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[CortinaD]

The true story of the Mk 3 Cortina in Australia.

Source: Wheels December 1972.

Cortina TC Six.: Article by Mike McCarthy.

These Two articles were typed and submitted by Matthew Woolard,

The Cortina Six proves that first up, best dressed doesn’t apply to the Light Six Market. Having been alone in its class Torana’s had things its own way until now. Over 1300 test miles have convinced Mike McCarthy that Ford has had a better idea.


7:30am- We check that the tank’s full, enter the 1146 miles odometer reading in our hourly log sheet, note the time, and trundle out of the motel courtyard, bound for Sydney over 500 miles away. There’s a gusty head wind but the weather’s clear and so is the road. We’re soon loping along at 85 to 95 mph.

8:30am- the odometer is showing 1216 miles, meaning we’ve put 70 miles into the first hour. Both we and the car are doing it easy.

9:30am, and the odometer reads 1286 meaning we’ve put another 70 miles behind us.

10:30am, and 1339 miles come up just as we’re leaving a service station after a 10 gallon refill. That makes it a 53 mph average [including the stop} for the third hour and 19.3 mpg for the distance thus far. Impressive.

11:30am sees us add another 73 miles to the tally, followed by 68 miles that take us onto 12:30pm.

1:00pm marks a further 36 miles on the odometer. A few miles more and we pull in for a lunch break. The fuel tank takes 9.7 gallons to return almost 18.6 mpg for the 183 miles of the second leg.

1:45pm- We’re away again and during the next two hours average a brisk 63 mph. From 3.45 to 4.45 we encounter heavy traffic and squeeze only 36 miles into the hour. But conditions improve and we pack the last 29 miles into an half hour, right on the dot of 5:15pm. Here the tank accepts just seven gallons, giving an average of 26.4 mpg for the 185 miles third stint. Overall, the trip has totaled 561 miles. Travelling time excluding the lunch break but not the refills and a couple of other brief stops is within a minute or two of nine hours for average speed of 62.3 mph. And the car has used 26.7 gallons of fuel to average 21 mpg.

Commendable figures; commendable car.

THANK YOU, General Motors, for the new Cortina Six. No we haven’t got our wires crossed. If the General hadn’t resuscitated the Torana by implanting six cylinder monkey glands from the regular Holden, the light six class wouldn’t have happened and the Torana wouldn’t have become a best seller.

And if it weren’t for that precedent, there probably wouldn’t have been the incentive for Ford to Falconise its successful anyway Cortina.

The General has profited from sowing the light six seed with the Torana. But he has also opened the door for Ford and it’s the Cortina that stands really to reap the harvest.

There is no disputing that the Cortina is streets ahead in space, comfort, performance, economy, overall ride, handling, quietness and in most beholders eyes styling.

The Ford is basically such a good package as to confirm one of our pet theories namely that the light six class promises to foster the best all round cars produced in Australia. The Cortina Six already comes very, very close to earning that distinction.

It has relatively few shortcomings, with only one or two areas warranting serious criticism, and these are far outweighed by its assets.

Let’s look first at the major complaint the ride and road holding, or lack thereof, on rough road surfaces. Like there’s this open, sweeping 55 mph curve that we know intimately and love-hate because right at the apex is a depression several feet wide and a few inches deep. Even the finest European aristocrats can’t completely ignore the dip but are nudged only a little off line. The Cortina Six came close to setting a new mark by twitching out a good two feet when encountering the deviation.

Through most pronounced and unsettling on uneven corners, the condition also arises on straights where the surface is sharply irregular or corrugated. Here the Cortina skitters disconcertingly from the intended path, especially when travelling at middling to high speeds with the power on.

There’s also some susceptibility to suspension- bottoming. For example, during a very fast run down an extremely steep and tortuously winding road the outside front- end twice slammed onto the bump stops as did the rear- end on another occasion when, at about 70 mph, we unintentionally let the tail run off the bitumen onto the rutted shoulder.

