DFB's Image Collection

[smoo]

Thanks for the posts DFB.
Re posts #134 and 135.
Both XR6 Turbo and XR8 utes come with the honey comb and 5 spoke alloys.
Were either of these an option or did one come standard?

[DFB FGXR6]

Originally Posted by smoo

Thanks for the posts DFB.
Re posts #134 and 135.
Both XR6 Turbo and XR8 utes come with the honey comb and 5 spoke alloys.
Were either of these an option or did one come standard?

In relation to the XR Utes, all variants came standard with the 17-inch wheels. That differed from the sedan lineup where XR6T and XR8 came with the 18-inch wheel as standard.

This was the standard wheel for XR6, XR6T and XR8 Utes..............



I always hated that wheel, it just looked fiddly and not in keeping with the beefy look of the FG.

These 18-inch wheels were a $1740 option on all XR Utes (Except XR6 with EGAS), the best FG wheel by far in my opinion.



These 19-inch wheels were $2400 option on XR Utes (Except XR6 with EGAS)..............

[DFB FGXR6]

The FG FPV GT-P.

Returning to the V8 FG FPV's, this time the up-spec GT-P. The GT-P was the hamburger with the lot, it having just about everything that was possibly available within the whole Falcon lineup. No, it wasn't any faster than the GT, in fact it was probably slower due to the increased weight of the added equipment. In fact, I think there were two reasons why the GT-P was comfortably outsold by the GT and F6.................

The first of those was it delivered no extra performance for the significant price increase over the GT. That's despite it getting the desirable Premium 6/4 Brembo brakes as standard. The second reason being those seats...................

(Below are the seats in BA spec as I don't have images that clearly show the side bolsters in FG spec, but they were essentially the same.)



While personally, I would have loved those seats, being a relatively thin and athletic man, especially at 21 years old when these were hitting showrooms. But for many, the seats were hard to get in and out of and didn't suit a larger gentleman or lady. This is why most GT-P's on the used market have jacked up seats, especially on the pointy upper bolsters.

The GT-P used satin chrome grill and grill surrounds, compared to black used on the GT. As per the GT, the GT-P had carryover wheels, although at least they had a shadowed dark argent inner spoke to create a point of difference with the BF MK II. The above seats were also 6-way power adjustable compared to 4-way on the GT. Both GT and GT-P came standard with cloth trim, although leather was a NCO on GT-P. (I have no idea why FPV insisted on making cloth the default trim, especially on the up-spec GT-P. This is something that went right back to the BA FPV's.) The stripe packages were listed as No-Cost-Options, as opposed to cost option on GT. Adjustable pedals and FPV floor mats were standard.

Below was what I was lusting after back in 2008, a GT-P in Sensation with Silver Metallic Stripes. In fact, if those stripes were white instead of silver, it would have been the perfect combination.

[DFB FGXR6]

The FG FPV GT-E.

The GT-E was the replacement for the previous Force 8 that was added to the FPV range during the BF MK II run. The focus was on a more restrained appearance for the executive who didn't want to shout that he had a thumping V8 under the hood.

Where the BF MK II Force 8 still had an aggressive overall look, the FG GT-E was somewhat tame in comparison. The FG FPV's relied heavily on the dark panda eye accent as a visual point of difference. And because FPV chose to run the standard Falcon headlights over the double dip XR items, these two elements combined made the front end look too tame and lacking in visual punch.

Compared to GT and GT-P, the GT-E got chrome finished grill surrounds, bonnet trim, window surrounds and boot lid accent. It shared the same wheels as the GT, but they were finished in a tinted pewter treatment. Instead of the huge rear spoiler, there was a subtle lip spoiler instead. Brakes were the Premium 6/4 Brembo's and only the 6-speed auto was offered.

Inside, the GT-E got woodgrain trim, a different ICC trim colour and chrome door handles. It also used the G-Series seats with 8-way power adjustment in either black or (the rare) red leather. Strangely, while the GT-P had adjustable pedals, the GT-E did not.

[DFB FGXR6]

The FG FPV Pursuit and Super Pursuit.

I remember a magazine article back in the mid 2000's that featured the FPV Super Pursuit and HSV Maloo. Remarking on the lack of performance in comparison to the HSV, the writer said the Super Pursuit should have been called Lose-A-Pursuit. Which was probably both harsh and true at the same time.

So much has been written about the doughy response of the 5.4 Boss V8's, in particular the lack of torque below 4500 rpm. That aspect was compounded in the Ute because of the weight penalty they carried over the sedan. You would expect the Utes to be lighter with the beam axle and reduction in doors, glass, seats and carpet. But with the long wheelbase and the semi-separate chassis, a Falcon Ute was a hefty beast.

FG GT Sedan Auto - 1855 kg
FG FPV Pursuit Auto - 1870 kg

These first images of a pre-production Super Pursuit in Nitro have the wrong wheels fitted, sporting BF MK II versions and not the shadowed dark argent items.

