style, at least by Ford’s standards.

The Falcon XL even tried its luck in motorsport. In 1962, it managed to win the Armstrong 500, simply by surviving the entire race—an achievement unheard of for Falcons at the time. Bob Jane and Harry Firth took the win behind the wheel of an XL, with three other Falcons finishing just behind them in the same class—a testament, supposedly, to Ford’s ability to build a race car, though it’s more likely the competition was plagued by mechanical failures that day.

Production of the XL ended in February 1964, with a total of 75,765 units made.

XM (1964 - 1965)

Ford

The Ford Falcon XM, launched in February 1964, was Ford’s desperate attempt to fix the legacy of cracking chassis and abysmal transmissions left behind by its predecessors. With great fanfare, Ford announced the XM featured 1,500 improvements, essentially a corporate way of saying, “We’re starting over—please forget everything.” Major changes included sturdier ball joints, new upper control arms, coil-sprung shock absorbers, and repositioned rear spring mounts—basically, everything necessary to keep the car from falling apart when it hit a bump. Oh, and the windshield wipers? No longer vacuum-powered, because “What were we even thinking?” These were replaced with an electric motor. The seats? They could finally support someone heavier than a 50-kilo driver.

Sus

Under the hood, the same old inline-sixes remained, but with minor performance tweaks. The base engine offered 96 horsepower, while the “more powerful” 170 cubic-inch engine pushed out 111 horsepower—a miracle for anyone who expected nothing more than a trip to the supermarket. For the first time, there was also a larger 200 cubic-inch variant with a whole 121 horsepower, grandiosely named the Super Pursuit. If you’re wondering what exactly this engine could “pursue” in a super manner, the answer is simple: a big, fat, absolutely nothing.

As for design, the XM featured a “new” front end that bore such a striking resemblance to the Chevy II Nova it practically begged General Motors to file a lawsuit. The problem? Chevy was part of GM, just like Holden, Falcon’s main rival. So, when you bought an XM, you essentially got an Australian Ford pretending to be a Chevy. Makes perfect sense, right?

In July 1964, Ford introduced a two-door hardtop variant, which was marketed as a “sporty” option. In reality, it was more like an opportunity for Ford to show they could add two fewer doors and some woodgrain trim without making the car look like a complete joke.

Production ended in March 1965 after 47,039 units. The XM turned out to be a warm-up act for the XP Falcon, which is like saying a walk across a bed of nails is a warm-up for running a marathon—technically true, but nobody’s thrilled about it.

XP (1965 - 1966)

Might look even more like Chevy

The Ford XP Falcon, unveiled in March 1965, was an unexpected miracle in Australian automotive history. After five years of churning out tin cans that happened to resemble cars, the Australians at Ford finally got their act together and produced something that didn’t crumble like a Christmas tree at the slightest bump.

The crowning achievement of the XP Falcon was the torque box—a steel subframe that finally gave the car the structural rigidity it so desperately needed. Previous models, like the XK and XM, were infamous for leaving half their suspension on the road and the other half in the owner’s nightmares after crossing a pothole. This was less an engineering revolution and more the bare minimum for a car that wasn’t just a decorative prop outside the pub.

Mechanically, the XP wasn’t groundbreaking. Most components were carried over from the XM, which meant it shared the same basic bones as the 1960-63 Mercury Comet. If you looked closely, you could almost hear Detroit chuckling in the background.

In a rare moment of ambition, Ford decided it was time for the Falcon to look like something more valuable than a shoebox. Enter the Fairmont, pitched as the premium model. Its “luxurious” features included disc brakes (standard only on the Fairmont, because other models were stuck with drum-brake nostalgia), bucket seats, and color-matched interiors. Translation: some carpets and a few chrome bits to give the illusion of sophistication. But hey, for local standards, this was revolutionary.

For those who wanted a Falcon not just for the road but also for the paddock, utility versions were available. These came with the same rugged drum brakes and wheels better suited for a tractor than a family car. The average Australian farmer, however, had little to complain about—XP Falcons could survive harsh conditions, whether it was hauling sheep, beer barrels, or the entire family.

The XP Falcon saw a total production of 70,998 units, including the ultra-rare Squire Wagons (a mere 93 units built). It was replaced in September 1966 by the XR Falcon, which was ready to take the torch—or at least try not to drop it in a pothole.

Second generation (1966 - 1972)

XR (1966 - 1968)

The Ford XR Falcon, launched in September 1966, aimed to be more than just another derivative of American design fused with Australian manufacturing missteps. Following its predecessors—famous for disintegrating before their first service—Ford promised the XR would be revolutionary. In reality, it was yet another attempt at a miracle, now featuring a V8 engine and the marketing tagline "Mustang-bred Falcon." Which, loosely translated, meant it aspired to be an American Mustang but ended up as its small-town cousin.

