AU Ute Specs

2001 AUII Falcon XR6 Pursuit Utility

In June 1999, Ford rewarded loyal Falcon ute buyers by engineering the first all-new ute range in two decades to meet their specific demands. The AU series represented the first major advance over the original 1934 concept yet in the areas that matter it remains closer than ever.
To cater for the wide variation in user requirements, Ford Australia separated the cabin from the load area and built a substantial frame under the load area ready to support a huge range of specialised applications.
Those who argue that it is no longer a coupe utility have not taken into account the extended 5 window Supercab cabin which offers more cabin room than any previous model or rival. The AU ute with factory load bed has all the style of the original 1934 Coupe Utility with sleek integrated styling from front to rear even if there is now a slight gap behind the cabin. It also separates the load area from the cabin better than ever which was the motivation behind the original Coupe Utility.
Its tough leaf spring rear end is now unique for a passenger car-based utility so that the dual leisure and work combination has never been stronger especially with the unrivalled one-tonne option. Cabin refinement and appointments have never been better with room to stretch for driver and passenger. The biggest and most powerful sixes in any ute plus a tough double wishbone front end introduced reserves of pulling power and refinement that were more car-like than a ute.
To preserve load length with the short swept-up rear overhangs of Bandt's early designs and generate the Supercab's extra space, Ford Australia increased the wheelbase significantly for the first time since the 1972 XA series. Up from 2923 to 3096 mm, the new ute's wheelbase is even longer than the extended wheelbase of the 1973 LTD. Spare wheel location while still in the rear is removed from under the rear panel allowing it to be accessed when fully loaded or while towing.
Towing capacity is simply awesome and its rear drive, long wheelbase, substantial rear load rails and leaf spring rear end are an unrivalled combination. The standard integrated plastic load bedliner is easily replaced if damaged and the standard Styleside load bed will take a standard pallet.
This range also introduced the first local ute in history with a dedicated LPG option that does not compromise load area.
Initially, the XR6 ute was only available with the fixed cam-timing version of the XR6 engine which continued into the Series II upgrade of April 2000. The Series II upgrade introduced the laminated firewall, squared off lower intake and grille, new interior fabrics including optional leather, revised dash styling, blue instrument cluster background and the latest XR 17 inch alloy wheel design. The front suspension was also re-engineered to allow for improved front brakes.
The first Pursuit limited edition arrived in January 2001. In keeping with its premium performance focus that has now been formalised as an ongoing model in the Ford Performance Vehicles range, it came with the more powerful VCT version (172 kW versus 164 kW) of the XR6 engine. This engine has the Tickford variable cam rotation system that varies camshaft timing for optimal breathing across all engine speeds. It also came with a range of body additions as standard, the chrome sports bars in the load bed and colour keyed mirror surrounds for only $1,000 above the stock XR6. It was distinguished by a Pursuit badge on the side skirts just ahead of the rear wheel arch.
The Pursuit XR6 was such a huge success that the XR6 ute received the VCT engine as standard from April 2001. The body kit became a $1400 option and the sports bars also added extra cost. Together, they highlighted the extra value in the XR6 Pursuit for one of the more desirable versions of this popular ute series.
Specifications

Engine
4.0-litre, SOHC, in-line six, recalibrated multi-point fuel injection, free-flow exhaust, modified cylinder head, larger valves and guides, VCT variable cam rotation system, 9.6:1 compression ratio, 172kW@5000rpm, 374Nm@3500rpm.(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 93LE adaptive shift 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 28 mm anti-roll bar.
Rear: Live axle, lowered semi-elliptic leaf springs and gas dampers.
Brakes
Front 287mm ventilated discs, rear 287 mm discs, ABS, booster.
Wheels
8JJ X 17" 5 spoke alloy wheels, Dunlop SP Sport 9000 235/45 ZR17

2001 AUII Falcon XR8 Pursuit Utility

The performance V8 version of the ute lined up with the current passenger car range in body series and mechanical specification with the June 1999 arrival of the all-new AU ute for the first time since 1980. The first AU XR8 ute featured a similar drivetrain to the final XHII XR8 ute which was different from the EL XR8 Series II.

