Models

The new XY GT rolled off the line in late 1970, and was followed in 1971 with the all-time classic GT HO Phase III. With between 350 and 380bhp (270 – 280 kW) and 380 ft/lbs (513Nm) of torque, it was reputed then to be the world’s fastest 4-door production car.

Looking suitably aggressive8 with its air intake protruding through the bonnet and bold side stripes, the XY GT’s were affectionately known as “Shakers” to many people, a nickname derived from the shaking action of the bonnet scoop and particularly noticeable while the engine is idling.

It is also the vehicle that most people associate with the term Falcon GT. The XY GT was the model that has most captured the imagination of the masses and it is the one that is most often copied.

Many people have purchased standard XY Falcons or Fairmonts and dressed them up to imitate the most legendary of all Falcon GT’s.

There were 1,557 XY GT’s made from September 1970 to December 1971. There were 300 XY GTHO Phase III’s built between May 1971 and November 1971.

• Source: uniquecarsandparts.com.au

Engine Specifications: Engine: 351 cubic inch Cleveland V8 (5.763 litre) Bore & Stroke: 102 x 89mm (4.00 x 3.50in) Power (DIN): 224kW (300bhp) @ 5400rpm. Note: Output was understated as 300bhp to satisfy insurers. Generally accepted as 350-380bhp Torque (DIN:) 515Nm (380lb-ft) @ 3400rpm Compression Ratio: 11.5:1 Configuration: Front mounted, longitudinal, 90 degree V8 Head Design: Pushrod & rocker OHV with solid lifters. Note: 2 optional lifts available with the same duration Exhaust System: H&M headers with low restriction twin exhaust Fuel System: 780cfm Holley 4 barrel carburettor Ignition System: Twin point distributor Larger harmonic balancer 6150 rpm rev limiter Windage tray and baffles in sump Manual Gearbox : Type: 4 speed all-synchronised 1st: 2.32:1 2nd: 1.93:1 3rd: 1.36:1 4th: 1.00:1 Reverse: 2.78:1 Manual Gearbox : Type: 4 speed all-synchronised close ratio 1st: 2.32:1 2nd: 1.69:1 3rd: 1.29:1 4th: 1.00:1 Reverse: 2.78:1 Rear Axle: Type: 9in LSD Traction Lock is standard with 28 spline axles or 31 spline optional Ratio: 3.25:1 standard with optional 3.5:1 or 3.91:1 (Optional) Suspension: Front: Independent ball joint, HD coil springs, HD shock absorbers, wishbones and HD anti-roll bar Upper control arm to accept the 3 pin ball joint used, as opposed to the 4 point ball joint used in the normal GTs and earlier GTHOs Rear: Hotchkiss type with semi-elliptic leaf springs, shock absorbers, live axle and rear anti-roll bar added Wider front track due to the use of XA type 3 pin upper control arm Spacers on front when Globes fitted Brakes: Front: 286mm (11.25in) Servo assisted Discs with dust shields removed Rear: 254mm (10in) Servo assisted Drums. Wider & finned plus proportioning valve fitted Steering: Type: Re-circulating ball power assistance (Optional) Ratio: 16:1 Wheels & Tyres: Wheels: 6.0 x 14 Steel – Steel ‘5 Slot’ with S Steel dress ring & centre cap 7.0 x 15 Alloy – ‘5 Spoke’ Globe Daytona(Optional) from 1972 Tyres: 185 x 14 – E70HR14 Instrumentation: Speedometer: 140mph Cleveland Tachometer: 8000rpm Oil Pressure: Gauge Water Temperature: Gauge Fuel: Gauge Ignition: Warning Light High Beam: Warning Light Brakes: Warning Light Clock: Analogue Dimensions: Length: 4689mm (184.6in) Width: 1869mm (73.6in) Height: 1397mm (55.0in) Weelbase: 2819mm (111.0in) Front Track: 1499mm (59.0in) Rear Track 1486mm (58.5in) Weight: 1524kg (3360lb) Turning Circle: 11.2m (36.6ft) Fuel Tank: 163.8 litre (36.0gl) standard Seating: 5 Performance: Top Speed: 225km/h (142mph) @ 6150rpm with 3.25:1 differentail 0 – 60mph (0 – 100 km/h) – 6.4 seconds Standing 1/4 mile (400m) – 14.2 seconds