[Franco Cozzo]

I love that blue colour in the first few photos - thats a mint looking ute

[smoo]

Originally Posted by DFB FGXR6

In relation to the XR Utes, all variants came standard with the 17-inch wheels. That differed from the sedan lineup where XR6T and XR8 came with the 18-inch wheel as standard.

This was the standard wheel for XR6, XR6T and XR8 Utes..............

image

I always hated that wheel, it just looked fiddly and not in keeping with the beefy look of the FG.

These 18-inch wheels were a $1740 option on all XR Utes (Except XR6 with EGAS), the best FG wheel by far in my opinion.

image

These 19-inch wheels were $2400 option on XR Utes (Except XR6 with EGAS)..............

image

Thanks for clearing that up.
Agree with all of what you say.
I’ve seen a handful of XR8 utes on carsales with the 17s and they look wrong… I assumed the previous owner/ sellers were being cheap and fitted a set of unwanted XR6 rims.

[Franco Cozzo]

Originally Posted by DFB FGXR6

In relation to the XR Utes, all variants came standard with the 17-inch wheels. That differed from the sedan lineup where XR6T and XR8 came with the 18-inch wheel as standard.

This was the standard wheel for XR6, XR6T and XR8 Utes..............

image

I always hated that wheel, it just looked fiddly and not in keeping with the beefy look of the FG.

These 18-inch wheels were a $1740 option on all XR Utes (Except XR6 with EGAS), the best FG wheel by far in my opinion.

image

These 19-inch wheels were $2400 option on XR Utes (Except XR6 with EGAS)..............

image

I like the last two wheels pictured, the middle ones look like what's fitted to LV XR5 Focus and MB/MC Mondeo XR5

[Franco Cozzo]

Originally Posted by DFB FGXR6

The 50th Anniversary Falcon’s -

I’m skipping forward a little here in my FG era images, rest assured, the FPV range is on the way.

The Ford Falcon was one of a handful of cars to have reached 50 years of unbroken, continuous production. I would argue that the Falcon was one of the longest running consumer goods full stop! Production of the Falcon commenced for the Australian market on the 28th of June 1960 at the then brand new Broadmeadows assembly plant, before officially going on sale September 14th. Fifty years and seven generations later, in 2010 the Falcon was celebrated with a line of special additions.

From a press release published March 31st 2010 -

“2010 is a very special year for Ford in Australia," said Ford Australia Marketing, Sales & Service Vice President Beth Donovan.
"In addition to celebrating the 50th birthday of Falcon, we are also marking our 85th year as a company in Australia."

The Official 50th Anniversary Press Release –

Ford Commemorates 50 Years of Falcon
Thu, Apr 29, 2010

Ford Australia is set to release a range of exciting anniversary models to commemorate the 50th anniversary of the iconic Falcon nameplate.

Falcon, the longest running vehicle name in Australian motoring history, will mark its 50 year milestone on June 28, half a century after the first XK Falcon rolled off Ford Australia's Broadmeadows production line to begin the Falcon legend.

Production of the special 50th anniversary models will also commence in June, with each model featuring unique exterior design elements, exclusive interior finishes and additional standard equipment.

"The Falcon's long and distinguished heritage is unmatched by any other car in the history of Australian motoring," said Ford Australia Marketing, Sales & Service Vice President Beth Donovan.

"50 years of continuity in any industry is a remarkable achievement, but it's especially rare in a dynamic field like the car industry."

The Falcon 50th anniversary range will include G Series and XR models, with six individual variants available across both sedan and Ute bodystyles:

G6E 50th Anniversary
G6E Turbo 50th Anniversary
Falcon XR6 50th Anniversary sedan
Falcon XR6 Turbo 50th Anniversary sedan
Falcon XR6 50th Anniversary Ute
Falcon XR6 Turbo 50th Anniversary Ute
Falcon XR 50th Anniversary

The Falcon XR 50th Anniversary sedan models will feature unique "Dark Stealth" colour accents on the upper and lower grilles, fog lamp bezels and rear bumper insert, and "Medium Stealth" accents on the alloy wheels, along with high series side mirrors with integrated indicators and G6-spec tail lamps.

Bespoke anniversary features for the exterior include "XR50" badging, XR50 body stripes and a "50th Anniversary" fender feature, while on the inside there is an embroidered XR50 logo on the seats, XR50 carpet mats and door scuff plates, and 50th Anniversary instrument cluster graphics.
Other highlights include special interior trim on the centre console, Interior Command Centre (ICC), instrument panel and front door spears, along with standard dual zone climate control and high series sports leather steering wheel.

Features specific to the Falcon XR6 50th Anniversary include new partial leather seat trim and 18-inch XR alloy wheels with the detail accent treatment.

The Falcon XR6 Turbo 50th Anniversary receives new leather-detailed seat trim, premium audio system, reverse sensing system and 19-inch XR alloy wheels with striking, full colour accent treatment.

Falcon XR 50th Anniversary Ute models receive the same list of exterior and interior appointments, respective to their sedan counterparts, with the exclusion of sedan-specific items – the rear bumper insert, high series side mirrors, 50th Anniversary fender feature and G6-spec tail lamps, as well as reverse sensing system on the Turbo model.

