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XC FairmontAug 1976

XC Fairmont

It only took Ford 17 years for its Falcon to become Australia’s best-selling car at last – a feat the XC achieved during 1977 against the frankly hopeless HX Kingswood.Part of the reason why was that Ford’s response to July 1 1976’s mandatory ADR 27A anti-pollution laws was to redevelop the Falcon engines with a cross-flow head for greater efficiency and better driveability – especially compared to the rough-running HX.The revised 3.3 now produced 80kW/220Nm, the 4.1 low-compression 85kW/272Nm and the 4.1 high-compression 92kW/289Nm, while the 4.9 and 5.8 V8s developed 151kW/364Nm and 162kW/429Nm respectively.Ford also fettled with the steering and suspension, to create what it advertised as “The Great Australian Road Car.” In top-line Fairmont GXL guise, with its four-wheel disc brakes, lowered suspension and well-equipped interior, it was.Ford also addressed the XA/XB vision problems by expensively redesigning larger-windowed rear doors and installing an all-new dash with higher seats. Better flow through ventilation was also incorporated.A less aggressive nose incorporating the model’s first-ever square headlights gives the XC Fairmont away.All XCs boasted redesigned taillights with new separate reverse lights, and large (and unsightly) American-style chrome bumpers.In April ’78 Ford responded to Holden’s successful “Radial Tuned Suspension” package that revitalised HZ Kingswood sales with the “XC 1/2”, with firmer suspension settings, more standard features and repositioned Ford badges.This was the last of the overtly American design-influence Falcons. In all 171,082 XCs were built, before the completely rebodied, European-style XD Falcon took over in early 1979.

XC FalconAug 1976

XC Falcon

It only took Ford 17 years for its Falcon to become Australia’s best-selling car – a feat the XC achieved during 1977 against the frankly hopeless HX Kingswood.Part of the reason was that Ford’s response to the July 1 1976 mandatory ADR 27A anti-pollution laws was to redevelop the Falcon engines with a cross-flow head for greater efficiency and better driveability – especially compared to the rough-running HX.The revised 3.3 now produced 80kW/220Nm, the 4.1 low-compression 85kW/272Nm and the 4.1 high-compression 92kW/289Nm, while the 4.9 and 5.8 V8s developed 151kW/364Nm and 162kW/429Nm respectively.Ford also fettled with the steering and suspension, to create what it advertised as “The Great Australian Road Car.” In top-line Fairmont GXL guise, with its four-wheel disc brakes, lowered suspension and well-equipped interior, it was.Sadly though, the GXL replaced the once-hallowed GT in the local line-up, while the Futura also vanished.Ford also addressed the XA/XB vision problems by expensively redesigning larger-windowed rear doors and installing an all-new dash with higher seats. Better flow-through ventilation was also incorporated.A less aggressive nose (with square headlights on the Fairmont models) gives the XC away from the outside, along with redesigned tail-lights with new separate reverse lights and large (and unsightly) American-style chrome bumpers.In April ’78 Ford responded to Holden’s successful “Radial Tuned Suspension” package that revitalised HZ Kingswood sales with the “XC 1/2”, with firmer suspension settings, more standard features and repositioned Ford badges.This was the last of the overtly American design-influence Falcons.In all, 171,082 XCs were built before the completely rebodied, European-style XD Falcon took over in early 1979.

