Australia’s StreetFX Motorsport has stuffed a Nissan R35 GT-R heart in the unlikeliest of places.

Intent on chasing ludicrous power for its project Toyota 86, and limited by its factory four-banger, the company shocked all when it revealed the car fitted with a R35 GT-R’s twin-turbo V6.

However, while nothing to sneeze at, this stock 86 delivers much more than the GT-R’s stock 404kW. Drinking E85 fuel StreetFX predicts the car will exceed 1000 wheel horsepower, which will see it used for a “bit of everything”.

Handling the grunt will be an Albins six-speed sequential transmission, sending power to a Ford Mustang 8.8-inch rear differential. “Porsche-style” CVs and larger hubs will be the last link in the drivetrain.

Crazily, StreetFX say the car will still be used on the street. And claim it’ll hit the road with a full interior, stereo, and air conditioning.

While the final engine hasn’t yet been dropped in (the photos are of a test fit), custom engine and transmission mounts have been made to help squeeze in the engine – along with a modified cross member, transmission tunnel, and factory cross member.

Full details on the car’s build and story can be found over at StreetFX Motorsport’s website.

Pics: Mitch Hemming for StreetFX Motorsport

Visibly nervy, the young designer pleads for guidance from his PR colleague. “Can I talk about this?” Asks Jakob Hirzel, who helped shape the exterior of the new Audi A5 coupe.

This pretty two-door is why we’re in a display space erected in a carpark outside Porto Airport in northern Portugal. This is an airy, purpose-designed temporary building. The décor is white, black and grey, with discreet dabs of red. There’s a large screen on one wall, a powerful audio system, dedicated wi-fi, a reception desk, classy tables and stools, and a neatly aproned waiter ready to make you an espresso. It’s all very Audi.

Brand image seems to be the reason for Hirzel’s awkwardness. He’s here to deliver a presentation on the A5 Coupe’s exterior design before we drive it, but things aren’t going to plan. Instead of letting him simply stand and deliver, myself and the other Australian media are peppering him with questions about his own background, not the car’s. We learn that Hirzel is 33, that he’s worked for Audi for four years, and that he was with Skoda, another VW Group brand, before that…

It’s when we ask which Skoda models he helped design that Hirzel turns to communications guy Sascha Höpfner for a cue. There’s a nod from the PR man, clearing Hirzel to reveal he helped shape the exterior of the Skoda Rapid Spaceback.

Perception is profit in the car business. In round figures, Audi accounts for about 20 percent of VW Group production, but its contribution to the black-inked bottom line is double this. A direct connection between a practical hatchback from the Czech Republic and an upmarket coupe from Germany costing four times as much doesn’t exactly add lustre to Audi’s carefully crafted image.

Still, Audi deserves credit for letting Hirzel speak. Other brands with high-price images to protect will put a lot of energy into concealing connections they believe might devalue the badge.

Maserati is a good example. When the current Quattroporte and new Ghibli launched there were rumours that the twin-turbo 3.0-litre petrol V6 used in both was based on Chrysler’s Pentastar. It made sense; both brands are part of Fiat Chrysler Automobiles. The rumours were denied, vehemently, by Maserati.

It took a couple of years and persistent pestering to establish that the American V6 had indeed provided a starting point for Maserati’s engineers. What’s more, Maserati sources its V6 engine blocks from a US plant. Although, it should be pointed out, Maserati’s V6 is assembled by Ferrari in Maranello and shares little with the Chrysler engine.

What companies like Maserati and Audi fear is that the complicated realities of the car business are too frequently mangled in translation. You know the kind of thing. ‘A5 Coupe? Styled by a guy who had to leave Skoda.’ Or ‘Maserati’s V6? A Chrysler 300 engine with a couple of turbos bolted on.’

We know you relish the complexity. Which is why we’ll continue to ask the kind of questions that make people squirm.

This article was originally published in Wheels August 2016.

Vehicle manufacturing has a promiscuous underbelly that sees car manufacturers get together with platform sharing arrangements that swap and change like some sordid automotive soap opera.

Take the Mazda BT-50 for example. Long partnered with the Ford Ranger, it’s jealous that its Blue Oval partner has glammed up and has plenty more fans so is now looking to shack up with the Isuzu D-Max which underpins the Holden Colorado.

Meanwhile Nissan has offered up its Navara for a marriage of convenience with the Mitsubishi Triton despite it already being under the shell of the Renault Alaskan and professing its devotion to Mercedes-Benz for the German’s own dual-cab ute ambitions.

It’s not just the big utes that indulge in platform sharing activities, with many popular SUVs and cars from different makes sharing plenty of DNA despite different vehicle types, appearances, brands and badges.

While most platform sharing is by merged entities, such as cars within the Fiat/Chrysler and Volkswagen groups, it still often results in two cars that are ‘same-same but very different’.

Here’s five you may not know about.

FIAT 500X AND JEEP RENEGADE

Fiat and Chrysler’s corporate union has led to the to the 4×4 version of the FCA Small Platform being applied to two very different cars – the curvy Italian big sister of Fiat’s iconic mini car and the jar-headed small Jeep that harks back to its military heritage.