Ford G Series 50th Anniversary

G Series 50th Anniversary models also feature unique accent colour treatments with "Medium Stealth" touches on the upper and lower grilles, and rear bumper insert, plus "Light Stealth" accents on the fog lamp bezels and alloy wheels.

Bespoke anniversary features for the G Series models includes new leather detailed seat trim with embroidered "50th Anniversary" logos, 50th Anniversary badge, fender feature and carpet floor mats, along with special interior trim on the centre console, ICC, instrument panel and front door spears.

Additional equipment extends to standard fitment of a satellite navigation system with Suna Traffic Channel and G Series 19-inch 10-spoke alloy wheels with detailed accent treatment.

Production of XR 50th Anniversary models will commence in June, with G Series 50th Anniversary models to follow in July.

A new exterior paint colour will be introduced in conjunction with the release of the Falcon 50th Anniversary range. Called "Sunburst", the new XR hero paint will be the launch colour for the XR 50th Anniversary models – Sunburst is an intense and saturated effervescent burnt orange with metallic orange/gold highlights.

G Series 50th Anniversary models will be available in two new prestige paint colours to be introduced for the FG Falcon range in May and August. Arriving first is "Havana", a soft neutral mocha metallic with smoky brown graduated hues and a dark, deeper bronze highlight.

Coming on line in August, "Edge" is a dark charcoal with a hint of blue that features a dark, sparkling luxury metallic highlight.

"Recommended pricing for the Falcon 50th Anniversary range will be announced closer to the on sale date, but as with previous limited edition models, customers can expect these special vehicles to come with some equally special pricing that will deliver exceptional value for money," Ms Donovan said.

First six-cylinder engine -

The timing of today's announcement also marks 50 years since the first inline six-cylinder engine was produced at Ford's Geelong engine plant.

The 144 cubic inch (2.4-litre) overhead valve (OHV) engine developed 67 kilowatts of power when it was introduced, which was class-leading at the time but only average for a 1.5-litre four-cylinder today.

By comparison, the advanced design of today's Falcon engine would have been unimaginable back in 1960, with high-tech features like a dual mode split plenum composite intake manifold, fast burn cylinder head, double overhead camshafts, four valves per cylinder and dual independent variable camshaft timing (DI-VCT).

Half a century on the Falcon's six-cylinder engine produces almost three times the power and more than twice the peak torque, while being significantly more fuel efficient despite a 50 per cent increase in total vehicle mass.


Originally, the 50th Anniversary models consisted of special edition XR6 and XR6 Turbo Sedans, XR6 and XR6 Turbo Utes, G6E and G6E Turbo Sedans, all released in June 2010. A 50th Anniversary G6 was later added in November 2010 and followed the same them set by previous limited edition G6’s. Too many to list here, but all models featured numerous exterior and interior enhancements, including the award winning 50th Anniversary seat designs.

image

image

Production Break Down -

XR6 50th Anniversary Sedan – 2700
XR6 Turbo 50th Anniversary Sedan – 600

XR6 50th Anniversary Ute – 520
XR6 Turbo 50th Anniversary Ute – 230

G6E 50th Anniversary Sedan – 550
G6E Turbo 50th Anniversary Sedan – 200
G6 50th Anniversary Sedan – 1600

Interestingly, these were some of the very last cars to be feature the “Falcon” badge, Ford began downplaying the nameplate in later production, specifically the XR models and only the base XT sedan and Ute featured a Falcon badge. Sinful in my opinion.

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

image

It would have been easy write these special editions off as simply sticker packs, but there was a lot of substance to these cars, especially on the interior. Some believe these to some of the best made Falcon's ever.

One of our members here Charliewool had one of the 50th anniversary utes in XR6T guise, it was at AFF Heathcote one year, there's a photo taken by Cav (?) with the Christmas tree being Green but Charliewool in his Ute still being on the brakes

I think it was a 50th anniversary model anyway, memory is a bit crappy these days.

In regards to the FG utes some people don't like the pumped out flares on the tub, but I reckon it looks mint.

Falcon utes hold their value on the second hand market, as far as a used workhorse goes it's a hard proposition to beat compared to the equivalent Thailand Specials.

[DJM83]

Never knew all FG XR utes all came with those rubbish 17 inch wheels.
The 19 inch wheels also came with luxury pack option.

[Charliewool]

Originally Posted by Franco Cozzo

One of our members here Charliewool had one of the 50th anniversary utes in XR6T guise, it was at AFF Heathcote one year, there's a photo taken by Cav (?) with the Christmas tree being Green but Charliewool in his Ute still being on the brakes

I think it was a 50th anniversary model anyway, memory is a bit crappy these days.

In regards to the FG utes some people don't like the pumped out flares on the tub, but I reckon it looks mint.

Falcon utes hold their value on the second hand market, as far as a used workhorse goes it's a hard proposition to beat compared to the equivalent Thailand Specials.

