DFB's Image Collection

[DFB FGXR6]

BA Falcon Ute

One of the surprises of the AU Falcon era was the popularity of the Ute models, a real shining light and a product so fit for purpose.

Where previous Falcon Utes, well all Ford Utes, had a continuous body panel from the doors to the end of the tub, for the AU Ford created a separate cabin and tub structure. It’s questionable as to whether this is actually a “Ute”, but what it did do was give Ford the flexibility to produce a cab-chassis model without the need for another set of body panels. You may think what the problem with that, well the cost tool up the stamping equipment, then all the body and crash engineering is way more than you would think. Having a dual purpose body would have saved Ford considerable cost and time. It was also a neater execution, just look at the plethora of shut and join lines that Holden resorted to in creating a 1-Tonne Commodore Ute.

The flipside to offering a “Ute” and Cab-Chassis was the loss of the Falcon Van. Much like how the Japanese 1-tonne pickups (note that I don’t call these “Utes”) killed the idea of a Falcon/Commodore Ute, the expansion of dedicated Vans sort of killed the Falcon Van. Not that I’m suggesting either situation is a replacement, I still believe there is a place for a more passenger car based Ute or Pickup, it’s just no car company has the balls to bring them to this country. If there is one shining example of all we have lost without local car manufacturing, it’s the loss of the Ute.

The BA Falcon Ute followed the sedan and wagon range, with the majority of the range arriving in showrooms at the same time. There were some exceptions, the XR6 Turbo and XR8 Utes arrived at the start of 2003, as did the EGAS engine and 3-seater versions of the XL. All models got the sedans front end styling from the A pillar forward, although the windscreen and roof were unchanged compared to the sedan. Because the front quarter panels were pumped out quite a bit more, a plastic trim piece was used to cover up the gap between the carry over sill panels and the new pressings, applicable for all models not fitted with side skirts. You don’t notice this with the sedan or wagon because those had plastic side skirts as standard. The rear styling remained unchanged save for new badges. There was a running change later into the run that integrated the reverse light into the tail lamps, which you can identify by the orange strip within the lamps rather than the red/clear of all previous AU/BA Utes.

The interior was also brought into line with the sedan, with just about everything being new and only minor parts left alone.

Mechanically, the BA Ute used all the new engines from the sedan lineup. Just think about that for a second. A vehicle on sale with a choice of engines and gearboxes, regardless of model grade, to suit the buyers needs. An LPG engine with a manual gearbox, sure. A base model with vinyl floors combined with a V8 engine and manual gearbox, why not. A fire breathing turbocharged inline 6 powerhouse, go for your life. These days, Pickup buyers are basically locked into a diesel 4 cylinder and automatic gearbox, take it or leave it.























In response to the Japanese Pickups gaining traction, Ford made the most of what they had in typically Aussie tradition, launching the RTV in September 2003. This was also when they changed the tail lamps. With raised ride height, bash plates and a diff lock and 1 tonne suspention, the RTV went places a standard Falcon Ute couldn’t. Ford added wheel arch flairs, a unique egg crate grill and alloy wheels to differentiate the RTV from the XL and XLS. The EGAS, Barra 182 and Barra 220 V8 were all available in manual or auto, ABS was standard. I think its telling the RTV commands a healthy premium on the used market to this day.







































I actually have the RTV promotional mini-DVD floating around somewhere, probably watched that a million times now. I can't be the only one who grinned from ear to ear when the Barra 220 was being given a boot full climbing that hill and splashing through the mud from the 40-sec mark. That video also runs through the rest of what was on that DVD, colourizer/specs ect.

[DFB FGXR6]

BA Ute continued…………………

Note how most of the XLS models shown in this lot have the optional side skirts fitted. These consisted of the XR front/cab portion with a specific version for the tub without the XR’s fluted design. These could be had with or without painted body side protection moldings.



















































Offered in wild colours, aggressive styling and three powerful engines, the XR models became the working mans sports coupe……………….with a massive boot. The XR6 Turbo was obviously the highlight, the XR8 seemed to be where the sales action was. And why not, it looked and sounded the part. The TV commercials said it all really.



As alluded to in a previous post, there were two bonnet bulge designs for the Boss V8’s. The earlier example with the sharp crease at the leading edge on pre-production and show cars was replaced by a smoother version on production cars. That was a last-minute change, as can be seen in the TV add above, the purple XR8 sporting the original design. I think they did this because of bad aerodynamics on the race cars. For the record, I liked that version better than smoother production item.

























