Aussie Muscle!

Klasse Act said:
Never heard of that let alone seen a pic, the front end is really cool, not the rear so much, like half muscle, half hatch

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The coupes were super rare, most people don't even know about them, the sedans were reasonably rare even as I was growing up, and they were launched in 1973. They came with either a 2.6L I6 (121hp) or a 4.4L V8 (192hp) that was developed from the old Buick V8 that also became the 3500 V8 in Rovers in the UK, this included the original Range Rover. The main claim to fame for the sedan, that I remember, was that you could fit a 44 gallon drum in the trunk. There are still car clubs around just for the old guys that love them.
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Big Dave said:
Here's some Aussie Muscle we haven't posted about, a rare Leland V8 coupe is on the market for $250k, tell them they're dreaming.
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Big Dave said:
The coupes were super rare, most people don't even know about them, the sedans were reasonably rare even as I was growing up, and they were launched in 1973. They came with either a 2.6L I6 (121hp) or a 4.4L V8 (192hp) that was developed from the old Buick V8 that also became the 3500 V8 in Rovers in the UK, this included the original Range Rover.
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Ah, and the memories come flooding back, British Leyland, Triumph TR8's, aluminum ex-Buick engines...
 
Big Dave said:
The coupes were super rare, most people don't even know about them, the sedans were reasonably rare even as I was growing up, and they were launched in 1973. They came with either a 2.6L I6 (121hp) or a 4.4L V8 (192hp) that was developed from the old Buick V8 that also became the 3500 V8 in Rovers in the UK, this included the original Range Rover. The main claim to fame for the sedan, that I remember, was that you could fit a 44 gallon drum in the trunk. There are still car clubs around just for the old guys that love them.
3315ac3c4e6a7da6d9831aed32f1b024.jpg


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That's a pretty good looking car for the time

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Setec Astronomy said:
Ah, and the memories come flooding back, British Leyland, Triumph TR8's, aluminum ex-Buick engines...
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Yeah the old "nailhead" lived a long after life from serving its Buick duties️

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Klasse Act said:
That's a pretty good looking car for the time

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From memory reading about them a while back, they were nice looking cars at the time, had good engines and drove pretty good. But the build quality was atrocious, even more so than the home-grown Holden's, Ford's and Valiants. In fact, the name P76 was for the longest time was the byword for LEMON.
 
TV ad for the XB Falcon........................

"........you know, there's a little bit of Bathurst in every Ford Falcon, think about it................."

"Going Ford is the going thing!"


 
In some ways, this is NOT Aussie Muscle! It was an Aussie car, just without an Aussie engine.

Back in the late 2000's, the Australian government was offering "co-funding" to the three remaining car manufacturers to produce more efficient vehicles. Keep in mind, at the time, Ford, Holden and Toyota were all making basically the same vehicle, large sedans with large engines. The co-funding was to hopefully bring customers back to the local brands, while also keeping jobs for those working in the factories.

Toyota spent the money on making Hybrid Camry's, which was actually very well received in fleet, rental, government and taxi operators. Holden committed to alternative fuels in the form of E85 and LPG (propane), as well as local assembly of the Cruze. Ford initially committed to making the Focus here, but that was shelved shortly after the announcement. Instead, Ford spent the money on a putting a diesel V6 in the Territory (a Falcon based SUV), a new version of the LPG (propane) fueled 4.0 inline 6, this time called EcoLPi. Both engines were highly regarded, the diesel in the Territory delivered the sort of fuel economy missing from the model, along with refinement. The EcoLPi engine ended up being faster than the petrol (gas) version.

But the most controversial move made by Ford was putting a four-cylinder engine into the Falcon sedan. Most people panned this move because of the preconceived notion that a "real" Aussie car should have at least six cylinders, or preferably eight. But by 2013, that sort of thinking was well out of date. The engine Ford Australia chose was the direct injected 2.0 EcoBoost in the 179 kW or 240 hp tune. This engine powered a variety of different Ford's, Volvo's and even Jaguar's. In fact, Ford Australia were the pioneer for using that engine in a rear-wheel-drive format, which would later appear in the Jaguar XF and XE. To go with the new engine, Ford retuned the suspension and steering, revised the cooling system and used a lighter gearbox. There was a new variable displacement power steering pump and linear rack, new Goodyear low rolling resistance tyres, and underbody aero shields added for optimized fuel efficiency. EcoBoost specific NVH details included upgraded hood liner, engine cover insulator, under-engine insulation, acoustic windscreen and upgraded exhaust system. So, this was more than hurling a four-cylinder engine into a Falcon.