IMO… 50th Anniversary were the best optioned and value Falcon ever offered?



Sent from my iPhone using Tapatalk

[DJM83]

Originally Posted by Charliewool

IMO… 50th Anniversary were the best optioned and value Falcon ever offered?
image


Sent from my iPhone using Tapatalk

I believe in ute form, aside from the trim/wheel colour and decals they were no different to an XR optioned with luxury pack.
I really like those trim/wheels colours though. I only found out about the different colour grills via this thread.

[Charliewool]

Originally Posted by DJM83

I believe in ute form, aside from the trim/wheel colour and decals they were no different to an XR optioned with luxury pack.
I really like those trim/wheels colours though. I only found out about the different colour grills via this thread.

Grill, wheels, piano black dash, dual zone, leather, (and yes 50th sticker pack) @ $38,850 D/A (Turbo ute) Bargain!

[DJM83]

Originally Posted by Charliewool

Grill, wheels, piano black dash, dual zone, leather, (and yes 50th sticker pack) @ $38,850 D/A (Turbo ute) Bargain!

Oh im not disagreeing re price, thats a proper bargain. Here i was at the time buying an XR5T for about the same price.
I mean spec wise same as a lux pack ute, but with the nicer accents inside and out.
Shoulda kept that one mate!

[DFB FGXR6]

Originally Posted by Franco Cozzo

Falcon utes hold their value on the second hand market, as far as a used workhorse goes it's a hard proposition to beat compared to the equivalent Thailand Specials.

I was on the brink of buying a XR6 Turbo Ute in early 2020.

I have owned or driven just about every engine in the Falcon lineup going back to the late 1980's. So, OHV I6, SOHC I6, SOHC VCT I6, Barra I6, 5.0 Windsor, 5.4 Boss, 5.0 Miami. The ones missing from the list being any LPG EGAS/ECOLPi engine, the 3V V8, the 2.0 EcoBoost (although I have driven it in Jags and Mondeo), and the Barra Turbo.

Having not owned, let alone driven a Barra Turbo, it's the missing link in my Falcon history. And while I have driven a few Utes, I have not owned one. So, an XR6 Turbo Ute would have ticked those two boxes, preferably in FG MK II spec as it would then be different from my FG and FGX.

I almost jumped on mint 20,000 km FGX in Aero Blue back in early 2020. It had leather trim and the auto box. It was actually priced insanely well too, as in under $40,000. Then..................my dog went missing, not returning until he had been skittled and needed urgent surgery. Then Covid hit and prices went nuts.

I feel like I missed the boat, most on the market are high km's and/or highly modified. I want a stock as a rock example that is NOT white or black, automatic and leather. No giant intakes, battery swaps or bazooka exhaust tips, just plain and boring for me.

If anyone with a Barra Turbo of any kind wants a free detail in exchange for a drive of their car, you know where to contact me. I need to pop my Barra Turbo cherry!

[DFB FGXR6]

The FG FPV GT 5th Anniversary.

Created to celebrate the 5th Anniversary of the FPV brand, this was actually the first special edition FG Falcon. Based on the GT sedan, it was offered only in Silhouette with silver stripes or Lightning Strike with black stripes. The stripes themselves shared the same basic design as the regular FG items, but had 5th Anniversary cut-outs for the side stripes. There was also a special badge for the boot lid and unique multi-spoke wheels in Alpine Silver. (Those wheels appeared again on the 2010+ F6E and GTE, and the FGX Sprint in black.)

The interior had Nudo black leather as standard, along with 5th Anniversary logos embossed on the front head rests. The build number badge also carried the logo, and there was specific floor mat embroidery.

Mechanically, the only addition was the standard fitment of Premium 6/4 Brembo brake package. Both manual and automatic transmissions were offered.

Production started in October 2008 and only 200 were made in total. I seem to remember these being slow sellers, so I guess FPV got what they put in. There was a lack quality images upon release, and the ones that existed look like they were taken behind the factory as an afterthought. I mean, the blue background behind the Silhouette example is the giveaway. Frankly, if I was in the position to be considering an FG FPV at the time, I certainly wouldn't have chosen the 5th Anniversary model, the colour combinations lacked punch and I would have much preferred a GT or GT-P in Octane, Sensation or Vixen instead.

[Adamz Ghia]

Was probably a slow seller because buyers could see it for what it was, a pure gimmick. 5 years, big whoop!

[DFB FGXR6]

The FPV GS.

Important to note there were two versions of the FG FPV GS, the Boss 302 5.4 version, and the Miami 5.0 Boss 315 that came in 2010. For this post, I'm focusing on the earlier Boss 302 model.

The GS was initially introduced as a special edition to the FPV line up in September 2009, offering a lower price of entry compared to the GT sedan and Pursuit Ute. 250 sedans and 75 Utes were made and offered in

Instead of the FPV-spec bumpers, the GS used XR front and rear bumpers and XR headlights. And it wouldn't have been a special edition FPV without a stripe package, the GS featuring Boss 302 lettering and a retro-style GS logo. For the sedan, colour combo's included Winter White & Black, Dash & Black, Nitro & Black, Silhouette & Silver, Ego & Silver, Lightning Strike & Black. Ute was only available in Silhouette & Silver, Nitro & Black, Winter White & Black.