XC Fairmont GXLAug 1976

XC Fairmont GXL

It only took Ford 17 years for its Falcon to become Australia’s best-selling car at last – a feat the XC achieved during 1977 against the frankly hopeless HX Kingswood.Part of the reason why was the introduction of the Fairmont GXL – the first time an Australian car manufacturer had a crack at building a European-style sports/luxury sedan.Also, Ford’s response to the July 1, 1976 mandatory ADR 27A anti-pollution laws was to redevelop the Falcon engines with a cross-flow head for greater efficiency and better driveability – especially compared to the rough-running HX.The GXL was available with a revised 4.1 high-compression 92kW/289Nm six-cylinder engine or two V8s – the 4.9 and 5.8, developing 151kW/364Nm and 162kW/429Nm respectively.Ford also fettled with the steering and suspension to create what it advertised as “The Great Australian Road Car.” In GXL guise, with its four-wheel disc brakes, lowered suspension and well-equipped interior, it was a convincing effort.Sadly though, the GXL replaced the once-hallowed GT in the local line-up, while the Futura also vanished.Ford also addressed the XA/XB vision problems by expensively redesigning larger windowed rear doors and installing an all-new dash with higher seats. Better flow-through ventilation was also incorporated.A less aggressive nose had square headlights (a Falcon first) on both Fairmont models. Also giving the XC away from the outside are redesigned tail-lights with new separate reverse lights, and large (and unsightly) American-style chrome bumpers.In April '78 Ford responded to Holden’s successful “Radial Tuned Suspension” package that revitalised HZ Kingswood sales with the “XC 1/2”, with firmer suspension settings, more standard features and repositioned Ford badges.This was the last of the overtly American design-influence Falcons. In all, 171,082 XCs were built, before the completely rebodied, European-style XD Falcon took over in early 1979.The Fairmont Ghia replaced the GXL from the XD series onward.Standard features: four-wheel disc brakes, alloy wheels, Limited Slip Differential, sports instrumentation, velour seats, reclining bucket seats, intermittent wipers, tinted glass, extra chrome and courtesy lights, rear window demister, left-hand side mirror, front folding armrest, childproof door locks, carpet, clock, AM radio with power aerial, map pockets, radial tyres, hazard flashers, halogen headlights, dual horns.Engine options: 151kW/364Nm 4.9L V8 and 162kW/429Nm 5.8 V8.

ZH FairlaneMay 1976

ZH Fairlane

With its prestige market hold loosening, Ford was stung into action by evoking the '60s Americanisation formula for its XC Falcon-derived Fairlane.A big, bold squared-off front and rear (featuring small fins), a new dashboard and interior trim, the demise of the 4.1L I6 version and the introduction of a “super luxury” Marquis model (to rival the Holden HJ Statesman Caprice) revitalised the nameplate.The 500 became the base model, featuring the first anti-pollution version of the 4.9L V8 engine (which saw a power drop to 151kW the “cleaner” 5.8L V8 now produced only 162kW), a limited slip differential, four-wheel disc brakes and more standard features, while the Marquis buyer enjoyed power windows, plusher seats and more buttons to press, push and play with.Significant gains in handling, ride and braking qualities were achieved as part of the re-engineered XC program.In 1978 Ford responded to Holden’s radical and successful Radial Tuned Suspension campaign with an improved handling Fairlane, which featured Ford’s firmer “touring suspension” package, standard air-conditioning and minor trim changes.The Sportsman of the same year offered alloy wheels and racier trim. By production’s end in early ’79, 22,982 Fairlanes were made.

Chrysler LA LancerSep 1974

Chrysler LA Lancer

In the 1970s the Chrysler Corporation became increasingly dependent on Mitsubishi Motors, the Japanese car-maker it had a stake in to supply it with small cars to combat – ironically enough – the ensuing Japanese small car onslaught.The Lancer was one such car, a simple rear-drive sedan powered by a spritely 50kW 1.4L four-cylinder engine.It gained an enviable reputation for winning rallies abroad. But Federal Government quotas thwarted its highly anticipated arrival here in mid-’74.Positioned below the Japanese-derived Galant 1.6L models, Australia ended up with just two Lancer variants – the short-lived base two-door EL and well-equipped four-door GL sedan.And soon the all-new Holden Gemini, Ford Escort II, Datsun 120Y and Toyota Corolla III were stealing away sales.

Chrysler GC GalantJul 1974

Chrysler GC Galant

Sales were improving steadily as Chrysler made the move to the rebodied GC Galant in the middle of 1974.But some criticised the model’s weight gain, more generic looks (it could easily have been mistaken for a Datsun or Toyota) and fiddly detailing after the clean lines of the previous generation.The 1.3 Deluxe was gone, replaced by the XL sedan and wagon, the GL sedan and wagon continued, while a new Hardtop pillarless two-door coupe was introduced.A mildly revised 75kW/137Nm 1.6-litre SOHC four-cylinder engine powered all, mated to either a three-speed auto or four-speed manual gearbox. Sadly the twin-cam units available in Japan were not deemed necessary for Australia.During this time the Galant faced much stiffer competition from Holden’s TX Gemini, the Datsun 120Y, Ford Escort Mk2 and a revised Toyota Corolla range.