The AU XR8 185 kW engine had the latest Explorer cylinder heads like the XHII XR8 engine, different camshaft and new inlet manifolds. As a mainstream Falcon option it provided 175 kW. For the AU XR8 it was boosted to the same 185 kW and 412 Nm as the last XHII XR8 ute series which had significantly more torque than the different 185 kW engine in the EL XR8. Pick these later Windsor engines by their different spark plug location and GT40P cylinder head stamping.
The AU front suspension was heavily revised with a single lower wishbone replacing the previous lower arm and its locating rod. The new forged alloy upper wishbone now housed the upper ball joint. The box section lower rails which run longitudinally and support the front suspension were substantially increased in size and strength and were now linked by a hefty new cast aluminium cross member. It was a great start for a new heavy duty ute series.
For the first time in Falcon history, the AU ute was given heavy duty chassis sections which extend from under the cabin to support the owner's choice of cargo body. In terms of ute toughness, it was a return to the heavy duty focus of the chassis under the Mainline load bed. To compensate for the extra weight of these structural members, the ute's bedliner is a heavy duty and easily replaced polyethylene. The live rear axle and dual rate progressive rate leaf springs were retained for constant track and consistent ride and handling over the huge variation in laden and unladen weight.
The AU XR8 ute's huge reserves in grip, safety and strength could more than support a power increase but this had to wait until after the April 2000 arrival of the AU Series II. The Series II upgrade introduced new front suspension components to allow for larger twin piston front calipers and a major boost in pad size and rotor thickness. Changes to the master cylinder and booster delivered a much firmer brake pedal especially in XR models. The new dual thickness/laminated firewall added refinement and while the XR8 sedan engine went to 200 kW, the XR8 ute retained the 185 kW engine. Styling revisions squared up the front, there was a new blue instrument background and a new 17 inch wheel design.
The XR8 Pursuit limited edition based on this AU Series II upgrade and launched in January 2001 was an important marker in Falcon ute history after it was the first to feature the 200 kW engine in the ute range and brought the XR8 utes and sedans in line. The Pursuit badge, which featured on the side skirts, was once the proud performance name for the Falcon's more powerful sixes but the neat play on the word ute made it the ideal badge for a premium performance ute model. The XR8 Pursuit also featured special body additions, polished sports bars and matching tonneau as standard.
The success of the first Pursuit led to the 200 kW engine being offered as the base XR8 engine by April 2001 but the sports bars and body additions became an option.
The sporty XR8 versions with their V8 Supercar looks and sharper handling were an outstanding success and quickly contributed to the new range's market leadership. In Australia, Ford dealers dominated the ute sales race, delivering a record 16,955 utes in 2001, easily surpassing the previous record of 13,698 set in 2000. This was a far cry from 1989 when Ford kept the ute market alive alone with around 8163 sales.
Specifications

Engine
Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.0:1 compression, roller rockers, EEC V engine management system, Explorer heads, electronic ignition, extractors, 200kW @5000rpm, 420Nm @ 3750rpm (DIN)
Transmission
T50D 5-speed manual, all synchro. Ratios: 1st 2.95:1- 2nd 1.94:1 - 3rd 1.34:1 - 4th 1.00:1 - 5th 0.73:1 Reverse 2.76:1
BTR 97LE 4-speed adaptive shift automatic, XR8 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/upgraded gas strut-type dampers, XR wheel alignment, 28 mm anti-roll bar.
Rear: Live axle, lowered semi-elliptic leaf springs and upgraded gas dampers.
Brakes
Front 287mm ventilated discs, rear 287 mm discs, ABS, booster.
Wheels
8JJ X 17" 5 spoke alloy wheels, Dunlop SP Sport 9000 235/45 ZR17

2002 AUIII XR8 Pursuit 250 Utility

Following the success of the 2001 Pursuit limited edition ute, it was apparent there was a strong market for a premium performance model that offered performance and appearance upgrades over the popular XR8 ute.
After June 2001, the 220 kW engine from the T-Series was fitted as standard to the XR8 sedan but this engine was never offered in the XR8 ute range. Instead, it was decided to re-engineer the ute for a special premium performance model that would form part of the new T-Series 5.6-litre range.
It involved far more than simply inserting the new 5.6-litre engine under the bonnet. It involved a total engineering approach that is now the foundation for Ford Performance Vehicles.
To cover the extreme working conditions and heavy loads that many Falcon utes are subjected to, the standard ute has a long, large diameter tail shaft required for the substantial variations in rear axle ride height and work load. This also provides stand alone rear suspension that is not dependent on the type of cargo body fitted. To cater for these extremes in application, the standard ute has a 180 km/h speed limiter which makes sense given its unrivalled heavy duty work focus.
However, the premium performance and extra recreation focus of the Pursuit 250 allowed Tickford to take a different approach to the driveline. The challenge was to find a tail shaft design that maintained the ruggedness of the standard design while catering for the massive torque loads imposed on the driveline by the powerful new engine and to be able to sustain these loads at higher rotational speeds. Tickford could also reduce the payload and lower the ride height to set up the suspension specifically for this application without having to cover the extremes that a one tonne payload will generate. This approach also ensures that high speed handling is consistent laden or unladen.
After extensive outback testing, the answer was found in a two piece tail shaft with a combination of double cardan and constant velocity joints. Because of Ford's strong owner base in parts of outback Australia that are subject to an open speed limit, high speed stability and durability under sustained high speed cruising when empty or loaded were higher priorities than the ultimate load carrying ability of the standard ute.
The resulting two-piece tail shaft was a first for a leaf spring live rear axle ute and the lack of vibration under the enormous twisting power of 500 Nm of torque was a revelation to all who have driven a Pursuit 250. The ute's extra long wheelbase, the even spread of weight into the rear section generated by the hefty structural members, the constant rear track and the advanced front suspension and steering generated a new benchmark for a performance ute, laden or unladen. This more even unladen weight distribution, constant rear track and extra long wheelbase of the latest Falcon utes also makes them a far safer and more balanced starting point for a performance version than most other utes. Performance was on a par with the sedan when overall weight was similar.
Engine modifications were numerous and included new lightweight pistons, billet conrods, 82 mm progressive cam throttle body, ceramic-coated exhaust manifolds and unique Tickford-developed camshafts and valves. Most of these changes were generated by a new crankshaft which lifted capacity from 5-litres to 5.6. The hand-built engine which featured a girdle around the base of the block for extra strength had a specially balanced crankshaft and each part was carefully matched by size and weight. Power from the new engine was fed via a heavy duty Tremec TR3650 five-speed manual transmission and Valeo clutch and kept in check with a limited slip differential. A four-speed automatic transmission was also available.