The sedan got dark argent (no, not "agent") 19-inch wheels, the Ute carrying the same wheel in alpine silver. Contrary to the press images, the GS sedan also used the dual exhaust with GT (and not XR) chrome tips. To accommodate the additional outlet, FPV actually had a jig that cut the standard XR bumper, and a plastic trim attached on both sides to finish it off.



On the inside, the GS got dual zone climate control, FPV gear knob, FPV dial cluster, starter button and build number badge, Premium Sound with iPod and Bluetooth integration. GS used the standard graphite black XR cloth without the XR (or even a GS) logo.

The Boss 302 engine was an interesting one. It would be easy to assume that this was the same engine used in the BF MK II Cobra and late run GT's. But this was actually based on the same upgraded 5.4 V8 used in the GT, including the upgraded crank and dual throttle body induction. The difference? 500 rpm to be precise. Instead of revving to 6500 rpm, the Boss 302 only revved to 6000 rpm. Interestingly, max power of 302 kW was achieved at 6000 rpm, the GT making 315 kW at 6500 rpm. And because everything was identical, the GS made the same 551 Nm of torque at 4750 rpm.



The biggest letdown for me regarding the GS was the brakes. Fitted with the same hardware as the XR8, a 322mm front rotor and twin piston sliding calipers, they not only lacked stopping power for car of this power, but they looked terrible hiding inside those 19-inch wheels. I get why they did it, but I also get why many owners had Brembo's added aftermarket.



































I have no idea where this image came from, as it stands, this is a VERY bad CGI of a GS sedan. The exhaust tips are not the GT style, instead pictured as XR items. The image also depicts Brembo brakes, which were not available. And the GS badge is on the wrong side of the boot lid.

[Dr Smith]

Something that has always had me wondering is the rear wheel track of FG utes looked too narrow compared to BA-BF models because of the gap from tyre to wheel arch. Anyone know if there was a reason, mechanically, because stylistically it always made me think the rear tub came from a wider vehicle or as if it was running on narrow temp. spare tyres.

[roKWiz]

Never really liked later model Falcons but have been enjoying your pics and knowledge.
Thank DFB.

[DJM83]

I thought 4 piston Brembos were optional on GS.

[DFB FGXR6]

Originally Posted by Dr Smith

Something that has always had me wondering is the rear wheel track of FG utes looked too narrow compared to BA-BF models because of the gap from tyre to wheel arch. Anyone know if there was a reason, mechanically, because stylistically it always made me think the rear tub came from a wider vehicle or as if it was running on narrow temp. spare tyres.

Carry over mechanical package, in turn to save money. Because the rear axle didn't change, the track width was also the same. So, with the punched out new sheet metal, the rear wheels were buried inside them. Same thing happened with the XA/XB/XC Hardtop.

[DFB FGXR6]

Originally Posted by DJM83

I thought 4 piston Brembos were optional on GS.

Just double checked the brochure, and no optional brake package was offered on GS.

https://www.fordforums.com.au/photos...hp/photo/58416

[DJM83]

Originally Posted by DFB FGXR6

Just double checked the brochure, and no optional brake package was offered on GS.

https://www.fordforums.com.au/photos...hp/photo/58416

Thats the 5.0 model though. Im not doubting you, i just had a look on the FPV bible fb page (which seems to have some good info)
Either or, they should have been if they werent, 4 piston should have been standard.

[DFB FGXR6]

Originally Posted by DJM83

Thats the 5.0 model though. Im not doubting you, i just had a look on the FPV bible fb page (which seems to have some good info)
Either or, they should have been if they werent, 4 piston should have been standard.

I stand corrected.

This is the single leaf brochure for the 2009 GS, under the options heading, Brembo brakes are in fact offered.

https://www.ebay.com.au/itm/155912218934

[DFB FGXR6]

The 2010 FPV Miami V8 Update

The story of this engine is Aussie ingenuity at its finest. Not offered anywhere within the wider Ford universe, the creation of the Miami V8 was the FPV’s response to stricter emission standards and cries for more power. The chase for a cleaner engine is almost laughable, there is nothing remotely economical about the 5.0 Miami engine! Clearly it passed the lab tests though, and we got one of the best engines ever offered in an Aussie made car.

The back story to this new 5.0 V8 starts with the older Boss 5.4 engines reaching the end of their development potential. Naturally, FPV could have supercharged the 5.4, something they could have tapped into the Ford US gene pool to achieve. But that didn’t necessarily solve some of the issues presented with the DOHC 5.4 engine, namely the too-long stroke, the lack of VCT to bolster low end torque and the heft of the iron block. Instead, FPV decided to focus on the upcoming 5.0 V8 Ford US were developing to replace the various 4.6 and 5.4 modular V8 engines. The result was an all alloy DOHC V8 with VCT on both inlet and exhaust cams. The bore and stroke were altered to deliver a more rev happy relationship, with a 92.2mm bore and 92.7mm stroke. This new engine was named the Coyote and was destined for the updated S197 Mustang and the only V8 remaining for F-150 customers (Raptor aside). As the basis for their new engine, FPV had some great bones to start with.