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They feel different in terms of ride and handling despite sharing the same 2570mm wheelbase, 160-horsepower 1.4-liter turbocharged 4-cylinder, or 180-hp 2.4-liter 4-cylinder engine options and nine-speed automatic gearbox. They also share Chrysler U-Connect infotainment systems and seats, albeit with different style coverings.

NISSAN X-TRAIL AND RENAULT KOLEOS II

The newly released Koleos uses the Common Module Family (CMF-CD) modular platform developed jointly by Renault and Nissan which is already used on the Nissan X-Trail. The two also share a 2.5-litre four-cylinder petrol engine and continuously variable transmission though differ significantly in terms of exterior and interior styling.

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BENTLEY BENTAYGA AND AUDI Q7

Despite costing four times the amount of a new Audi Q7, the Bentayga shares the same Volkswagen PL73 platform as its German cousin. Despite an attempt to separate them aesthetically, you can see the family resemblance outside. Where they differ greatly, apart from interior fit out, is with their engines with the same cavity being used to house either the Bentley’s twin-turbo 6.0-litre W12 block or the Audi’s 3.0-litre diesel.

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BMW 2 SERIES ACTIVE TOURER AND MINI CLUBMAN

Despite looking very different, the BMW 2 Series Active Tourer shares plenty with the Mini Clubman, which is owned by BMW. This includes the BMW UKL2 platform, suspension including multi-link rear system and almost identical drivetrains.

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AUDI TT AND VOLKSWAGEN GOLF

The two seat sports car and popular hatch share Volkswagen’s prolific A Series platform along with a host of other Volkswagen Group vehicles including the Audi A3, Skoda Yeti and Octavia, Seat Telodo and a host of VW small cars including the Jetta, Scirroco and Tiguan.

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AUSTRALIA’S largest superannuation provider has about $1.2 billion invested in one of the world’s smallest car companies – and one that is yet to turn a profit.

AustralianSuper has increased its holding of California-based electric car maker Tesla to 1.19 percent of its $100 billion in investments covering 2.1 million Australians.

The investment accounts for about 3.2 percent of Tesla’s $36.7 billion market capitalisation.

The news comes as Tesla shares plunged 6.7 percent on the back of last week’s explosion involving the Falcon 9 rocket owned by SpaceX, a company formed and run by Elon Musk, the man behind Tesla.

AustralianSuper refused to tell Wheels how many of its members were exposed to the Tesla investment, which ranks as the superannuation giant’s 11th-largest offshore investment.

Tesla shares have fluctuated from $US150-280 (about $200-$330) over the past two years, but the trendline shows there has been minimal capital growth – and no dividends due to the lack of profits.

Of 16 analyst firms quoted on the Nasdaq website, only four recommend buying Tesla stock, with the remaining 12 issuing a ‘hold’ or ‘sell’ recommendation.

The Tesla share price has been the subject of debate among analysts, with one previously deeming it a “horrific” investment and others questioning its value given how few cars are sold and how much money the company currently loses.

“Tesla is incredibly expensive by traditional investment standards,” Phillips told Wheels.

But he said that Tesla is a relatively small component of AustralianSuper’s overall investment and that it wasn’t unusual for superannuation funds to include volatile stocks in a diversified portfolio.

Brett Taggart, managing director of Bell Partners Wealth Creation, pointed to the size of the investment relative to the fund’s overall size and said it could be part of a plan to ensure exposure to potential growth areas.

AustralianSuper refused to outline what it saw in Tesla as an investment.

Tesla predicted it would be a loss-maker early in its life – making cars is capital intensive – and it appears much of its share price reflects that potential investors see the carmaker currently leading the electric race.

But competition is heating up and appears almost certain to target the Tesla formula of making desirable, fast and fun electric cars.

The Paris motor show later this month is expected to shed light on potential rivals for Tesla, with reveals of soon-to-arrive electric cars from the likes of Mercedes-Benz and Volkswagen.

The German carmakers in particular are working frantically to take advantage of the momentum Tesla has created in the electric space.

Peter Brock won many races at many different circuits, but he always saved his best for Bathurst.

His record of nine victories (10 if you include the Bathurst 24-Hour) is unlikely ever to be broken, and hopefully never is, as it’s up there with Bradman’s batting average as a unique Aussie achievement.

His career spanned more than 30 years, beginning in the production-based era of the late-’60s when cars had to be nursed the distance and ending in the late-’90s, by which time it was a flat-out sprint in a purpose-built touring car.

Here are five of Brocky’s best Bathurst moments captured on film.

1979 – Lighting it up on the last lap

It wasn’t his first win – in fact it was his fourth – but it was undoubtedly his best. The winning margin of six laps will never be repeated, but it was Brock’s boldness to set a new lap record on the last lap that truly marks it out as special.

Brock had attempted the feat the year before, only to be baulked by an Alfa Romeo coming down the mountain. There would be no such dramas this time capping off the perfect weekend for the Holden Dealer Team.

