Cars / Group 3A / EB II Falcon

Ford · Group 3A

EB II Falcon

1994-1997 · 23/41 specifications catalogued

The Ford EB Falcon in EB II form was the 1994 aero upgrade to the original EB I (to keep it competitive to the numerous aero upgrades that the VP Commodore got throughout 1993) carried on by privateer teams through 1994–1997 after the works effort moved to the EF for 1995.

The 1994 aero changes

Against EB I, the EB II added two very distinct front canards/winglets, plus an indent moulded into the front bar to mount them cleanly, and a slightly wider rear wing — a front-end aerodynamic development for 1994. The rest of the front — the full-width undertray behind the spoiler — carried over. Every privateer main-series EB from 1994 onward is classified as EB II.

Group 3A mechanical package

Mechanically EB II is the Group 3A Falcon of the mid-1990s: a naturally aspirated Ford 5.0-litre Windsor-based V8, fuel-injected on a free (typically MoTeC) engine-management system, revving to the regulated 7500 rpm at a 10:1 compression limit for about 580 hp. Drive ran through a Holinger H6S six-speed (some privateers used a five-speed Getrag) to a Ford nine-inch live axle with a fabricated, fixed-ratio crown wheel and pinion. The chassis kept the double-wishbone front and live rear axle of the E-series, with cockpit-adjustable front anti-roll bars appearing around 1994. Minimum weight was 1300 kg, rising to 1350 kg for 1996.

Brakes, wheels & tyres

This was still the open-tyre era (Dunlop, Yokohama, Bridgestone, Hoosier) up to 1998. Brakes were ventilated discs with multi-piston calipers, the make varying by team; wheels were team-specific custom items rather than a single control fitment.

For its championship record see the 1994, 1995, 1996 and 1997 seasons. Sources: EB model-state records + the Group 3A 5.0L formula and the verified spec catalog / V8 Supercars Physics Handbook (N. Higginson) — Grade C/D.

Technical specification

Grouped by system. Every value carries its confidence grade and source.

confirmedperiod-verifiedbridge refunknownquarantined

Category 1/2

Formula designation

Group 3A - 5.0L V8 Touring Car (V8 Supercar) period-verified

Category formula designation (era-based)

Series & administration

— unknown

Engine 7/8

Displacement

5.0 L confirmed

Div C Technical Rules (2003, harvested): max engine capacity 5000cc; formula continuous from the period ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period 1993-2001; physical Manuals, confirmed by N. Higginson 2026-08) · 5000 cc max period-confirmed across 1993-2001 by the CAMS Manuals (Group 3A regs), continuous into 2002 - no longer only the 2003 bridge.

Configuration

90-degree V8 period-verified

Group 3A formula

Induction⚑ variants

Naturally aspirated; fuel injection standard from 1993 period-verified

Group 3A formula; V8 Sleuth; V8 Supercars Physics Handbook (N. Higginson) ; CAMS Manual (NA only; no water injection; no moveable induction device; carb/EFI unrestricted) · Exception: the 1993 Moffat Cenovis EB ran a Holman & Moody carburettor before switching to EFI in 1994 CAMS Manual (Grade A, BLANKET rule 1993-2002): engine must be NATURALLY ASPIRATED (forced induction prohibited); water injection prohibited; NO device may alter the manifold/induction/exhaust configuration while the engine runs (moveable inlet rams / variable-length trumpets banned - FIXED trumpets are legal). Induction TYPE was NOT restricted in 1993 - the Manual does not mandate EFI or ban carburettors, so both were legal (the 1993 Moffat Cenovis carburettor was legal); EFI became the universal team choice, reflected in the 2002 Div C approved-injector list.

Power (est.)

~550 bhp (410 kW) @ 7500 rpm; ~450 ft-lb (607 Nm) torque (1993) period-verified

Shannons Club Racing Garage - EB/VP feature ("primarily US-sourced Ford and Chevrolet engines, 5.0L/302cid, 7500rpm, 10:1") · US-sourced Ford Windsor V8 (EB); 5.0L/302cid formula.

Max engine speed

7500 (regulated limit) rpm confirmed

Div C Technical Rules C 6.6.1 (2003, harvested): controlled 7500 rpm limit ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · 7500 rpm rev limit period-confirmed across 1993-2002 (CAMS Manuals, Grade A) - no longer only the 2003 bridge.

Compression ratio

10:1 confirmed

Div C Technical Rules C 6.2.1 (2003, harvested): compression ratio must not exceed 10.0:1; V8 Supercars Physics Handbook (N. Higginson) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period 1993-2001; physical Manuals, confirmed by N. Higginson 2026-08) · 10:1 max compression period-confirmed across the CAMS Manual era (1993-2001).