With a 40-million-dollar cheque, in 2007 FPV went about developing what would be the first factory supercharged Coyote V8. Starting with the Coyote block and heads, FPV then sourced new high-performance pistons, conrods, exhaust valves and crank balancer to withstand the power potential of the supercharger. I overheard an engineer at the FPV open day remark that without the availability of the bottom end components from upcoming Boss 302 version of the Coyote, the supercharged V8 may not have happened. The supercharger used was the Melbourne developed Harrop unit with Eaton TVS rotors. To facilitate the supercharger, FPV designed and built a new inlet manifold, along with Australian made cast stainless steel exhaust headers.

Because so much of the Coyote engine was modified, the decision was made to continue hand-assembling the V8 in Australia. With a kit of parts from the US, including as the block, heads and valvetrain, various other parts were also imported from the US, including the new exhaust valves and pistons. The inlet and exhaust manifolds, along with the supercharger were locally made.

From the Press Release -

"It's important to emphasize just how Australian these engines are," Bryan Mears said.

"Although the basis of the engine is imported, all the components utilized in the supercharged configuration are locally sourced, and the engines are completely hand-made by the team at FPV in Melbourne."


(My personal images)





Because of the supercharger, the new engine wasn’t quite as vocal on the induction front, so the solution was a large, exposed cold air intake system in tandem with a bi-modal exhaust system with machined quad aluminum tips.

"One aspect of the program that was very important to us was the aural output of the engine … it is at the heart of the FPV brand that the engine sounds right as well as means business, so we put enormous effort into that," Bryan Mears confirmed.

"You're going to love the outcome!"

To support the new engine, there was a new fuel pump and radiator system, new transmission and engine oil coolers, revised transmissions to handle the new outputs, and new cat converters. Important to note FPV disabled the exhaust cam VCT due to the limitations of the PCM Ford used on the Falcon, then sensors capped with a rubber boot. To be fair, the engine didn't need that function anyway.

Mustang Coyote -



Falcon Miami -



Compared to the outgoing Boss 5.4 V8, the new supercharged V8 was 47 kg lighter, which in turn improved weight distribution and steering response. In fact, the V8 powered Falcon’s were now only 10 to 15 kg heavier than the turbocharged Barra inline 6’s. That probably says more about the weight of the Barra than it does about the V8 engines.

The result was a locally assembled DOHC, all-alloy supercharged V8, an engine that would be coined the Miami. The engine would be fitted to all GT and Pursuit variants, along with the now full-time GS sedan and Ute. The GS was intended to be the XR8, but for some reason it was decided to make all V8 Falcon’s under the FPV umbrella, which meant the XR8 died a quiet death.

Two versions of the Miami were offered -

The V2X powered the GS sedan and Ute –
315 kW at 5750 rpm and 345 Nm at 2000 – 5000 rpm

The V2G powered the GT and Pursuit models –
335 kW at 5750 – 6000 rpm and 570 Nm at 2200 – 5500 rpm

Both variants shared the same 6250 rev limit and 9.25 compression ratio, with the software calibration being the only difference between them. From memory, even the 335 version only opened the throttle blade to 75%, meaning the engines were heavily neutered to keep the rest of the running gear alive. There were also suggestions that the firewall needed to be reinforced for future power increases, something that ended up being prohibitively expensive for Ford and FPV as the car would need another round of crash testing and validation. Considering the upper intake plenum was designed with an intercooler in mind, it’s a travesty Ford and FPV didn’t get this done.

To signify the new engine, there was several equipment changes across the range that joined a new stripe pack and wheel designs for GT and Pursuit models. All models now had dark argent bumper accents, previously there were two different accent colours dependent on exterior colour. The FPV logo now featured on the steering wheel and key fob, white replaced blue for instrument cluster lighting, a new build badge design, and GT-P got leather as standard.

For the GS, there was revised trim accents and a leather console lid, but dual zone climate control and premium sound were now optional rather than standard. Brembo brakes were also dropped from the GS options list. The wheels and stripe package carried over, save for a revision to the spoiler graphic.

Sadly, as much as this engine transformed FPV’s performance credentials, it was also its downfall. I strongly suspect that this $40 million investment basically bankrupted FPV. Had it got the rumored export deal, maybe that would have different, in reality, Ford US was never going to allow an Aussie assembled engine to be fitted to a US-market vehicle.

From Go-Auto -

“FPV says it will take years to recoup its $40 million investment in the engine and engineering it to the Falcon body, but that cost might be defrayed with exports, should Ford Motor Company decide to pick it up for a North American product.”

https://www.goauto.com.au/future-mod...9-02/9780.html

In the end, Ford bought out Prodrive’s stake in FPV at the end of 2012, moving engine assembly to the Geelong engine plant and the final assembly of FPV vehicles within the Broadmeadows facility. In 2014, Ford then killed off the FPV brand in the lead to the FGX launch.

