They were stretched, folded and mutilated into an astonishing wide variety of vehicles.
But their fundamental structural similarities are obvious, and they all have their roots in the Falcon. Remodeling is always cheaper than starting from scratch.
To say that the Ford Falcon was a seminal car is putting it lightly. What exactly are the distinguishing characteristics of the Falcon platform? The most fundamental one is its unibody, whose basic characteristics and architecture are readily discerned in all its variations.
One of the most instantly-recognizable aspects is the front suspension design, a classic SLA short-arm long-arm design but with the coil springs and shock absorbers mounted high on the upper arm. A familiar sight to many, undoubtedly. The high shock towers are always present, as are the bracing from them to the cowl, in order to strengthen the front structure.
Due to their protrusion into the engine compartment, they became a key factor in what engines would fit, and how tight the fit was when they were shoehorned in. The Hotchkiss-type rear suspension on all these cars was pretty basic and common for the times: a live rear axle suspended and located by leaf springs. The Falcon was a pragmatic design, drawing on existing practice in Europe and the US of modern unibody sedans, compact from an American perspective; not so much so from a European.
MacPherson started with GM, where he designed the still-born Chevrolet Cadetand then went on to have a long career at Ford. The Zephyr and Zodiac undoubtedly gave Ford the necessary experience to build a sturdy yet light and cheap unibody structure, which was more art than science in the days before computers took over most of the job. MacPherson went on to be come Chief Engineer for Ford until his retirement in Mayby which time the Falcon was already well along in its development.
In its basic application, the cars that used it all tended to understeer, excessively so all to often.
The steering was generally overgeared and plodding. It was a cheap affair, fitting a cheap car. Ford certainly did the best it could with the various high-performance versions of the cars that used it, to make them competitive, with the right parts and effort. The first evolution of the Falcon platform arrived already inas the Comet CC here. Unibodies are assembled from many stampings, and as such lend themselves quite readily to stretching.
A slightly longer piece here, a slightly wider one there…cut and paste. The question always is, just exactly where is the stretch? A good look and ruler at these two strongly suggests that it happened at both ends. Wait a minute…if the Comet sedan had a longer front end, how would the same front end fit on the shorter Falcon front end? Welcome to the game of trying to decipher the many small variations on the Falcon theme.
The next stretch came in both directions at once.
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The wheelbase was now upped to The result was supposedly Galaxie-type passenger room in certain key dimensions, but my childhood experiences beg to differ. This was just the warm up act of bigger V8s to come. The Fairlane was designed to accommodate the little Windsor V8 comfortably, which also managed to fit in the narrower Falcon body, thanks to its very narrow width.
Dearborn Steel Tubing did the work of converting two-door Fairlane sedans into a wheelie-pulling beasts with some hp.
Modifications were made to accomodate theincluding special tube headers. Traction bars on the rear leafs certainly were, along with a host of other modifications and lightweight body parts.
Whereas the Comet and Fairlane were successful, the Mercury Meteor flamed out. The Meteor had a Who would have guessed, as they seemed to share the exact same basic body with different exterior details.
It does make you wonder: why bother? I assume the Mercury marketing execs insisted on it.This page will assist you, as well as us, in meeting all of your needs. Take a look and give us a call. We're more than happy to give quotes, technical assistance, or just plain advice!! Example of one of our mandrel bent chassis. It is a perimeter type designed for a Ford street rod with all the usual stuff up front but in the back is set up for a "Cobra Mustang Independent" in which the "suspension cradle" bolts right in to the chassis BELOW This is an example of some of the complexity of some of our work.
Along with other builds in other magazines. We can bend from our accumulated specs, or we can bend from your specs. Call for best price. The good stuff!!
This typically is done because of mating two curves together. Although they can be used for a much stronger custom replacement rail Some fabrication is needed to install. Great for replacing those rusted out units where you don't want to change the location of the springs.
