Adding four small but distinctive headlights to XR6 and XR8 models of this era was a ploy previously seen on the short-lived Laser TX-3 (Image: Ford Australia)
Having decided in 1982 that Australians no longer wanted locally made performance cars, Ford Australia would a decade later be struggling to recapture the market it had abandoned.
Adding XR6 and XR8 options to its EB range worked well enough, encouraging product planners to again get serious about selling cars to car enthusiasts who wanted a Falcon that looked different to the rest of the horde and had extra performance to boot.
By 1992, the Ford Falcon was back on the track after years of having its hard-eared motorsport halo over-shadowed by imported Mustangs and Cosworth Sierras. Winning on Sunday once again meant dealers sold on Monday and a lot of the cars being bought were XR6 Falcons.
ED versions of the XR6 and XR8 were defined visually by four small but distinctive headlights, a ploy previously seen on the short-lived Laser TX-3.
The ED XR6 had a boxier nose than its EF and EL successors (Image: OSX/Wikimedia Commons)
In addition to their distinctive frontal design, ED XR6s also featured style stripes, alloy wheels and an afterthought boot spoiler. Inside were improved seats with hard-wearing cloth trim, cruise control, a rudimentary trip computer and anti-lock brakes (ABS).
The 4.0-litre overhead cam inline six-cylinder engine had appeared with the EBII, but in ED form with XR6 tweaks it produced 161kW and lots of low rev grunt that endowed it with pleasingly flexible performance.
Five-speed manual cars would reach 215km/h and cover the 0-100km/h dash in a respectable 7.5 seconds. But it was the XR6’s ability to cover big distances quickly, in comfort and with minimal effort that makes it such an iconic Aussie model. The fact it consumed only 10.0L/100km while doing so only added to its appeal versus its thirsty V8 rival from the Holden camp.
XR6s came initially as sedans and a short-lived ED-EF station wagon. EF-EL models produced 3kW more than the 161kW ED, but changes were otherwise limited to an elongated nose and a wider colour range. Larger 16-inch wheels and air-conditioning became standard in late versions of the EL.
The EF XR6 most notably featured an elongated nose and wider colour palette, but a minor 3kW power bump was also added (Image: Cars Down Under/Flickr, CC BY 2.0)
The big Ford’s lack of independent rear suspension was apparent on potholed or corrugated roads where the rear could flick sideways without warning. This behaviour was caused by the crude live rear axle with its Watts Link location, but could be offset by fitting high-quality shock absorbers.
Despite its aggressive looks and performance, the XR6 is still a Falcon, with faults that typify Ford Australia build quality of the time. The dash creaks and exhaust resonance at highway speeds can be irritating, but will be familiar to anyone who has ever graced the interior of a hard-word Falcon taxi.
Ford’s ‘Smartlock’ anti-theft and central locking system never really lived up to its name and is known for malfunctioning, so make certain all the doors lock before walking away. The power window mechanisms also fail with age and replacements are not cheap.
Prices range from $8000 for a high-kilometre automatic to around $25,000 if the car is a low-kilometre EL manual. Air-conditioning was optional but very few cars were sold without it. Servicing costs and insurance are surprisingly reasonable for a car with the XR6’s performance potential.
Larger 16-inch wheels and air-conditioning became standard in late versions of the EL XR6 (Image: Cars Down Under/Flickr, CC BY-ND 2.0)
Things To Watch Out for When Buying a Used Ford Falcon ED-EL XR6 (1993-98)
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Battery leakage and corroded cables
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Cylinder head oil leaks
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Front tyre wear due to poor alignment
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Exhaust system damage
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Worn rear shock absorbers
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Malfunctioning central locking and power windows
Valuation Timeline Ford Falcon ED-EL XR6 (1993-98)
🛠️ Timeline
Investment Rating
5 / 10