Another issue, the new Miami V8 exposed the limitations of the Falcon platform, in particular the ability to make proper use of the new power and torque figures. Sadly, the budget didn’t allow for a chassis refresh, or even styling changes outside of the new stripe package and wheel design. Where once Ford/Tickford/FPV sold their cars as the total performance package, to the point where us Ford guys and the media would point at and laugh at the Holden side as being one trick straight line pony’s. With the Miami V8, the tables were turned, and suddenly the red brand had the chassis finesse to go with the straight-line performance.

Nonetheless, the Miami V8 was and still is a honey. I got to drive a Vixen Red GT automatic back in 2010, the car joining my XR6 as wedding cars for my cousin’s wedding. This would be the fastest car I had driven to date, the relentless acceleration was astonishing and the sound of the supercharger addictive. I would then go on to buy my very own slice of Miami goodness in the form of FGX XR8. Sure, the noise and acceleration are the headlines, but the smoothness of this engine is what has surprised me most. Compared to my naturally aspirated Coyote in the Mustang, the Miami is completely smooth from idle to redline, something the gen-2 Coyote doesn’t quite manage. Clearly the FPV spec bottom end ensured a smoother running engine.







Overall, I feel privileged to be the custodian of one of these engines. They are very special, both in terms of how a group of Aussies engineers brought them to life, but also from the angle that cars like this no longer exist.

[DFB FGXR6]

Miami V8 continued,

GT.................

























GT-P -

[DFB FGXR6]

Miami V8 continued..............

GT-E -



























GS -

[DFB FGXR6]

Not an image, rather a video from the period. I have watched this a number of times as it shows the capability of the new V8 with James Courtney behind the wheel and 3 jurno's on board. Listen to that supercharger scream pulling up the mountain....................

[Franco Cozzo]

Originally Posted by DFB FGXR6

The 2010 FPV Miami V8 Update

The story of this engine is Aussie ingenuity at its finest. Not offered anywhere within the wider Ford universe, the creation of the Miami V8 was the FPV’s response to stricter emission standards and cries for more power. The chase for a cleaner engine is almost laughable, there is nothing remotely economical about the 5.0 Miami engine! Clearly it passed the lab tests though, and we got one of the best engines ever offered in an Aussie made car.

The back story to this new 5.0 V8 starts with the older Boss 5.4 engines reaching the end of their development potential. Naturally, FPV could have supercharged the 5.4, something they could have tapped into the Ford US gene pool to achieve. But that didn’t necessarily solve some of the issues presented with the DOHC 5.4 engine, namely the too-long stroke, the lack of VCT to bolster low end torque and the heft of the iron block. Instead, FPV decided to focus on the upcoming 5.0 V8 Ford US were developing to replace the various 4.6 and 5.4 modular V8 engines. The result was an all alloy DOHC V8 with VCT on both inlet and exhaust cams. The bore and stroke were altered to deliver a more rev happy relationship, with a 92.2mm bore and 92.7mm stroke. This new engine was named the Coyote and was destined for the updated S197 Mustang and the only V8 remaining for F-150 customers (Raptor aside). As the basis for their new engine, FPV had some great bones to start with.

With a 40-million-dollar cheque, in 2007 FPV went about developing what would be the first factory supercharged Coyote V8. Starting with the Coyote block and heads, FPV then sourced new high-performance pistons, conrods, exhaust valves and crank balancer to withstand the power potential of the supercharger. I overheard an engineer at the FPV open day remark that without the availability of the bottom end components from upcoming Boss 302 version of the Coyote, the supercharged V8 may not have happened. The supercharger used was the Melbourne developed Harrop unit with Eaton TVS rotors. To facilitate the supercharger, FPV designed and built a new inlet manifold, along with Australian made cast stainless steel exhaust headers.

Because so much of the Coyote engine was modified, the decision was made to continue hand-assembling the V8 in Australia. With a kit of parts from the US, including as the block, heads and valvetrain, various other parts were also imported from the US, including the new exhaust valves and pistons. The inlet and exhaust manifolds, along with the supercharger were locally made.

From the Press Release -

"It's important to emphasize just how Australian these engines are," Bryan Mears said.

"Although the basis of the engine is imported, all the components utilized in the supercharged configuration are locally sourced, and the engines are completely hand-made by the team at FPV in Melbourne."


(My personal images)

image

image

Because of the supercharger, the new engine wasn’t quite as vocal on the induction front, so the solution was a large, exposed cold air intake system in tandem with a bi-modal exhaust system with machined quad aluminum tips.

"One aspect of the program that was very important to us was the aural output of the engine … it is at the heart of the FPV brand that the engine sounds right as well as means business, so we put enormous effort into that," Bryan Mears confirmed.

"You're going to love the outcome!"

