Obviously, no-one listened to the Ai Bullsh!t. It's a sad day when You Tube allows this dribble. Let's start: ❌ No bright work on the glasshouse of the A, B or C pillars..The exception was the front windshield and back light surrounds. 8:00❌ No Alloy SVO heads. 8:54 ❌ The axle and gearbox were not visible from the cabin. 9:00❌ No leather bound steering wheel or upholstery 13:11 ❌ No disc rear Brakes 13:38 ❌ Radiused Gaurds, not flared 14:00 ❌ In stock form, with 6150 rev limiter and ER60 15 Olympic Reflex tyres, 153 mph quoted from one reliable source. During development, and Without rev limiter, and without any thing but an expected 375 hp net, the car was aerodynamically, drivetrain and road load limited to about 155 mph. 170 mph requires over 500 hp net with that frontal area and drag factor. 14:20 ❌ Power steering wasn't supposed to be a feature I'd cite my sources, but it's a waste of time talking to a computer...
Really appreciate the feedback ! We are always trying improve and don’t get it right every time I can assure you we are not AI and will work on that Thank you for sharing your knowledge 🙏
@@RevvedUpMuscle kiss 😘✔️ Just to add 30 mph to a car that easily does 140 mph takes 1.914 times the road load at 170 mph. It takes 505.6 flywheel net hp for a XA to do 170 mph, and just 264.2 flywheel net hp to do 140 mph. At 153 mph, the top speed the XA Phase IV did, 371.5 hp net at the flywheel at the 6150 rpm rev limiter on ER60 15 tyres. It's not just drag factor and frontal area from aerodynamics, it's rolling resistance, drive train, and air density. This is how we know the Phase IV had at least 20 hp more than the Phase III and Phase II, because 144 mph ( the highest speed Mel Nicholls saw in the Phase III) required 311.4 hp net in an XY GTHO Phase III , which, with 350 hp net could have done 149.9 mph with a set of 3.00:1 gears. The Phase II , without a rev limiter, did 145 mph. Flywheel Net HP Figures from Hondata's LSR road load calculator, published in NZ Performance Car in October 1997, when Doug Macmillan took the 155 mph record in a 1.6 litre Honda CRX .
I agree with most of this. Rear discs? I believe they were supposed to happen. The rest I agree. And I was well around in those days. Remember though these were somewhat modified over the Ph3 in the engine. Ph3s are generally accepted to be 380hp pushing a big square box. And were defenitly 150+mph. XA while a bit heavier pushed a whole lot less air and then depending on diff ratio would be 10mph faster down Conrod. Roadcars? No. XA was the best GT. Not those fat arsed coupes though. Fat butt ugly!! I have owned 4 XA GTs over early 80s. Most I sold one for was $5 grand.
@@ldnwholesale8552 After the 69 Trans-Am Boss 302 teams switched to a 66 Thunderbird or Lincoln Continental Kelsey Hayes four pot front disc brake setup in the back, it was only a matter of time Ford introduced the 11 inch rear discs. The problem was the production Australian cars ran 11" rear discs, not KH 12 inches which were a welded up system that even Coca Cola No 9 used for the first few years in ATCC. The first recipient was the August 1973 P5 LTD, which was the only car that was Group 2 homologated with them until the XB and much later Nov 73 ZG. Ford Australia was first in the Ford world to have a US nine inch disc axle, and the US style shrink ring system was always a problem. The inside of the axle flange mounting and handbrake mechanism was fought with many development issues. Like the Australian GT single plate clutch, Ford Australia had to throw a lot of money at that rear disc brakes system when no one else was doing it. The XA Hardtop used and tested it, unapproved, in Freddie Gibson's car, about five months before it was given engineering approval for on the P5, which was signed off in early 73. After August 1973 (Sept for the XB, Nov for ZG), Disc brake rear ends were standard on all 'T' code cars from XB P5 onwards. K code 351 2bbl XB and ZG's, might have missed out.