The most significant change was the introduction of the 289 ci Windsor V8 engine, the first V8 available in any Australian car regardless of trim level. Yes, even the base Falcon could have this engine, provided you were willing to overlook that the rest of the car was just marginally sturdier than a tin can. Smaller six-cylinder engines stuck around, but the anemic 144 cu in unit—about as powerful as a broken desk fan—was mercifully retired.

At first glance, the XR Falcon was nearly identical to the third-generation American Ford Falcon. But because Australians love "practical solutions," local wagons had a shorter wheelbase than their American counterparts. Why? Only the engineers on their tea break celebrations could explain. The two-door hardtop from the previous XP series was axed, likely because Australians couldn’t fathom why a car should have fewer doors than kegs of beer on its back seat.

In 1967, the XR Falcon GT arrived—the first true Australian muscle car. With its 225-horsepower V8 engine and a gold paint job that screamed "I’m fast!" the GT became an instant icon. Naturally, most of them were gold because nothing says "luxury" like a car painted in a color reminiscent of a garden gnome's finish. A few units were produced in other colors, but these were more anomalies than a strategic choice.

The Falcon GT shone at the 1967 Bathurst 500, where Harry Firth and Fred Gibson clinched victory with an 11-second lead. This marked the first time a V8-powered car dominated Mount Panorama, a track previously deemed too punishing for large vehicles—a polite way of saying most earlier Falcons would have exploded by lap three.

XT (1968 - 1969)

The Ford XT Falcon, launched in March 1968, was Ford Australia's attempt to respond to growing competition and the demand for safer, better-equipped vehicles. With a revised grille, updated tail lights, and a handful of technical improvements, the XT aimed to look more modern and drive more reliably. Emphasis on aimed.

The XT introduced a "new" design, which essentially meant a few cosmetic tweaks. The reworked grille and tail lights were more evolution than revolution—changes about as thrilling as watching paint dry.

The real news was in the mechanical upgrades: dual-circuit brakes, larger tires, and electric windshield washers. These were undeniably improvements, though the absence of such features in prior models was a reminder of how low the bar had been.

In the more upscale Fairmont trims, Ford pulled out all the stops—woodgrain dashboards (or at least something that looked vaguely like wood), lights in all four doors, carpeting, and padded seats. At long last, Australians could enjoy a ride that didn't feel like an endurance test.

The XT came in various body styles: sedans, wagons, and utility versions. In the plush Fairmont, you could feel like you were riding in business class, while the Falcon GT offered a taste of adrenaline.

The XT Falcon GT became a legend on and off the track. In 1968, a trio of XT Falcon GTs competed in the London–Sydney Marathon, securing third, sixth, and eighth places, along with the coveted Best Team Award. Another highlight came in January 1969, when the Falcon GT won the Rothmans 12-Hour race at the Surfers Paradise International Raceway. It proved that the GT could not only handle the road but also excel where performance truly mattered—on the racetrack.

Production of the XT Falcon ended in June 1969, with 79,290 units built. It was succeeded by the XW Falcon, which continued to improve on the foundation laid by the XT, showing that Ford was finally getting serious about making cars Australians could both drive and trust.

XW (1969 - 1970)

In June 1969, the Ford XW Falcon roared onto the scene as a "brand new" model—translation: a facelifted XT with some new sheet metal and a mildly refreshed interior. Ford’s marketing team sold it as a revolution, but in reality, it was another exercise in dressing up old technology in shinier packaging and hoping no one would notice.

The XW Falcon’s "new look" included a reworked grille and redesigned tail lights, the pinnacle of design ambition at the time. Inside, the cabin was updated to resemble something you might find in a mid-range car—if you squinted, ignored the cheap plastics, and set your expectations low.

Ford offered the XW Falcon in enough variants to ensure everyone who couldn’t afford something better had an option, from sedan, through wagons, to utes.

The return of the Futura trim was an event no one had asked for, while the Grand Sport Rally Pack was tacked on just to claim the sporty spirit wasn’t entirely dead. Well, at least on paper.

The Falcon GT was marketed as the pinnacle of the lineup, but the real star was the GT-HO (Grand Tourer – Handling Option). This "supercar" featured a beefed-up suspension and the proud 351 Windsor engine, which delivered performance more akin to a "fast delivery van" than a thoroughbred racer.