Whether these problems are attributable to conflicting suspension geometry’s, excessive rubbery bushes, inadequate spring rates, insufficient damping or a combination of those factors it’s something Ford will have to de-bug if the Cortina’s rough road behavior is to measure up to the car’s qualities in other departments.

In fairness, we must point out that the road holding limitations manifest themselves only under severe conditions. At average speeds, on average roads, there’s no problem. Given good roads the Cortina’s behavior is beyond reproach. Here the road holding, ride and handling are extraordinarily good.

On reasonably smooth surfaces, the Six is simply delightful. The handling is far better than we anticipated it would be with two more points, double the capacity and an extra hundred weight or so up front.

The steering, quite direct with 3.7 turns lock to lock and tight 32 feet turning circle, is still relatively light; no heavier than most 1.5 or two litre four- cylinder models. Some road shock finds its way up the column to the wheel. But at least there’s a tangible feel to the steering and this is preferable to the shock- free yet dead systems all too common these days.

Though it deteriorates under extreme conditions, the ride otherwise is outstanding – real big-car smoothness and comfort that soaks up minor bumps and undulations as well as you could wish for without refined independence at the rear as well as the front.

It was the handling as much as the cruising-speed capabilities that enabled us to pack 70 or more miles into many successive hours on a 500 mile trip in the Six. Providing it’s not being bumped about, the Cortina lives up to the enviable reputation established by its predecessors. The road holding and handling attain limits which, even if not remarkable by ultimate standards, are certainly about average. More importantly, the characteristics are nicely balanced and completely predictable.

Mild under steer is the main ingredient under most conditions. The Attitude changes progressively through neutrality until moderate over steer heralds the approaching limit.

As is the mark of cars with responsive handling, the Cortina’s cornering can be finely adjusted with the throttle – easing off to tuck the nose tighter into the turn, or applying the power to put the tail where you want it. Good Stuff.

Acceleration is smoothly muscular rather than brutal. The performance figures speak for themselves. Some interesting comparisons can be drawn between the two cars tested – both XL’s, one with 200ci engine and three-speed gearbox, the other with 250ci and four-speed.

The example with the larger engine and extra cog is quicker in all respects, but not to a dramatic extent. The combination’s main advantage is the availability of a bit more power and a useful third gear for overtaking.

Though the three-speeder can be wound up, absolutely flat, to 70 mph in second, the realistic maximum is actually only 60/65 mph – which isn’t really fast enough for purposeful passing.

With the existing second cog the three-speeder’s essentially a top-gear car admittedly a very pleasant one. You plonk it into top and virtually forget it; almost like an automatic.

Cruising at beyond 70 mph, though you have to condition yourself not to instinctively grab second when slowed to 55/60 mph by traffic you’re about to pass. Instead you learn to allow an extra second or two, and equivalent clear distance ahead, before executing the maneuver by simply giving it the juice and overtaking without downshifting.

The system works well enough thanks to the excellent top-gear acceleration, but we’d still like to see second cog raised to give an effective 70/75 mph potential.

We proved the practicality of this, to ourselves anyway, by deliberately using only first, third and top during a 100 mile stint in the four-speeder. The exercise also revealed that for everyday driving and fast cruising alike, one would have to be an addicted cog swapper to prefer the four-speed box and justify its whopping $155 extra cost.

Since the four-speeder does not confer a great gain in acceleration, its only real advantage [over the existing three-speed unit] lies with the useable third gear.

There isn’t all that much between the engines, either. The 250 has more torque and power than the 200, of course, and pulls an even higher axle ratio. It has an edge in both acceleration and flexibility departments, though the margin isn’t startling – just over a half-second for the standing quarter mile, in conjunction with the four-speed box, for example.

So if you’re not after the last bit of acceleration, or don’t require the extra muscle to help with frequent heavy loads and/or towing, the 200 is more than sufficient. Besides that’ it saves $75 which might well be better spent on, say, radial ply tyres as were fitted to the test cars.

Though the six-cylinder engines weigh about 110 pounds more than the two-litre Cortina four, the additional weight hasn’t any noticeable adverse effects on steering effort or handling.

To the contrary, the car feels and generally behaves like it’s been designed around the six, rather than the six designed into it – which is as it should be.

