Cars / Group 3A / EF Falcon
Ford · Group 3A
EF Falcon
1995-1996 · 25/41 specifications catalogued
Reported 200 mm undertray reduction is an amendment identifier, not a downforce value.
The Ford EF Falcon was Ford's works Group 3A V8 Supercar for 1995 and 1996, replacing the EB II Falcon and preceding the EL Falcon. This page describes the selected post-September 1995 revised package, developed principally by Dick Johnson Racing.
An EB evolution
The EF was an evolution rather than a new car underneath. It carried the Group 3A Ford 5.0-litre Windsor-based V8, the Holinger six-speed and the nine-inch live rear axle of the EB into the new EF bodyshell. Naturally aspirated and fuel-injected, it revved to the regulated 7500 rpm at a 10:1 compression limit for roughly 580 hp, driving through a fabricated, fixed-ratio crown wheel and pinion. The double-wishbone front / live-axle rear layout carried over. This was still the open-tyre era, before the single control tyre of 1999.
The September 1995 parity cut
The selected state reflects a mid-season parity adjustment: the front spoiler and undertray were shortened by a reported ~200 mm ahead of the Sandown 500. That figure identifies the amendment rather than quantifying its effect — it is a dimensional change, not a measured downforce figure, and the revised planform is not documented from primary drawings. Lightweight Ford race shells are a separate chassis-mass and stiffness question and are best tracked by shell provenance rather than folded into the model specification.
Brakes, wheels & tyres
Brakes were ventilated discs with multi-piston calipers, the make varying by team; wheels were team-specific custom items rather than a control fitment. Tyres were open competition (Dunlop, Yokohama, Bridgestone, Hoosier). Category minimum weight was 1300 kg in 1995 and 1350 kg for 1996.
For its championship record see the 1995 and 1996 seasons. Sources: EF 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) · Actual declared Ford EF (Windsor) capacity 4942 cc (1996 Bathurst NATSOFT entry data); the formula maximum is 5000 cc (5.0 L). 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) period-verified
Shannons Club Racing Garage per-car feature (EF/EL feature) · US-sourced Ford Windsor V8.
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) · US-sourced Ford Windsor V8 (Shannons Club). 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).
Drivetrain 4/4
Gearbox
Holinger H6S 6-speed 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) · All cars ran the Holinger H6S from 1995 (the privateer Getrag 5-speed was an early-days 1993-94 gearbox only). 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). Corroborated by the GSR EF restoration (V8 Sleuth). Holinger H6S confirmed as the works 6-speed (Holinger company history + GSR car). 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.
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 GSR EF restoration identifies a Harrop differential centre (D, single-car; casing/ratios unresolved).
Suspension 5/8
Rear type
Live axle period-verified
model architecture
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⚑ variants
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⚑ variants
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⚑ variants
1300 (1995); 1325 (1996, provisional) kg confirmed
V8 Supercars period-research compilation (Nathan/GPT, 2026) - period journalism & driver accounts; Grade C, to confirm against the 1993-2001 CAMS Manuals · 1300 kg in 1995-96; raised to 1350 kg from 1997. 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. The EF is the lightweight-shell car at the centre of the 1995 controversy; it exists in ordinary production-shell and Ford lightweight-shell forms. 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
Front spoiler + undertray shortened ~200 mm (post-Sep-1995 parity cut) period-verified
1995-97 research (Shannons Club; V8 Sleuth; Wikipedia) | Shannons Club Racing Garage (EB SS / EF-EL / AU Falcon features) · Selected state; dimensional cut, not a downforce figure Front spoiler/under-tray reconfigured for the EF nose; PARITY: before Sandown 1995 the Falcon's front under-tray was shortened by ~200 mm to cut downforce after early-season EF dominance. The EF transition was mainly cosmetic (existing EB race cars were re-panelled to EF). The 1995 "lightweight" bodyshell affair (thinner-gauge steel shells) was outlawed at the end of 1995. Corroborated by the project parity chronology (undertray shortened ~200 mm, post-Sept 1995).
Rear wing
Mandated: large boot-mounted rear wing period-verified
Group 3A rules (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 4
Ford lightweight shell Grade C
Some EFs were built on Ford-produced lightweight bodyshells (lighter-gauge steel, thinner glass), a major 1995 controversy. For Bathurst, panels/glass had to meet production spec and the category minimum weight was raised 1300->1325 kg because the shells were still lighter. Kevin Waldock's privateer EF used a lightweight shell and stayed an EF. So EF has no single structural-mass model. Production-spec panels and glass were required for Bathurst, but the underlying lightweight shells stayed in service - contributing to the 1300->1325 kg Bathurst minimum-weight rise.
e.g. Glenn Seton / Alan Jones Racing EF · Kevin Waldock Playscape EF
- Minimum weight
- 1325 (category min raised because shells were still lighter)C
DJR EF7 'Mega-Car' Grade C
EF7 was built in 1996, updated to EL for 1997, then heavily re-engineered under Murray Bunn (driving position, suspension). Data from this chassis must be labelled by stage, not treated as the homologated EF/EL model.
M-TEK radical engineering package (Larkham) Grade B
A major technical divergence from the conventional works EF: inboard driver cell, floor-mounted pedal box, roll-cage-mounted seat, carbon-manganese cage tubing, aluminium hubs/spindles, and tailshaft-driven oil-pump / power-steering / alternator systems. (A designed carbon-fibre steering column was not fitted before the car raced - excluded.) Larkham retained and raced the same radical EF through 1996; the exact 1996 development changes behind its improved performance are undocumented.
e.g. Mark Larkham M-TEK 01
- Induction
- M-TEK bespoke intake manifold with carbon-fibre trumpetsB
- Anti-roll bars
- Rocker-and-pushrod-operated anti-roll-bar mechanismB
- Front type
- M-TEK custom front suspension with unique aluminium hubsB
1998 Privateers Cup Yokohama control-tyre package Grade B/C
Hislop ran an EF in the Privateers Cup, so it fell under the announced Yokohama control-tyre arrangement from Round 3 of 1998. The car stayed an EF despite some later result summaries describing older Falcons inconsistently. No tyre size/construction/compound recovered.
e.g. Ray Hislop - #23 NHP Electrical EF Falcon
- Tyre supplier
- Yokohama control tyre (Privateers Cup, from 1998 Round 3)B/C
Regulatory & category states 1
1995-96 open tyre-war - team allocations Grade C
Open tyre competition. DJR was hit by the destruction of Dunlop's Kobe factory and ran UK-produced replacement tyres during the season. Dimensions/compounds/construction unresolved. Bridgestone held the general performance advantage in 1996. A rare 4th supplier appeared at the 1996 Bathurst: John Sidney Racing ran Hoosiers (from Greg Crick's unraced stock).
e.g. 1995: Bridgestone (GSR) · Dunlop (DJR; UK-made replacements after Dunlop's Kobe factory loss) · 1996: Bridgestone (GSR, Alan Jones/Pack Leader) · Dunlop (DJR) · 1996: John Sidney Racing - Dunlop (ATCC), Hoosier (Bathurst, ex-Greg Crick stock)