Rails are mandrel bent 2x3x11ga box steel and are made into the stock profile shape. Also included are the shackle sleeves already installed. Engineered for greater ground clearance. They are mandrel bent and are very smooth, just like our other frame rails. They are bent similar in design as the 2x3 rails for various applications. Variations with some applications. Prices start at They are also the rails that we use on our fixture welded rear clips for all the S10 trucks.Skip to content.
Forum rules. I also want one for a decent 3pt seatbelt attachment point. I am scared of topless vehicles convertibles and 4x4 with removable tops -- no roof support I am afraid of the 'spear of death', and I prefer 3 pt seatbelts over the 2pt So I found this thread, I read it from beginning to end all 26 pages of it.
It is amazing. I'll start at the top and work my way down. Aftermarket Export Brace. Are they worth it? I found this picture on a website called Fotki, it is a pre-production ' You do not have the required permissions to view the files attached to this post. It helped a lot to tighten up the front end.
It was the model with a curved section to clear the air cleaner and L-brackets at the fenders. It would NOT go in even close to the shock towers. In order to get it in place, I had to jack up the front under the large frame brace bolted directly below the engine. This caused the shock towers to spread enough to where I could actually get it in place between the tops of the fenders and bolt it in place.
Now it worked great. They look great but are too pricy for me. You don't want to weld everything together squished and then modify the new parts.
Livin' the dream. Dad n' daughter. I made a thread, you are famous! I feel that my car is really straight with nice door gaps and I'd like to lock it in place, just the way it is. A long time ago, I made some plates so I could install my own tubular export and monte carlo braces. I briefly talked about it here with Mustang Building Export Brace -- FordSix Forum And since according to what I read on the internet, I can swap mustang shock tower caps onto the falcon, I should be able to use those plates directly.
I also provided this link to a site that sells reasonably priced threaded tubes and heim joints rod ends Speed Partz But the question comes down to, Do I want to use the shock tower caps, or should I make some new plates that attach to the inner fender?
Shock towers would be easier, but down low and could be interference issues for later swaps. Another option is that I make a new plate that is bent to capture both the shock tower caps AND the top 4 bolts of the outer spring reinforcement plate. By looking at these, I'd say that it looks like Monte Carlo bars are being mounted to the top ledge of the inner fender well. Unfortunately, Ford put a carb and intake manifold rig right there. I'm kind of shocked that what I said back then is the same as what I just said.
My wife says that's not the way it usually happens. And she's usually right. They can put more doodads on. We have to get the exact right function to the millimeter. Jump to. Who is online Users browsing this forum: No registered users and 2 guests. All times are UTC Top.Our multi-stage shock tower bracing system improves overall vehicle handling performance by greatly reducing chassis flex forward of the firewall.
1963 Ford Falcon Two-Door Sedan Vehicle Profile
The system is made up of three separate component groups; the export brace, fender Monte Carlo brace, and truss braces. Installed individually each makes a marked improvement to the stability of the firewall-inner-fender structure.
Used collectively, a triangulated bracing structure is created securing key chassis dimensions. Stage 1 - Creates triangulation between firewall and shock towers with adjustable-length aluminum rods for perfect fit.
Stage 2 - Spans distance across inner fenders forward of shock towers; clears distributor and oval air cleaners and easily modified for air-conditioning or centrifugal superchargers. Stage 3 - Completes triangulation forward of the shock towers, structurally boxing-in the engine compartment area and critical suspension mounting points.
All specifications and prices listed throughout the website and linked documents are subject to change. Browse Categories.
Shock Tower Brace System Our multi-stage shock tower bracing system improves overall vehicle handling performance by greatly reducing chassis flex forward of the firewall. System Guides. Tech Center. Contact Us.
Press Releases. ORDER: TECH: New Parts. Custom Part Worksheets. Login Your Account Shopping Cart 0. Tower Export Brace Stage 1 - Creates triangulation between firewall and shock towers with adjustable-length aluminum rods for perfect fit.