Main reason for the impression of thoroughly integrated engineering is that most of the extra length [and weight] of the six sits behind the equivalent placement of the four. In other words, the front of the six cylinder block is only about a half cylinder farther forward than that of the four. The radiator [cross-flow type for reduced height] is about three inches farther forward than that of the four, to provide space for the six’s longer fan/pump/pulley assembly.

The other one-and-a-half cylinders of the six are behind the point at which the rear of the four resides. This has been made possible by notching the firewall [always knew Henry was a hot-rodder at heart], so it has a deep recess at the center instead of running straight across as on the previous four-cylinder models.

The new firewall, like the reinforced front cross member and other structural/component changes involved in the conversion have been commonised through the Cortina series as a whole meaning the four-cylinder models benefit too.

Despite sitting relatively close to the front occupants, the sixes do their thing very quietly – even when working busily. In fact, quietness rates high among the car’s many endearing features. Mechanical and road noises are almost totally absent regardless of speed and surface. Only on the rough is the suspension audible. Wind noise, too, is held to a minimum and doesn’t begin to intrude until you’re travelling on the other side of 80 mph.

The overall result is that the Cortina Six is one of the quietest cars around – regardless of size or price.

Lack of noise is owed in part to the very high final drive ratios – 2.92:1 and 2.76:1 for the 200 and 250 engines respectively. This means, of course, that the engines are revving relatively slowly at typical cruising speeds; under 3000 rpm at 70 mph for example.

The advantages are obvious. At ordinary speeds the engines are working effortlessly, and extremely quietly, yet have generous reserves of revs and performance up their sleeves.

The sensibility of the high gearing is also reflected in the Cortina’s fuel consumption. As explained in the introduction, we obtained just under/over 19 mpg [from the three-speed 200] for about 360 miles where our average speed of 70-odd mph meant consistently sitting on the high side of 90 mph. Averaging 55 mph for 561 miles covered in nine hours.

Altogether, we totaled about 1100 miles in the 200, and a further 255 miles in the 250 four-speed. We checked the latter’s consumption over 125 miles, which included all the performance tests and some fast cruising beside. Under those conditions the car returned 20.1 mpg.

Though we didn’t have the opportunity to verify it during our test, we don’t doubt that 30 mpg is a reasonable expectancy for easy 55/65 mph cruising on the flat. And that’s economical! Even the consumption’s we obtained were excellent considering the conditions.

On this basis the 12-gallon fuel tank [same as Cortina Four] provides a minimum cruising range of at least 200 miles. That’s an acceptable figure, but only marginally so for long-distance high-speed touring, and increased capacity wouldn’t be amiss.

The interior differs only in detail from the pre-six models but the changes are worthwhile. Moving the pedals an inch or so to the right, for example, has meant there’s now plenty of room to rest the left foot on the toe board.

Driving position and comfort in general are very good. Both test cars had the $30-extra reclining buckets. The adjustable backrests are an advantage, of course, but the standard examples offer exactly the same shape, support and cushioning.

Like the previous edition, the current bucket-seated XL has a handy console tray ahead of the gear lever and a useful locker, with lift-up armrest lid, over the handbrake lever between the seats.

The facia remains basically unchanged with three large dials – an electric clock on the left, Speedo [with mph and kph calibrations] in the middle, and water temperature and fuel gauges on the right.

Warning lights are provided at each end of the face-level air vents above the facia for the seat belts and brake system respectively.

Incidentally, on the subject of brakes, those of the Cortina are fully up to performance requirements – being both powerful and progressive. No problems at all were experienced during driving. But during the session at the drag strip we completely lost the anchors on both cars.

It happened like this: we were recording top-gear acceleration figures on the 200 – acceleration to 70 mph, then braking normally to about 10 mph to turn round for returns. After this phase was completed we parked the car and repeated the procedure with the 250.

About 10 minutes later we were back in the 200 and found that the brake pedal went straight to the floor. The same thing happened with the 250 after it stood awhile. We let them sit for a half-hour, then recovered sufficient pedal, by pumping, to drive home in safety. In answer to our query, a brake specialist said – and we quote – "Don’t blame the car. The brake fluid’s at fault."

