Engines and transmissions

The EA series brought new engines to the Ford Falcon along with across the board fuel injection, overhead camshaft cylinder head, inclined valve alloy heads and a low profile intake manifold lowering the engine height. The capacity was decreased from the previous XF which was 4.1 litres and a push rod overhead valve (OHV) design. All EA series engines utilised the corporate Ford EEC-IV engine management system.

Engine choice initially comprised three straight-six units starting with the base 3.2-litre EFI which utilised a throttle body injection (TBI) or central fuel injection (CFI) induction to give 90 kW (120 hp) at 4000 rpm and 235 N⋅m (173 lb⋅ft) at 3250 rpm. This engine was standard on GL models although very few were sold and many owners of the 3.2-litre found lacklustre torque and the resultant driving behaviour caused increased fuel consumption versus the 3.9. Ford discontinued the engine circa December 1988.

Initially an extra cost option on the Falcon GL, and standard on Falcon S and Fairmont, the 3.9-litre EFI (commonly referred to as the CFI or TBI engine) increased stroke from 79 mm to 99.31 mm while bore remained at 91.86 mm. The engine used the same TBI as the 3.2-litre and power was rated at 120 kW (160 hp) at 4250rpm and torque 311 N⋅m (229 lb⋅ft) at 3250 rpm. This engine would also be discontinued at the end of the EB Series 1.

Standard on Fairmont Ghia and optional across the range was the multi-point injection (commonly referred to as "MPEFI") 3.9-litre. This utilised port injection along with a low profile intake manifold to increase outputs to 139 kW (186 hp) at 4250 rpm and 338 N⋅m (249 lb⋅ft) at 3500 rpm. The option was signified on vehicles by a "3.9 Multipoint" badge on each front fender behind the wheel arch was silver, except on Falcon S where it was red. On Falcon GL models the fitment of 215/65R14 tyres in place of either 185/75R14 (sedan) or 195/75R14 (wagon) tyres was also linked to the MPEFI option. All 30th Anniversary EA Falcons used a winged Falcon badge in the same fender location regardless of engine option causing there to be no obvious MPEFI identification.

A five-speed BorgWarner T50D fully synchronised manual and BorgWarner M51 three-speed automatic transmission were offered, however the latter was replaced by a four-speed M85LE in the Series II range.

The initial four-speed automatics suffered poor reliability with loss of drive common within the first 100,000 km (62,000 mi). Noise, vibration, and harshness expertise later found the issue to be destructive harmonics within the transmission and this was remedied with the transmissions later being highly regarded for reliability when properly maintained. Ford would often meet repair costs for these transmissions post-warranty on a goodwill basis. Until the fix, taxi owners would continue to fit reconditioned three-speed M51 automatics to these cars, until the bell housing design was finally changed in later models preventing this practice.

Suspension and chassis

The EA carried over significant parts of the prior X series Falcon platform to save costs.

Rear suspension on the sedans continued with the coil spring live axle located by upper and lower unequal length trailing arms, and a transverse Watt's linkage. The Watt's linkage had its centre pivot mounted to the differential housing carrying over the roll centre movement compromise from the XE Falcon of 1982.

All wagons carried over the leaf spring suspension of prior Falcons, chosen for their performance in fleet applications including load carrying.

The biggest change for the EA series was the introduction across all models and body types of a new front architecture comprising rack and pinion steering with new front suspension utilising the short and long arm long spindle (SLALS) pseudo double wishbone design. This allowed for longer shocks, optimised ball joint location, improved geometry control, and dramatically improved front end response over the XF Falcon.

Standard suspension was fitted to all Falcon and Fairmont models. The Falcon S lowered ride height by 26 mm (1.0 in) and increased spring and shock rates with larger stabiliser bars. An optional Country Pack suspension offered increased ride height compared to the standard suspension and typically came with enhanced underbody protection including a sump guard.

Brakes were the same across the range using a hub integrated (i.e. not a hat rotor) front ventilated disc design of 287 mm and single piston callipers sliding on the hub carrier. The rear used solid discs also at 287 mm and the rear callipers carried over the Ford handbrake system using a threaded piston applying the handbrake cable forces to the rear disc pads.

Series II

Launched in October 1989, the Series II brought with it a four-speed automatic transmission, and could be distinguished via body-coloured, rather than black B-pillars.^[1] Despite the Series II models having significantly fewer problems than the Series I, Series II prices are also affected by curtailed resale values. The same problem also affects the NA Fairlane and DA LTD,^[4] and even the utility and panel van variants, which continued with the older XF architecture.

30th Anniversary

Released in October 1990 the 30th Anniversary commemorative models were identified by a 30th Anniversary winged badge on each front fender. These vehicles carried the vast majority of the technical updates of the EB Falcon.

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  Falcon GL 30th Anniversary sedan (Series II)
• 
  Falcon S sedan (Series II)
• 
  Fairmont Ghia sedan (Series II)
• 
  Fairmont Ghia sedan (Series II)