The GT-HO Phase II, arriving a year later, promised performance that would supposedly obliterate the competition. And it did, as long as that competition consisted of kangaroos on a dirt road.

The XW Falcon came with a mix of engines:

• 3.1L and 3.6L inline-sixes: For those uninterested in complicated things like acceleration. Boring as fuck.
• 4.9L V8 Windsor: Because if you’re going to work, you might as well make some noise. Quite interesting, but hey, you can try better.
• 5.8L V8s (Windsor and Cleveland): Perfect for anyone with deep pockets for fuel and a desire to make the neighbors jealous. And in US, Cleveland engine was mounted primarily to Ford F-Series pickups.

With 105,785 units produced, the XW Falcon became a common sight on Australian roads. The GT-HO, however, became a collector’s dream—because what else do you want for your money but a bit of chrome and a lot of noise?

The GT-HO made waves on the racing circuit, proving that sheer weight and raw power were still fashionable. Whether on rallies or tracks, it performed just well enough to keep people talking, which was probably the real point. The "breathtaking" Phase II performance may have been due to the sheer terror of flooring it, rather than outright speed.

The XW Falcon bowed out in October 1970, replaced by the XY Falcon. It was a car that played at revolution while merely hoping to last long enough for real changes to arrive.

XY (1970 - 1972)

In October 1970, the Ford XY Falcon arrived, proudly waving the banner of the "second generation" Falcons—though everyone knew it was just another facelift of the XW. This time, however, more than just a few lights and a grille got swapped. It was like giving an old kangaroo a fresh coat of fur and hoping it would hop farther.

The new split grille and reshaped tail lights were meant to be the design’s crowning achievement. Australians applauded because, as long as a car had a big enough trunk to haul a few kegs of beer, aesthetics weren’t high on the priority list. Inside, there was talk of greater comfort, but in practice, it was the same old trick: slap on some extra padding, and voilà—luxury.

In May 1971, the GTHO Phase III thundered onto the scene, attempting to blend brutal performance with Australian humor. With 300 horsepower and four carburetors under the hood, this was a car that could terrify anyone foolish enough to stand nearby when it launched. Unfortunately, only 300 units were sold, solidifying its status as a vehicle for legends rather than everyday life.

While the six-cylinders grew to 3.3 and 4.1 liters, the Cleveland V8s remained the main attraction. For Australians who believed "more liters equals more fun," it was a dream come true. But what was all that power worth when you still had to dodge kangaroos on the road?

For the true adventurers, Ford produced a four-wheel-drive version, which was more of a curiosity than a practical solution. With only 432 units made, it became something like Australia’s Loch Ness monster—talked about often but rarely seen.

The XY Falcon wasn’t just the last of the second generation; it was a swan song for an era when cars were all about steel, engines, and raw power. With the next generation came promises of better technology—or at least an attempt to make cars that wouldn’t fall apart on rough Aussie roads.

With over 118,000 units built, the XY Falcon will forever symbolize Australia’s love affair with big, loud, and unapologetically inefficient cars.

Third generation (1972 - 1979)

XA (1972 - 1973)

After twelve years of slavishly copying American Falcons, the XA Falcon arrived in 1972 and finally gave Australians something they could feel they actually deserved. It was the first car fully designed and built in Australia (with a little guidance from the American headquarters, because Aussies apparently weren’t entirely sure how to connect the steering wheel to the wheels just yet).

Jack Telnack’s design brought a "coke-bottle" appearance because when your car is bigger and wider than before, it might as well look sexy. The result was a hardtop that resembled an Australian variation of the Ford Cortina in sedan form or the second-generation Ford Torino in coupe form. It was larger and perfect for hauling kegs of beer—or cruising around while getting sucked by charming Australian ladies (who, sadly, didn’t all look like Margot Robbie) as they left the Holden drivers to stew in jealousy.

The XA Falcon 500 Hardtop came with a limited-edition version called the "Superbird," (Apparently Chrysler Corporation nametag) which sounded much cooler than it actually was. Three colors, a few racing stripes, and some stickers made it just a little less ordinary. But if you were the type who wanted to hit the outback in style, the Superbird might give you the feeling that even the emus would envy you.

The XA Falcon marked a significant step forward, but it didn’t enjoy the spotlight for long. In 1973, it was replaced by the facelifted XB Falcon, which carried the torch forward.

True glory, however, came with a proper racing win. Enter Allan Moffat and Ian Geoghegan, who drove the XA Falcon to victory at the 1973 Bathurst 1000, cementing its legacy. No longer just a "coke-bottle" on wheels, the XA Falcon proved to be a true king of Australian roads—and maybe even the women.

XB (1973 - 1976)