By stopping immediately after successive [but not necessarily hard] braking, heat from the breaks had been transferred to the hydraulic system – causing the fluid to boil. The effect was just the same as having air in the pipes. And, similarly, proper pedal was restored by bleeding the system.

We don’t hold the failure against the Cortina Six as such, but the episode certainly serves as a warning against letting any car rest immediately after the brakes have been used. Always allow some distance for cooling-down before parking.

Anyway, in respect of cooling-down [or warming-up] its occupants, the Cortina is well equipped for the job. The facia vents can supply copious streams of fresh air and output can be boosted by the fan, the switch for which is mounted beside the simplified heater/vent controls.

The previous foot-operated windscreen washer pump has been replaced by an electric system with a switch on the facia. There’s also a panel light switch which slides vertically to adjust illumination intensity. The dip switch, as before, is combined with the directional-flasher stalk on the steering column. Also on the column, the choke control is out of sight, and maybe out of mind. A warning light would be welcome.

Like the front seats, the rear bench is very comfortable and will accept two or three. Legroom varies from good to only fair depending on how far the front occupants stretch out.

The headlights are powerful and fully in keeping with the car’s cruising performance. But not so the horns; not on the test cars anyway. A more penetrating and authoritative note is essential.

And that’s how we see the Cortina Six. It has a few [fixable] flaws but the overall package is remarkably successful and appealing in the ways that count. We don’t doubt that its future is assured not only as a particularly good car but also as a deserving best seller.

Ford, too, has reason to thank the General for you know what.

Distinguishing the luxury Cortina XLE from other models are the standard vinyl roof, wheel cover, grille emblem, body side moldings, cloth seats, oil pressure gauge, tacho, carpet on door trims, console and rubber inserts on front and rear bumpers. Standard engine is the 250 CID six with T-bar automatic transmission.

Technical details Wheels road test

Make: Ford

Model: TC Cortina Six

Body Type: Four-door sedan

Price: $3035 [base]

Options: 200 + 250 – reclining buckets $30, vinyl roof $66, radio $94, electric aerial $23, laminated windscreen $51, heated rear window $40, radial ply tyres $53, heavy duty battery $6, four speed gearbox $155, 250ci engine $75.

Weight: [kerb] 2550 [2580]

Fuel Consumption:

Overall - 18.9 to 26.4 mpg

Cruising- 20 to 30 mpg

Test Conditions:

Weather conditions - fine, warm

Surface – Castlereagh Drag Strip

Load – Two persons

Fuel – Super

Speedometer Error:

Indicated mph – 30 40 50 60 70 80

Actual mph - 30 39 49 58 67 78

Maximum Speeds:

Speedometer indication, fastest run – 180 [190] kph

112 [118] mph

Acceleration [through gears]: [250 in brackets]

0-30mph 4.0 [3.5] sec

0-40mph 6.4 [5.5] sec

0-50mph 8.7 [7.9] sec

0-60mph 11.7 [11.0] sec

0-70mph 16.2 [15.2] sec

0-80mph 21.8 [19.9] sec

Standing Quarter Mile:

Fastest run – 18.0 [17.4] sec

Average all runs – 18.2 [17.5] sec

Specifications: Engine: Cylinders – Six in line

Bore and stroke – 83.6 x 79.5 mm, 3.68 x 3.13 in.

[83.6 x 99.3 mm, 3.68 x 3.91 in.]

Cubic capacity – 3280 [4100] cc, 200 [250] cu in.

Compression ratio – 9.1 to 1 [9.3 to 1]

Valves – OHV

Carburettor – Single throat down draught

Fuel pump – Mechanical

Oil filter – Full flow

Power at rpm – 130 [155] bhp at 4600 [4000] rpm

Torque at rpm – 190 [240] ib/ft at 2000 [1600] rpm

Transmission:

Type – Manuel three speed [four speed] all syncromesh

Clutch – Single dry plate, 9.5 in. Diameter, cable operated

Gear lever location – Floor

Final dive ratio – 2.92:1 [2.76;1]

Chassis and Running Gear:

Construction – Unitary

Suspension front – Independent, wishbones, coil springs

Suspension rear – Live axle, locating links, coil springs

Shock absorbers – Telescopic front and rear

Steering type – Rack and pinion

Turns lock to lock – 3.7

Turning circle – 32 ft [9.74m]

Steering wheel diameter – Oval 14.2 x 15 in.