1986 – In-car commentary

Bathurst is one of the world’s most difficult racetracks, but Brock makes it look it all too easy on RaceCam during the 1986 race, casually commentating a lap in one of the best bits of Aussie race footage ever recorded.

The 1986 race was notable for Brock teaming up with his former nemesis Allan Moffat. Moffat blotted his copybook early by sticking the Commodore in the wall in practice, however the pair ran strongly in the race until an oil cooler problem dropped them to fifth.

1987 – Slipping and sliding in the wet

Brock’s final Bathurst 1000 victory might have been decided in a court room rather than on track, but it was well deserved thanks to an unbelievable spell of driving in slippery conditions.

Pitting early for slicks on a drying but still very wet track, Brock drifts his VL Commodore beautifully between the walls, providing a masterclass in car control.

1991 – Tooheys Top 10 Shootout

Time heals all wounds, and four years after his public acrimonious split with Holden Brock was back at Bathurst in a Holden. His effort in the 1991 Top 10 Shootout may only have netted sixth on the grid, but it’s a lap that anyone who witnessed it will never forget.

Totally committed, eyes on stalks, sideways everywhere, Brock wrestles the VN SS – which in hindsight was a very good looking race car – into submission, but Mark Skaife’s equally epic pole lap in the mighty R32 GT-R was almost 3.5sec faster.

1998 – Brock hitches a ride with Brad Jones

It’s not often you’ll see Peter Brock in the passenger seat, but in 1998 he hitched a ride with Brad Jones in the Audi A4 quattro super tourer to trade some tips.

Brock had officially retired a year earlier but doesn’t look too keen on a new career in the silly seat, nervous laughter covering up the fact that he looks quite uncomfortable, even at ‘demonstration’ pace.

The petrol-powered five-cylinder engine has just turned 40.

First introduced in the 1976 Audi 100, it’s remained one of the rarest engine configurations, but undoubtedly one of the coolest due to its unique and evocative sound.

Its unusual firing arrangement (five firing pulses for every two crankshaft rotations) produces the characteristic warble that is sadly only found in Audi’s RS3 and TT RS. Thankfully, as the brand that introduced the five-pot, Audi is keen for it to continue.

Audi Quattro

Volvo 850 R

With a 2.3-litre turbo five producing 190kW/350Nm, the 850 R was a weapon, capable of over 250km/h, and transformed Volvo’s image from ‘boxy but safe’ to something with a bit of a heartbeat.

Audi RS2

Combining a sensible body shell with a 232kW/410Nm 2.2-litre turbo firecracker proved a popular combination, with 2891 of these incredibly expensive machines built, though only 180 in right-hand drive.

Ford Focus RS

It sounded amazing, with a vicious crack from the exhaust if you timed your upshifts right, handled brilliantly and looked like a rally car which had shaken off its stickers. You sat too high and it torque-steered like mad, but it’s absolutely a modern classic.

Audi RS3

It also feels incredibly understressed, even producing 280kW/465Nm. We fluked a 3.95sec 0-100km/h run in one, however private cars with remapped ECUs are dipping deep into the three-second bracket.

You’ve got 40 gorillas to play with – the financial kind, not the furry kind – and you want a car that will put a hefty smile on your dial. What do you choose?

Shopping south of the $40k barrier excludes most of the tastier hot hatches like Renault’s Megane RS265, the Peugeot 308 GTi 250 and that perennial favourite, the Volkswagen Golf GTI, but there’s still plenty of fast n’ fun choices to select from.

Those choices range from the $21,390 Holden Barina RS to the $40,000 Abarth 595 Competizione, with cars as diverse as the asymmetric Hyundai Veloster Turbo, the oh-so-French Citroen DS3 and the brawny Ford Focus ST in between.

But which are worth your time in a test drive? We’ve done the hard work and sorted out the top five to help expedite your decision-making process.

Subaru WRX – $38,990

It also channels all of that prodigious output through a permanent all-wheel drive system, which makes it tremendously unique in this company. Thanks to big power and big grip, the Subaru WRX earns top billing in this group.

Volkswagen Polo GTI – $27,490

141kW and 320Nm from a turbo 1.8 is sent to the front wheels through your choice of a six-speed manual or six-speed dual-clutch auto, but it’s the cheaper and more engaging manual that gets our vote. It’s a hell of a car for the asking price.

Mazda MX-5 1.5 – $31,990

True, the 96kW 1.5 litre engine in the base MX-5 has less oomph than a Barina RS, but it’s got sublime, engaging RWD handling that leverages the MX-5’s low weight to compensate.

Besides, if you want more power there’s always the 118kW/200Nm 2.0 litre model – and at $39,550 before on-roads for the top-spec GT grade, it still slides under the $40k mark too.

Toyota 86 GT – $29,990

To drive, though, the two are closer than you may think. With drive sent to the rear wheels through a six-speed manual, the base model 86 GT is an oversteer-happy coupe with exceptional chassis balance. That it costs just $29,990 makes it all the more special.

