EF Falcon Engine Changes:

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While the V8 continued from ED to EF with very few changes, the six underwent almost a total transformation to the point where while only reintroduced two models back, the V8 was now barely worth having giving only an extra 8kW and 31 Nm of torque to handle the extra weight of the all cast-iron block / head package while adding an extra $2761 to the new car price... Still - there's nothing like that V8 sound so you decide...

INDEX: Six Cylinder - Vee Eight.

Six Cylinder Changes:

Crankshaft:
The EF went to a 12 counterweight design in order to more effectively balance the engine and hopefully avoid the dreaded harshness in the upper rev regions. Unfortunately, while it was an improvement it also added extra weight to the engine and never came near the refinement offered by the AU's more highly developed engine.

Compression Ratio:
As part of the upgraded spec on EF, the compression ratio was lifted from a lowly 8.8:1 to a more respectable 9.3:1 making more efficient use of unleaded diet all Australian vehicles were forced to used as of 1986.

Engine Management:
The EF Falcon used Ford's newer EEC-V PCM (Powertrain Control Module) giving substantially more processing power than the module it replaced - which when used in conjunction with the new knock sensor allowed the substantially higher compression ratio mentioned above. The EEC-V was a direct result of Ford's Formula One experience with Benetton at the time and except for the software peripherals, the engine electronic controls used the same basic circuitry as used in the highest level of motorsport at the time.

Ignition:
The EF introduced for the first time into a Falcon motor 'coil pack' ignition, giving added spark energy with one coil pack per two cylinders, compared with one per six on the previous motor. Done as an efficiency and improved emissions measure, this would be deleted in EL to save money giving the appropriate funds for the AU Falcon development program. Slightly different to that included in AU, the EF item included a backup timing sensor where the distributor sat for ED and a coil pack that wasn't as reliable as it should have been - hence the change of supplier for AU.

Intake Manifold:
Introduced for the first time, the Falcon six cylinder featured dual resonance intake manifold technology. Taken straight from Ford's experiences with motor racing and tuning intake manifolds for more torque / air flow, this allowed the manifold to be tuned for two completely different rev ranges giving a much wider power band than ordinarily possible in a normally aspirated engine. With one runner always remaining open, the EEC-V controlled the second giving a shorter path for high revs via vacuum controls. As a result, torque was lifted by an astonishing 9 percent (or 28 Nm) in the mid range 2500 - 3000 rpm power band.

Throttle:
The accelerator pedal and linkages were revised for EF for greater throttle feel and improved responsiveness over the old model.

Head:
The EF introduced a mildly modified head with different shaped combustion chambers for more power and more efficient running. Unfortunately, they did not manage to solve the Falcon's head gasket woes so every 100,000 - 150,000, look out. However, there are various ways of reducing the probability of this happening - something we plan to take a look at some time in the future - although not soon enough for some. If you think you know of a way of reducing this issue (other than buying a different car) - please write!

Engine Mounts:
Hot on the heels of the new crankshaft in the fight against vibration came new fluid filled 'hydraulic" engine mounts for all models. The EL went back to the old style on many of the base models again as a cost saving prior to AU.

Rocker Cover:
A completely new rocker cover was introduced in EF featuring a new 'smooth' jelly mould design and more importantly, moulded in 'half moons' each end finally replacing the troublesome separate plastic items in EA through ED. And that of course means less oil leaks for you and me!

Camshaft:
The EF's camshaft now more closely resembled that of the ED XR6 but with a slightly smoother ramp - something to remember when rebuilding an earlier motor and looking for a budget camshaft option.

Accessory Drive Belt:
Replacing the often troublesome multiple vee accessory drive belt set up on previous Falcons was the new serpentine single drive belt giving much quieter operation and much fewer hiccups. Their only issues were the occasional tensioner failure but otherwise beat a multiple vee set up hands down every time...

Power Outputs:

Standard - 157 kW @ 4900 rpm / 357 Nm @ 3000 rpm.
                 (up from 148 kW @ 4500 rpm / 348 Nm @ 3750 rpm in ED)
XR6 -       164 kW @ 5000 rpm / 366 Nm @ 3150 rpm.
                 (up from 161 kW @ 4600 rpm / 365 Nm @ 3650 rpm in ED)

Vee Eight:

Essentially unchanged from ED (and the EB before it), the 5.0 litre Windsor V8 in standard form was hardly a fire breather at a lowly 165kW and 388 Nm (170 kW and 398 Nm for the XR8). Bad news lay in the fact that there was no longer a high performance 'Sprint' version available - nor would there be a GT again until the EL. So the V8 fans would have to wait - or dig in and go visit their speed shop immediately after purchase! Most magazines testers even acknowledged this - giving the XR6 the definite thumbs up compared to the XR8 being both quicker and better handling.

The good news for any ED or EF customer came in the fact that the same 165kW V8 as was included in the ED XR8 was available right down to the lowly GLi and even in wagon versions - the bad news was there was no XR8 wagon, despite the fact that the power output for the XR8 changed very little from standard to XR versions. The Windsor V8's low state of tune should not be looked on too dejectedly, as it gave the competent modifications expert plenty of avenues to explore when chasing the extra power output needed to keep a smile permanently planted on your passengers.

Hidden talent is the name of the game as far as the EF V8 was concerned - so be prepared to go on a power hunt! With the origins of this baby V8 firmly planted in US folk lore, finding performance options is as close as your nearest Ford SVO catalog or aftermarket stockist with Edelbrock, Holley (EFi) and many others making a wide range of performance increasing hardware and software to suit. And if that's not enough for you, just look to Ford's later performance efforts for the necessary items to achieve 185kW (EL2 XR8, AU1 XR8) 200kW (GT, T-series, AU2 XR8) 220kW (T-series, AU2 XR8) or even 250kW (AU3 T-series).

Power Outputs:

Standard - 165 kW @ 4500 rpm / 388 Nm @ 3000 rpm.
                 (same power output as in ED).
XR8 -       170 kW @ 4500 rpm / 398 Nm @ 3000 rpm.
                 (up from 165 kW @ 4500 rpm / 388 Nm @ 3000 rpm in ED)

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