It was a stunning combination. Early body additions reflected the aggressive new T-Series look. However, the extra driveline development delayed deliveries until February 2002, only eight months before the BA series was due to arrive. Because of this compressed time frame, there was not enough time to establish an all-new T-Series ute so the decision was made to launch it as another special Pursuit limited edition based on the XR8.
More than any other recent performance model, the Pursuit 250 highlighted the need for Ford's performance range to be united back under the Ford name with a clear progression up the range.
Visually, the Falcon XR8 Pursuit 250 showed its XR colours with the traditional quad headlight front end but the T-Series attitude survived in a new front air dam, wild new side skirts, a unique high wing rear spoiler and hard tonneau cover or the soft tonneau and polished sports bar combination. Also new was an extended rear bumper fascia with exposed twin exhaust outlets. Stylish five-spoke 18 x 8-inch alloy rims were matched with high performance Dunlop SP9000 tyres were similar to the T-Series range.
Stopping power for the new Pursuit 250 was provided by a standard premium brake package consisting of huge 329 mm grooved discs with twin piston calipers up front and 287 mm grooved discs with single piston calipers out back, teamed with a Bosch three-channel Anti-lock Braking System (ABS).
Enthusiasts wishing for even greater stopping power could opt for the brilliant Brembo brake package complete with 355 mm front discs, 330 mm rear discs and four piston calipers all round.
There were warm charcoal leather seats, a unique 240 km/h speedometer with blue graphic display, 100 watt prestige sound system with six-stack in-dash CD player, power windows, air-conditioning, twin airbags, steering wheel mounted cruise control, and Momo steering wheel and gear knob. It was a complete package and the ultimate expression of an awesome ute heritage with a pedigree that goes back as far as 1934.
The Pursuit 250 was a hard act to follow so the decision was made to continue the model as an ongoing premium performance ute variation of the new GT from Ford Performance Vehicles. Sharing the GT's front styling, the new model stands alone as the FPV Pursuit without any XR8 reference as it now features the most powerful and sophisticated V8 in local Ford history. The Pursuit 250 was an important step in the development of the latest Pursuit by demonstrating the reserves in roadholding, handling balance and braking inherent in the design.
Specifications

Engine
Re-engineered Windsor V8, 5.6-litre/347 cu in, Tickford crankshaft, roller rockers, double valve springs, worked cast-iron heads, 9.6:1 compression ratio, blueprinted block, 82 mm throttle body, multi-point injection, tuned 8 trumpet inlet manifold, shotpeened billet conrods, floating gudgeon lightweight pistons, performance camshaft, block girdle, extractors. 250kW@5250rpm, 500Nm@4250rpm (net)
Transmission
Tremec TR3650, 5-speed manual, all synchro. Ratios: 1st 3.37:1- 2nd 2.00:1 - 3rd 1.32:1 - 4th 1.00:1 - 5th 0.62:1 Reverse 3.77:1
BTR M97LE, electronic 4 speed auto, Adaptive Shift Strategy,T-Bar shift Ratios 1st 2.39:1 - 2nd 1.45:1 - 3rd 1.00:1 - 4th - 0.68:1 Reverse 2.09:1.
Rear axle: 3.45:1 LSD
Suspension
Front: Independent, upper and lower wishbones, coil spring/strut-type gas dampers, 24 mm anti-roll bar.
Rear: Live axle, lowered semi-elliptic leaf springs and upgraded gas dampers.
Brakes
Front ventilated and grooved 329mm discs, twin piston Cobra calipers, rear grooved solid 287 mm discs, braided hoses. ABS. Front 355 mm cross-drilled ventilated front discs, rear 330 mm cross-drilled ventilated discs, four piston calipers front and rear. (Ultimate option)
Wheels
18"x8" 5-spoke alloy; 18"x8" Azzurro alloy (opt)
Tyres: 245/40ZR18 Dunlop SP9000 Sport