Mini Cooper S – $38,850

It’s no secretary’s car either. Despite what you may think of Mini’s brand image, the Cooper S has the performance to qualify as a proper hot hatch.

SUVs continued their threat to overtake passenger car sales in August.

Just 2549 units separated the two segments last month, according to the latest official industry figures. In August 2015, the gap had been 7773.

The Mazda CX-5 again led the charge, cementing its position as Australia’s most popular SUV so far in 2016 with another monthly sales victory.

Mazda’s mid-sized SUV topped the August sales chart for sports utility vehicles with 1902 units, heading a surprise runner-up in the form of the Mitsubishi ASX.

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ASX sales jumped nearly 80 per cent over August 2015 to place Mitsubishi’s smallest SUV ahead of the usual incumbent, the Toyota RAV4 – by just the slimmest of margins: 1781 v 1766 sales.

Hyundai’s Tucson recorded the biggest leap – up 324 percent – though that is compared to an August 2015 when the model was only just being introduced as a replacement for the ix35.

The Korean company was the only brand not to feature a double act in the top 10.

Mazda’s smaller sibling to the CX-5, the CX-3, placed seventh, Mitsubishi’s ASX was joined by the bigger Outlander (eighth), while Nissan occupied fifth and 10th spots with the X-Trail and Qashqai twins, respectively.

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Toyota had a triple act with the RAV4 (third), Prado (sixth) and Kluger (ninth).

With two-thirds of the year gone, the CX-5 sits at the top of the year-to-date tree with 16,428 sales – a huge 3109 units ahead of the second-placed RAV4.

Tucson’s superior August allowed it to leapfrog the Mazda CX-3 into the final podium position, followed not too far behind by the X-Trail.

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Top 10 selling SUVs in August 2016

Race to be Australia’s favourite SUV (at end of August 2016)

Source: Federal Chamber of Automotive Industries

THE WINNERS

Winner: Toyota

Toyota’s dominance of the Australian market is showing no signs of waning, and August would have been another blow to any brands with pretensions of stealing its crown. Four Toyotas finished in the top 10, though plenty of other models contributed to a 29 percent lift for August over the same month last year – and a 20 percent share of the market. The Corolla took a second consecutive victory in monthly sales, and the Toyota HiLux ute now leads the overall market race to be Australia’s most popular vehicle. Toyota’s year to date total of 138,459 is 60,000-odd units ahead of second-placed Mazda.

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Winners: Lexus and Infiniti

Japan’s two rivals for the established German luxury brands both indulged in satisfying results for August. All but two of Lexus’s models recorded positive figures for August, giving Toyota’s luxury arm an 11 percent increase for August and a year to date lift of 7 percent. The new baby Infiniti Q30 helped Nissan’s posh division record an 80 percent increase over August 2015, with a 34 percent increase year-to-date figure suggesting the still-relatively-new brand is starting to get some traction in this market.

Winner: Ford

Ford ends local manufacturing in October yet it clearly won’t be a barrier to Australian sales. While Falcon and Territory sales continue to peter out (down 12 and 31 percent for the month), imported vehicles contributed to a 28 percent year-on-year increase over August 2015. Ford Focus was the biggest hero with a 218% lift, while other notable nameplates were the locally developed Ranger ute and related Everest SUV. Year to date sales are up 18 percent, where old rival Holden is down 7 percent.

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Winner: British luxury brands

One would be most delighted with August’s results for Britain’s luxury marques, even if they’re owned by either German or Indian companies. The poshest brands, Bentley and Rolls-Royce, posted respective increases of 217 and 300 percent last month – VW-owned Bentley more than tripling year on year sales to 19, and BMW-owned Rolls quadrupling to four in the same comparison with August 2015. Jaguar sales leapt more than 200 percent for another month in 2016, thanks again to the XE compact sedan and F-Pace SUV – and year to date sales are close to 200 percent themselves (up 194%). And sister brand Land Rover chimed in with a further increase, albeit nowhere near Jaguar’s scale but also based on a higher volume – up 5 percent for August, up 29 percent year on year.

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Winner: Volkswagen Passat

VW’s big passenger car won a Megatest in the latest (September) issue of Wheels, though we’re not sure how much credit can be given to a massive 588 percent year on year jump for the Passat in August (330 models).

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THE LOSERS

Losers: Porsche

The German sports car and SUV brand’s year to date sales were up 27 percent by the end of June, but two successive months of double-digit dips has halved its progress. After Porsche sales slipped 18 percent in July compared with the previous year, August saw a 21 percent decrease. Macan was the main culprit – down 44 percent – though it’s up 14 percent year to date. Cayman (+110 percent) and 911 (+37 percent) were strong consolations for August.

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Loser: Small SUVs

SUV sales grew nearly 11 percent in August, though compact SUVs was the only SUV segment to go backwards. Its drop of 16 percent compared with increases for Medium SUVs (+24 percent), Large SUVs (+14 percent) and Upper Large SUVs (+72 percent). Both the Below $40K (-20 percent) and Above $40K (-16 percent) sub-segments of Small SUVs struggled.

