Ford Bent 8s - Part One

With the recent resurgence in the popularity of high-performance Ford vehicles, it’s only natural that previous models will now be looked back on in a new light. Cars such as the EB XR8 Sprint and 185kW EL XR8 are a couple of the most underrated Aussie muscle cars of all time - and there are a bunch of other go-fast models you’ve probably neither remembered nor cared about.

Well, it’s time to – finally – sit up and take notice of these hot bent-eight Fords!

How the Ford V8 Fell From Grace During the 1960s and ‘70s, Ford Australia was on top of the hill when it came to high-performance V8s. With an engine capacity reaching up to 351ci (5.8 litre), Ford had a massive advantage over the bread-and-butter 308ci (5.0 litre) V8 Holden. Sure, there were bigger capacity Chev-powered Monaros and some monstrous Chrysler engines, but none were as successful on the racetrack or in sales. It’s fair to say Ford owned the ’60s and ‘70s. But things went to the dogs in the mid/late 1980s. Available in Windsor and Cleveland guises, the 351 V8’s last high-performance role was under the nose of the XE Ford Fairmont Ghia ESP – a vehicle that made all the right noises but struggled to create any fanfare. It was finally axed in late 1982 and Ford Australia made the decision to drop its high-performance V8 range. Instead, Ford focused on developing an EFI version of the 250ci (4.1 litre) six and, later, the 3.9/4.0 EFI six. It was a brave move that, in many ways, made sense. Unfortunately, contemporary new car buyers wanted nothing of it – existing Ford V8 customers were forced to switch to Holden products. And that’s when Ford fell off the performance radar. A blip finally returned on the screen in 1991.

The Early EFI Windsor V8s

EB/ED XR8

The first fuel injected version of the Windsor V8 was released in Australia in mid 1991. The EFI Windsor was available as an option in cooking model Falcons and Fairmonts, but its performance is best utilised in the EB Falcon S XR8 -  a direct combatant to the popular Holden VN Commodore SS.

The on-paper differences between the Commodore SS and XR8 are minimal. Both are full-size family vehicles, use a live rear axle and an injected 5.0 litre V8. Peak power is identical at 165kW while the Ford holds a slight torque advantage with 388Nm at 3000 rpm. Note, however, this is a short-revving engine with peak power arriving at just 4500 rpm.

The biggest difference between the EB XR8 and VN SS is weight – the Ford checks in at 1508kg while the Holden is just 1360kg. Of course, the XR8 is at a disadvantage with its 0 – 100 km/h performance in the low 8 second range. The quarter mile sprint takes a shade under 16 seconds. (These figures apply to the base 5 speed manual version – a 4 speed auto version was also available.)

Mechanically, the EB XR8’s engine – which was borrowed from the US-market Ford Mustang - uses oversquare bore-stroke dimensions to displace 4950cc. Its block and heads are cast iron while the valvetrain employs a traditional pushrod layout. Roller followers, pressed steel rocker arms, a 9.0:1 compression ratio, sequential injection, EEC-IV management and a mass airflow meter were all fitted to the engine as it arrived from the ‘States. Note, however, the aluminium intake manifold and tubular headers are unique to the Falcon. The sump, oil pump pick-up and dipstick were also altered from the US-spec engine.

There were two driveline configurations on offer – an upgraded version of the 6 cylinder Falcon’s 4 speed BTR auto and 5 speed T5 manual. A 3.27:1 LSD also comes standard in the XR8.

The EB XR8’s rear-wheel-drive chassis incorporates numerous improvements over the previous EA model and the suspension is up-rated for performance use. The ride remains comfortable even in the role of a family car. The brakes, too, are upgraded over 6 cylinder EB models – the XR8 scores a dual diaphragm booster, a revised front-to-rear pressure proportioning valve and semi-metallic front pads.

Visually, the EB XR8 is an attractive and subtle package. It is differentiated from lesser models by mild front and rear spoilers, some XR8 badging, 5 spoke 15 inch alloys and an S-Pack body treatment. The interior also boasts supportive sports seats with power windows as an option.

A second-hand EB XR8 currently sells for from around AUD$5000 but you’ll pay closer to AUD$8000 for a good one. If you’re after a highly cost-effective platform for modifications, it’s hard to go past.

The XR8 was given a facelift with the 1993 release of the ED-series. The ED XR is essentially the same as the original but introduces the Tickford quad headlight treatment. Price-wise, the slightly newer ED XR8 generally fetches about AUD$2000 more than an EB XR8.

EF/EL XR8

The next significant upgrade for the high-performance XR8 came with the 1994 EF-series.

The EF XR8 is a much more modern looking vehicle than the EB/ED thanks to its swoopier front-end, bonnet vents and the aggressive 16 inch alloys that were a popular option. The interior is also more modern, with an entirely new dashboard, a handbrake lever now mounted alongside the driver and numerous detail changes. Sports seats and a leather steering wheel come standard.

Under the bonnet, the EF XR8 received the same 4>1 headers which were designed for the limited edition EBII Falcon GT (which we’ll discuss in Part Two). A free-flow cold air intake and a remap of the new EEC-V management system provided a little extra oomph.

How much oomph are we talking?

Well, the EF XR8 is listed at 170kW – just 5kW more than previously. Unfortunately, a slight increase in kerb weight offsets any performance advantage, with straight-line acceleration virtually unchanged from the EB/ED XR8 – expect low 8s for the 0 -100 km/h dash.

The attractive EF XR8 was again updated in late 1996 with release of the EL. Interestingly, the early EL XR8 continued with the same 170kW output but a 185kW/402Nm version was released not long before the arrival of the all-new AU Falcon.

The 185kW output was achieved with modifications to the intake manifold, bigger bore headers, EL GT-spec exhaust system and a more aggressive tune of the EEC-V management system. A 3.45:1 LSD also replaces the previous 3.23:1 unit and the final ELs examples are equipped with standard 16 inch wheels clad in 225/50 rubber. The suspension geometry is also improved over the EF.

Acceleration times are the shortest of all EB-EL shape XR8s.

The 185kW EL XR8 can blast its way to 100 km/h in high 7s and covers the quarter in 15.6 seconds – not far behind the hallowed GT. Cosmetically, EL XR8s are distinguished by their sculpted nosecone and more aggressive wheels while the 185kW version can be identified if you get down on your knees and look at the exhaust system.

Note that a leaf spring ute version of the XR8 (coded XHII) was introduced in late 1999.

In today’s second-hand market, an EF XR8 in decent condition starts at about AUD$11,000 and an EL fetches from AUD$13,000. A top quality, low kilometre 185kW EL XR8 can stretch up to AUD$17,000.

Note that the Windsor V8 was dropped for American performance cars in 1997 to make way for the 4.6 litre SOHC ‘modular’ V8. Australia was the only country that continued with the Windsor in a high-performance capacity.

Stick around for the final part of this series – we’ll check out the powerful AU series XR8 and the limited edition Windsor V8s!