The Ford Falcon EA-AU Story

The Modern Falcon Emerges

By the mid-1980s, Ford Australia faced a fundamental challenge. The XF Falcon, launched in 1984, was the last of the old-school Falcons, rear-wheel drive, body-on-frame construction, and an aging pushrod six that traced its lineage back to the 1960s. While the XF was a solid car that sold well (and remained in production as a taxi and fleet vehicle until 1999), Ford knew that the next Falcon needed to be a completely different car.

The answer was the EA Falcon, launched in June 1988. It was the most ambitious and expensive vehicle program in Ford Australia’s history, with a development cost exceeding $600 million, an enormous sum for a company that sold exclusively in a market of 17 million people.

EA Falcon (1988-1991)

The EA was revolutionary for Ford Australia. It abandoned the separate body-and-chassis construction of every previous Falcon in favour of a unibody design. The suspension was completely new: MacPherson struts at the front and a multi-link rear suspension on sedans. The body was wind-tunnel developed, with a drag coefficient of 0.33, exceptional for a large sedan in 1988.

The engine, however, was evolutionary rather than revolutionary. Ford retained the inline-six layout but designed a new 3.9-litre overhead cam engine. Early EAs used a single-point fuel injection system, essentially a computerised carburettor, that was adequate but unsophisticated. Later EA models and the subsequent EB received multipoint fuel injection, which significantly improved drivability and power delivery.

The EA’s launch was not without drama. Early cars suffered quality issues, door handles broke, trim rattled, and the automatic transmission proved unreliable. Ford’s reputation took a hit, and Holden’s VN Commodore, launched the same year, outsold the EA decisively in its first months.

But the EA found its audience. Government departments, taxi operators, and fleet buyers appreciated its space, fuel economy, and highway comfort. The six-cylinder engine was smooth and torquey, and the car’s ride quality on Australia’s vast highway network was excellent. The EA established the template that every subsequent Falcon would follow.

The EA range included the base S, Fairmont, Fairmont Ghia, and the sporting XR6. The XR6 featured a higher-output engine, sports suspension, body kit, and alloy wheels, establishing the XR6 nameplate that would become one of Ford Australia’s most iconic badges.

EB Falcon (1991-1993)

The EB, launched in August 1991, was a thorough revision of the EA. It addressed many of the quality concerns that had plagued the earlier car while improving performance and refinement.

The engine grew to 4.0 litres (4,016 cc), producing 152 kW in standard form, a useful increase over the EA’s output. Multipoint fuel injection was now standard across the range, and the revised engine management improved throttle response and fuel economy.

The EB also introduced the Smartlock engine immobiliser system, which used a transponder in the ignition key to communicate with the Body Electronics Module (BEM). While effective at preventing theft, Smartlock would become a notorious source of frustration for owners and mechanics for decades to come.

Exterior changes were modest, revised headlights, grille, and bumpers gave the EB a fresher appearance. The interior received better materials and improved switchgear. Overall quality improved significantly, and the EB sold well.

The EB was also notable for its use in law enforcement. Victoria Police, New South Wales Police, and other state forces adopted the EB Falcon as their primary pursuit vehicle. The unmarked police specification EB, often with enhanced engines and suspensions, became a common sight on Australian highways. Many of these ex-police cars later entered the second-hand market with high kilometres but well-maintained mechanicals.

ED Falcon (1993-1994)

The ED was a minor update to the EB, produced for just over a year. It featured revised front and rear styling, updated interior trim, and minor mechanical improvements. The ED is sometimes overlooked by enthusiasts, but it represents the most refined version of the original EA platform.

The ED’s brief production run was a bridge to the more significant EF update. Ford used the ED period to finalise the engineering changes that would make the EF a substantially better car.

EF Falcon (1994-1996)

The EF, launched in August 1994, was the most important update since the original EA. While it shared the EA’s basic platform and body structure, nearly every mechanical system was revised.

The headline change was the adoption of distributorless ignition. The troublesome TFI module and distributor were replaced by a coil pack and crank angle sensor, dramatically improving ignition reliability. This single change transformed the Falcon from a car that stranded owners with monotonous regularity into one that could be relied upon for long-distance travel.

The engine received a revised intake manifold and improved cylinder head, lifting power to 164 kW. The broader torque curve and improved throttle response made the EF feel significantly faster than the EB/ED, even though the power increase was modest on paper.

The EF also introduced the serpentine drive belt system (replacing the EA-ED’s multiple V-belts on some models), revised suspension tuning for improved ride and handling, and an updated interior with a new dashboard design.

The Fairmont Ghia and XR6 variants were particularly well-received. The EF XR6, with its lowered suspension, body kit, and enhanced engine, was a genuine sports sedan that could hold its own against more expensive European competition.

EL Falcon (1996-1998)

The EL, launched in August 1996, was the final evolution of the EA platform. It represented two years of continuous refinement, and many enthusiasts consider the EL the best of the SOHC Falcons.

The engine received further improvements: revised cam timing, improved intake manifold design, and a better-flowing head. The EL XR6 produced 172 kW, the most powerful SOHC Falcon engine. The crankshaft used in the EL is widely considered the best-balanced of the SOHC range, and EL cranks are sought after by engine builders.