Below are some of the options available on BA Falcon Utes………………..

[DFB FGXR6]

The launch of Ford Performance Vehicles!

In an attempt to better compete with HSV, in late 2002 Tickford became Ford Performance Vehicles, or FPV. While the Tickford name and their work was well respected, the branding didn’t necessarily provide a solid link to the Ford brand on which the cars were based. While I despise the arrogance of Holden and HSV from that era, I openly admit the red team were second to none for brand building and recognition.

With Geoff Polites and David Flint at the helm, they worked towards a more unified and recognizable link between Ford, FPV performance cars and the FPR race team. While I loved the Tickford Wings, the oval shaped bird of prey logo was instantly identifiable and followed a similar type of logo connection between Holden lion and HSV lion/race helmet.



The conditions needed to be a FPV dealer was also relaxed in an effort to get more dealers on board and hopefully sell more cars. From what my uncle told me, the hoops a dealer had to jump through to gain access to the FTe range was rather difficult, as such many didn’t bother. Again, another reason why the T-Series, Cougar and Mustang never sold in big numbers. It’s telling that under the new structure, my small country town dealer became a FPV dealer. Joining the new dealer network, every FPV buyer got a performance driving course as part of the deal.

The FPV brand was launched at the Sydney Motor Show (remember those?) at the end of 2002. That year, Holden and HSV drew all the attention with two vehicles that went nowhere, the SSX Hatchback and the Monaro based HRT 427. The FPV brand launch went on to preview the return of the Falcon GT and its Ute counterpart, the Pursuit. The FPV GT and Pursuit followed on from the momentum that was built with the T3 T-Series and Pursuit 250, offering balanced package of upgrades that FPV termed “Total Performance”. Brakes, suspension, steering, engine and styling designed to work together without one element overpowering the other. Where a HSV was all about the engine and shouty styling in a blunt instrument kind of way, the FPV offering was a more balanced and technically sophisticated proposition.

Those cars at the Sydney show, and the supplied press shots, depicted the basic FPV concept, lacking some of the finer details that would surface later.



































Those changes included a Tri-Slot lower splitter with an accent colour on GT and Pursuit, along with the smoother bonnet bulge. The availability of stripes came at the last minute after the GT Club insisted on their inclusion. The GT-P kept the single blade lower splitter, although in accent colouring. Overall, the FPV exterior package consisted of unique front and rear bumpers, vented side skirts and that massive spoiler on the sedans. The Pursuit carried over the side skirts and rear bumper cladding introduced on the AU III Pursuit 250. Wheels were 18-inch across all three models, and FPV insignia emblems fitted to the front quarter panel and boot lid.

Mechanically, the Boss 290 5.4 V8 powered all three. This engine consisted of the cast iron truck block, topped with DOHC 4V alloy heads and joining a bunch of locally made components such as the intake and exhaust manifolds. The engines were built on a small production line at FPV, building engines for both the FPV range and XR8 models. The Tremec T45 5-speed manual carried over from the T3, the 4-speed auto was specifically upgraded to withstand the additional torque. The standard brakes consisted of blue FPV branded PBR calipers with grooved rotors. Standard on GT-P and optional on GT and Pursuit, the Brembo system with 4-piston calipers all round was carried over from the T3.

The interior featured a number of FPV specific colours and trim finishes, alloy pedals and the much-hated red flashing starter button. The seats were either retrimmed XR items for the GT and Pursuit, the GT-P got some Recaro-style items that were pretty over the top.

On a personal note, my previously mentioned uncle got me a flamethrower ride in a FPV GT shortly after launch. That car was in Blood Orange with black stripes and a manual gearbox. Even after all these years, the most vivid memory of that experience was the delicious noise that Boss 290 made. If I wasn’t already hooked on Ford previous to that moment, the ride in that GT had me positively impaled!

I was also given the FPV promo DVD, featuring brand ambassador and test driver John Bowe.

[DFB FGXR6]

BA FPV continued...................