LH ToranaMar 1974

LH Torana

As the mid 1970s approached the LJ Torana’s narrow HB-era platform was looking decidedly narrow against the wider Ford TC Cortina and Datsun 180B, so Holden went for an all-new and wider base for the second-generation LH model.Allegedly the strongest vehicle ever made in Australia to date, this roomiest-ever Torana was not-coincidentally the same size as GM-H’s hitherto all-time bestseller, the 1963 EH Holden.Although a rakish two-door coupe and four-door wagon were planned and produced to prototype stage, the LH was only ever sold in sedan guise.Underpinned by four-coil suspension and rack-and-pinion steering, this Torana’s dynamics weren’t up to European standards despite the clean styling.It is also one of the handful of (mostly American) cars worldwide to have offered four, six and eight-cylinder engines.There were the Opel-sourced 76kW/156Nm 1.9-litre SOHC four-cylinder 1900 models (S, SL) 88kW/224Nm 2.8-litre and 101kW/263Nm 3.3-litre OHV six-cylinder units and 138kW/355Nm 4.2-litre and 179kW/427Nm 5.0-litre OHV V8s.Three and four-speed manuals (the former using column-shift) and a three-speed auto were the gearboxes used. Models were S (still with drum-only brakes, vinyl trim and bench seats… the EH lived on!), SL, sporty SL/R and SL/R 5000.The latter – although fitted with anti-roll bars, firmer suspension, a sportier cabin, loud spoilers and fat wheels – never achieved the credibility of the LJ GTR models it replaced.However the hot SL/R 5000 L34 was the Bathurst racing special it included bolt-on wheel arches, a highly reworked 5.0-litre V8, uprated suspension, gearbox and steering, and the round headlights reserved for the Torana 1900 (the rest featured square headlights – a first for a Holden).More mundane were the ’75 “G-Pak” (3.3, four-speed manual, front disc brakes, sporty instrumentation and trim), as well as the similar ’75 “Plus 4” pack – aimed at lifting slow 1900 sales. 70,184 LH models rolled off the production line.

E12 5 SeriesMay 1973

E12 5 Series

BMW’S rear-wheel drive family sedan debuted in Australia, just one year after its European release in 1972, replacing the 1500-2000 series models that formed the backbone of the Bavarian company’s return from the brink of bankruptcy during the 1960s.It introduced the classic BMW silhouette that, with three extensive revamps, was to take the 5 Series right through to the 2003 E60 ‘Bangle’ version.Initially two sedan variations arrived – the 520 fitted with an 85kW/165Nm 2.0-litre overhead cam four-cylinder engine, or the 92kW/175Nm fuel-injected version.Only the 520 was offered with a three-speed automatic as well as the standard four-speed manual gearbox.Dual round headlights distinguished the 525 from March 1974. Fitted with twin carbs, it offered 108kW/209Nm from its 2.5-litre in-line six-cylinder engine, but only stuck around until July ’75, when the 121kW/238Nm 2.8-litre 528 replaced it.As with all ‘70s BMWs, the transmission choice here was either a four-speed manual or three-speed auto.By mid-’76, with new strict pollution laws pending, the 520 vanished while the 520i came in for some trim changes before it too was discontinued in ’78.August ’77 saw the release of the classic 528i badge, adding fuel injection to the 2.8 in-line engine for a healthy 135kW/240Nm, as well as a host of exterior and trim changes. By comparison a Ford XC Falcon 3.3 ‘6’ produced 97kW and 257Nm.But there were grumblings from the Australian media about the unsuitability of the 528i’s handling, particularly as Holden’s Radial Tuned Suspension campaign brought unfavourable comparisons with its reformed HZ Kingswood of the time.BMW finally introduced firmer suspension from July ’79 to counteract the criticism its 5 Series was receiving. A five-speed manual gearbox arrived from early ’81.In total 699,094 E12 5 Series were produced between 1972 and 1981.

