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An Introduction:
Introduced in August 1994, the EF (code named EA77) brought welcome change to the EA's
sheet metal that had
remained more or less un-altered through three models and six years of Falcon history.
With the future of Ford in Australia once again under the microscope, the EF became one
of the most important new models shown by Ford's enthusiasm in inviting all of it's seven or
so thousand employees to the car's release in Melbourne. Taking 3 1/2 years and
$220 million to develop, the EF Falcon needed to be right - it had a lot riding on it's
shoulders!
Making sure the EA was never repeated, more than 350 pre-production vehicles were constructed
in various stages to prove out new parts, features and systems. Along the way over 2.5
million test / evaluation kms were covered - including 750,000 kms by 1500 Ford employees in
a special 50-car 'Focus Fleet'. To top it all off, full barrier crashes totalled 31
brand new Falcons and another 5 bodies were tested to failure on various stress testing rigs!
A kangaroo was even sown up out of canvas, filled with bags of lead shot to represent
the major organs until it weighed 75kg, given a rubber hose spine, sat on a block of polystyrene
and an EF crashed into it at 100km/h!
Every single panel bar the doors was changed radically - while the wagon
got the usual second rate treatment with only the front receiving the EF's sheet metal changes.
But to stop at the exterior changes would do complete injustice to the radical change
that was EF - with just as many changes made to the Falcon's mechanical and interior package
giving the Falcon customer very real benefits in every way. By September 1995, Ford
had released the EF series 2 making many more changes to the original EA's structure and
specifications levels. Read on for a comprehensive
listing of the changes for both series I and II and what they meant to you the customer. Buying a second hand
Falcon? Then these pages are designed to help you decide whether an EF is the car for
you or not.
INDEX:
Awards:
(Back to INDEX)
All of those changes paid
off for Ford Australia with the EF quickly receiving awards from the RACV (Royal Automobile
Club of Victoria) being named as "Best Large Car" in it's annual 1994 Best Buy Awards. This
was quickly followed with the Royal Automobile Association of South Australia naming the Futura
as the 1994 Family Car of the Year. But the awards didn't stop there - also winning an
Australian Design Award for the best product in the category 'Land Transport'. It also
went on to win the premier design award of the year, the inaugural Australian Design of the
Year prize.
The judges said the Falcon stood out for its robustness, quality and excellent value for money.
Special mention was made of the Falcon's airbag-friendly bull-bar, strength of it's body
structure, improved seat design, well designed control panel and handbrake, smooth braking and
easy steering.
HEADLIGHTS:
Changed to a much more slim line appearance to suit the style of the EF, this is one of the
few areas where they went backward more than they went forward. While the ED's headlights
provided quite satisfying levels of light for night driving, the EF's light quality
deteriated dramatically especially on low beam. Fortunately for Ford, the VR Commodore
was far worse and never really improved until late VT / early VX. The headlights scored
plastic lenses in EF (no more cracked headlights) but in a bitter sweet victory these have
a tendency to turn yellow with old age, necessitating a rather expensive replacement if yours
have gone that way (something to look for when buying that second hand EF).
Still, the new lenses brought to an end the need to use headlight protectors with the new
lights being 20 times stronger than the old ones and virtually shatter proof. Please note that due
to the plastic lenses and reflectors, it is recommended that you do not fit globes any larger
than that specified by Ford as they have a tendency to melt / distort the headlight components
with the increased heat - you've been warned!
Further changes came with the front indicators being fitted with clear uncoloured lenses - formerly amber
in the ED. This meant an amber coloured globe had to be fitted to give that usual bright
orange colour - and these fade with time so new globes are required on a periodical basis
whenever they lose too much colour. A very inexpensive and easy replacement - but
something to remember all the same.
TAIL LIGHTS:
EF sedans received a new 'jewelled' effect tail light lens which lead to brighter tail lights
as well as lights that looked newer for longer. Again, the wagon missed out on the
jewelled effect continuing the EA's standard tail lights. The sedan tail lights also received
a clear uncoloured indicator lens relying on the same amber coloured globe used for
the front blinkers. Just like the fronts, these fade with time and should be replaced
once the light begins to lose it's colour.