XY GT COLOUR CODE CHART Paint Code Fleet Code Paint Name Ford Formula Dulon Formula GT GTHO Total 6 EZ814 Vermillion Fire 1730-A 11714 256 68 324 U EZ801 Ultra White (EZ156) L1111-A 13006 240 39 279 O EY415 Yellow Ochre L597-A 12628 163 37 200 H EY348 Track Red L1096-A 12632 141 23 164 X EY407 Monza Green L1103-A 12535 130 23 153 2 EZ808 Bronze Wine metallic L1099-A 12633 111 16 127 S EZ812 Electric Blue metallic L1098-A 12531 107 11 118 9 EZ810 Nugget Gold metallic L1102-A 12635 90 18 108 E   Quick Silver metallic L1100-A 12528 56 0 56 T EZ813 True Blue L1104-A 12192 36 5 41 I EZ819 Jewel Green metallic M3595-A 13304 27 6 33 Z EZ815 Wild Violet metallic L1126-A 13305 15 6 21 F EY277 Vintage Burgundy metallic 1632-A 8634 14 1 15 Q EZ820 Yellow Glo L1129-A 13195 7 7 14 K EZ823 Frosted Pewter metallic 1740-A 10763 5 5 10 B EY426 Onyx Black 1724-A 11695 8 1 9 D EZ821 Raw Orange   13197 2 7 9 n/a EY161 Royal Umber   5384

 

In May 1969 the first of the XW GT’s rolled off the Broadmeadows assembly line. Ford had upped the ante with the XW by fitting the 351 cubic inch (5.8 litre) Windsor V8 with an output of 290 BHP (217KW) and 385 ft/lbs. of torque.

With bigger brakes, a final drive ratio of 3.25:1, a huge 36-gallon (164 litre) fuel tank and suspension modifications to take the extra power and torque, the XW seemed to be the ultimate Grand Tourer. But more was to follow…

The HO variant, which arrived one month later, was a real street racer. HO stood for “Handling Option” in “Ford-speak”, however most of the modifications added were to the engine. It now developed 300bhp (225KW).

The 351 got a bigger (600cfm vs 450cfm) carburetor, hydraulic valve lifters, revised camshaft, heavy duty alternator, alloy inlet manifold, a three-inch heavy duty tail shaft, heavier front roll bar, beefed-up coils, stiffer shocks and a new rear roll bar.

In its first appearance at the 1969 Bathurst race an XW GTHO came in second, in spite of wrong tyre choice which saw the works cars pitting for unscheduled stops throughout the day.

Production of the XW model resulted in 2,287 GT’s from May 1969 to October 1970 and 662 GTHO’s from July 1969 to October 1970.

Ford further refined the XW GT with a Cleveland 351 engine, still with 300bhp. The Cleveland engine was used in some late Phase I GTHOs (also known as Phase 1.5) produced around March & April 1970.

These were a long way short of the proper Phase IIs as far as development is concerned… using the standard hydraulic Cleveland engine (but with 600cfm Holley carburetor), wide ratio gearbox, 28 spline diff, standard drums, etc.

The Cleveland powered Phase II GTHO which commenced production in June 1970 sported a 750cfm Holley carburetor and improved gear ratios with a lower 3.5:1 rear axle.

Other changes to the Phase II included, solid camshaft & lifters, bigger push rods, guide plates, close ratio gearbox, “Daytona” diff (which incorporated nodular iron carrier, 31 spline rear axles, larger pinion flange and bearings, larger axle bearings, etc…), bigger diameter tail shaft, larger universal joints, 2.5″ wide finned drums, brake proportioning valve, etc… Allan Moffat won the 1970 Hardie Ferodo (Bathurst) 500 in a Phase II after leading from lap 2.

XW GTHO COLOUR CODE CHART

XW GTHO COLOUR CODE CHART
Paint Code	Paint Name	GTHO	Phase 1.5	Phase 2	Total
R	Diamond White	57	22	40	119
G	Candy Apple Red	59	26	17	102
Y	Grecian Gold	35	8	18	61
	Reef Green	28	12	20	60
K	Starlight Blue	28	14	14	56
8	Silver Fox	23	6	13	42
F117	Brambles Red	9	0	9	18
H	Track Red	0	0	36	36
A	Polar White	1	2	3	6
S	Electric Blue	0	0	12	12
A	Polar White	1	2	3	6
F099	Shell Yellow	0	0	2	2
T	True Blue	0	0	2	2
Spec	Spec	0	0	2	2
F161	Royal Umber	0	0	1	1
F280	Zircon Green	0	0	1	1
F161	Royal Umber	0	0	1	1
F280	Zircon Green	0	0	1	1
FI	Belrose Green	0	0	1	1
B	Onyx Black	0	0	1	1
None	No Code	20	25	95	140
Total	XW GTHO Production	260	115	287	662