The EL GT snorkel, a larger-bore air intake tube, was available as a factory option and provided measurable airflow improvement. It remains a popular and easy bolt-on upgrade for EF and EL models, and even fits earlier cars with minor modifications.

The EL received revised exterior styling with new headlights, taillights, and bumpers. The interior was updated with improved materials and a revised instrument cluster. Build quality reached its peak, the EL is notably better assembled than the EA or EB.

The EL also saw the introduction of the EL GT, a limited-production performance variant with enhanced engine, suspension, brakes, and body kit. While not as well-known as the later FPV models, the EL GT is the most collectible of the SOHC Falcon range and commands significant premiums.

AU Falcon (1998-2002)

The AU Falcon, launched in September 1998, was the most controversial car Ford Australia ever produced. Its “New Edge” design language, featuring organic, flowing body lines and a prominent oval grille, divided public opinion sharply. Many buyers found the styling ugly, and sales suffered accordingly.

The engineering beneath the controversial skin was solid. The engine was updated to the Intech specification with Variable Cam Timing (VCT), producing 157 kW (164 kW in XR6 form). VCT improved low-end torque and mid-range response, making the AU noticeably more responsive than the EL in everyday driving.

The AU also introduced improvements to the chassis: revised suspension geometry, better sound insulation, and an updated interior with improved ergonomics. The AU sedan featured independent rear suspension, a significant step forward in ride and handling.

However, the AU’s automatic transmission was its Achilles’ heel. The BTR 4-speed, particularly in Series 1 cars, proved unreliable under Australian conditions. Transmission failures were common and expensive, damaging Ford’s reputation. The AU2 and AU3 updates addressed many of these issues with revised calibrations and improved components, but the damage was done.

The AU XR6, despite the styling controversy, was a genuinely capable car. With the VCT engine, sports suspension, and a manual transmission, it offered engaging driving dynamics and reasonable performance. The AU XR8, powered by the 5.0-litre Windsor V8 (later the 5.6-litre), was a brute, a traditional big-bore V8 muscle car that appealed to a devoted audience.

The AU Pursuit was a special police-specification variant that later became available to the public. With enhanced suspension, brakes, and engine calibration, it was the most capable AU for enthusiastic driving.

The SOHC Six: A Modification Legacy

The 4.0-litre SOHC inline-six spawned a vibrant modification culture in Australia. The engine’s simple design, single overhead cam, two valves per cylinder, iron block, aluminium head, made it accessible to home mechanics.

The modification path was well established: exhaust system and extractors first (Pacemaker and JMM being the most popular brands), followed by a performance camshaft (Wade Cams, Crow, or SureCam), then head work (porting, larger valves, and a shaved head for increased compression). The broadband intake manifold from the EF/EL was a popular swap onto EA-ED cars for improved bottom-end torque.

Engine management was the final piece. Early cars used simple ECUs that could be modified with aftermarket chips (J3 being the most popular for the EF-EL). Later cars, particularly the AU with its more sophisticated management, benefited from aftermarket standalone ECUs for forced-induction builds.

The forced induction path was less common than with the later Barra engine, but dedicated builders achieved impressive results. The AU bottom end, with its sump bolted to the main caps (similar to the Barra’s cross-bolted design), was recognised as the strongest SOHC bottom end and became the preferred choice for turbo and supercharged builds.

FordMods.com, established in the early 2000s, became the primary online resource for SOHC Falcon modification. Its technical forums contain decades of accumulated knowledge on every aspect of the 4.0-litre six, from basic bolt-on modifications to full engine builds.

Legacy

The EA-AU Falcon represented a fifteen-year journey from a rough-edged first attempt at a modern large car to a sophisticated, capable touring machine. The SOHC inline-six was the constant, a working-class engine that responded to attention and rewarded enthusiasts who learned its character.

These cars put Australian families on the road for hundreds of thousands of kilometres. They served as taxis, police cars, fleet vehicles, and weekend warriors. They were not perfect, the early cars had quality issues, the AU’s styling was polarising, and the automatic transmissions were a persistent weakness, but they were fundamentally honest cars that did their job.

The SOHC Falcon’s legacy lives on in the Barra engine that succeeded it. The Barra’s designers learned from every success and failure of the SOHC platform, and many of the Barra’s core engineering principles, the strong bottom end, the responsive inline-six character, the emphasis on durability over complexity, can be traced directly back to the EA’s 3.9-litre engine.

Timeline

Year	Event
1988	EA Falcon launched. New unibody platform, 3.9L SOHC I6, multipoint or single-point injection
1991	EB Falcon launched. 4.0L engine (152 kW), Smartlock immobiliser introduced
1993	ED Falcon launched. Minor styling and interior update
1994	EF Falcon launched. Coil pack ignition replaces distributor, 164 kW, revised intake manifold
1996	EL Falcon launched. 172 kW (XR6), best-balanced crankshaft, EL GT introduced
1998	AU Falcon launched. “New Edge” styling, Intech VCT engine (157 kW), IRS on sedans
1999	XF Falcon taxi/fleet production finally ends (XF continued alongside EA-AU)
2000	AU Series 2 launched. Revised transmission calibration, improved quality
2001	AU Series 3 launched. Further refinements, final SOHC Falcon
2002	BA Falcon replaces AU. Barra DOHC engine succeeds the SOHC Intech