Land Rover Range RoverJun 1972

Land Rover Range Rover

Range Rover debuted in 1970.First it was the British Government that controlled BMC/British Leyland until British Aerospace purchased it as part of the Austin Rover/Rover Group, with Honda having a small stake in the firm.Then – from 1994 – BMW took control until it split up the loss-making concern and sold Land Rover to the Ford Motor Company in March 2000.One of the most significant automotive developments, the all-wheel drive’s rise from mud-plugging commercial vehicle to luxury icon status started right here in 1970.Land Rover never meant for it to be like this and the early Range Rover models were basic.Aluminium body panels clothed a form-over-function go-anywhere two-door wagon body style featuring five seats and a split-level tailgate.Underneath there was a full ladder-frame chassis, full-time 4WD, coil-spring and self-levelling suspension, four-wheel disc brakes and an alloy 97kW 3.5-litre V8 (GM Buick designed) married to a dual-range four-speed manual gearbox for maximum off competent on-road performance as well as excellent off-road ability.Australians had to wait until 1972 for the first Range Rovers to arrive. From then onwards there were constant improvements and refinements.Power steering and a rear window wiper became optional in 1973 (and standard by late 1978), while there were modifications to the instrumentation, seating and cabin trim.A lower-compression version of the 3.5-litre V8 engine arrived in time for the tough new anti-pollution laws from July 1976, which saw power drop to 84kW. Local assembly began in Sydney during 1979.A locally sourced Borg Warner three-speed automatic transmission became an option in June 1980. That’s when the bumpers became black.During 1982, a four-door wagon arrived, dramatically opening up the Range Rover’s appeal despite the 2540mm (or, more famously, 100-inch) wheelbase remaining the same.Simply put, Land Rover managed to squeeze in four doors where two doors once sufficed. In both body styles, a higher-compression 3.5 V8 saw power rise again, to 92.6kW.The gear ratios and surrounding cabin trim were altered, while the Aussie auto gave way to a Chrysler Torqueflite three-speed auto unit.Local assembly ceased during 1983 while the luxury Launch Pack Wagon (renamed HiLine in ’85) introduced signature Range Rover items such as timber trim, alloy wheels and armrests.In early 1984 a series of changes brought on a five-speed manual gearbox, yet another automatic gearbox revision, mechanical (instead of vacuum-operated) diff lock, central locking, better electrics and factory-fitted (instead of after market) air-conditioning.New colours, a longer list of luxury features, improved ventilation, a redesigned centre console, increased security and a more efficient tailgate function rounded off the changes.It also heralded the last of the two-door Range Rover wagons.

XA FalconMar 1972

XA Falcon

The XA – the third all-new bodied Falcon – may have been the first wholly Australian-designed big Ford, but it became one of the low-points of the series after the XY highs.The GTs were watered down by power cuts and weight increases, the modish ‘70s “Coke-bottle” styling dated quickly and seriously curtailed vision, non-power steered models were hopelessly heavy to manoeuvre, space efficiency for the size of the car was poor and quality control took a nose dive.Sales were strong though, buoyed by the XA’s unexpectedly good road manners and widely perceived size suitability against the softer and smaller-seeming Holden HQ as well as the VH Valiant’s vastness. Leyland’s criminally underrated P76 was also a rival from 1973.The Falcon’s cabin was also uniquely Australian, with a stylish but unergonomic wraparound dash that was set too high for shorter drivers.A development of the XY’s engines, their outputs are: 97kW/258Nm 3.3, 116kW/325Nm 4.1, 127kW/339Nm 4.1 2V, 179kW/414Nm 4.9 V8 and 194kW/481Nm 5.8 V8.From August ’72 a two-door Falcon returned. Dubbed Hardtop, it suffered from its low-seating and high window line, seriously affecting vision and thus putting buyers off.As Holden also found out with the stunningly pretty HQ Monaro two-door, Aussie interest in two-doors was flailing fast – with the exception of the muscular-looking Chrysler Charger.But Ford was obviously not happy with the XA’s look or presentation and ceased production in late ’73 after a record 152,609 Falcon, 500, GS, Futura, Fairmont, GT and Hardtop models were rolled out.

Celica TA22 Coupe (Mk1)Nov 1971

Celica TA22 Coupe (Mk1)

Toyota’s take on the 1968 Ford Capri concept debuted in Japan in December 1970 – a year before Australia – as the Celica.It was named after Sarina the dragon-riding witch (hence the dragon logo) and based on the sub-Corona Carina small car.Despite its sporty pretensions, the Celica’s steering, handling and ride qualities were disappointingly mundane, but at least the reliability trade-off helped.Performance was sprightly enough though thanks to a lively 76kW 1.6-litre carburettor four-cylinder engine (called 2T) mated to either a five-speed manual or three-speed auto gearbox.With sassy styling, comfy 2+2 seating, a practical boot and generous equipment levels, the Celica’s sales star soared.In 1975 the TA23-series Celica replaced it. Although visually virtually identical, it featured a slightly longer wheelbase (visible between the front wheels and doors), a new nose, wider chassis and improved front suspension.Toyota sold 2036 of this model from 1971 to 1976.