[Giant Cranium]

weird unless ba fact, when they came out the fog lights had some adr issue on the non XR models, a recal turned them into cornering lamps

[Sprintey]

Friend's father had BF Ghia 5.4 (rare), I know we're at BAII... but anyway with 6sp it used to spin at 1100 at 110 on the hwy in top from memory

Impressive

[DFB FGXR6]

Originally Posted by Sprintey

Friend's father had BF Ghia 5.4 (rare), I know we're at BAII... but anyway with 6sp it used to spin at 1100 at 110 on the hwy in top from memory

Impressive

The Barra 230 with the 6-speed auto used an even taller diff ratio, 2.53 rather than the 2.73 all other engines with that box had.

[Franco Cozzo]

Originally Posted by DFB FGXR6

The Barra 230 with the 6-speed auto used an even taller diff ratio, 2.53 rather than the 2.73 all other engines with that box had.

Given what people are saying it feels like they dulled it off heaps by an obsession to get it spinning slower on the highway.

Makes you wonder if they left it 2.73 or went shorter to 3.08 or something to give it a lot more pep with a slight sacrifice of fuel economy.

There's a lot of people saying these things are turds because how slow they are.

[DFB FGXR6]

Originally Posted by Franco Cozzo

Given what people are saying it feels like they dulled it off heaps by an obsession to get it spinning slower on the highway.

Makes you wonder if they left it 2.73 or went shorter to 3.08 or something to give it a lot more pep with a slight sacrifice of fuel economy.

There's a lot of people saying these things are turds because how slow they are.

I think the main reason for the taller diff ratios for the Barra 230 was the truncated rev limit of that particular engine. The earlier Barra 220 hit the limiter at 5250 rpm, the 230 was raised to 5500 rpm. (Although, that could have been the "transient" rev limiter that was brough along with the ZF, as other models with that gearbox picked up an effective 250rpm increase. For example, under full throttle, the engine and gearbox would hit 6250 before the next gear arrived on a Barra I6 or Boss engine.) With the much shorter gears of the ZF, it would have been constantly changing gears and wouldn't have made good use of that huge low-end torque. With the 220, that ultra tall gears of the BTR went the other way with the shorter 3.23 ratio working fine.

I love this stuff by the way.

[XP6]

The Fairlane should have been more distinct to the falcon and maybe offered the XR8 or GT motors in the LTD's, the G220 was a bit of a slug.
I had a BA XLS V8, which got traded on the car in my avatar... a faster and better made car by far.
But the real mistake I made was trading in my chilli red XH11 S 5ltr on that BA :(

[Sprintey]

Originally Posted by XP6

The Fairlane should have been more distinct to the falcon and maybe offered the XR8 or GT motors in the LTD's, the G220 was a bit of a slug.
I had a BA XLS V8, which got traded on the car in my avatar... a faster and better made car by far.
But the real mistake I made was trading in my chilli red XH11 S 5ltr on that BA :(

Nice XH, they're more expensive now but not unobtanium prices yet... there's hope.

Fairlanes with GT/XR8 motors that I know of:

ZC 351 - got XW GT auto driveline.
Fairlane by Tickford - got EL GT auto driveline, slight detune perhaps?
TL50s - don't know much about these, but 200kw, 220kw and the 5.6 Lt think
AUI and AUII LTD got AU1 XR8 185kw motor.

An AU2 LTD with that and the incredible quality light leather and 185Kw motor, I could Grampa in that.

[FTE217]

There was just 3 TL50 5.6l made FYI
2 were owned by earlier forum members, 1 still has the 1 total legit one in their hands still confirmed with the paperwork.
The other 2 were AU11's.

Damn seeing all this is depressing for us tragics but all ok DFB its great memory lane.
Look at the variety of models and colours and we complained lol.....

Mind you thankfully I still have 2 gems.

Both GM but more so FOA being dictated by USA was up a creek without a paddle, way too late keeping up with market trends ie SUV's all too late.
Terri way too late And folden screwed up thinking people would jump onto re badged Daewoo's.

[DJM83]

We/I need the FG release info if you have it. Sorry to pester but id like to see some if you have it!

[DFB FGXR6]

Originally Posted by DJM83

We/I need the FG release info if you have it. Sorry to pester but id like to see some if you have it!

It's on the way, probably later in the week. I have a LOT of images on FG so it will have to be split across multiple posts like the BA. I also have the pre-release images Ford sent out to the press of the cars in camouflage and in the then brand new NVH lab.

[Adamz Ghia]

Hey mate, you you happen to have any press release photos from AU Series 1 at all? Falcon and Fairlane/ LTD? Not trying to bug you for them, I’ll just keep an eye out for the post if you do.