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Loser: Hyundai i30

Four consecutive wins in the monthly sales races earlier this year had propelled the Korean hatch into a position where it seemed to be setting itself up to become Australia’s most popular car for 2016. Tantalisingly strong driveway deals had been key to the i30’s fortunes, however, and sales haven’t hit anywhere near the same heights since those offers ended. The bad news is that Hyundai i30 sales were down 11 percent for August. The good news is that the model is still up 31 percent year on year – and still within striking distance of new overall market race leader, the Toyota HiLux.

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Loser: Light/City cars

August was a month of minus figures for the majority of competitors in the city-car class. Sales of models under $25,000 tanked by a quarter compared with August 2015, with year to date sales now down 18 percent. Big names including the Fiesta, Barina, Jazz, Rio, Clio, Swift, Yaris and Polo were all among August’s casualties. Only the Mazda 2 (up 4 percent) and Skoda Fabia (up 270 percent from a small base) could say they survived a tough month. Matters were hardly any brighter in the premium light segment containing the likes of the Audi A1 and Mini. It was down 18 percent (though up 3 percent year to date).

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Losers: Electric cars

Few battery electric vehicles are offered in Australia, but even those that are available are struggling to find garage sockets. While only 96 electric cars were sold in August 2015, just 13 found homes last month. BMW will be looking to a new, improved version of its i3 to boost sales of the 2014 Wheels Car of the Year.

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First published in the November 1984 issue of Wheels magazine, Australia’s best car mag since 1953.

Ford shifts the Falcon into the era of electronic engine management.

The XF Falcon is a lot more than just a facelift; it has more performance, better economy, improved ride, new instrument panels, and much, much more. Mike McCarthy reports.

FORD IS proof that one doesn’t have to be Number Two to try harder. Far from relaxing in the top spot, Ford is dedicated to staying there. You can see that in the XF Falcon, for it goes far beyond what’s needed just to appear new and different.

Ford has tried very hard to make this a genuinely better car and demonstrably the best Falcon yet; no small aim for the third edition of what is the fourth Falcon series, and the 14th model since the XK of 1960.

The face-lifted styling serves mainly to identify the new version, clearly distinguishing it from the XE and XD before it. But for the XF (as the Falcon, Fairmont and Fairmont Ghia are coded, with ZL Fairlane and FE LTD), the changes go much deeper.

Besides taking the XF specifications and equipment levels further than many (including WHEELS) expected, Ford pulled out all stops to get the XF program through the works from boardroom to showroom in just 36 months instead of the usual 48, with design and engineering tightened to about two-thirds the usual time for an upgrade of this magnitude. Ironically, the $40 million project could have been undertaken a bit later and/or slower because, according to a Ford person: “had we known how well the XE was going to sell we could have kept it longer and targeted the XF for early ’85.”

As with the XE, the XF Falcon range consists of GL, Fairmont and Fairmont Ghia models, in ascending order, with the longwheelbase Fairlane and LTD at the top of the tree. The ESP Falcon as such has been dropped but the sporty S Pack option continues.

Also still very much a part of the line-up is the Falcon wagon of course, and the only surviving traditional Australian ute and van.

The cosmetic changes are the most obvious distinguishing features of the new models, particularly among the Falcon family. Here everything forward of the doors is peculiar to the XF. At the front, the bonnet and guards have softer lines to blend smoothly with the high-tech headlamps.

Behind the single wrap around lenses are the turn indicators, main lights and supplementary driving lights (on all models). Between the lamps is a small, slotted, argent (grey) coloured grill for the GL and Fairmont. It’s painted body colour on the Ghia. Below is an energy absorbing bumper with integrated body-colour valance and air dam beneath the black rubbing face.

The front bumper and panel treatment is repeated at the rear where the styled tail lamps fit the original positions. Also new, and typical of the attention to detail throughout the XF, is the revised rego plate/fuel filler cover with an inbuilt cupped section which holds the fuel cap so the cap keeps the spring-loaded lid open during refuelling.

Although the front-end’s softened lines tend to make the Falcon look a little smaller and narrower than before, the width is unchanged and the length is increased by 59 mm; there’s 56 mm more front overhang and three mm more rear. One suspects the new front-end may have slightly better aerodynamic penetration than the old, but Ford disclaims any tangible benefit in drag reduction. Admitting that the Falcon’s drag factor isn’t exactly state of the art, Ford says the XF body hasn’t been tested in a full size wind tunnel (see WHEELS Oct).

The modernised interiors can claim a very large proportion of the XF’s features, from something as small as the driver’s (adjustable) foot rest to others as obvious as three different sets of instruments. Ergonomics played a large part – as it should – in the interior design. Gone is the XD/XE’s slightly askew driving position, for instance. Even in the standard GL the relationship between the pedals, wheel and seat assures improved comfort. In the Fairmont and higher line models cushion tilt and steering wheel height adjustments are included.

If the GL/Fairmont four-spoke wheel seems familiar that’s because it is a carryover from the XE. The difference is that the any-colour-so-long-as-it’s-black policy has gone. Interiors are now colour-keyed, including wheel and facia.