The Falcon EcoBoost was delayed a number of times before it went on sale in April 2012, this was all happening when Ford were making some big (yet to be announced) decisions on local manufacturing. The engine was a no-cost-option over the standard 4.0 inline 6 and was available on the base Falcon XT sedan, G6 and G6E sedan. Press reviews were extremely positive, declaring it was the sweetest Falcon to drive due to the lower weight over the front axle. They also made note of the refinement, fuel economy and overall engine performance. But...................

Ford did nothing to promote the vehicle other than a singular online based video..........................


As mentioned, the EcoBoost was launched a year before Ford announced that they were shutting down local manufacturing. As such, Ford were not all that interested in drumming up demand in a car that was going to be dead in a few years. That EcoBoost engine was also expensive to import from Spain, rather than locally made like the big Aussie Barra inline 6, or the locally assembled Coyote-based Boss V8. So it was an expensive exercise for Ford with little reward. Sales reflected the lack of interest in Falcon by then, the lack of advertising, and Ford's own intent on not pushing the engine. You could say an EcoBoost Falcon is a rare bird, but that implies people seek them out, because for the most part, the Barra 6 and Boss V8 are what the Ford diehards want.

For me, the EcoBoost lacked that raspiness that I love so much from the Barra inline 6.....................

EcoBoost -




Barra 4.0 inline 6 -



While the Barra in naturally aspirated form doesn't have much of an exhaust note, it's that harsh induction note right at the top of the rev band that gives it more character. The Barra having a big, heavy cast iron block meant it's not unheard of those engines doing a million km's (620000+ miles) without major work. In fact, the car basically falls apart around the engine.

No prizes for guessing which engine I would have chosen.

 
Well, I have to say I did not know they fitted the eco-boost motor to the Falcon, I know it came in the Mustang of course. I think I stopped paying attention to Fords and Holdens when I bought the FJ in 2016 and when they announced they were stopping manufacturing here. I guess I just stopped reading about them.

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Big Dave said:
Well, I have to say I did not know they fitted the eco-boost motor to the Falcon, I know it came in the Mustang of course. I think I stopped paying attention to Fords and Holdens when I bought the FJ in 2016 and when they announced they were stopping manufacturing here. I guess I just stopped reading about them.

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Also, there are currently 14 available for sale on car sales in Australia, and they all look in quite decent condition, and are asking from $7800 to $23800. I guess the bogans don't want them.

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Big Dave said:
Well, I have to say I did not know they fitted the eco-boost motor to the Falcon, I know it came in the Mustang of course. I think I stopped paying attention to Fords and Holdens when I bought the FJ in 2016 and when they announced they were stopping manufacturing here. I guess I just stopped reading about them.

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By the time it launched, it was too little, too late. There was some suggestion that all three were car companies were rorting the government money. I suspect the EcoBoost's development cost was a lot less than what Ford claimed, so a lot of that government money went straight back to Detroit. Of course, when that cash flow stopped, Ford said goodby Australia. Same for Holden, it just took them a little longer.

Big Dave said:
Also, there are currently 14 available for sale on car sales in Australia, and they all look in quite decent condition, and are asking from $7800 to $23800. I guess the bogans don't want them.

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I stumbled across this video while preparing this post -

 
That spaghetti on top of the engine is my worst nightmare. That's why I keep my mods simple, or pay someone else to do it.

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A short video on the Ford Barra inline 6......................


This engine was offered in naturally aspirated gas and LPG (propane) forms, as well as the turbo variant. When most people outside of Australia think "Barra", its usually the turbo version they are referencing. Which is sort of correct, but in actual effect, Ford originally code named the turbo engine as "Gull"......................as in, the performance ability would sh.t on everything from a great height.