With the XT Falcon in 1968 came a new engine, the 302 cubic inch (4.9 litre) Windsor motor. It boasted an extra five horsepower over the XR GT’s 289 cubic inch version and an increase in torque from 305 to 310 ft/lbs developed 600 rpm higher at 3800 rpm.

Wheel rims were widened to 6″, a limited slip differential was fitted as were driving lights, a front anti-roll bar and optional automatic transmission.

The most headlined XT GT’s were the three cars entered by Ford in the London – Sydney Marathon. Masterminded by Harry Firth, the team came home in 3rd, 6th and 8th places to take out the prestigious Teams and Manufacturers’ Prizes for Ford and Australia, with Ian Vaughan driving the top placed car.

Between February 1968 and June 1969 1, a total of 415 XR GT’s were built.

Ford Falcon XT GT

• Engine Specifications:
  • Type: Windsor 302 V8
  • Capacity: 4.942lt (302ci)
  • Bore & Stroke: 102 x 76mm (4.00 x 3.00in)
  • Power: (DIN) 172kW (230bhp) @ 4800rpm
  • Torque: (DIN) 420Nm (310lb-ft) @ 3200rpm
  • Compression Ratio: 10:1
  • Configuration: Front mounted, longitudinal, 60 degree V8
  • Head Design: Pushrod & rocker OHV with hydraulic lifters
  • Fuel System: Ford Autolite ‘4300’ 441cfm 4 barrel downdraught carburettor
  • Ignition System: Single point distributor
  • Exhaust System: Cast iron manifold, low restriction single exhaust
• Manual Gearbox :
  • Type: 4 speed all-synchronised
  • 1st: 2.78:1
  • 2nd: 1.93:1
  • 3rd: 1.36:1
  • 4th: 1.00:1
  • Reverse: 2.78:1
• Automatic Transmission:
  • Type: 3 speed C4
  • 1st: 2.46:1
  • 2nd: 1.46:1
  • 3rd: 1.00:1
  • Reverse: 2.20:1
• Rear Axle:
  • Type: 8in, removable carrier type, Limited Slip Diff
  • Ratio: 3.00:1
• Suspension:
  • Front: Independent ball joint, coil springs, shock absorbers, wishbones and anti-roll bar
  • Rear: Hotchkiss type with semi-elliptic leaf springs, shock absorbers and live axle
• Brakes:
  • Front: 279mm (11in) Servo assisted Discs
  • Rear: 254mm (10in) Servo assisted Drums
• Steering:
  • Type: Re-circulating ball power assistance (Optional)
  • Ratio: 16:1
• Wheels & Tyres:
  • Wheels: 6 x 14 Steel – Stainless steel covers
  • Tyres: 185 x 14
• Instrumentation:
  • Speedometer: 140mph
  • Tachometer: 6000rpm
  • Oil Pressure: Gauge
  • Water Temperature: Gauge
  • Fuel: Gauge
  • Ignition: Warning Light
  • High Beam: Warning Light
  • Brakes: Warning Light
• Dimensions:
  • Length: 4689mm (184.6in)
  • Width: 1875mm (73.8in)
  • Height: 1389mm (54.7in)
  • Wheelbase: 2819mm (111.0in)
  • Front Track: 1486mm (58.5in)
  • Rear Track: 1486mm (58.5in)
  • Weight: 1444kg (3184lb)
  • Turning Circle: 11.0m (36.6ft)
  • Fuel Tank: 75lt (16.4 gallons)
  • Seating: 5
• Performance:
  • XT Falcon GT (Manual)
  • Top Speed: 200km/h (124mph)
  • 0 – 60mph (0 – 100 km/h) – 8.5 seconds
  • Standing 1/4 mile (400m) – 15.8 seconds