[DFB FGXR6]

Originally Posted by Adamz Ghia

Hey mate, you you happen to have any press release photos from AU Series 1 at all? Falcon and Fairlane/ LTD? Not trying to bug you for them, I’ll just keep an eye out for the post if you do.

Post #11 covers AU, AU II and AU III Fairlane and LTD.

https://www.fordforums.com.au/showpo...8&postcount=11

AU Series 1 images are in the cue.

[bangm001]

Best thread yet DFB thankyou!!!

I think also should have mentioned that with the standard BA 6 cyl, they were 182KW standard! This was a huge jump in power at the time and from the AU 6cyl and trumped some of the V8s that were only relatively new at the time. The 2002 BA Futura we had absolutely flew! We had one of the first here in Adelaide and people gave me the thumbs up all the time in it! I think the BA was generally received well across whole of Aus.
It was then later on having experiences in the turbo models and then later again FPV that got me hooked.

[DFB FGXR6]

Originally Posted by bangm001

Best thread yet DFB thankyou!!!

I think also should have mentioned that with the standard BA 6 cyl, they were 182KW standard! This was a huge jump in power at the time and from the AU 6cyl and trumped some of the V8s that were only relatively new at the time. The 2002 BA Futura we had absolutely flew! We had one of the first here in Adelaide and people gave me the thumbs up all the time in it! I think the BA was generally received well across whole of Aus.
It was then later on having experiences in the turbo models and then later again FPV that got me hooked.

Yes, going from 157 to 182 kW was quite the jump, more powerful than any XR6 before it..............as the standard engine. I REALLY liked how it made that 3.8 Holden look very old, and even the all-new wiz-bang Alloytec was no better than a Barra that was developed for a fraction of the cost.

And yes, our BA Futura felt like a rocket ship compared to the 92 kW Forrester it replaced. A bit thrashy up top, but I liked that, it actually felt and sounded like it was achieving something. Compared to a 2.2 BMW Inline 6 I sampled at the same time, that thing was almost too smooth, it spun nicely but didn't have any guts or potency to how it sounded.

[DFB FGXR6]

The Mustang Cobra!

For some reason, in the early 2000's Ford and FTe decided to introduce the Mustang to the Australian market. Converted from LHD to RHD at the Tickford facility, these cars were Ford's attempt at competing with Holden and the immanent release of the reborn Monaro. As a thoroughbred Ford man, I know which of the two I would prefer to have, and it's NOT the one with a shiny galloping pony on the grill!

Imported and converted at Tickford, apparently these Australian converted RHD Mustang's were also sold in other RHD markets. Tickford not only swapped the necessary interior components, but also ensuring ADR's compliance. Most notable are the added lights grafted into the front bumper that the US-spec cars didn't get. Tickford also chose to only offer the high-performance Cobra variant, I guess covering the conversion costs by being a high-end purchase price.

Being the Cobra, these cars came with a number of upgrades, lifting it above the rather anemic GT of the time. Some of these items would be used in Falcon's in the coming years too. Where the basic Mustang GT came with a SOHC 2V 4.6 V8 with only 194 kW, the Cobra had an alloy block and alloy DOHC heads. Power was 240 kW at 6000 rpm, torque 430 Nm at a lofty 4750 rpm...........sound familiar? The best bit was the 6800-rev limit, meaning those huge heads could be put to good use, something the locally assembled 5.4 never really managed. These engines also used the big pod air filter assembly that would appear on the T-Series and BA Boss engines. The 5-speed manual Tremec T-45 that, again, was used on the T-Series and Boss engines. (I should point out that while everyone applauded Holden for dipping into the GM/Chev gene pool, Ford were doing it too, but no one shouted about it.) The Cobra also differed in that it was the ONLY Mustang until the 2015 S550 to have IRS, a design of which heavily based on the double wishbone IRS of the AU Falcon / DEW platform.

So, a thoroughbred American Muscle car with classic Mustang styling, a raunchy engine and manual transmission, the top spec brakes and suspension, what was not to love? Ahhh, no these things were crap.

I'm going to start on the interior, I don't think they could have made it look cheaper if they tried. In defense, its typical of most American cars of the time, but the brown and grey colour scheme does it no favors. Then look at the exterior, looking closely, everything looks cheap and plasticy, like it would break at a moments notice.