'HO 004' is not a Phase 4. It was a stock XA GT which had a roll cage put into it, and some bolt ons put onto the motor when it left Lot 6. This is a word for word copy of a letter written by the original owner of this very car. Its from issue 8 of Australian Muscle Car: Muscle Mail page 37 ‘My name is Keith Lea. I managed the McLeod Ford smash shop from1970-1974. During this period I took the opportunity to purchase the Phase Four ‘’XA-3’’ now owned by Paul Carthew, through McLeod Ford and directly off Ford Special Vehicles(FSV). I was the first owner of this vehicle. To clear up a matter of conflict, when the car arrived at McLeod Ford from FSV, it had a roll cage, standard 12-slot wheels, aluminum sheeting in the boot and parcel tray, 36-gallon tank, finned drum rear brakes with a 9-inch diff, winged sump, Phase Three sway bar, heavy duty tailshaft and top loader (gearbox), which was of my opinion a close ratio. Other than that, it was an XAGT. The car as delivered from FSV was not a race vehicle. For that matter it was not a road vehicle. It needed to have the front grille, driving lights, chrome and indicators fitted. The entire car needed its bolted on panels fitted correctly. To race the car in the 1972 Hardie-Ferodo it would have needed serious sorting out. It was a very long way off being a factory race car. This car came off the assembly line in 1972. I believe (Paul Carthew) purchased the car recently?. A lot has happened in that period of time. It is not the same car that left FSV. Whatever has happened in the last 30 odd years I can’t be sure. Either way it is a special car, enjoy it’.
The RPO83 is a completely different machine to the Phase 4, whilst yes obviously both are XA GTs, the RPO83 only received a small number of bolt on mods, carby, extractors etc, none of the other parts or engine upgrades.
@@hardtophub hate to say it my dad worked at a dealer and the engines were put in the rpo cars plus a number of models like fairlanes as ford had to use the blocks and cranks specd for phaze 4
One of Australias never available cars. 3 or 4 made, and never sold to the public. Like 308 Torana XU1s. They were crushed!! A few dealers however did their own versions with all the parts from GMH. Or 340 4 speed Charger RT 6 Packs. A couple were made,then stripped and a few executive cars ended up with 340 4bbl engines and AUTO transmissions. They imported several engines from the US. Usually 770s. For those in the know the 340 6 pack engines were sold off for racing only. The 4 speeds as well. Though the testing that did happen sursprisingly had them no faster than the 6 pack 6s. This from people involved
Nice. Too bad they never got to the phase 5,which would have been the XA/XB hardtop. The 4 didn't have rear discs they were drums the first Ford and first Aussie car to have rear discs was the P4 '73 LTD.
Bullshit, Holden had XU2 AV8 version of the XU1 and having owned and been in a few converted to V8 they would of kicked this things butt with light weight and superb handling. anyone ever owned a LC/LJ know they were like go carts for the road. Also Holden HSV GTSR W1 Maloo sells for $1.05 million was most expensive Australian made car sold...
No leather was ever used on the interior… and the steering wheel was wrapped in plastic … don’t know what car your talking about… And …these cars were banned from racing not because they were too fast but because they floated… Yes… over 140 mph the front end came up off the ground…And Ford didn’t want to admit it …!!!!😠
![Lp. Сердце Вселенной #60 РОЖДЕНИЕ ЛОЛОЛОШКИ [Финал] • Майнкрафт](http://i.ytimg.com/vi/YoR0pAV9FVQ/mqdefault.jpg)
Obviously, no-one listened to the Ai Bullsh!t. It's a sad day when You Tube allows this dribble. Let's start:
❌ No bright work on the glasshouse of the A, B or C pillars..The exception was the front windshield and back light surrounds.
8:00❌ No Alloy SVO heads.
8:54 ❌ The axle and gearbox were not visible from the cabin.