The Ghia, Fairlane and LTD get a distinctive two-spoke wheel with soft rim. Besides different trim materials (from vinyl in the ute and van, to twill in the GL, cloth in the Fairmont, Ghia and Fairlane, a and velour for the LTD), the obvious change to the front bucket seats is the upholstered headrest replacing the moulded inverted U type. The new headrest has fore/aft adjustment in all models above the GL. Although the bucket seat base and frame are unchanged, reshaped cushion and backrest pads improve support and comfort. The three-seater ‘centafold’ front bench is standard in the base ute and van, optional for GL models.

All the sedans’ rear seats include a fold-down centre section giving a large access port between cabin and boot, and enabling easy stowage of long luggage such as skis.

The top of the lowered centre section has a hard face which serves as a tray or table. In models above the GL the centre section’s front face includes a fold-out armrest. The Ghia and higher models have adjustable rear headrests.

The new instrument panels are almost a story in themselves for number and variety of features. Base model GLs and Fairmonts share a compact instrument binnacle directly ahead of the wheel, with heat/vent controls on a central facia, locking glovebox to the left and a flat upper face. The binnacle carries two fingertip switches either side: parking/headlamps and hazard on the right, panel/dome lights and rear window demister on the left.

The instrument cluster consists of water temperature and fuel gauges, and electronically driven speedometer with curvelinear scale and semiconcealed needle, with digital clock and trip meter.

The S Pack option’s cluster combines conventional and electronic displays. It has the same style speedo as the standard cluster but adds a matching tachometer to the left. To the right is a sub-cluster with digital clock and four electronic gauges, only two of which are displayed at any given time. Thus you can monitor, say, fuel and temperature, then switch to the oil pressure and voltage displays. The system gives priority to any gauge registering a malfunction. For instance, if the oil/volts display is showing, and the engine overheats or fuel is low, the display automatically changes to the fuel/temp mode.

As with the standard and S Pack versions, a strip of warning lights runs across below the main cluster. With this layout the digital clock is at the centre of the panel in conjunction with a system-test/warning display.

A 12-function trip computer is standard in the LTD, optional for Fairlane and Ghia with the EFI engine.

If you think you’ve seen the high series models’ distinctive finger-tip switches before, you’ve seen the Mazda 929. Buttresses either side of the instrument binnacle accommodate batteries of push button and slide switches. Ford was so impressed with the 929’s system that it borrowed not only the concept and style, but even buys its assemblies from the same (Japanese) supplier. Identified by shape and illuminated symbols, the switches perform with almost hydraulic smoothness. Those in the right-hand bank control lights, antenna, backlight, demister and the standard-equipment cruise control. Those in the left-hand bank administer the high series models’ air conditioned climate control system.

The already good heater and ventilation systems have been extensively revised and improved on all models. The standard GL and Fairmont versions get four rotary switches across the centre panel to control air temperature, fan speed, air direction and such. Easily identified with illuminated symbols, the new controls are also easy to use and seem just about foolproof.

Fresh or recirculated air is available in all modes. Ford says that not only has fan noise been reduced but the total airflow is increased by about 12 percent. Whatever, it’s ample.

The excellent separate front footwell vents are retained, but Falcon’s traditional eyeball dash vents have been pensioned off in favour of louvre type outlets. There are two side by side at the centre, those in the Ghia, Fairlane and LTD having 929-like motorised vertical vanes so airflow continuously sweeps from side to side. There are also pairs of outlets at the panel ends, these stacked vertically. The upper one direct air to face level while the lower ones must be crotch coolers.

Air conditioned Fairmonts and higher models with floor-shift transmission also have air outlets at the rear of the centre console. Performance of the factory air is measurably improved with more effective evaporators and condensors to complement the ingenious new spiral type compressor which is lighter, quieter and more efficient than the previous piston type unit. The steering column

continues to carry two control stalks: turn/dip/horn on the right, and wash/wipe on the left. All models now have intermittent wipe position. Windscreen washing is improved with two twin-ball outlets, while the wagons now have a separate pump for the rear window washer.

Acknowledging the importance of ear appeal, ford has substantially upgraded the cars’ sound systems. All GL models have good quality AM/FM radio/cassette players as standard. The Fairmont, Ghia and Fairlane share an electronically tuned four-speaker system with auto reverse cassette player with Dolby noise reduction.

Standard in the LTD (optional for Fairlane and Ghia) is what Ford claims to be the best OE sound system yet in an Australian car. It consists of a modular triple decker console unit withAM/FM tuner, tape player and graphic equaliser plus separate amplifier. It has the same front speakers as the mid-models’ system but adds a pair of special rear speakers, each containing triaxial speakers (woofer, mid-range, tweeter) linked by an electronic network.

The lwb models gain some headroom however (10 mm front, 14 mm rear), thanks to a moulded headlining made of material similar to that in the Telstar: basically a type of corrugated cardboard. Other interior details include a centre console for GL models, with a different design using vinyl trim for the others except the LTD, which has its own velour trimmed version. Ghia and higher models have map pockets behind the front seats, while Fairmonts and higher also have front and rear door pockets. They also have a passenger vanity mirror which (except in the Fairmont) has a small covering flap.