XT GT COLOUR CODE CHART
Paint Code	Paint Name	1968	1969
G	Candy Apple Red – L2008A	25	72
Z	Zircon Green – L2039A	176	71
T	G.T. Gold – L1009A	338	57
M	G.T. Silver – L1023A	35	0
E	Polar White – L1619A	301	62
A	Springtime Yellow – L1955A	1	1
B	Jet Black – L1724A	1	0
W	Frosted Pewter – L1740A	1	2
K	Starlight Blue – L1905A	1	0
F	Vintage Burgundy – L1632A	1	2
F117	Brambles Red	0	2
X	Stratosphere Grey – L1900A	0	1
SPEC	Not known	0	3
	No Code	0	1
	Known built but not on lists	27

In 1968 the XR model began the legend that was to be the GT. This family car muscled out 225HP thanks to the 289 Windsor V8. The start of the Falcon GT’s was only sold in one colour – Gold. 596 of these made it into production. The GT versions of the Falcon are probably the most famous of the breed, and certainly the most desirable and collectable today.

What inspired Ford of Australia to produce such a car can be reduced to a single word: Bathurst. In its early years, the annual 500 mile race at the mountain road course of Mount Panorama, Bathurst attracted many entrants driving a wide variety of foreign and domestic cars, including the first purpose built local Ford ‘race’ car, the Cortina GT500.

In 1967, however, Ford were keen to showcase their current image car, the Falcon, and with the arrival of the XR model, which for the first time in the Australian Falcon was available with a V8 engine, they set about planning something different. In many respects, the development of the XR GT benefitted from the gathering of several happy coincidences.

First was having the right men at the right place. Bill Bourke was the then Assistant General Manager of Ford Australia and he was passionate about racing, and, inspired by the success of racing V8s, both in Australia and in his native U.S. he felt sure that a sporting XR Falcon could be a winner. He passed the idea over to Harry Firth, who was Ford’s tuner and race car preparer and had been so successful in developing the GT500 Cortina and who had been working on beefing up the XR after arequest from the Victorian police for a heavy duty pursuitvehicle.

Firth saw that, taking the best bits from the police package and introducing some more horsepower in the engine, a sporting Falcon GT could be developed. At the same time, the news and media, especially live television, were focussing on the annual Bathurst event and creating a valuable and unique advertising opportunity for any manufacturer willing and able to win the race by lasting the 500 miles.

And finally, Henry Ford II, had set Ford on its ‘Total Performance’ track. Motor sport dominance was his aim. If in the U.S. that meant Nascar and the dragstrips, and in Europe it meant forest rallying and Le Mans, in Australia it meant touring cars and conquering the Mountain.

…This is the car that fooled the critics, and won Australia’s classic long-distance race for series production cars. The finest high-powered machine this country has produced. If Kev Bartlett was serious when he said the Falcon GT was the twitchiest car he’s ever driven over 100 mhp, then I wouldn’t like to hear his candid opinion of one of his sponsor’s own standard Alfa Romeos at that speed. The Falcon GT turned a best speed of nearly 122 mph on our top speed test strip. At that speed — some 12 and 7 mph above the Alfa Spyder and GT Veloce cars we tested recently from the Mildren equipe – the GT was substantially more stable. Both the Alfas “walked” through the downhill sweeper on the run in to the test strip, while the Falcon didn’t even require steering correction, despite a slight crosswind.

The big Ford has some pretty large problems to overcome before it will look like a Gallaher winner but none of them are high speed stability ones. There are fairly significant obstacles to be overcome in the directions of braking, tyre wear and fuel consumption and Ford knows it. That’s why the company is getting cold feet now Gallaher time is near. It’s been said before and it bears repeating — anyone who takes Ford on its word in regard to Gallaher cars needs his head examined. We gave the company a chance once. You’ll remember a certain GT500 — definitely not a 500 special, said Ford. We took their word.

A day after the required number of cars had been sold you couldn’t buy a GT500 if you had Ferrari-type money in your hands and there are still lots of unhappy owners running around trying to dig up handbooks and proper parts which don’t exist. So much for a much-protested “regular production run model.” This year up pops the Falcon GT after one year’s intermission for various reasons. There will be regular batches of 300, depending on the car’s success,” we were told. What does success mean – success in the Gallaher? The batches of 300 is a nice scapegoat for immediate cessation after the initial production. Ford can simply say the car didn’t sell. After the Gallaher, of course. And the company execs are still denying it heatedly. Perhaps they can explain why, coincidentally, the first GTs sold didn’t have a handbook; certain parts are still unobtainable and the special bronze paint is very hard to match? The boot is on the other foot Mr Ford. This time we’ll believe it when you prove it to be otherwise.