9:00❌ No leather bound steering wheel or upholstery
13:11 ❌ No disc rear Brakes
13:38 ❌ Radiused Gaurds, not flared
14:00 ❌ In stock form, with 6150 rev limiter and ER60 15 Olympic Reflex tyres, 153 mph quoted from one reliable source. During development, and Without rev limiter, and without any thing but an expected 375 hp net, the car was aerodynamically, drivetrain and road load limited to about 155 mph. 170 mph requires over 500 hp net with that frontal area and drag factor.
14:20 ❌ Power steering wasn't supposed to be a feature
I'd cite my sources, but it's a waste of time talking to a computer...
Really appreciate the feedback ! We are always trying improve and don’t get it right every time
I can assure you we are not AI and will work on that
Thank you for sharing your knowledge 🙏
@@RevvedUpMuscle kiss 😘✔️ Just to add 30 mph to a car that easily does 140 mph takes 1.914 times the road load at 170 mph. It takes 505.6 flywheel net hp for a XA to do 170 mph, and just 264.2 flywheel net hp to do 140 mph. At 153 mph, the top speed the XA Phase IV did, 371.5 hp net at the flywheel at the 6150 rpm rev limiter on ER60 15 tyres. It's not just drag factor and frontal area from aerodynamics, it's rolling resistance, drive train, and air density. This is how we know the Phase IV had at least 20 hp more than the Phase III and Phase II, because 144 mph ( the highest speed Mel Nicholls saw in the Phase III) required 311.4 hp net in an XY GTHO Phase III , which, with 350 hp net could have done 149.9 mph with a set of 3.00:1 gears. The Phase II , without a rev limiter, did 145 mph. Flywheel Net HP Figures from Hondata's LSR road load calculator, published in NZ Performance Car in October 1997, when Doug Macmillan took the 155 mph record in a 1.6 litre Honda CRX .
I agree with most of this. Rear discs? I believe they were supposed to happen. The rest I agree. And I was well around in those days.
Remember though these were somewhat modified over the Ph3 in the engine. Ph3s are generally accepted to be 380hp pushing a big square box. And were defenitly 150+mph. XA while a bit heavier pushed a whole lot less air and then depending on diff ratio would be 10mph faster down Conrod.
Roadcars? No.
XA was the best GT. Not those fat arsed coupes though. Fat butt ugly!! I have owned 4 XA GTs over early 80s. Most I sold one for was $5 grand.
@@ldnwholesale8552 After the 69 Trans-Am Boss 302 teams switched to a 66 Thunderbird or Lincoln Continental Kelsey Hayes four pot front disc brake setup in the back, it was only a matter of time Ford introduced the 11 inch rear discs. The problem was the production Australian cars ran 11" rear discs, not KH 12 inches which were a welded up system that even Coca Cola No 9 used for the first few years in ATCC. The first recipient was the August 1973 P5 LTD, which was the only car that was Group 2 homologated with them until the XB and much later Nov 73 ZG. Ford Australia was first in the Ford world to have a US nine inch disc axle, and the US style shrink ring system was always a problem. The inside of the axle flange mounting and handbrake mechanism was fought with many development issues. Like the Australian GT single plate clutch, Ford Australia had to throw a lot of money at that rear disc brakes system when no one else was doing it. The XA Hardtop used and tested it, unapproved, in Freddie Gibson's car, about five months before it was given engineering approval for on the P5, which was signed off in early 73. After August 1973 (Sept for the XB, Nov for ZG), Disc brake rear ends were standard on all 'T' code cars from XB P5 onwards. K code 351 2bbl XB and ZG's, might have missed out.
@@RevvedUpMuscle well how come your voiceover is sooo bad if its not AI
'HO 004' is not a Phase 4. It was a stock XA GT which had a roll cage put into it, and some bolt ons put onto the motor when it left Lot 6.