Engine:
(Back to INDEX)
The Falcon's 4.0 litre SOHC straight six came in for a heavy rework for EF releasing an
extra 9kW over the ED's as well as increasing the engine's smoothness and fuel economy - adding
up to a total saving of 4% over the ED. Thankfully
the traditional multiple vee belts were also banished to history with the introduction of the
much quieter and more reliable serpentine accessory drive belt. 'Computer Torque Control'
via the dual resonance intake manifold saw power and torque bolstered right across the range
for a much wider power band than available on a conventional engine. And although the
EF only showed a 9Nm increase in max torque, torque between 2500 and 3000 rpm was up a massive
28Nm with the maximum torque figure being produced at 3000rpm - 750rpm lower than before.
Due to the EF's much smoother and more refined engine, the redline was lifted 500 rpm to
5500 rpm where it stayed all the way through EL and then AU. See
EF History / Tech for full details of the EF engine change.
For the first time the XR8 featured more power than the standard V8 available in every Falcon
including GLi - even if it was only another 5kW. Unfortunately, despite concerted efforts by
Ford's engineers had not been able to cure the EA's head gasket woes and if purchasing an EF
six cylinder one needs to budget the necessary dollars for head gasket replacement every
100,000 - 150,000 kms depending on how the vehicle is driven.
Driveline:
(Back to INDEX)
The EF recieved a newly specified 3.08:1 (manual) standard diff ratio (formerly 3.27:1) to take advantage
of the EF's increased torque figures in increased fuel economy especially on long trips.
Styling / Shape:
(Back to INDEX)
In my books, the EF was one of the best looking Falcons to come along in years.
Both good and bad news came in the form of
a much deeper front bumper - good news because it looked great! Bad because it drastically
reduced the approach angle of the vehicle making the bumper an easy target for heavy scratches
and scrapes. Brake ducts were introduced for the first time in a Falcon but were more
for cosmetic purposes than the function from which they derived their name.
New bumpers:
Notably the new bumpers also brought an improvement in low speed impact protection - with the
bumpers being doubled in strength and now able to sustain a 4-5kph impact with little or no
damage to themselves or adjacent bodywork. As part of the package their hidden load
bearing beams were converted to flexible polypropylene, replacing the ED's previously
fibreglass reinforcements.
Styling Differentiation:
(Back to INDEX)
The EF was the first Falcon to visually differentiate between the GLi / Futura and the Fairmont
/ Fairmont Ghia. Yet many couldn't handle the deletion of the grill - despite it's obvious
links to the US Thunderbird (a great looking car in the early 90's) - hence the re-introduction
of the grill to the GLi & Futura for EL.
Further differentiating the models was different bonnets with a raised grill section in the
Fairmont / Fairmont Ghia and a sleeker low slung unit for the GLi / Futura. The XR range
got it's own bonnet too - featuring twin bonnet scoops - although again more cosmetic than
anything else.
Rear styling & roof:
Totally new rear styling included a new rear bumper, rear window, rear quarters, boot lid
and tail light panel in the sedan - with only very minor changes made to the wagon (see
EF Wagons for more details on the changes made to the EF station
wagon. Likewise the sedan featured an entirely new roof with strengthening ribs built in
either side - while the wagon had to make do with the same old EA roof panel.
Marketing & Aerodynamics:
(Back to INDEX)
The EF Falcon was designed purposely to look a smaller car than it's predecessors - a decision
made to attract more women and small car customers. Still, with it's new sleek aerodynamic
styling the EF managed a credible Cd of 0.31 helping no end in the quest for increased fuel
economy.
Paint:
New paint colours and monochrome paint treatment on some models helped transform the exterior
appearance of the EF. New door handles gave a much smoother feel as well as body colour
right throughout the range (previously black in ED GLi). Ford began trying new paint
technologies, introduced with the new colour 'Argon Silver' giving a flip effect overlooked
by most punters and not nearly as radical as Ford's copyrighters had made it out to be.
(Back to INDEX)
Structural improvements:
Continuing Ford's continual improvement program the EF contained many structural improvements
over the ED's already strong body shell including an improved side impact protection structure
and roof crush strength to 'best in class' and exceeding then incoming European Design Standards.
In total, roof crush strength was up 23% and could now withstand 3.3 tonnes or 2.25 times
the car's weight - or exceeding the tough US standards by 50%!
Compared to the Commodore and other cars in it's class, the Falcon was built like a
battle ship (although no where near as hard to handle) and equally equipped to protect it's
occupants... Body wise, the Falcon could now boast one of the strongest body structures
available in the world at that time - and still represents a good investment in safety especially
compared to many newer but similarly priced small cars.