But the Broadmeadows people have other worries and they start with a capital A. Someone down there only found out after the car was released that Alec Mildren Pty Ltd Melbourne, and MW Motors would be running two Alfa GTVs because enough have been sold under the minimum 100 for the fully imported car clause. Ford also found out only after release that braking was not all it should be and the car chewed out tyres even quicker than on the infamous 70,000-mile durability run. Mild panic; there may be no Gallaher entries under the name of Ford Motor Co as planned, although the usual support for the team top dogs would be given under the pit counter. fact that the GT Falcon is a damn fine motor car.

We’ve always admired Ford for its straightforward attack on the youth image market and that’s why these unbecoming lapses into evasive publicity are even more unacceptable. Since the company is obviously building cars to win the 500 classic then it would be much better to come right out and say it. After all, there’s nothing dishonest about it, Ford is acting entirely within the rules and any other company could just as simply do the same. But we would like to see the Falcon GT stay on as the flagship of the Falcon fleet. It is–a great road car and with careful attention could be a great track car. If 1000 are sold, look out for Series Production record re-writes (if CAMS retains the class). The Falcon GT has been around at Ford Product Engineering longer than you might like to believe. It was in the back of Ford’s mind from about halfway through the current XR’s program planning – which makes it around three years old in conce

The car was really developed alongside the XR as a branch plan through Jack Prendergast’s Product Planning Department at Geelong. Chief man on the car was Don Dunoon who can take most credit for the integration and presentation of the car but there were others who played an important part men like Malcolm Inglis, Tack Telnack, the chief stylist who did the bodywork, and others. It was Telnack who dreamed up the simple but effective exterior treatment. The all-bronze paintwork with black striping, blacked out grille, contoured form-fitting hub caps and GT badge-work is all his.

On the Inside

The interior treatment is undoubtedly the best-ever (and by a long way) on an Australian-produced sedan. Trimmed in the current American all-black vogue the Falcon gets the proper treatment from perforated PVC hood lining to heavy duty vinyl seats, dash board padding, door linings oven under dash side panel trimmings. The car has been set up as a luxurious four-place fast touring sedan, with a special view to pleasing the driver. Really the pilot couldn’t ask for more.

To start with he gets a huggy bucket seat, that’s completely comfortable when combined with a seat belt as it should be. Then there’s a deep dished alloy spoked wheel with studded fake-wood rim, horn trim tabs, and long projecting padded cone centre that looks like it has a stitched leather finish, but is really moulded vinyl. In some American cars (Cougar and Mustang) this cone is the horn, and there are no trimtabs. We like the local system better.

Instrumentation is perfect. Stewart-Warner dials are used right through – huge evenly matched tacho and speedo dials in the centre and smaller auxiliary dials grouped handily to cover oil pressure, temperature and fuel level. The tachometer runs to 6000 with a 5500 red line that we observed for the performance figures. The speedo runs to 140 mph, and don’t laugh because it’ll probably do 130 mph down Conrod. The instruments were worth reading. Temperature never ran above 190 deg and oil pressure stayed right up on 60-80 psi even during our circuit workout. The pedals are perfectly set up. Labelled with the usual Ford power-boosted imprint, the brake pedal looks rather low but it has been cleverly arranged so that a foot can cover both brake and accelerator under full depression.

The handbrake has a flashing warning light, and a powerful heater and fan is standard equipment. The passengers also are well provided for. There are armrests front and rear and individual tailoring for four, although a fifth person won’t be uncomfortable in the rear seat. Any door opened immediately operates a battery of four foot-level courtesy lights front and rear, while the interior overhead lights (three) have to be switched on at the light switch. Access to the car through the wide-opening doors is good and every other manufacturer should take note of Ford’s two-way key system.

Perhaps the best road-going feature of the car is the steering. It’s among the best we’ve tried, irrespective of price, due to a slightly higher gearing (four turns instead of 5.5) and power assistance. The wheel is beautiful to handle and suits all drivers. One of the reasons the car is so enjoyable in fast, twisty road motoring is because you can steer it on the throttle. In tight going the car’s size and length and weight show up with very pronounced understeer, but this lessens as the corners get faster. Corners you can take above 60 mph assume a simple balance of power on for initial direction, off through the apex and back on again for exit.