Engine management

— unknown

CAMS Manual (engine management free, no control ECU pre-2003) · Engine management was FREE - NO control ECU (CAMS Manual, Grade A; free from 1993). Team choice (MoTeC, Autronic, etc.) - which is why teams ran different ECUs; the TEGA control ECU only came in 2003. So an ECU value here is the team's chosen unit, not a mandated one. Driver AIDS BANNED (CAMS Manual, Grade A, blanket 1993-2002): traction control, ABS, launch control and active suspension are all PROHIBITED - model these cars with NO electronic driver aids.

Engine block

Ford 5.0-litre V8 period-verified

1993 ATCC research (Wikipedia; Supercars.com; Shannons Club) | Autosport The Nostalgia Forum / Technical Forum 'V8 Supercar Engines' (topic 95363), incl. motorsport historian Ray Bell (Grade C, named-source forum history) · Ford raced a purpose-built race block, not the road crate motor: for the 1993 launch Ford successfully applied to run the Ford Motorsport (SVO) block - thicker main webbing and 4-bolt caps - because the standard Falcon crate V8 was not suited to durable race tuning; Windsor-family architecture (302/351W). This SVO race block is the direct ancestor of the later BA-onward 'Yates'/D3 head development (the D3 NASCAR-derived head was developed by Ford engineer Mose Nowland). Not uniform: budget/privateer EBs ran carburetted engines (Willmington GWR193; Moffat Cenovis Holman & Moody) with wet sump, while front-runners used EFI. Injection/sump/spec varied by entrant.

Drivetrain 4/4

Gearbox⚑ variants

Holinger H6S 6-speed (from 1995); 5-speed Getrag in some privateer cars in the early days (1993-94) period-verified

V8 Supercars Physics Handbook (N. Higginson); Holinger official history; V8 Sleuth | Div C Technical Rules 2002 (AVESCO Operations Manual, OCR of Scopsmanuals scan) C 7.2.5 (H-pattern, non-sequential change mandated) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) ; 1997 CAMS Manual (6-gear cap + H-pattern) · The Getrag 5-speed was an early-days privateer gearbox (1993-94); all cars ran the H6S from 1995. In period the gearbox was H-pattern (non-sequential): 2002 Div C C 7.2.5 mandated an 'H'-pattern change with a non-sequential mechanical linkage; sequential/electronic-assisted selection was prohibited (sequential shift came to the category later). Gearbox varied by ENTRANT, not by model: the professional teams ran the 6-speed Holinger H6S (H-pattern), but budget/privateer cars ran 5-speed boxes - Getrag 265-based (Willmington GWR193 EB, Moffat Cenovis EB, both carburetted) and the Holinger GRA-5 'Group A 5-speed' in Group A-carryover Commodores. When 6-speed became universal pre-2003 is unconfirmed. CAMS Manual (Grade A, period): H-PATTERN gearchange REQUIRED across 1993-2002 (sequential prohibited the whole era). [Max gear-count not yet extracted - N. gave the H-pattern rule but not a gears cap; TBC.] Gearbox rules (CAMS Manual, Grade A, 1993-2002): MAX 6 forward gears + H-PATTERN gearchange required (sequential banned). No MINIMUM gear count -> a 5-speed (e.g. Getrag) was LEGAL, which is why budget privateers ran them; the works 6-speed Holinger H6S was the maximum-gear choice. RESOLVES the five-speed question. 1993-94: the ENTIRE transmission was FREE - gearbox type, ratios AND final drives - the only cap being 6 forward gears + an optional reverse (1993 CAMS Manual, Grade A). The fixed homologated control GEARSET applied from 1995; the 3.25/3.5/3.7 final-drive control set is confirmed for 2002 (Div C C7.4.5).

Gear ratios

Holinger H6S 6-speed (homologated set, identical 1995-2002): 2.571 / 1.989 / 1.665 / 1.351 / 1.138 / 1.000 (6th direct) confirmed

1995 & 1997 CAMS Manuals of Motor Sport (Group 3A gearbox ratios, held by N. Higginson) + 2002 AVESCO Div C C7.2.3 (identical) · Grade A - EXACT tooth counts from the 1997 CAMS Manual, confirmed IDENTICAL in the 1995 CAMS Manual AND the 2002 Div C (C7.2.3), incl. the 22:24 constant mesh. Tooth counts (drive:driven): 1st 14:33, 2nd 17:31, 3rd 19:29, 4th 21:26, 5th 23:24, 6th 1:1 direct; constant mesh 22:24. Overall ratio = (driven/drive gear pair) x constant (24/22 = 1.0909). Homologated CONTROL set (works ran the 6-speed H6S from ~1995). SUPERSEDES the earlier mod-derived approximation (which had 2.000/1.667/1.143 for gears 2/3/5 - the real values are 1.989/1.665/1.138). The 1997 CAMS Manual PRINTS the ratios as 2.57 / 1.99 / 1.66 / 1.35 / 1.14 / 1.00 (2 dp) - directly confirming the tooth-count computation above. NB: EB II's 1994 debut year was FREE-ratio; the fixed control set above applies to its 1995-97 running.

