got superlows in them... gotta go very slow over speed humps

I must have one!! sweet ride Artist, very nice

cheers dude!

The myth behind all this is that TICKFORD took several 6's and V8 SPAKS
so FALCON S's and turned them into XR, so it s a falcon S pak, XR6/8.

They are bloody, good cars, go the six as it is lighter than the 8 and it has a slightly better 1/4mild and top speed. (that is stock thought) once you put decent extrators on the XR8 it would be a weapon.

But make sure you get manual, as the ford 4speed auto is s**t.

Unless you wanna put serious power through it... then the T5 is s**t

well yeh, but the EB SXR6 came with a different clutch to the norm falcon so it can handle the tourque a little better. just go the sixspeed for some overkill!!

The engine/drivetrain did not change between the EB S XR6 and the ED XR6 and my manual ED XR6 makes 116 rwkw with exhaust and extractors (although pierre reckons it must have a cam in it, i dunno). I would be questioning the $7000 price tag, unless you are getting a killer price for you car as a trade in (ie your car is s**t and they are giving you good money) or the car in question is an absolute immaculate example. I bought my ED manual last year with extractors, exhaust, a DJ bodykit and DJ's sig on the dash for $8000 and it had only done 144k km's.

don't you mean the ed xr8 sprint

ED XR6 woudl have a unique Tickford CAM in it as well as valve spring ect.

Out of the EB Sxr6 sxr8 and GT the GT was the quickest but the six wasn't too far behind, then came the ED Sprint (in 94) which was pretty much the same as the GT.



The new Ford-Tickford performance partnership rocked the Australian market with its first XR6 high performance version of the Falcon S in September 1992. The EBII upgrade added extra body strengthening for improved crash safety and a stiffer platform for better handling. If previous S models had yet to convince the market of their V8 levels of performance, the new XR6 was hailed as a V8-beater while its lighter six cylinder engine reduced weight over the front axle and contributed to nimbler handling.
It was a winning combination that even challenged premium 200 kW rivals and caught the market napping after it provided the perfect work and fun vehicle for a wide range of enthusiast drivers. Its 161 kW power output was just short of Holden's heavily revised fuel injected V8 but its willing and rorty character more than compensated.

Its inherent strength, balanced handling and performance also proved a good combination for rallying.

Tickford was quick to identify the potential in the latest 4.0-litre version of Ford's single overhead cam six and sent it to Tickford UK where a special high compression cylinder head with mild porting, heavy duty valve springs, larger valves and guides was developed. A unique camshaft profile, spark plug revisions and higher fuel pressure exploited the better breathing. Its multi-point fuel injection system was recalibrated and the twin muffler and intermediate exhaust system exited through a single 2.5 inch polished tail pipe. This special engine which still only required low octane 91 RON ULP featured a maroon engine camshaft cover with embossed Tickford wings.

This first XR6 set a precedent as an affordable Total Performance package with improved suspension, sports interior, five spoke alloy wheels, body coloured bumpers and mirrors, red protection mould inserts and a discreet boot lid spoiler. Its classy presentation was enhanced by a leather-wrapped Momo steering wheel. Because these early cars did not have XR6 badges or Tickford wings on the front guards, you had to look closely to see the Falcon S XR6 badge on the bootlid and the polished alloy wheel finish.

Later XR6 models developed the theme even further as Tickford added body styling options and other features for owners to tailor their own unique XR6. The signature XR four headlight front did not appear until the ED facelift. Rare wagon versions of later XR6 models are highly sought-after.

Specifications


Engine

4.0-litre, SOHC, in-line six, recalibrated multi-point fuel injection, modified cylinder head, 9.1:1 compression ratio, 161kW@4600rpm, 365.5Nm@3650rpm.(DIN)

Transmission

T50D 5-speed manual, all synchro.
Ratios: 1st 3.25:1- 2nd 1.99:1 - 3rd 1.29:1 - 4th 1.00:1 - 5th 0.72:1
Reverse 3.39:1
BTR 95LE 4-speed automatic, XR6 calibrations, T-Bar shift.
Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th 0.69:1
Reverse 2.09:1
Rear axle: 3.45:1, limited slip differential

Suspension

Front: Independent, upper and lower wishbones, stiffer coil spring/gas strut-type dampers and anti-roll bar. Standard ride height reduced by 35 mm.
Rear: Live axle, upper and lower longitudinal arms, transverse Watts linkage, stiffer coil springs, gas dampers and anti-roll bar. Standard ride height reduced by 32 mm.

Brakes

Front 287mm ventilated discs, rear 287mm discs, ABS, servo assisted.

Wheels

7JJ X 15" 5 spoke alloy wheels, P205/65HR15 Michelin MXV steel-belted radials.
Optional 7JJ X 16" 5 spoke alloy wheels, P225/50ZR16 Michelin MXX steel-belted radials

Performance

0-100 km/h - 7.5 seconds; Standing 400m - 15.5 seconds