At Amaroo Park during our initial test day we couldn’t get the car to understeer heavily with even uniform tyre pressures so we went to our usual test circuit — Oran Park. Both the tightest corners, CC and Energol, on this circuit are approached at near maximum speed so we anticipated heavy understeer. We got it. One lap at 50 psi all round was enough and we quickly dropped the rear pressures to 45. Even this wasn’t adequate as the tail became a little twitchy without reducing the understeer enough so we settled for 52-45, the most we could read accurately with the tyre gauge we had borrowed.

We took out Formula Vee fast pedaller Demon Beck because he’d shown a deep interest in buying a GT. I went out for five fast laps, all at around 61 seconds and came back with a best of 60.2 with frequent 60.6 second laps. The brake pedal faded dead away when we started again and the tyres were already showing signs of scrubbing so we cooled it off and put in 10 laps each in the 62 second margin. At each stop the brake pedal squished to the floor. Reason? Boiling fluid and some fade. It was rather a curious sensation, because the only signs of brake failure on the move was a more rapid approach to lock up point and total loss of pedal pressure only occurred after a brief stop, indicating the build-up of heat which was evidently normally carried away with air cooling while on the move.

The 30-odd total laps completely chunked out one of the Olympic GTs fitted (offside front), digging great holes in the tread, leaving hot spots and peeling one side of the tyre tread completely. One fault we did pick up during this track workout showed up when we changed a wheel. The normal standard equipment wheel nut brace isn’t adequate for tightening the high-crowned fancy studs on the GT version. If use of the standard brace were compulsory in the Gallaher, there’d be a few wheel-less Falcons running around the circuit. At the end of our track workout we had that bad steering feedback we first noticed at the Amaroo press day, due mainly to the tyres chunking and throwing the wheel balance out, but since it also happened under brakes, probably also due in part to disc spotting.

But one thing the workout did show was the good handling of the car as a basic production line unit. Apart from the braking areas at CC and Energol corners, the momentary falters into the first Esses right-hander and Robin Orlando the Falcon would go everywhere full throttle — even over Skyline in third. And it went round in 60.2s without a lot of fuss either, despite fuel surge which cut the engine on the fast lefthanders. This, we’re told can be cured with the right jets.

• Source: uniquecarsandparts.com.au

Ford Falcon XB GT Coupe

The XB was the end of the line for the Ford Falcon GT as Ford announced in January 1974 that it was withdrawing from motor sport in Australia. The GT was no longer.

The car sold well. It had and still has an aggressive styling and slick body shape, the most refined GT. The XB was the Australian car that achieved global superstar status and gained a worldwide cult following thanks to The movie of course Mad Max, and the car is the black Mad Max Interceptor.

There were 1952 XB GT Sedans and 949 XB GT Hardtops produced between July 1973 and June 1976. How many still remain is a mystery but we would like to know.

XB GT Sedan Colours by Number

Paint Code	Paint Colour	Sedan Total
X	Red Pepper	280
M	Yellow Blaze	262
3	Polar White	218
U	Burnt Orange	164
V	Apollo Blue	130
6	Mulberry	110
H	Tropic Gold	89
P	Emerald Fire	83
K	Tango	69
B/Y426	Onyx Black	65
2	Tropicana Green	57
E	Sandstone Beige B 6/74	42
R	Copper Bronze Met.	41
7	Walnut Glow	34
9	Snow White 3/76	28
Y	Kelly Green	25
C	Sky View Blue	23
9	Sandstone Beige A 11/73	20
5	Deep Aqua	19
F	Frosted Lime	14
T	Outback Bronze	13
Z	Sherwood Green Met.	13
4	Neptune Blue	9
C	Antique Beige 3/76	9
G	Banana Blush	6
S	Satin Brown Met. 5/76	6
Y117	Brambles Red	6
L	Mushroom Beige	5
Y113	Rothmans Blue	5
Y377/Z801	Ultra White	5
Y376	Sogo Port Wine	4
Y045	Corporate Blue	3
Y304	New Look Grey	3
A	Blue Steel 5/76	2
A	Yellow Sand	2
Q	Coolmint Green Met.	2
Y051	New England Green	2
Y356	Kwikasair Violet	2
Y390	Euclid Green	2
Y396	Lime Glaze	2
Z201	Light Orange	2
Z857	Deep Ivy	2
Y120	Daimler Blue	1
Y138	Red Satin	1
Y154	Betta Primrose	1
Y161	Royal Umber	1
Y244	Pepsi Yellow	1
Y264	Fanta Orange	1
Y277	Vintage Burgundy	1
Y301	S.T.C. Yellow	1
Y308	Budget Green	1
Y314	Rothmans Filter Blue	1
Y324	Diamond White	1
Y340	Hughes Blue	1
Z192

Ford Falcon XA GT

The Ford Falcon XA GT was the first true all Australian designed and built GT. It was far superior than it’s predecessors with more emphasis on ergonomics, aerodynamics, body style and comfort.  Better designed gear shift, adapted to the box rather than the floor, ventilated disc brakes. An all round winner.