This is a word for word copy of a letter written by the original owner of this very car. Its from issue 8 of Australian Muscle Car: Muscle Mail page 37
‘My name is Keith Lea. I managed the McLeod Ford smash shop from1970-1974. During this period I took the opportunity to purchase the Phase Four ‘’XA-3’’ now owned by Paul Carthew, through McLeod Ford and directly off Ford Special Vehicles(FSV). I was the first owner of this vehicle. To clear up a matter of conflict, when the car arrived at McLeod Ford from FSV, it had a roll cage, standard 12-slot wheels, aluminum sheeting in the boot and parcel tray, 36-gallon tank, finned drum rear brakes with a 9-inch diff, winged sump, Phase Three sway bar, heavy duty tailshaft and top loader (gearbox), which was of my opinion a close ratio. Other than that, it was an XAGT. The car as delivered from FSV was not a race vehicle. For that matter it was not a road vehicle. It needed to have the front grille, driving lights, chrome and indicators fitted. The entire car needed its bolted on panels fitted correctly. To race the car in the 1972 Hardie-Ferodo it would have needed serious sorting out. It was a very long way off being a factory race car. This car came off the assembly line in 1972. I believe (Paul Carthew) purchased the car recently?. A lot has happened in that period of time. It is not the same car that left FSV. Whatever has happened in the last 30 odd years I can’t be sure. Either way it is a special car, enjoy it’.
Politicians to this day still ruin anything good to come out of Australia.
Beautiful machine. 😍
It really is!
Technicaly all 300 were made but were sold as rpo 83 between coupe and 4 door falcons in the XA models
The RPO83 is a completely different machine to the Phase 4, whilst yes obviously both are XA GTs, the RPO83 only received a small number of bolt on mods, carby, extractors etc, none of the other parts or engine upgrades.
@@hardtophub hate to say it my dad worked at a dealer and the engines were put in the rpo cars plus a number of models like fairlanes as ford had to use the blocks and cranks specd for phaze 4
ffs look at that car !!! what a beast of a thing 🇦🇺🇦🇺
One of Australias never available cars. 3 or 4 made, and never sold to the public. Like 308 Torana XU1s. They were crushed!! A few dealers however did their own versions with all the parts from GMH.
Or 340 4 speed Charger RT 6 Packs. A couple were made,then stripped and a few executive cars ended up with 340 4bbl engines and AUTO transmissions. They imported several engines from the US. Usually 770s. For those in the know the 340 6 pack engines were sold off for racing only. The 4 speeds as well.
Though the testing that did happen sursprisingly had them no faster than the 6 pack 6s. This from people involved
Nice. Too bad they never got to the phase 5,which would have been the XA/XB hardtop.
The 4 didn't have rear discs they were drums the first Ford and first Aussie car to have rear discs was the P4 '73 LTD.
Bullshit, Holden had XU2 AV8 version of the XU1 and having owned and been in a few converted to V8 they would of kicked this things butt with light weight and superb handling. anyone ever owned a LC/LJ know they were like go carts for the road.
Also Holden HSV GTSR W1 Maloo sells for $1.05 million was most expensive Australian made car sold...
Roll cage and wrap around tail lights, leather upholstery and Leather steering wheel, rear wing?
NEVER HAD ALLOY HEADS!!
I doubt it's worth $2,000,000 today, maybe 1.5?
$2M would be a conservative estimate, very very, very conservative.
@@hardtophub nah, the market has softened a lot since then. Trying to use "conservative" language!
@@hardtophub If youre referring to 'HO-OO4' more people are starting to become aware of that car, and that its not what its cracked up to be.
exceptional handling abilities ??? 😅😂😂😂😂..this AI crap has never driven an XA falcon
Wrong only three made.
You never say at the being. Fail. No resuch done fail.
No leather was ever used on the interior… and the steering wheel was wrapped in plastic … don’t know what car your talking about… And …these cars were banned from racing not because they were too fast but because they floated… Yes… over 140 mph the front end came up off the ground…And Ford didn’t want to admit it …!!!!😠
Meh 🫤
Here i was thinking i was learning something. Tyrns out its full of shit smh...