Final-drive options

3.25 / 3.5 / 3.7 confirmed

2002 V8Supercars.com VX & AU specs; 2004 AU/VX specs (FND-011/037) · Period-confirmed for 2002 by the official VX and AU spec pages; the same set is used in the mod gearbox files (Simulator notes)

Differential

9-inch crown wheel & pinion (fabricated assembly, fixed ratios) period-verified

2002 V8Supercars.com VX & AU specs (FND-037); 2004 AVESCO specs · Period-confirmed 2002; early Commodores used a Ford F100 truck 9-inch diff housing

Suspension 3/8

Front type

— unknown

Rear type

— unknown

Front spring rate

78.8-175.1 (400/500-900/1000 lb; circuit-dependent) N/mm period-verified

Jack Perkins, Perkins Engineering · Real figures are in pounds (Perkins); N/mm shown for engineering use

Rear spring rate

40.3-87.6 (230-500 lb; circuit-dependent) N/mm period-verified

Jack Perkins, Perkins Engineering

Anti-roll bars

Cockpit-adjustable from 1994; 2nd blade ~1999-2000; both blades 2008 period-verified

Jack Perkins, Perkins Engineering · 2008 is post-period

Dampers

— unknown

Front geometry

— unknown

Rear geometry

— unknown

Brakes 1/5

Front disc

— unknown

Rear disc

— unknown

Front caliper

— unknown

Rear caliper

— unknown

Brake pads

Ferodo DS3000 (Perkins Engineering) period-verified

V8 Supercars Physics Handbook (N. Higginson) / Perkins

Wheels & tyres 3/4

Wheel size

17 x 11 in period-verified

Standard rolling stock from 1993 (Wikipedia; JAX Tyres) · Diameter/width is category-standard; wheel supplier/brand varied by team, and earlier Group 3A cars ran various custom wheels CAMS Manual (Grade A): 17-inch rim DIAMETER is category-mandated across 1993-2001; wheel width + material pending confirmation. 1994-2002 CAMS Manuals (Grade A, confirmed 1994/1997 + 2002 Div C) wheel envelope: max COMPLETE-wheel (rim+tyre) WIDTH = 12 in (~305 mm, = the 2002 Div C 305 mm limit); max rim diameter 17 in; max complete-wheel diameter 680 mm. Wheel MATERIAL is NOT restricted in the 1997 Manual (magnesium permitted - matches the Speedline/O.Z. magnesium wheels used). Rim width itself is a team choice within the envelope (commonly 11 in).

Tyre supplier

Open tyre competition (no control tyre) period-verified

V8 Supercars period-research compilation (Nathan/GPT, 2026) - period journalism & driver accounts; Grade C, to confirm against the 1993-2001 CAMS Manuals · Tyre history: 1993-1998 open competition (no control tyre) - 1997 per team: Bridgestone (HRT, GSR, Stone Brothers), Dunlop (DJR, Perkins), Yokohama (Gardner, Gibson, Longhurst). Bridgestone became the control tyre in 1999; Dunlop control from 2002.

Tyre dimensions

12-inch-wide tyres on 17 x 11 rims period-verified

Standard rolling stock from 1993 (Wikipedia) · CAMS Manual (Grade A): category max tyre overall diameter = 680 mm across 1993-2001. 1994-2002 CAMS Manuals (Grade A) envelope: max complete-wheel width 12 in (~305 mm) and max complete-wheel overall diameter 680 mm (all years).

Tyre construction

— unknown

Weight 1/2

Minimum weight

1300 (1994-95); 1350 by 1997 kg confirmed

V8 Supercars period-research compilation (Nathan/GPT, 2026) - period journalism & driver accounts; Grade C, to confirm against the 1993-2001 CAMS Manuals · Category minimum was 1300 kg to mid-1995, raised to 1325 kg at the 1995 Bathurst 500 after Ford teams ran lightweight shells (lighter-gauge steel, thinner glass); 1350 kg by 2002, 1355 from 2004. CAMS Manual (Grade A, period; N. Higginson's held books, read 2026-08): minimum weight is BARE - WITHOUT fuel, driver or protective apparel. Category timeline: 1300 kg 1993-95, 1325 kg 1996 (PROVISIONAL - 1996 Manual not held), 1350 kg 1997-2002. CORRECTION: the 1995 Manual reads 1300 kg (start of year); 1325 first appears for 1996 - so the earlier '1325 at the 1995 Bathurst 500' framing needs the 1996 book (or a mid-1995 bulletin) to confirm exactly when it changed.