XA GT / GTHO Colours by Number

Paint Code	Paint Colour	Sedan *(1xGTHO)	Coupe	Total
X	Red Pepper	338	144	482
Q	Yellow Fire	253	68	321
Z	Wild Violet	198	78	276
S/Z820	Yellow Glo	122	154	276
J	Calypso Green	115*	55	170
3	Polar White	112	54	166
R	Copper Bronze	108	21	129
T/Z840	Lime Glaze	48	81	129
8	Cosmic Blue	76	36	112
K/Z838	Wild Plum	44	57	101
U/Y377	Ultra White	74	21	95
I	Jewel Green	77	8	85
7	Walnut Glow	69	12	81
O/Z841	Summer Gold	36	27	63
B	Onyx Black	8	15	23
Y/Z831	Kelly Green	19	4	23
4	Deep Ivy	19	1	20
C	Skyview Blue	11	6	17
Y017	Aluminium	11	6	17
N/Y376	Port Wine	12	1	13
E	Pottery Beige	11	1	12
M	Blaze Blue	11	1	12
Y117	Brambles Red	8	3	11
Y280	Zircon Green	7	3	10
G	Blue Teal	3	2	5
V	Shadow Grey	1	3	4
F/Z839	Cool Violet	3	0	3
Y045	Corporate Blue	1	2	3
Y113	Rothmans Blue	2	1	3
Y154	Betta Stores Primrose	0	3	3
Y157	McRobertsons Old Gold	0	3	3
Y326	Stratosphere Grey	1	2	3
Y120	Daimler Blue	1	1	2
Y152	Ambulance White	1	1	2
Y269	RAA Yellow	1	1	2
Y289	Surfer Orange	1	1	2
Y299	Indigo Blue	0	2	2
Z151	Unknown	2	0	2
Y083	Repco Green	1	0	1
Y091	Reef Green	1	0	1
Y099	Shell Yellow	0	1	1
Y107	Ansett Blue	1	0	1
Y161	Royal Umber	0	1	1
Y266	Bechel Yellow	0	1	1
Y277	Vintage Burgundy	0	1	1
Y333	Tunisian Turquoise	0	1	1
Y345	Readymix Orange	0	1	1
Y348	Track Red	1	0	1
Unknown	Variation to published	60	5	66
Total	XA GT Sedans / Coupe	1868	891	2759

 

XA GT RPO 83 Colours by Number

Paint Code	Paint Colour	Sedan	Hardtop	Total
S/Z820	Yellow Glow	20	22	42
X	Red Pepper	23	18	41
3	Polar White	16	16	32
Q	Yellow Fire	16	7	23
T/Z840	Lime Glaze	9	12	21
Z	Wild Violet	8	7	15
I	Jewel Green	7	2	9
J	Calypso Green	5	4	9
8	Cosmic Blue	3	3	6
K/Z838	Wild Plum	2	4	6
7	Walnut Glow	4	1	5
B	Onyx Black	1	4	5
C	Skyview Blue	1	4	5
O/Z841	Summer Gold	3	2	5
Y017	Aluminium	2	3	5
E	Pottery Beige	2	1	3
R	Copper Bronze	2	0	2
Y/Z831	Kelly Green	2	0	2
Y157	McRobertsons Old Gold	0	2	2
Y280	Zircon Green	1	1	2
Y045	Corporate Blue	0	1	1
Y083	Repco Green	1	0	1
Y107	Ansett Blue	1	0	1
Y113	Rothmans Blue	0	1	1
Y117	Brambles Red	0	1	1
Y145	Woodsman Green	0	1	1
Y299	Indigo Blue	0	1	1
Y376	Sogo Port Wine	0	1	1
Unknown	Unknown	0	11	11
Total XA GT RPO83 Sedans/Hardtops		129	130	259