Both the A & B pillars as well as the roof rails and side intrusion beams received
strengthening.
The EF Falcon's dynamic side impact performance was even tested in the United States
and recorded among the best crash resistance of all Ford products available world wide at the
time - exceeding US standards by a healthy margin. Ten new high strength steel structure
reinforcements were added to the body side and roof along with another fourteen located else
where around the Falcon's body structure.
With all these improvements it is no wonder
that Ford claimed a 36 percent improvement in crashworthiness when compared in a 56km/h
barrier test - rumoured as being typical of a collision at twice this speed.
Air Bag Introduction:
(Back to INDEX)
A driver's air bag finally made it into Falcon ranks as standard equipment
across the range beating Commodore to the punch. While the Commodore had beaten Falcon
when it came to bringing an airbag to market first, it could still be had without making the
airbag an expensive option in the VR. Further more the Falcon's air bag came with three
sensors (verses the then Commodore's single sensor system) and was the most advanced of any
fitted to a locally built car at the time. Where most cars had one or two sensors, the
EF Falcon had one in the front crash zone, a second on the dash panel - helping detect frontal
offset collisions - and a third 'safing' sensor that separates electrical faults or service
work from a genuine collision and remains active even with the ignition off.
The EF's 45 litre airbag capacity (600mm diameter - larger than the "Eurobag") helps protect
the driver from the steering wheel in offset as well as straight on impacts, and is designed
to inflate in impacts equivalent to a minimum 25kph (approx) into an immovable object. See
also "Front Passenger Airbag." under EF series 2.
Air Bag friendly Bullbar:
(Back to INDEX)
To help compliment the newly introduced air bag,
Ford Australia developed the world's first "air bag friendly" bull bar (or 'protection bar'
in Ford speak) - a Ford accessory
specially developed with shock absorbers to retract towards the body in a minor impact without
triggering the airbag. - Yet still complementing Falcon's safety engineering including
airbag sensing and deployment in a major impact.
Windscreen Wipers:
All models now came with intermittent wipers with all models from Futura up
including variable adjustment.
(Back to INDEX)
ABS Braking:
With ABS on the Futura, GLi was the only Falcon model to miss out. However, the
ABS module was now located (wait for it) under the left hand headlight just in behind the
bumper!!! - Right where it would cop an ear bashing at the first sign of an accident...
Still, the EF received the (then) latest Bosch ABS-2E 4-sensor 3-channel system.
Included was Ford's improved gravel road strategy to reduce stopping distances on certain
corrugations which had previously given the ABS designers grief. Fittingly Ford claimed
reduced stopping distances of 7% from 100km/h on smooth gravel and 19.4% on certain
corrugations.
All EF Falcons had ABS standard except GLi where it was offered as a "low price option".
Handbrake:
(Back to INDEX)
Finally, all those who hated Ford's under-dash mounted handbrake got what they've been asking
for, with an ergonomically designed and easy to use central floor mounted unit.
Along with the front seats and Hendersons of Geelong, the development of which
created Ford history with PBR handling the entire process from go to whoa, also winning Engineering
Excellence Awards for it's work. Using a new system invented by PBR's Chief Engineer -
of Advance Engineering Mr Nui Wang, the system was dubbed the 'banksia' park brake and is based
on a single hoop shaped shoe giving lighter weight, less complexity, easier maintenance and
reduced wear. As an added bonus, the new park brake gave increased holding ability
with even less effort on the driver's part.
The brakes themselves:
The EF was given improved pedal feel and performance due to thicker front disc rotors, while
the rear discs now incorporated a concentric brake drum dedicated to the hand brake.
A new asbestos free disc pad material was introduced as standard with improved friction,
anti-fade and squeal suppressing qualities.
Style:
With the EF came entirely new interiors right across the range, making for a much neater and
much more attractive package overall that would eventually be drawn upon by Holden for inspiration
when creating the VT dash. Featuring a new wrap around style, the dash flows into the
door trims with a new centre consol featuring a twin cup holder for the first time.
And finally Ford managed to get the centre consol to meet up with the carpet neatly
and the entire interior package carried a new found quality look and feel - even in GLi.
Indeed the VR & VS interior designs looked no where near as
well thought out with an awkward combination of round and square shapes - if only Ford had
taken inspiration from the EF when constructing the AU!