As before, there are three six-cylinder engines in 3.3 litre and 4.1 litre capacities with carburettors, and 4.1 litres with injection. Being the top of the range, the 4.1 EFI engine is the feature of interest. The latest version claims 120 kW maximum power at 4000 rpm (up from the XE’s 111 kW at 3800 rpm), with 333 Nm maximum torque at 3000 rpm (versus 325 at 2800 in the XE). Even with the extra performance, the 4.1 EFI, like the carburettor 4.1 and 3.3, shows measurable gains in fuel consumption.

Much of the improvement in the 4.1 EFI engine is due to the adoption of a very advanced electronic control module known as EEC4 (Electronic Engine Control) which manages the spark timing as well as the air-fuel mix much more efficiently than the previous system.

Besides looking after the spark and fuel injection systems, EEC4 adjusts the idle speed according to engine temperature, whether the transmission is in Neutral or Drive, and whether the air conditioning is on or off. It’s also programmed to purge the evaporative emissions control canister at the most appropriate times during the emissions test cycles.

Various reliability and service features are included with EEC4, among them a limp-home ability. Should a malfunction occur the spark control and fuel flow valves revert to fixed values, enabling the car to be driven with reduced performance.

On a practical note, the EEC4 features simplified diagnostic procedures. Ford claims it takes only two minutes to trouble-shoot the system with hand-held instruments. It’s all pretty impressive stuff for a box about the size of a car radio.

Important as the EEC4 module is to the EFI engine, it can’t take all the credit for the improvements. It’s aided by changes to the throttle body, air flow meter, injectors and related areas. Other contributing factors include larger intake valves, revised piston rings to improve sealing while reducing friction, new camshaft, revised oil seals for reduced friction and a new High Energy ignition system. The changes extend to cooling system improvements with a different radiator for more efficient heat transfer, and a lightweight plastic fan with temperature sensitive viscous clutch. Both 4.1s get an improved starter motor.

The carburettor engines haven’t been forgotten. The 3.3 litre version, which went into more than 20 percent of XE Falcons (more than 18 percent of the cars and 37 percent of the commercials), doesn’t claim any change from the previous maxima – 90 kW at 4100 rpm and 240 Nm at 2500 rpm. But it’s said in fact to give better low through mid-range performance and consistently gives lower fuel consumption according to the AS 2077 test cycles.

That’s also true of the carburettor 4.1 engine which declares improved performance too. Maximum power is up to 103 kW at 3750 rpm, against previous 98 kW at 3800 rpm, with maximum torque lifted to 316 Nm at 2400 rpm from the XE’s 305 at 2300. The carburettor engines share a redesigned cylinder head, still a cross-flow aluminium alloy unit cast by Honda, but with a new combustion chamber.

Drawing from current fast/lean-burn technology, the chamber promotes swirl by partially masking the inlet valve, which has larger diameter than before to assure adequate gas flow. Like the EFI 4.1, the carburettor engines use long nose spark plugs, also share the low-friction piston rings and crankshaft seals. They have their own ignition systems and emissions controls. Interestingly, their compression ratios don’t align. The EFI model has least squeeze with 8.8 to one ratio while the carby 4.1 is highest with 9.35 to one and the 3.3 is 9.15 to one.

There’s variety in the fuel tanks too. Commercials have 68 litres capacity, the wagons 72 litres, and the GL/Fairmont sedans 66 litres standard, but with the 80 litre Ghia/Fairlane/LTD tank optional.

Changes to the suspension and steering aren’t headliners, but make their presence felt. Power steering is now standard on Fairmonts and everything above, optional for GL and base models. There’s also a new power steering pump, which is lighter, quieter and said to be more reliable with similar servicing schedule.

Further development of the front and rear suspension aimed to improve the ride and stability without detriment to the handling. To that end the dampers have been completely re-valved. Revised suspension bushes helped improve compliance (said to be particularly effective in the wagons’ rear suspension), while also contributing to reduced Noise, Vibration, Harshness.

NVH was an area which commanded serious attention in the new series. In the Fairlane and LTD, for instance, an internally tuned driveshaft assembly was introduced to cut transmission noise. Extensive laboratory testing revealed that the floor pan and dash panel were critically sensitive NVH sources. Substantial improvements resulted from insulating or isolating the affected areas with revised designs, different construction and/or more effective sound proofing.

Extra effort was devoted to the wagons’ NVH program. In addition to new (oval) rear spring bushes, the exhaust system was revised, a heavier flywheel fitted, and better sealing of the rear compartment achieved with improved carpeting and additional sound-proofing/damping.

While the new Falcons include many more features and much more equipment as standard there’s also a long and broad list of options. There are too many to outline here, except two which are bound to be the most popular packages. One is GL/Fairmont/Ghia sedan Sports Handling Suspension kit which includes lower, stiffer springs with Bilstein gas dampers and thicker front anti-roll bar. No firm price, but a usually reliable source mentioned . . . “less than $150.”

