AU Series Specs

1999 AU and 2000 AUII TE50/TS50

The launch of the new T-Series range in September 1999 heralded a return of the GT in everything but name. Positioned above everyday Ford XR performance models, the T-Series also marked the arrival of the Ford Tickford Experience (FTE) retail environment to cater for Ford's more exclusive models. At a time when the worth of an Australian performance car was measured by the number of body add-ons and stated power figures, the T-Series went it alone with understated, elegant exteriors and attention to Total Performance, much like the first Falcon GT.
Again, the T-Series proved ahead of its time as performance vehicle styling becomes more integrated. It also marked several firsts. The T-series remains the first and only Australian performance model with double wishbone independent suspension front and rear and the first with an adaptive shift auto with steering wheel sequential shift buttons. All AU and AUII T-Series models featured the premium Fairmont dash and particular attention was paid to refinement as the T-Series was intended to be a Grand Tourer in every way.
The AU TE50 combined the best of XR engineering, T-Series styling, the 200 kW Synergy 5000 engine, grooved performance brakes and 17 inch Speedline alloys. The AUII TE50 from October 2000 introduced Ford's laminated firewall and gained the TS50's 220 kW engine, extra body highlights and body packages, more colour and trim options. From April/May 2001, the alloy heads were replaced with a locally-worked cast-iron head with special stainless steel valves, combustion chamber and port modifications. There was also a new TE50 18 inch alloy wheel option.
The AU TS50 featured the 220 kW Synergy 5000 engine with alloy heads, bigger throttle body, oil cooler and several other upgrades initially combined with the sequential shift auto only. The unique TS50 suspension specification featured premium Koni dampers, 18 inch Speedline alloys and front end settings specific to this application. Body styling was also subtly upgraded over the TE50. For the AUII TS50, a 5 speed manual option was offered and there were extra body highlights, different rear spoiler packages and a new 18 inch Azzurro alloy wheel alternative. The alloy heads were also replaced from April/May 2001 with the locally reworked cast-iron heads.
All of these earlier T-Series models are exclusive with a combined total of 314 and should become more so with their subtle styling, landmark suspension and transmission specifications.
Specifications
Engine
AU TE50/TS50: Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.00:1 compression, Explorer crossflow heads, roller rockers, special camshaft, cold air intake, low restriction twin exhaust system, 200kW @5000rpm, 420Nm @ 3750rpm (net)
AU TS50/AUII TE50: SVO alloy heads with larger valves and ports, 70 mm throttle body, oil cooler, special camshaft, 220 kW@5250rpm, 435Nm@4,000rpm. Cast iron heads (April-May 2001 on)
Transmission
BTR T50D, 5-speed manual, all synchro with reverse brake. 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 (TE50, AUII TE50)
BTR M97LE, electronic 4 speed auto, ESS Adaptive Shift Strategy, T-Bar shift and steering wheel sequential shift buttons.
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, XR8 coil spring/strut-type gas dampers, 28 mm anti-roll bar (TE50). Heavy duty variable rate coil springs, Koni gas dampers, 27.5 mm anti-roll bar, camber-castor kit and unique front end settings. Modified spindle and 24 mm anti-roll bar (AUII TE50)/23.5 mm anti-roll bar (AUII TS50).
Rear: IRS, upper and lower wishbones, transverse toe-control arm, XR8 coil springs and gas dampers, 20 mm anti-roll bar (TE50). Heavy duty TS50 variable rate coil springs, Koni gas dampers. (TS50)
Brakes
Front: ventilated and grooved 329mm discs, twin piston Cobra calipers
Rear: grooved solid 287 mm discs, braided hoses. ABS
Wheels
17" x 8" 5-spoke alloy, 235/45ZR17 Dunlop SP Sport (TE50)
18" x 8" 7-spoke alloy, 245/40ZR18 Dunlop SP Sport (TS50)
18"x8" Azzurro alloy (opt AUII TE50/TS50)

2001 AU Series II Falcon XR8 220kW

Not one area escaped attention for the new AU series launched in September 1998 as the XR series emerged with a stronger identity. The AU's crisp new styling looked particularly sharp with the XR's unique front treatment. The XR's circular large headlight/smaller driving light combination revived a local Ford tradition that started with the Falcon GT. They also provided exceptional night time vision. The smooth new AU styling dropped the Falcon Cd below 0.30 for the first time and the XR front became the new face of Ford's V8 Supercar race cars.
The AU series introduced powerful new XR6 models which included the first Australian built engine with variable camshaft timing. This boosted the power output of the entry level XR6 from 164 kW to 172 kW for the XR6 VCT. Both models were now in V8 performance territory hence the introduction of the latest version of the Windsor V8 as developed for the US Explorer. This engine had new cylinder heads, different camshaft and new inlet manifolds. As a mainstream Falcon option it provided 175 kW. For the XR8 it was boosted to the same 185 kW as the last EL XR8 series but with significantly more torque. Pick these later 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 rail which supported the front suspension was substantially increased in size and strength and there was a hefty new cast aluminium cross member. Together, these added extra precision to match the most advanced rear drive independent rear suspension produced in Australia. The precision and grip of this new double wishbone layout worked exceptionally well in the XR8 which emerged as the most sophisticated local performance Ford model up to this point.
The AU XR8 development work gave Tickford and Ford a great starting point for the premium performance T-Series models that arrived a year later.
The AU's huge reserves in grip and safety then supported a power increase in April 2000 with the arrival of the AU Series II. This upgrade also introduced front suspension revisions 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 the standard XR8 engine went to 200 kW. Styling revisions squared up the front and there was a new 17 inch wheel design. Premium brakes and leather interior were also optional on these later XR8 models.
An important 220 kW XR8 upgrade was then announced in June 2001 as an AU Series II running change. This coincided with the switch from the alloy heads for the 220 kW engine in the T-Series to the locally re-engineered cast iron heads which were combined with a larger throttle body, matched port inlet manifold and a revised camshaft. This new engine was a hand-assembled Tickford item. Sideskirts and body colour exterior mirrors were now standard.
This was followed by the July 2001 release of the XR8 Rebel which featured new Ford Racing exterior additions and seven spoke 18 inch Speedline alloy wheels. Pick this model with its grey accents and mesh inserts.
For the AU Series III upgrade in November 2001, XR8 buyers were given the choice of the Ford Racing exterior or the original AU Series II XR8 styling. It was a tough choice for Ford performance buyers as to how they would take home the last Windsor-powered XR8, the last with the double wishbone independent rear suspension, the last XR8 with Tickford wings, and the last with the traditional separate circular lights.
Press reports noted that these last XR8 models provided a unique blend of traditional V8 feel and performance in a modern setting. Figures in Wheels September 2001 revealed that this XR8 had matched the best GT models while offering 2001 levels of grip, safety, braking and fuel consumption. The XR badge, which originally appeared on the Mercury Cougar XR7, had come a long way in 10 short years and was now establishing a strong baseline for Ford's premium performance models.