Despite the effort put into the chassis, these things apparently got very scary at higher speeds, wandering across the road. One journalist at the time, who actually owned an AU XR6 Ute so no bias, was heavily critical of the wandering front end and the bonnet flutter at high speed. The only saving grace was the engine and how fast it was in a straight line..............which has sort of been a Mustang hallmark all along, a one trick pony if you will.

And then the price. I have been a vocal critic of how Ford have overpriced the S650 due for launch next year, so these were a comparative bargain. However, at the time the Mustang Cobra was naturally compared with the Monaro, which WAS a bargain back then. At $89K for a Mustang, the Monaro was easily the better bet............and much better looking to boot. The fact it took Ford 3 years to sell the small batch they imported says it all.

[Adamz Ghia]

They chose that over this. Unbelievable.

[DFB FGXR6]

Originally Posted by Adamz Ghia

image

They chose that over this. Unbelievable.

See, now, the lack of rear doors really suits the AU design language, looking more naturally styled than the sedan.

[Sprintey]

Originally Posted by Adamz Ghia

image

They chose that over this. Unbelievable.

Yep unbelievable. This was just total hero stuff for me back in 2000-2. Hillier brothers also did a conversion.

[Franco Cozzo]

Originally Posted by DFB FGXR6

The Mustang Cobra!

For some reason, in the early 2000's Ford and FTe decided to introduce the Mustang to the Australian market. Converted from LHD to RHD at the Tickford facility, these cars were Ford's attempt at competing with Holden and the immanent release of the reborn Monaro. As a thoroughbred Ford man, I know which of the two I would prefer to have, and it's NOT the one with a shiny galloping pony on the grill!

Imported and converted at Tickford, apparently these Australian converted RHD Mustang's were also sold in other RHD markets. Tickford not only swapped the necessary interior components, but also ensuring ADR's compliance. Most notable are the added lights grafted into the front bumper that the US-spec cars didn't get. Tickford also chose to only offer the high-performance Cobra variant, I guess covering the conversion costs by being a high-end purchase price.

Being the Cobra, these cars came with a number of upgrades, lifting it above the rather anemic GT of the time. Some of these items would be used in Falcon's in the coming years too. Where the basic Mustang GT came with a SOHC 2V 4.6 V8 with only 194 kW, the Cobra had an alloy block and alloy DOHC heads. Power was 240 kW at 6000 rpm, torque 430 Nm at a lofty 4750 rpm...........sound familiar? The best bit was the 6800-rev limit, meaning those huge heads could be put to good use, something the locally assembled 5.4 never really managed. These engines also used the big pod air filter assembly that would appear on the T-Series and BA Boss engines. The 5-speed manual Tremec T-45 that, again, was used on the T-Series and Boss engines. (I should point out that while everyone applauded Holden for dipping into the GM/Chev gene pool, Ford were doing it too, but no one shouted about it.) The Cobra also differed in that it was the ONLY Mustang until the 2015 S550 to have IRS, a design of which heavily based on the double wishbone IRS of the AU Falcon / DEW platform.

So, a thoroughbred American Muscle car with classic Mustang styling, a raunchy engine and manual transmission, the top spec brakes and suspension, what was not to love? Ahhh, no these things were crap.

I'm going to start on the interior, I don't think they could have made it look cheaper if they tried. In defense, its typical of most American cars of the time, but the brown and grey colour scheme does it no favors. Then look at the exterior, looking closely, everything looks cheap and plasticy, like it would break at a moments notice.

Despite the effort put into the chassis, these things apparently got very scary at higher speeds, wandering across the road. One journalist at the time, who actually owned an AU XR6 Ute so no bias, was heavily critical of the wandering front end and the bonnet flutter at high speed. The only saving grace was the engine and how fast it was in a straight line..............which has sort of been a Mustang hallmark all along, a one trick pony if you will.

And then the price. I have been a vocal critic of how Ford have overpriced the S650 due for launch next year, so these were a comparative bargain. However, at the time the Mustang Cobra was naturally compared with the Monaro, which WAS a bargain back then. At $89K for a Mustang, the Monaro was easily the better bet............and much better looking to boot. The fact it took Ford 3 years to sell the small batch they imported says it all.

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This is my favorite era of Mustang, which is hilarious because its pretty much unanimously hated

This and the 1990s Foxbody Cobra are my top two Mustangs.

Compare the left and right side footwells on your photos - see how the passenger side is way bigger in the footwell than the drivers side?

