Factory Racer '72 XA GTHO

When Ford released the GT Falcon in 1967 with the XR model it set the motoring world into raptures, because for the first time the public could buy a purpose-built V8 powered Grand Tourer. After the XR GT won Bathurst, Ford followed it up with the 302ci XT GT in ’68, and in ‘69 Ford really began getting serious with the bigger 351ci Windsor V8 engine in the XW for the first GT HO.

In 1970 the 4V version of the new Cleveland engine was installed in the XW GT HO Phase II, and 1971 would see the release of the XY model Falcon and the GT HO Phase III. Ford claimed the Phase III produced 300hp however that figure was somewhat conservative with the true figure up over 370hp, which suggests that Ford knew that it wouldn’t be long before the do-gooders were onto them.

1972 saw a brand new Falcon hit the showroom floors with the introduction of the Australian designed and built XA model. With this new model came a new GT and the motoring public knew that it would not be long before another HO was released. Before anything could happen of course Ford Special Vehicles had to produce at least one prototype for evaluation, and with that an order was placed.

Ford Special Vehicles placed an order for a 4-speed Brambles Red XA GT late in May '72 with another two ordered a week later. Two cars were to be transformed into full Phase IV race car specifications while the third was being prepared as a backup car. Work began immediately on the cars which would see them seam welded, their guards rolled, and they were fitted with full roll cages and an integrated fire extinguisher.

All of the running gear was removed in readiness for a 4-bolt block built to Phase III specifications with the addition of a revised camshaft, reworked 4V cylinder heads and a large-capacity sump.

Unfortunately as we know the Phase IV never went into production and only one example made it down the assembly line and to a dealership, whilst the three prototypes for racing were basically swept under the rug.

Had it been during an election or time of conflict, chances are that this story would have just been another page-filler in the motoring section and may have even slipped through unnoticed. The outfall of this article lead the government to put pressure on the car companies to cease development of these vehicles at once, and with that the big three aborted all their plans for another high powered road car.

After the pin was pulled on the Phase IV project the older XY Falcon race cars were wheeled back into the workshop at Lot 6 Mahoneys Rd and the XAs Falcons were pushed aside. As it happened, charismatic Sydney Ford dealer Max McLeod was in Melbourne at the time. He paid a visit to Ford Special Vehicles and expressed interest in buying one of the now defunct Phase IV prototypes.

As luck would have it Ford was willing to offload the car however the only one still available was incomplete, but nevertheless Max paid around $7000 and the order was placed. It would seem that at this stage an FSV employee was given the task of completing the car which already had its comprehensive roll cage installed and all seam welding completed. Underneath the car sat its 3.0:1 Detroit Locker 9in diff and all that was left to do was to install the Phase IV spec ‘QC’ engine and wide ratio Toploader gearbox.

Once completed the car was loaded onto a transporter and delivered to McLeod Ford in the Sydney suburb of Rockdale. But instead of being put on the showroom floor to draw people in, the GT was set aside in the back of the workshop where it sat for two years untouched with the idea of using the car as spares for the McLeod Ford John Goss race car.

Finally in early 1974 it was decided to dust the car off, give it a once over and put it on the lot fitted with all of the Phase IV gear, roll cage and all. This is where the car gets its first owner; Darrell Matherson from the Sydney suburb of Campsie. Darrell kept the car for near on three years where it covered less than 2000 miles.

A few owners later, the current owner Paul Carthew bought this car in early 2000, and he was amazed at how original the car had remained after all those years. Paul said “everywhere you looked the car could not be faulted; it was like stepping back in time”. With still only 3588 miles on it there is no wonder it was perfectly preserved.

In 12 years Paul has still only added another 1000 miles to the car because, as he says, “they are only original once”, however he did put the car through its paces at the 2012 Muscle Car Masters. Paul told us that he was taken aback by the car’s acceleration and even with the 3.0:1 diff it seemed as though the engine was just going to keep spinning way past the redline.

You cannot help but wonder had these cars had gone ahead would they have been a track weapon just like the Phase III before it, and would we have perhaps seen the XB GT HO Phase V and so on. Unfortunately we will never know, however it is great that there are still two examples out there to remind us of what could have been.

So what does the future hold for Paul’s rare XA? Well one thing is for certain, we cannot see it racking up a lot of miles, however Paul does enjoy getting it out to attend various car shows. Paul believes that cars like this should be taken out in public for people to see and not be stored away under lock and key forever.

There have been arguments for many years over which XA is which in that famous pic with the three GT Falcons sitting in the workshop in various stages of construction, and Paul believes 100% that his car was destined to be the Moffat car. At the end of the day though what does it really matter? It’s just great to see that the two remaining cars are still out there alive and kicking and will be for years to come.

To read the full, detailed story, including an explanation of what Holden and Chrysler were doing at the same time in an effort to compete with the Phase IV that they were expecting, grab issue 105 of Street Fords magazine, currently on sale.