Specifications

Engine
AUII XR8 220kW: Windsor 5-litre V8, OHV, electronic multi-point fuel injection, 9.4:1 compression, reworked Explorer GT40P cast iron crossflow heads, roller rockers, special camshaft, cold air intake, low restriction twin exhaust system, 70 mm throttle body, oil cooler, match-ported inlet manifolds,upgraded fuel pressure regulator, 220 kW@5250rpm, 435Nm@4,000rpm.
Transmission
BTR T50D, 5-speed manual, all synchro with reverse brake. 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 M93LE, electronic 4 speed auto, ESS 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, XR8 coil spring/strut-type gas dampers, modified spindle and 24 mm anti-roll bar.
Rear: IRS, upper and lower wishbones, transverse toe-control arm, XR8 coil springs and gas dampers, 20 mm anti-roll bar.
Brakes
Front ventilated 287 mm discs, AUII twin piston calipers, rear solid 287 mm discs.
Bosch 5.3 ABS
Wheels
17" x 8" 5-spoke alloy, 235/45ZR17 Dunlop SP Sport 9000
Performance
0-100 km/h - 6.6 seconds; Standing 400m - 14.8 seconds (Wheels 2001).

2001 AUIII TE50 and TS50

The engineering of the premium T-Series line was so comprehensive that the reserves in handling and brakes led to buyers demanding more power. The decision was made to dismantle the imported Windsor V8 and totally re-engineer it for the local T-Series application boosting capacity along the way. The resulting 5.6-litre powerhouse gave the T-Series the ultimate and final street Windsor engine handbuilt to blueprint standards and signed-off by the engine builder in the time-honoured Aston-Martin way. Not one detail was overlooked with unique internals, inlet and exhaust systems, crankshaft, heads, fuel system, valve gear and other items all replaced.
The engine delivered a massive 250 kW and 500 Nm of torque which was fed to the rear wheels via a four speed auto or the latest Tremec TR3650 5 speed manual. By 2001, the T-Series V8 was the only V8 engine built in Australia and its hand assembly won enthusiastic support from owners wanting more than a crate engine in their exclusive performance vehicle.
The total Tickford engineering approach dictated an awesome Brembo brake option, a special heavy duty Valeo clutch, a Dana M78 limited slip diff, a new Koni suspension option and lower ride height. The TS50 gained an increase in rear track with special offset rear wheels.
The big boosts in performance came with a price reduction which was offset by the XR8 dash in the TE50 while the TS50 retained the premium Fairmont item. The AUIII T-Series was a huge success outselling the combined sales of all previous T-Series within months. The same drivetrain was used in the limited edition XR8 Pursuit 250 ute. Not unexpectedly, this potent T-Series led to passionate calls from owners and the press for the return of the GT name as this model not only revived core GT values but took them to another level. This exclusive T-Series line with a projected production run of 334 confirmed that there was an ongoing market for a premium Ford performance range.
Specifications
Engine
AUIII TE50/TS50: 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. ESS steering wheel sequential shift buttons (TS50 only).
Rear axle: 3.45:1 LSD
Suspension
Front: Independent, upper and lower wishbones, coil spring/strut-type gas dampers, 24 mm anti-roll bar. Heavy duty variable rate coil springs, Koni 82 gas dampers, 23.5 mm anti-roll bar, camber-castor kit and unique front end settings. (TS50, opt TE50).
Rear: IRS, upper and lower wishbones, transverse toe-control arm, XR8 coil springs and gas dampers, 20 mm anti-roll bar (TE50). Heavy duty TS50 variable-rate coil springs, Koni 82 gas dampers. (TS50, opt TE50)
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 discs, rear 330 mm cross-drilled ventilated discs, four piston calipers front and rear. (Ultimate option)
Wheels
18"x8" Azzurro alloy (TE50) 18"x8" 5-spoke alloy (TS50)
Tyres: 245/40ZR18 Dunlop SP9000 Sport
Performance
0-100 km/h - 5.86 seconds; Standing 400m - 14.18 seconds. (TE50 man