Seats:
(Back to INDEX)
More comfortable and supportive seats meant that the Falcon
long distance traveller was finally able to climb out after a long hard drive much more
refreshed than his Holden driving counterpart while supporting you better in the twisty stuff.
New seat materials also contributed to the new luxury look and feel found in the new
Falcon.
Safety was not forgotten in Ford's interior redesign with anti-submarine technology
now built into the Falcon's front seats consisting of a solid steel tray supporting the foam
seat cushion instead of the more usual spring arrangement. In an accident this would
prevent the front seat passengers from moving down and underneath their seat belts giving
further protection in the worst case scenario. Keeping with Falcon's traditions of
strength, the seat back recliner system exceeded 1995's then proposed ADR3/01 - by an amazing 200%!
Adjustable lumbar support was now included
from the entry level GLi up for both driver and front passenger as well as adjustable
thigh support for the driver giving both height and angular adjustments at the turn of a dial.
Winning the 1994 Engineering Excellence Award for Engineering Project Management, the
seats and Hendersons also managed to make Ford history, with the entire
design & development phase being handed over to Ford's supplier for the first time. The
driver's seat was also moved 12mm further outboard to better centre the driver behind the
steering wheel.
Steering Wheel & Cruise:
(Back to INDEX)
A new curved look steering wheel was required to house the now standard driver's air bag and
new cruise control buttons. Which when combined with an entirely new cruise control
system allows operation from 40km/h with improved speed holding ability in hilly terrain.
According to Ford, the steering wheel and seat "featured new ergonomically shaped
wheel controls with smoother and fingernail friendly actions." With the EF also came
steering wheels colour keyed to that of the interior adding a nice touch from the 'any colour
as long as it's black' ED & EB items.
Central Locking:
(Back to INDEX)
Unfortunately, the EF brought with it a plague of central locking actuator failures - showing
itself to the customer as a locking mechanism that continually locked / unlocked itself over
and over again (known as 'cycling'). This can be an expensive problem to fix and is
exasperated in hot or dusty conditions. This was most often fixed by the complete replacing
of the door mounted solenoids (actuators) which most times cured the problem - but frustratingly
for some customers they were doomed to return time and time again. By EL the incidence
of this was reduced greatly but not entirely stamped out and most EF's retrofitted with the
EL's components should enjoy a trouble free life time - but unfortunately this is not true in
all circumstances. EF Falcon solenoids operated with an irritating mechanical 'whir'
even when new - which was fortunately replaced by a solid 'clunk' by AU. However,
disappointingly the AU's solenoids cannot be retrofitted to the EF / EL.
Instruments & Audio:
(Back to INDEX)
Adding to the already comprehensive instrumentation package available in every Falcon were
audible lights on / high temperature warnings and a service interval indicator to remind you
rather than simply relying on a sticker in the corner of the windscreen. A new door
sealing system cut wind noise by 30% over the outgoing ED, and was so effective at keeping the
air out that a new cabin venting valve was put in the boot / rear cargo area to restore
acceptable door closing efforts. As a bonus all sound systems also included one hour
keyless play - a huge advantage for trades people and just about anybody who wanted to work
/ stand around their vehicle and still listen to the tunes!
Final touches:
(Back to INDEX)
Making life all the more easier from the interior were electric remote fuel and boot
releases giving the ultimate fingertip reality. Standard illuminated keyhole and
interior illumination when using remote door opener give just that added little bit of
convenience, while an audible warning for door ajar meant that there was no longer any
excuse for travelling down the road with the doors only on the first catch or
not shut properly.
Wheels & Tyres:
(Back to INDEX)
The EF received for the first time 15" wheels as standard - no matter what model you bought
bringing improved handling and looks. And when it came to providing good looking wheels,
there simply wasn't a bad looking wheel in the entire EF Falcon range - hubcaps included!
In fact they looked so good that quite a few sets of hub cap equipped 15's
have made their way onto earlier
Falcons and combined with a good lowering lose nothing to alloys in the looks department. Tickford's
16" wheel option made for a particularly attractive package although should be fitted along
with an alarm due to their desirability.