Brakes type – Discs front, drums rear

Dimensions – Discs 248.9mm, 9.8 in. Diam,

Drums 228.6mm, 9.0 in. Diam

Dimensions:

Wheel base – [2578 mm] 101.5 in.

Track front – [1422 mm] 56.0 in.

Track rear – [1422 mm] 56.0 in.

Length – [4267 mm] 168.0 in.

Width – [1706 mm] 67.2 in.

Height – [1300 mm] 52.4 in.

Fuel tank capacity – [54.5 litres] 12 gallons

Tyres:

Size – 175 x 13

Pressures – 28 front/26 rear psi

Make on test car – Goodyear Power Cushion [Olympic GT]

Ground Clearance:

Registered – [162.5mm 6.4 in.
























How they engineered it


Much more than just an engine swap job was involved in Falconising, and Australianising, the Cortina... as this in-depth outline of the mechanical and structural changes explains.

FORD AUSTRALIA’s involvement with the Cortina entered a new and far reaching phase with development of the six cylinder version.

Previously the Cortina was almost identical to the British car and did not incorporate any substantial amount of local engineering. And unfortunately, for the owners and Ford, it doesn’t have a good reliability record.

The inception of the six-cylinder program entailed a power train unique to the local model and required a complete reappraisal of the Cortina’s engineering to meet new objectives.

Thus the Six has been redesigned to measure up to the same durability levels as the Falcon and Fairlane. These standards are a full 25 percent higher than for the British four-cylinder car and, importantly, apply equally to both the four- and six-cylinder editions of the now-Australian Cortina.

Engineering occupied 13 month’s with 100,000 durability-test miles being accumulated at Ford’s You Yang’s proving ground in Victoria.

Eight prototypes, including two wagons, were involved. Durability mileage concentrated on rough roadwork with three of the vehicles devoted to this aspect to check body structure rigidity and the suspension. Another two were allotted to general highway type durability mileage. Two more served for engineering tests, while the eighth was used mainly for brake development.

Apart from the obvious sharing of engine and driveline, other Falcon parts such as heater core, sun visors, seats, master cylinder, windshield washers, horns, headlights and gearshift mechanism have been adapted to the Cortina.

To make the four- and six-cylinder models as common to each other as possible, the Four incorporates virtually all the modifications introduced for the Six.

EXTERNAL CHANGES: The Six is distinguished by a new grille with twin headlights, a bonnet with a power bulge to clear the larger engines, and appropriate badges on the front fenders.

To ensure adequate cooling of the six, the front skirt panel below the bumper has an extra air intake opening of 30 square inches. This panel is common to both the Four and Six models.

BODY/CHASSIS: The Australian body/chassis unit has reinforced side rails and center pillar. Also reinforced by means of thicker material and additional welding is the cross member which carries the engine front mounts and front suspension. A tubular cross member has been added under the transmission.

The most obvious changes are in the engine compartment which has been lengthened to accommodate the six-cylinder engine – this being about nine inches longer and two inches taller than the two litre ohc four.

At the front is a new radiator support panel which enables the radiator of the six-cylinder car to be mounted three inches forward of the position in the four-cylinder model. The four-cylinder car uses the same support panel, but with the radiator mounted in its usual location.

The firewall panels behind the engine are also new. Made from thicker metal [increased from 0.035 to 0.048 inch], the panels allow for the greater length of the six-cylinder engine and increased transmission width. The panels also incorporate additional reinforcing channels.

A different front floor panel is used to provide clearance for the six-cylinder transmission.