Weight distribution

— unknown

Fuel 1/2

Fuel capacity

120 L confirmed

Div C Technical Rules (2003, harvested): fuel tank max 115 L, TEGA checking vessel 120 L; 2000 cost page; V8 Supercars Physics Handbook (N. Higginson) ; CAMS Manual of Motor Sport, Group 3A / 5.0L Touring Car technical regs (period; physical Manuals held by N. Higginson, read 2026-08) · 120 L MAXIMUM tank capacity, period-confirmed across 1993-2002 (CAMS Manuals, Grade A).

Fuel specification

— unknown

Dimensions 0/3

Wheelbase

— unknown

Front track

— unknown

Rear track

— unknown

Aerodynamics 2/3

Front aero

EB II front: canards/winglets added to the front spoiler (from 1994) period-verified

Supercars "Saturday Sleuthing: The Kiwi-Built Falcon"; Street Machine "Top 21 Ford Falcon Touring Cars" · The definitive EB package; all 1994-onward privateer EB use is EB II 1994 EB II added the front canards - "small wings on the side of the front air dam" / protrusions from the front splitter - Ford's response to Holden's mid-1993 VP aero package, restoring competitiveness (underpinned DJR's 1994 Sandown 500 + Bathurst 1000 wins).

Rear wing

EB II: slightly wider rear wing period-verified

1994 research (V8 Sleuth; Supercars.com; Wikipedia)

Downforce / drag map

— unknown

Variants & divergences

The specification above is the selected reference package. In the Group 3A era the body model did not determine the mechanical spec — individual chassis and entrants diverged. Graded leads, to be firmed up against homologation papers and the annual CAMS Manuals.

Chassis & entrant packages 3

Getrag / carburettor privateer package budget privateers 1994-97 Grade C

The budget/privateer branch persisted past 1993: 5-speed Getrag, carburettor/basic-EFI and wet sump vs the front-runners' EFI + 6-speed Holinger. Gearbox/induction/sump varied by entrant. (GWR193's specific package is detailed separately below.) The surviving TWR Jaguar Group A brake calipers are EXCLUDED (install date and axle allocation unestablished).

e.g. Moffat Cenovis (carb 1993 -> DJR-supplied Ford EFI 1994; 1994 gearbox unresolved)

Gearbox: Getrag 265 5-speed (casing/gearset/ratios unresolved)C
Induction: Carburettor -> basic EFI, wet sumpC

EB II aero + chassis carry-over note 1994 Grade C

The defining EB II change vs EB I is the front spoiler WINGLETS (from 1994). Works EB IIs were otherwise the norm (Windsor EFI + 6-speed Holinger). Note for data quality: several 1994 works EB IIs were 1993 chassis upgraded to EB II (winglets) with carried-over running gear, and some new-builds were converted to EF for 1995 - so a surviving car's running gear/aero must be dated, not assumed.

e.g. 1993->EB II upgrades: GSR4, DJR EB2 · new EB II builds: DJR EB5, GSR5 (both -> EF for 1995)

GWR193 budget privateer drivetrain, instrumentation & ignition Garry Willmington Racing 1994-1997 Grade B/C

Retained a five-speed Getrag, wet-sump Ford V8 and basic EFI through its later privateer career, and ran analogue gauges rather than an integrated electronic dash/logger. Its distributor drive was IMPROVISED from an air-drill body because the normal Harrop component was unaffordable; the resulting backlash affected dyno tuning and ignition stability. Ex-TWR Jaguar brake calipers remain EXCLUDED from the brake parameters (axle allocation, piston/rotor pairing and season state unresolved).

e.g. GWR193 - incl. its final 1997 ATCC appearance at Oran Park

Gearbox: Getrag 265 five-speedB
Induction: Basic electronic fuel injection, wet sump (ECU/injector spec unresolved)B/C

Regulatory & category states 1

1994 open tyre-war - team allocations 1994 Grade C

Open tyre competition continued in 1994 - supplier varied by entrant and materially affected the package; do not collapse into one model-wide tyre spec. Dimensions/compounds/construction codes unresolved.

e.g. Bridgestone (Glenn Seton Racing) · Dunlop (Dick Johnson Racing)