What made this engine so good also made it "bad". That cast iron block was from an era where durability counted for a lot, which in turn makes it incredibly long lived and highly receptive to huge power gains. The big 4.0-litre capacity meant that it produced excellent torque from idle, which only magnified with boost. This made it very effortless to drive, especially loping along at highway speeds. It was also easy to work on, with plenty of access around the engine bay and plentiful parts supply. Unknown by most, Ford also sold this as a stationary engine to power generators and boats.





But....................that cast iron block made for a very heavy, long and tall engine, in turn being a challenge for crash engineering and suitability for other applications. That big capacity meant they were pretty thirsty, especially with a turbo fitted. That said and despite the lack of direct injection, the final incarnations had official average fuel economy rating of 9.9 liters per 100 km / 24 mpg, and on the highway, they could get down to 6.6 liters per 100 / 36 mpg. That is remarkable for a 1750 kg / 3860 lbs sedan with a big engine up front, no cylinder deactivation or direct injection. A classic case of a low stress, big torque engine.
 
Klasse Act said:
https://youtu.be/k7N8PIMNOeQ?si=ftOgnNMZ7BEkncFS

Thoughts from you guys who know about these

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Very nice, I would have one if I had somewhere to park it at night. Looking at the interior brings back a lot of memories, most of the switch gear, the radio, steering wheel, gauge cluster, and alloy pedals, except I had 2 pedals and a footrest, were very similar, if not the same as I had in my Holden Crewman Cross 8. I even had the wobbly brakes he talked about, till I replaced the discs and put bigger police pads on it.

I have seen a couple of these driving around recently, although not the HSV ones, just the standard Holden models, but I'd still have one.

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He showed that pic of the 72' Monaro and I thought that looked pretty good

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As a Ford man, I'm supposed to hate the Monaro, but I would happily have one in my garage!

For American readers, the concept of the Monaro was for it to be Holden's version of a Camaro. Based on the basic Holden sedan, the two door Monaro was about taking the brand more upmarket and create a desirable product that the average Australian could buy. Like a Camaro, Holden offered a range of inline 6 and V8 engines, choise of transmissions and loads of personalization options. The original generation was Holden's chosen car to race, the second generation was more of a GT car, with the smaller/lighter Torana taking over from the Monaro's on the race track.

Original generation, which I prefer to the bloated second generation -










Second generation -





The Monaro disappeared at the end of the 70's did not surface again until the 2001 V2 generation. This vehicle was not originally set for production, Holden displayed a concept at the 1998 Sydney Motor Show. That concept was never officially named the Monaro, but the press and Holden fans goaded Holden into committing to production and putting the fabled Monaro badge on it.





In 2001, the V2 Monaro hit the market. Holden never expected big sales for this vehicle, in fact the engineering cost was paid by the marketing department...............in other words, an image builder not a money maker. However, sales were far stronger than expected, and after Bob Lutz's insistence, exports to the USA were the icing on the sales cake. , Holden's ability to bring cars to market on such small budgets did not go unnoticed by the GM management in the US, and its this golden era for the brand that led to exports of later model Commodores and Caprice.



What I love about the V2 Monaro is the simple surface language and perfect proportions, in particular the lovely sweep of the roofline into the rear 3/4 panels. Subtle muscularity, no gimmicks.







That subtly was not appreciated by US tastes, to the point where Holden went and ruined it by putting those hood vents on it. Sure, it gave the car more visual punch, but it just didn't need it. Same for rear spoilers that were optional here but standard for US exports.




One version the US didn't get was the All-Wheel-Drive HSV Coupe 4. This used the AWD system from the Adventra (think Holden Wagon crossed with Subaru Outback), the guards were laser cut offline to accommodate the AWD system and allow fitment of the fender flairs. These didn't sell well, partly because of cost, but mostly because the cashed up bogans couldn't drop a big smokey burnout due to the AWD system. Oh, and they were 4-speed auto only.




in 2008, Holden unveiled another 2-door Commodore, this time called the Coupe 60 to commemorate Holden's 60th anniversary. Of course, the press and fans called this the Monaro. GM's financial problems at the time meant this vehicle never progressed to production. To my eyes, the previous Monaro was prettier with a much better executed rear window and 3/4 panel, it somehow didn't have the same proportional balance.