[DFB FGXR6]

Originally Posted by Franco Cozzo

This is my favorite era of Mustang, which is hilarious because its pretty much unanimously hated

This and the 1990s Foxbody Cobra are my top two Mustangs.

Compare the left and right side footwells on your photos - see how the passenger side is way bigger in the footwell than the drivers side?

I like the original 64/65 models, along with the retro 2005 and 2015 generations. Not that I hate the "New Edge" Cobra's we got, but they don't have enough "Mustang" about them, although I could see why that would appeal in its own right.

[bangm001]

On from my previous post, I feel that the motor shows had a great influence on my decisions a couple of years later to jump into a FPV!! I hate going to car showrooms and to see them there ith all of the other cars was great! In fairness, I remember also seeing the first of the new monaros at the Ade motor show and made me want one of those (and still does) also!

[Franco Cozzo]

As much as I don't like the looks of the AU, they're rock solid reliability wise, and even though its basically the same engine its a night and day difference between an EF/EL I6 and the AU I6, it drives completely differently even though its the same engine (with some refinements). I think they picked up sequential injection under 3000 RPM or something then it swaps back to batch fire.

The only things I've ever had to fix on customers AUs is window switches, high pressure power steering lines, alternators (because of the power steering line), starter motors, and the little LCD panel on high series cars.

Also the headlights on the non XR AU models are the best reflector headlights fitted of any Falcon, the BA-FGX was a step backwards in how much light they throw out onto the ground compared to an AU, I reckon its due to the size of the reflectors in the AU headlight assemblies.

[Adamz Ghia]

The AU is the best Falcon Ford ever built. And it was the last one they had a genuine crack at doing something different and going all in on. Every Falcon since had obvious cost cutting and quality issues everywhere.

It wasn’t perfect, but at least it was better than some of the design proposals that we’ve seen.

[DJM83]

S1 XR6 with full body kit and bi plane look amazing.
Also agree re AU non XR lights. The lights in my FG are junk in comparison.

[ford71V8]

When I drive my AU home from work and see another one (and theres still plenty out there, in Adelaide at least) I get the urge to give a little knowing nod to the other driver.
But they probably dont feel like I do, so I just get my **** home and try to stop being an idiot :-)

Edit...and yes, agree with the headlight comments

[DFB FGXR6]

The KN and KQ Laser.

Launched in May 1999, the KN Laser would represent the last of the line for the model. Where previous models up to September 1994 were locally assembled at Homebush, these Laser's were made in Japan alongside its platform partner, the Mazda 323. The KN shared all but minor styling differences with the 323 including unique headlights, tail lights and bumpers. The interior was all but the same.

The initial range consisted of the 1.6-liter LXi sedan and hatch, and the 1.8-liter GLXi sedan and hatch. Later on, Ford offered SR and SR2 hatches, powered by 1.8-liter and 2.0-liter engines. All engines were via Mazda, driving the front wheels by a 5-speed manual or 4-speed auto. Being essentially a Mazda, these cars were relatively bullet proof mechanically, and extremely well made.

The one to have was the SR2. While the 98 kW 2.0 engine was no hot hatch, it did add some extra grunt to the equation, putting it toward the top of the class for the time. Who remembers the "It's Seriously Hot" TV ad from that time?



Personally, a silver 2000 Laser LXi was my grandfather's last car. He only bought silver because white wasn't available, and he wanted white because my extremely conservative catholic uncle told him white was safer. Anyway, the Laser replaced a 1986 Telstar in that horrible gold colour that was popular at the time, so this was quite the upgrade for him. You know, having such things as power steering and electric windows, even a 6-stack CD changer under the passenger seat (remember those?). Not much made my quiet and reserved grandfather swear, but the unassisted steering in the Telstar did! The Laser's 1.6 engine was a bit of a buzz box, and the ride quality was strangely quite firm, not that he ever made use of either to its full ability doing 10kph under the limit EVERYWHERE!

I never did get a chance to drive that Laser further than backing it down the drive to wash it before it was sold to one of my cousins after he passed. The car was then passed onto another cousin, and then traded only a couple of years ago, a testament to how rugged they were.

The Laser continued on sale till the end of 2002, where it was replaced by the chic Focus hatch and ugly Focus sedan. Where once Ford held considerable margin in the small car space, by the time it was replaced, they were well off the pace in that segment. Focus was tasked with changing that, but despite its excellence, Ford never regained ground in the small car category.