Then there’s the ever-popular S Pack, applicable to all GL models. This brings fog lamps, 12-slot steel wheels with trim rings, the sports instrumentation, black bodyside stripes, cloth seat covers, ER70H14 tyres, blacked-out door frames, adjustable steering column, driver’s cushion tilt, driver’s footrest, red Falcon and S decals on the tail and with black window frames and drip mouldings. Wheels influence a car’s appearance and also its performance: depending on spec, the GL comes with either 5.5 inch or six inch rims, in 14 inch diameter, the wider version shared with Fairmont and Fairlane.

These three have wheel covers; with 10 holes for the GL, eight for the Fairmont and turbine-like radial blades for the Fairlane. A 14×6 inch alloy 16 spoke design is optional for those models.

The Ghia has the carried-over Snowflake style alloy wheels in 15×7 size as standard, while the LTD’s standard alloy Moon Discs are 15×6.5 inches and have a large fiat face with 15 narrow slots.

***

HOW LONG ago 1960 seems. The brand new XK Falcon offered 2.4 litres engine capacity and 67 kW maximum power. It gave about 8.5 km/1 (25 mpg) overall, covered the standing quarter mile in the 21s, and could be wound up to about 140 km/h fiat out.

Today’s Ford Falcon is an altogether bigger and heavier car, of course. It’s infinitely more refined and complex, albeit still with six cylinders under the bonnet. But at top level it boasts 4.1 litres and 120 kW. Its consumption still averages around the mid 20s but it covers the standing 400m in the low 16s and has top speed knocking on 200 km/h.

To confirm that the XF is definitely a goer we ran a full set of acceleration figures (see accompanying table) on an S Packed GL sedan with four-speed 4.1 EFI engine. Averaged from runs in opposite directions with two people aboard, the figures prove the big Falcon doesn’t hang about. It covered the 400m in just 16.4 seconds, having reached 100 km/h in only 9.3 seconds.

Apart from being very quick through the gears, despite the lowly 4500 rpm redline, the engine feels really strong in the gears too, an impression borne out by excellent times through the mid-range increments in second and third. Fourth gear is very tall, a long-legged 2.77 to one, for easy and economical cruising with 42.5 km/h per 1000 rpm.

Even so, the XF has power enough to wind right to the red line in top gear, translating to an honest 190 km/h. At that the Falcon is much faster than its speedo.

We also had a four-speed 4.1 EFI Ghia and a carby 4.1 automatic at the track for the preview session. We didn’t check their performances against the clock, but seat-of-the-pants impressions corroborated the S car’s results.

Surprisingly, or perhaps not, the automatic version wasn’t far behind … about two seconds slower to 100 km/h and climbing to a top speed of 180 or so.

Working to tight deadlines for the new models’ release, Ford wasn’t able to field a preview Fairlane and LTD; didn’t have either one ready even for photography, let alone for driving.

We got a good insight into the others however, with drivetime at the You Yangs proving ground as well as on the road. It must be admitted that the Ghia with optional Sports Suspension was our favourite for its higher standard of handling and cornering, but that’s to take nothing from the GL with the S pack and the stock Fairmont. They also handle well, with obviously more body roll and floatiness when pushed really hard, but with a comfortable advantage in ride. The Sports Suspension firms up the ride, not to the point of harshness, but enough to feel the difference after the softer standard system.

The brakes haven’t received any noteworthy changes for the XF, and feel as good as we remember, powerful without being susceptible to lock-up, and with a modulated pedal.

Living up to the improved claim, the XF steering feels better than previous Falcons. That doesn’t include the turning circle, which remains disappointingly large – as it has been since 1960 – but the power assistance is nicely weighted and reasonably direct. The adjustable column is a boon to comfortable driving, especially with the tiltable seat cushion.

Being pre-production examples, the preview cars could be excused the stray squeak from behind the dash and a random rattle or two from the body on rough roads. We’ll also give them the benefit of the doubt on the moderate to intrusive wind noise from allegedly sub-standard door shut gaps.

Ford persons said the production cars’ better door fit will alleviate the windrush. We hope so. In other respects the new models seem quiet. There were no such teething problems with the new instruments and switch/control system. Even the base binnacle isn’t unattractive. The sports version is very good after a little familiarity, and the all-electronic alternative is one of the best in our experience.

It still takes some getting used to, but doesn’t attempt to be an all-singing, all-dancing juke box, and the displays don’t seem to suffer much debilitation in strong light, although that has yet to be confirmed at the height of summer.

The fingertip switches are a tangible advance over conventional controls, fully justifying their inclusion. Merit marks are also scored by the rotary vent/heat controls, and also by the sheer amount of ventilation available from them.

So it remains for time and full road tests to tell how the new Falcon really measures up. But for now the first-drive impressions leave us in little doubt that the XF is as improved on the road as it is on paper … a far cry from 1960 to what is, we suspect, by far the best Falcon ever.

Check out Wheels Archive online now for other great Ford Falcon features and more from decades past!

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