Ride & Handling:
(Back to INDEX)
Unfortunately this is one area where non XR EF series 1's suffered. In fact, the change
from the Falcon's usually stable chassis dynamics to the EF I's nervous reaction was so great
it had quite a few wondering if Ford had taken one too many leaves out of Holden's book and
should have left this type of handling where it belongs - on the Commodore. Not one to
show it's head in everyday driving, it was only when pushed to it's limit that you discovered
the EF's disturbing habit of roll steering mid corner. More annoying than anything
else, if you ignored the sensation the EF was still quite controllable and comfortable to
drive. Fitment of Tickford's
sports suspension package usually solved this as did moving to XR specification.
The EF also saw new stronger suspension control arms and bushes, with different steering geometry and
shock absorbers all aiding to sharpen handling, turn-in and steering response. The EF's
turning circle was reduced a whopping 100mm to 10.9m.
Fortunately Ford saw the light and settled the Falcon down for series II making for a much
more pleasant car to drive on the edge. The EL finally solved this one for good via the
adoption of the XR's rear axil mounting points.
With the EF also came a new two piece stamped & spot welded K-frame linking the front suspension together replacing the complicated and weaker (but not by much) multi piece item used on the ED. Where as the ED item looked like it had been whipped together in a racer's workshop the EF finally looked the beefy item it should have been from the start as Ford's engineers learnt more about suspension design getting further and further away from that which had been included in Falcons since the XR of the 60's and only significantly changed for the first time in the EA of 1988.
Security:
(Back to INDEX)
The EF's security and smart locking system remained un-assailable during the life of the EF
but was cracked shortly after by well organised thieves. While still able to comfortably stop the
amateur burglar, it is advised that you fit some sort of security system especially if your car is
either a Fairmont, Fairmont Ghia or XR due to their higher levels of equipment and increased
desirability. - All the more so if your car is fitted with factory options or after
market accessories such as bigger wheels & stereos. You have been warned!
New for falcon station wagon came "Smartlock" control of the tail gate locking mechanism
enabling easy entry - a feature sorely missed by some with the coming of AU.
Performance:
(Back to INDEX)
Making proper use of the increase in performance available in the new Falcon six, the EF was
not only quicker but now more economical as well. New, the Falcon could accelerate
from
zero to 100km/h in an then amazing 8.2 seconds and from 80 to 120km/h (the crucial overtaking
zone) in 5.6 seconds. The XR6 and XR8 Falcons of course bettered this considerably and
showed up quite a few more expensive sedans at the same time. Although now eclipsed by
much newer models, the EF was and still is no slouch - and is highly responsive to a well
thought out modification route.
Towing:
(Back to INDEX)
Towing capacity for all models has been increased to a best-in-class 1600kg from the previous
1200kg and all are now available with the Class 2 Towpack which increases the towing capacity
to a massive 2300kg (State and Territory regulations permitting).
EF Series II:
(Back to INDEX)
While showing little change on the outside, the EF series II boasted a surprising
number of
changes costing Ford an amazing $18 million to bring the series II's 1000 plus changes to
market. The EF series II included all of the series I's advancements plus:
Front Suspension:
Responding to criticism of the EF series I's overly nervous handling, the series II's front
suspension was revised to provide much more stable cornering conditions.
Front Seats:
Front seat comfort was improved especially for taller occupants.
Front
Passenger Airbag:
(Back to INDEX)
Released for the first time with an passenger air bag, much of the $18 million tabled for the
series II was spent developing the new 150 litre uniquely shaped bag and verifying it's
performance in ADR69 frontal crash tests. Important to Ford was the ability to protect
a wide range of occupant sizes from an average 6-year old to a '95th percentile' adult.
This was made all the more important when you consider that the passenger air bag also had
to protect a possible centre seat passenger in the GLi's no-cost option 'Centrafold' front
bench seat. Optional on GLi through Fairmont and standard on Fairmont Ghia, Fairlane
and LTD.
XR & Fairmont
Ghia:
The EF series II also meant many changes to individual Falcon model specifications - for those
and more please refer to our 'Specifications' pages.
Identification:
(Back to INDEX)
Most EF series 2's could be identified externally by a body coloured 'B' pillar verses the
normal black 'B' pillar cover of the series 1, however this did not apply to to
XR. And since that is easy to
change, the safest bet is to look at the actual build date when deciding whether
the EF you are looking at is in fact a series 2 or not..
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Info By Doug Bevan, site by Anthony
Robinson.
Copyright © 2001 by Doug & Any . All rights reserved.
Revised: 19 Nov 2002
.