HQ StatesmanJul 1971

HQ Statesman

GM-H, caught unawares by the success of the stretched Falcon that was the Fairlane, tried but failed miserably with its initial attempt at a prestige car, the 1968 HK Brougham.Buyers saw it for the Premier with a longer boot that it was.So the 1971 Statesman followed the Ford by being based on the 2895mm wheelbase HQ Kingswood station wagon platform, for increased rear-passenger legroom.A quad headlight, twin mesh grille and elongated vertical wagon tail-lights identified the Holden.The engines (in gross power output figures) were a 99kW 3.3-litre OHV inline six-cylinder unit (202 cubic inches), auto-only 136kW 4.2-litre V8 (253ci), 177kW 5.0-litre V8 (308ci) and 202kW 5.7-litre V8 (350ci) – mated to a three-speed auto or four-speed manual transmission.The basic Custom offered a radio, heater and not much else, while the luxury V8-only De Ville featured more chrome, improved seating, better audio, power steering and plusher trim.Despite this, Statesman sales could not catch up to the Fairlane.Vague steering and roly-poly handling from Holden’s first coil-spring rear suspension set-up garnered poor critical reviews.

Renault 12Nov 1970

Renault 12

WHY this ancient front-wheel drive small car that Renault still built in Turkey until 1999 and in Romania as a Dacia until the Logan replaced it in 2005? Why not, we say, since the 12 was the last mainstream-popular Renault small car in Australia, and was built in Melbourne until production ceased in late 1980.The 12 wooed buyers with its incredibly comfy and spacious interior, great fuel economy, eager little 1.2 or 1.4-litre engines and robust bodies. Two styles were offered – a gawky four-door sedan and a still-pretty four-door wagon.Transmission choices were limited to a four-speed manual or three-speed automatic.The 12 1.4 from 1976 brought more power, more features and a modernised fascia front and rear. Its 1978 Virage replacement was an extension of this, as European cars marched upmarket due to skyrocketing European currencies.Did you know the 12 utility is still built in Romania, and that Ford offered the 12 as the rebodied Corcel and then Del Ray from 1968 to 1996?

XY FalconNov 1970

XY Falcon

Widely regarded as the most glorious Falcon, the XR-base’s XY swansong built on the XW’s good looks with a revised grille and taillight design, and engine upgrades: 97kW/258Nm 3.3/200ci, 116kW/325Nm 4.1/250, a twin venturi (two-barrel) 127kW/339Nm 4.1/250 2V, 164kW/407Nm 4.9/302 V8, and a 186kW/481Nm 5.8/351 V8.The latter’s output rose to at least 224kWin the XY GT HO (Handling Option) models – which in the rumoured 285kW Phase III form was the fastest four-door sedan in the world at the time (and all on a live-axle leaf-sprung recirculating-ball sedan built by mostly migrant-Australians in Broadmeadows, remember), and arguably Australia’s most collectable car.It also helped fuel the infamous “supercar scare” of 1972, forcing Ford and Holden to abandon production of vehicles with such power for 25 years.A total of 118,666 XYs were manufactured. During the XA successor’s run 432 XY 4WD utilities were also built in Queensland.

Datsun 240ZOct 1970

Datsun 240Z

Datsun dropped a bombshell when it unveiled its stunning (and stunningly affordable) 240Z (Fairlady Z in Japan) sports car in 1969.With design input from renown German stylist Albrecht Goetz (BMW 507) – and bearing a remarkable resemblance to his 1965 Toyota 2000GT sports car allegedly created for Nissan in mind – the 240Z’s gorgeous looks and serious sports car engineering (independent rear suspension, high-revving in-line straight six-cylinder engine – with the latter reportedly modelled on a Mercedes design – as well as rear-wheel drive, a five-speed manual gearbox and rack and pinion steering) catapulted it to world’s best-seller status.Cranking out 112kW of power and 198Nm of torque, the first Z’s 2.4-litre L24 unit could zip it to 400 metres in 16.7 seconds and 100km/h in under nine seconds on the way to a 200-plus km/h v-max.Lightweight (1026kg) construction helped in achieving these Ford XW Falcon GT-like figures.Along with the build quality, equipment levels were also high – front disc brakes, bucket seats, full instrumentation and a heater were standard – and the two-seater hatchback configuration spacious and evocative.A popular three-speed T-bar auto was introduced in the 1971 model year.It eventually relegated ancient English drop-tops like the MGB and Triumph TR to the scrap heap.Today the 240Z is regarded as a pioneer in the mass acceptance of Japanese cars and is easily the most collectable of all of Nissan’s disparate Z-cars.

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