ENGINE/TRANSMISSION:

Though the six-cylinder engines are essentially the same as used in the Falcon, detail changes have been necessary to adapt them to the Cortina. A different sump is fitted, for example, with the main oil reservoir at the rear so as to provide clearance at the front for the cross member.

For the same reason the oil pump has a new body which is a half inch shorter than that of the Falcon. Because of the new sump, the dipstick has been moved rearward, as has the oil pump pick-up screen. The oil filler tube, at the front of the rocker cover, is shortened to clear the bonnet.

The radiator in the Four is the same downflow unit previously fitted. The Six has a crossflow unit, the dimensions of which are the same in all instances, though the number of fins per inch differs according to the engine capacity and transmission type.

The spacer behind the radiator fan is shortened 0.058 inch to minimise engine overall length.

Front engine mounts for the Six are derived from the Capri V6.

DRIVELINE: Both the 200 and 250 sixes have the 9.5 inch clutch formerly specified only in the 250 Falcon. Unlike the Falcon, the clutch in the Cortina is operated by cable.

Basic transmission for the L and XL sixes is a three-speed manual unit which differs from Falcon application only having floor mounted stickshift. The shift mechanism incorporates a transverse rotating shaft with two keys, one of which actuates the shift rods to the gearbox while the other combines with a lock-out plate to prevent inadvertent selection of reverse gear.

The four-speed floorshift box, optional except when bench front seat is specified, is taken straight from the Falcon GT.

Also available only with floorshift, the optional automatic transmission, too, is basically the Falcon unit with minor recalibrations to suit the Cortina.

The Cortina Six uses a modified Falcon one-piece tailshaft. A similar shaft is scheduled for the Four now that repositioning of the engine and rear axle has made replacement of the two-piece shaft a feasible change.

The rear axle assembly on all Six and new series Four Cortinas is derived from the Falcon unit. The housings and axles are shorter than in the Falcon, and suitable brackets are provided to meet Cortina four-link rear suspension.

Though axle ratios of 2.92:1 and 2.76:1 are specified for the 200 and 250 Cortina Six respectively, alternative [lower] ratios from the Falcon range could be fitted – along with the limited-slip assembly – if required.

BRAKES: Brakes on the sedan are as before, but width of the rear drums on the wagons is increased from 1.75 to 2.25 inches.

On all models the master cylinder is borrowed from the Falcon and has an integral dual-circuit failure switch, the purpose of which is to seal off hydraulic fluid supply either to the front or rear brakes, as the case may be, if one develops a leak. A brake warning light on the facia is automatically activated when the ignition is on. If the light illuminates when the engine is running, failure in part of the hydraulic system is indicated.

SUSPENSION: Most major components of the suspension remain unchanged but there are many detail revisions.

Static height has been increased by about 0.5 and 0.75 inch at the front and rear respectively; to the same height as provided by the former Country Ride option suspension which is discontinued.

In the interests of ride and comfort the Six has softer spring rates than the Four.

RATE

Front Rear

FOUR 268.9 lb/in. 240 lb/in.

SIX 228.0 lb/in. 219 lb/in.

CAPCITY [mean]

Front Rear

FOUR 1117 lb 1120 ib

SIX 1261 lb 1327 lb

Front and rear dampers are calibrated to suit.

In the Six, the anti-roll bar is reshaped to clear the engine and its diameter is 1.0 mm larger than that of the Four.

To reduce the transmission of suspension and road shock to the cabin, larger diameter bushes are fitted at the rear upper arms, front suspension upper arm inner pivots and front suspension lower arms.

Falcon type bump rubbers are fitted to the front suspension.

STEERING: Steering ball studs are forged instead of being the case hardened type formerly used.

Suspension geometry is the same as in the Four except that the Six has 1.5 degrees caster instead of 3.5 degrees. This reduces the static load at the steering wheel to the same 32 pounds as the Four.

WEIGHT DISTRIBUTION

Front Rear

FOUR 54.6% 45.4%

SIX 55.8% 44.2%

And that’s it, to prove that under the skin the Cortina is very much a re-engineered car.



Additional information From: Wheels June 1972

Wheels July 1972

Tc Cortina Six Work Shop Manual