To support the new engine, there was a new fuel pump and radiator system, new transmission and engine oil coolers, revised transmissions to handle the new outputs, and new cat converters. Important to note FPV disabled the exhaust cam VCT due to the limitations of the PCM Ford used on the Falcon, then sensors capped with a rubber boot. To be fair, the engine didn't need that function anyway.

Mustang Coyote -

image

Falcon Miami -

image

Compared to the outgoing Boss 5.4 V8, the new supercharged V8 was 47 kg lighter, which in turn improved weight distribution and steering response. In fact, the V8 powered Falcon’s were now only 10 to 15 kg heavier than the turbocharged Barra inline 6’s. That probably says more about the weight of the Barra than it does about the V8 engines.

The result was a locally assembled DOHC, all-alloy supercharged V8, an engine that would be coined the Miami. The engine would be fitted to all GT and Pursuit variants, along with the now full-time GS sedan and Ute. The GS was intended to be the XR8, but for some reason it was decided to make all V8 Falcon’s under the FPV umbrella, which meant the XR8 died a quiet death.

Two versions of the Miami were offered -

The V2X powered the GS sedan and Ute –
315 kW at 5750 rpm and 345 Nm at 2000 – 5000 rpm

The V2G powered the GT and Pursuit models –
335 kW at 5750 – 6000 rpm and 570 Nm at 2200 – 5500 rpm

Both variants shared the same 6250 rev limit and 9.25 compression ratio, with the software calibration being the only difference between them. From memory, even the 335 version only opened the throttle blade to 75%, meaning the engines were heavily neutered to keep the rest of the running gear alive. There were also suggestions that the firewall needed to be reinforced for future power increases, something that ended up being prohibitively expensive for Ford and FPV as the car would need another round of crash testing and validation. Considering the upper intake plenum was designed with an intercooler in mind, it’s a travesty Ford and FPV didn’t get this done.

To signify the new engine, there was several equipment changes across the range that joined a new stripe pack and wheel designs for GT and Pursuit models. All models now had dark argent bumper accents, previously there were two different accent colours dependent on exterior colour. The FPV logo now featured on the steering wheel and key fob, white replaced blue for instrument cluster lighting, a new build badge design, and GT-P got leather as standard.

For the GS, there was revised trim accents and a leather console lid, but dual zone climate control and premium sound were now optional rather than standard. Brembo brakes were also dropped from the GS options list. The wheels and stripe package carried over, save for a revision to the spoiler graphic.

Sadly, as much as this engine transformed FPV’s performance credentials, it was also its downfall. I strongly suspect that this $40 million investment basically bankrupted FPV. Had it got the rumored export deal, maybe that would have different, in reality, Ford US was never going to allow an Aussie assembled engine to be fitted to a US-market vehicle.

From Go-Auto -

“FPV says it will take years to recoup its $40 million investment in the engine and engineering it to the Falcon body, but that cost might be defrayed with exports, should Ford Motor Company decide to pick it up for a North American product.”

https://www.goauto.com.au/future-mod...9-02/9780.html

In the end, Ford bought out Prodrive’s stake in FPV at the end of 2012, moving engine assembly to the Geelong engine plant and the final assembly of FPV vehicles within the Broadmeadows facility. In 2014, Ford then killed off the FPV brand in the lead to the FGX launch.

Another issue, the new Miami V8 exposed the limitations of the Falcon platform, in particular the ability to make proper use of the new power and torque figures. Sadly, the budget didn’t allow for a chassis refresh, or even styling changes outside of the new stripe package and wheel design. Where once Ford/Tickford/FPV sold their cars as the total performance package, to the point where us Ford guys and the media would point at and laugh at the Holden side as being one trick straight line pony’s. With the Miami V8, the tables were turned, and suddenly the red brand had the chassis finesse to go with the straight-line performance.

Nonetheless, the Miami V8 was and still is a honey. I got to drive a Vixen Red GT automatic back in 2010, the car joining my XR6 as wedding cars for my cousin’s wedding. This would be the fastest car I had driven to date, the relentless acceleration was astonishing and the sound of the supercharger addictive. I would then go on to buy my very own slice of Miami goodness in the form of FGX XR8. Sure, the noise and acceleration are the headlines, but the smoothness of this engine is what has surprised me most. Compared to my naturally aspirated Coyote in the Mustang, the Miami is completely smooth from idle to redline, something the gen-2 Coyote doesn’t quite manage. Clearly the FPV spec bottom end ensured a smoother running engine.

image

image

image

Overall, I feel privileged to be the custodian of one of these engines. They are very special, both in terms of how a group of Aussies engineers brought them to life, but also from the angle that cars like this no longer exist.

image

image

image

image

image

image

image

image

image

image

image

image

image

This to me was the turning point for Ford and 8 cylinders, I reckon everything 8 cylinders from Ford prior to the Miami was trash excl the Cleveland - GM had them beat hands down for a long time, with the LS engines and their derivatives like the L76/L77/L98.

L77 is a bit poo though because of the displacement on demand crapola.