For sale: 1972 1275 GT Mini

This section of the guide provides details of the various mechanical features applicable to the XW Falcon GT. We have separated the below details from the engine specifications, which are dealt with in greater detail in the next section of this guide.

XW Falcon GT - Windsor powered (up to February 1970)

• Engine: 351ci Windsor V8. 10.7:1 compression ratio, producing 290 bhp (217kw) at 4800 RPM. 385lbs-ft (520 Nm) torque at 3200 rpm. 
• Distributor: Single point.
• Carburettor: Autolife 450cfm carburettor with cast iron inlet manifold.
• Differential: 9 inch limited slip differential with final drive of 3.25:1. Tail shaft was 2.75 inches diameter. Diff was a 9 inch removable carrier type with limited slip ‘tracktion lock’ and a 28-spline axle
• Fuel capacity: 36.4 imperial gallon (164l) fuel tank.
• Clutch: 9.25 inch dry plate clutch (twin plate).
• Alternator: 55 amp.
• Front suspension: Independent angle poised ball joint, macpherson strut, higher rate coil springs, wishbone and increased diameter anti-roll bar, heavy duty shocks. Firmer ride and reduced ride height compared to the standard falcon. Spring and damper rates were recalibrated.
• Rear suspension: Longitudinal semi-illiptic five leaf springs + Iso claom attached to rear axle, . Rear springing revised to give firmer ride and reduce ride height by 1 3/8 inch. + high control shock absorbers. GT had Hotchkiss Type with semi illiptic leaf springs, telescopic dampers and live axles (GTHO were the same but with anti roll bar).
• Tyres: Wide-oval radial ply tyres. E70HR x 14” wide oval  radial ply tyres. Modern Motor Magazine article says these are Dunlop Aquajets.
• Exhaust: Cast iron exhaust manifold with low restriction twin exhaust. Twin exhaust pipes exiting under each side of the rear bumpers.
• Steering: Recirculating ball with 16:1 ratio. Power assistance was optional. Symmetrical linkage with anti-friction bearings throughout. New energy absorbing steering column. Optional power steering.
• Brakes:
  • Servo assisted
  • Front: 11.25 inch (285mm) discs. These were centrifugally ventilated servo assisted power discs. Kelsey Hayes “Turbo-cooled” 11.25” diameter floating caliper power assisted disc brakes (Front).
  • Rear: 10 inch (254mm) cast iron drums. Proportioning valve was also fitted (not sure if this was just Phase II GT-HO from info on p.57 on Ewan Kennedy book). These were hydraulically operated servo assisted drum brakes.
  • Brakes are dual circuit and twin servo vacuum boosted.
• Wheels: GT and GT-HO had 6 inch X 14 inch 6JJ steel 12-slot wheels with chrome dress trims and hubcap (not the phase II though – see below). 5-stud pattern.
• Transmission: Full-synchro top loader 4-speed or 3-speed FMX auto (T-bar) – auto was optional.
  • Ratios Auto: 2.40 / 1.47 / 1.00 / R 2.20
  • Ratios Manual: 2.78 / 1.93 / 1.36 / 1.00 / R 2.78

XW Falcon GT - Cleveland powered (From March - October 1970)

• Engine: 351ci Cleveland V8. 11:1 compression ratio,  producing 300 bhp (224kw) / 380lbs-ft (513Nm) torque at 3400 RPM, with hydraulic valve lifters.
• Distributor: As per Windsor GT (see above).
• Carburettor: Ford Autolite '4300' 650 cfm four barrel downdraught carburettor
• Differential: As per Windsor GT (see above).
• Fuel capacity: As per Windsor GT (see above).
• Clutch: As per Windsor GT (see above).
• Alternator: As per Windsor GT (see above).
• Front and rear suspension: As per Windsor GT (see above).
• Tyres: As per Windsor GT (see above).
• Exhaust: As per Windsor GT (see above).
• Steering: As per Windsor GT (see above).
• Brakes: As per Windsor GT (see above).
• Transmission: As per Windsor GT (see above).

XW Falcon GT-HO Phase 1

• Engine: 351ci Windsor V8 with 10.7:1 compression ratio producing 300bhp (225kw) at 5400rpm. and  380lbs-ft (515Nm) (one says 513) of torque at 3400 rpm. The Phase 1 had a different grind on the camshaft for longer duration valve opening.
• Distributor: As per standard GT (see above).
• 380 lbs-ft torque at 3400rpm
• Carburettor: Holley 600cfm four-barrel carburettor and Ford "Buddy Bar" aluminium inlet manifold.
• Differential: 3.0:1 final drive ratio (Gt Book says 3.25:1). Diff was a 9 inch removable carrier type with limited slip ‘tracktion lock’ and a 31-spline axle (note, GT book suggests its still 28 spline). Tail shaft was increased in diameter from 2.75 to 3 inches.
• Fuel capacity: As per standard GT (see above).
• Clutch: As per standard GT (see above).
• Alternator: As per standard GT (see above).
• Front and rear suspension: As per standard GT (see above). However, a 3/4 inch sway bar was installed at the rear.
• Tyres: As per standard GT (see above).
• Exhaust: As per standard GT (see above)
• Steering: As per standard GT (see above)
• Brakes: As per standard GT (see above)
• Transmission: Top loader Full-synchro 4-speed manual only on GT-HO.

XW Falcon GT-HO Phase 1.5 (GT-HOs built during March / April 1970)

• The Phase 1.5 XW GT was mechanically somilar to the Phase 1 GT-HO (see specs above). However, the car was fitted with the Cleveland V8 engine block in place of the Windsor. This engine was essentially a stock crate cleveland engine block with Phase 1 running gear, and still retained hydraulic valve lifters (as opposed to the solid lifters fitted to Phase 2 Cleveland engines). Only 84 1.5s are believed to have been produced.

XW Falcon GT-HO Phase 2 (commenced production in June 1970)

• Engine: 351ci Cleveland V8 with 11:1 compression ratio producing 300bhp (224kw) / 380lbs-ft (515Nm) torque at 5400rpm. The engine was fittted wirgh a high performance camshaft and cast iron inley manifold. Heavy duty valve springs, alternator, regulator and push rods. Engine had solid cam lifters. Solid camshaft & lifters, bigger push rods, guide plates;
• Distributor: Twin point distributor
• 380 lbs-ft torque at 3400rpm
• Carburettor: Ford 750cfm four barrel downdraught Holley carburettor;
• Differential: 3.5:1 final drive ratio. Diff was a 9 inch removable carrier type with limited slip ‘tracktion lock’ and a Daytona 31-spline axle. 3.5 inch Tail shaft with larger universal joints.
• Fuel capacity: As per standard GT (see above).
• Clutch: As per standard GT (see above).
• Alternator: Heavy duty alternator.
• Front and rear suspension: A larger front and rear sway bar was installed (3/4 inch), and revised front and rear spring rates with super duty shock absorbers;
• Tyres: As per standard GT (see above).
• Exhaust: As per standard GT (see above)
• Steering: As per standard GT (see above). However, the Phase II had a unique upper control arm and spindle to provide an increased front track; 
• Brakes: As per standard GT (see above). However, the rear brakes did not have dust shields fitted. Rears were 2 1/2 inch wide and finned rear drum brakes;
• Transmission: Top loader Full-synchro 4-speed manual only on GT-HO. Phase II GT-HOs had revised gear ratios as outlined below, being the close ratio gearbox.