As I said earlier, the Monaro was and still is a favorite of mine. That long hood, big engine, RWD and subtle styling perfection are as desirable today as they were back in 2001. For me, it would be an early 2001 or 2002 version in Red Hot, Flame Orange, Devil Yellow or Hothouse Green, or the 2003 - 2004 version with the updated interior but before they put that hideous vented hood on it.
 
Klasse Act said:
https://youtu.be/k7N8PIMNOeQ?si=ftOgnNMZ7BEkncFS

Thoughts from you guys who know about these

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Interesting to hear comments on that gearbox. This was well before the word "Tremec" was regarded as a good thing. And that's because the Tremec Holden used in those cars was the truck version of the T56.

When Holden brought the Chevy 5.7 Gen-III V8 to the Commodore in 1999, with it came a new 6-speed gearbox, both a massive selling point against the Ford equivalents which had the ancient 5.0 Windsor V8 and T5 gearbox. While the HSV variants had decent power levels, the basic Holden cars were massively choked down and only made 220 kW / 300 hp, although that was easily eclipsing what Ford could deliver with the Windsor. However, it was a common complaint among owners and especially the press, the "moonshot" gearing of 5th and 6th and the lack of low rev grunt from the LS1 made the cars feel soft. And because of that truck spec T56 Tremec gearbox, the press actually favored the ancient T5 Ford was using. Common complaints were as mentioned in the video, the heavy feel and reluctance to select gears. HSV fitted short shift kits, but that didn't do much at all to improve the feel of what was a gearbox out of its depth. But..................the cars were FAST, and THAT spoke louder than the added finesse Ford brought to the table.

When Ford decided to finally join the six speed club, they took the basic T56 design and renovated it to make it more application specific. It was still a hefty thing to use, but the gearing was better and the shift feel vastly improved. Ford also specified double synchros in all six forward gears to improve shift feel.

From the Ford press release dated Monday, August 2, 2004 -

“Ford and the Premier Automotive group have a distinguished history employing the T56 six speed transmissions, which features on products such as the Mustang Cobra R and the Aston Martin V12 Vanquish.

“Drawing on that experience has helped in providing a transmission that further accentuates the sporting nature of the XR6 Turbo and XR8 while providing outstanding shift quality and performance feel.”






There was one teething issue that got a lot of press at the time.....................

When Ford brought the XR6 Turbo with the new turbo version of the "Barra" engine, the limiting factor at the time was the ancient T5 transmission not being able to handle more than the 240 kW (322 hp) and 450 Nm (332 ft-lb) outputs. This meant there was no FPV version of the XR6 Turbo for the BA series. That changed with the BA MK II update that brought the 6-speed gearbox to market. This allowed FPV to boost the power of the turbo Barra up to 270 kW (362 hp) and 550 Nm (407 ft-lb), which ended up being the most torque of any Australian car up until that point, a title held for many years. This engine went into what was called the F6 Typhoon (sedan) and F6 Tornado (ute).











From the FPV press release dated Thursday, October 7, 2004 -

"Because of the benchmark torque output, the F6 Typhoon features a high-tech twin-plate clutch engineered and supplied by British-based AP Racing. This 240mm clutch system creates more precise power delivery and increased durability for sports driving but also reduces pedal effort, therefore providing a more user-friendly manual gearbox for everyday driving. The F6 Typhoon is the only Australian-built vehicle with a twin-plate clutch."


When the press got hold of the cars, it sparked a PR nightmare for FPV. The journalist test drivers were having issues selecting gears, which they naturally reported on. FPV denied there was an issue, even calling out "abusive" driving techniques from the press. It wasn't until the publication in question displayed the issue with FPV engineers present did FPV discover there was a problem. The issue turned out a 0.50c circlip that was out of spec. This put a dampener on the new model's impact, but FPV easily sorted the issue and the Typhoon went on to be a massive success and cult classic. FPV actually ditched the dual-plate design for the later FG models.



Returning back to Tremec gearboxes, Ford held the edge with their version of the T56, which had more appropriate gearing for both the V8 and inline 6 engines. Ford and Holden would both later change to the newer Tremec TR6060 version with improved shift feel. I think prior to the TR6060, the Tremec name was not a desirable thing when it came to gearboxes. Today, the Tremec name is synonymous with strength and shift feel when it comes to big horsepower performance cars.
 
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