Monte Carlo Brace Stage 2 - Spans distance across inner fenders forward of shock towers; clears distributor and oval air cleaners and easily modified for air-conditioning or centrifugal superchargers.The truth about sub frame connectors
Tower Truss Braces Stage 3 - Completes triangulation forward of the shock towers, structurally boxing-in the engine compartment area and critical suspension mounting points. Cougar Falcon Mustang On Sale. Garage Sale. Help is just a click away! Products to Compare max of 3 X. Muscle Car. Chassis and Suspension. You've Selected:. Clear All. Select Your Vehicle.
Ford Falcon (Australia)
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Show: 30 Results. Sway Bars. Control Arms. Leaf Springs and Accessories. Ball Joints and Accessories. Suspension Bushings. Coil Springs and Accessories. Alignment Kits and Tools. Roll Cage. Complete Suspension Kits. Air Suspension. Lubricant, Grease, Compounds. Pull Bars and Accessories.Skip to content. Forum rules. I also want one for a decent 3pt seatbelt attachment point.
I am scared of topless vehicles convertibles and 4x4 with removable tops -- no roof support I am afraid of the 'spear of death', and I prefer 3 pt seatbelts over the 2pt So I found this thread, I read it from beginning to end all 26 pages of it. It is amazing. I'll start at the top and work my way down. Aftermarket Export Brace. Are they worth it? I found this picture on a website called Fotki, it is a pre-production ' You do not have the required permissions to view the files attached to this post.
It helped a lot to tighten up the front end. It was the model with a curved section to clear the air cleaner and L-brackets at the fenders. It would NOT go in even close to the shock towers. In order to get it in place, I had to jack up the front under the large frame brace bolted directly below the engine. This caused the shock towers to spread enough to where I could actually get it in place between the tops of the fenders and bolt it in place. Now it worked great.
They look great but are too pricy for me. You don't want to weld everything together squished and then modify the new parts. Livin' the dream. Dad n' daughter.The Ford Falcon is a full-sized car that was manufactured by Ford Australia from to From the XA series of onward, each Falcon and range of derivates have been designed, developed, and built in Australia, following the phasing out of the American-influenced Falcon of towhich had been re-engineered locally as the XK to XY series for the harsher Australian conditions.
The luxury-oriented Ford Fairmont model joined the range from Luxury long- wheelbase derivative versions called the Ford Fairlane and LTD arrived in andrespectively with production ending in The Ford Falcon and its derivates have been Australian-made best-sellers, with over 3, sales in seven generations toalmost exclusively in Australia and New Zealandbut also South Africa.
In its last incarnation as the FG X series, the body style of the Falcon range consisted of sedan and utility body styles. The Falcon platform had also spawned luxury models such as the Landau coupe and long-wheelbase Fairlane and LTD sedans.
Under this plan, Falcon's indirect replacements are the fourth-generation Mondeo from Europe and the sixth-generation Mustang from North America, the latter to retain Ford's Australian V8 heritage. During the s, Ford's Australian sales were faltering due to the popularity of the Holdenwhich did not have an effective competitor. Ford assembled the British Zephyr and its Consul and Zodiac derivatives.
However, while these cars were moderately successful and had a good reputation, Ford could not match Holden's price, so sales suffered. One of the reasons for the price difference was the higher cost of imported parts, which were subject to an import tariff. Ford also assembled Canadian-sourced Ford V8 models, but these cars were in a higher price category, putting them out of reach of the average buyer.
Hence, Ford decided to commence local production of a Holden challenger. Initially, they intended to produce the Zephyr, Consul, and Zodiac, using expensive dies they would need to purchase from Ford of Britain. However, during a visit to Ford headquarters in Detroit inthey were shown the new Falcon, which was being prepared for its United States launch. Immediately, the executives were attracted to the new car- it was about the same size as Holden, but it was low, long, wide and modern.
The width allowed it to accommodate six people, and a two-speed automatic transmission was available. Besides all this, Ford Australia felt they had more experience building North American cars. Hence, they decided to make Falcon their new Australian car. The factory was designed in Canada, and had a roof that would facilitate dispersal of snow, notwithstanding the fact that snow does not usually fall in Melbourne.