Ford Falcon 2011 review

THE XR6 has long been a loved Ford Falcon for its mix of punch and brightness. So the arrival of a new one has us hauling out the checklist. Brawny looks - tick. Roomy cabin - tick. LPG - WTF?

Yes, the cabbies' favourite fuel has migrated from the base-level XT into the rest of the Falcon sedans and utes, with every model getting a gas-up. But before you run shrieking into the street to check if the sky is also falling, first check out the current price of petrol, and the advances in LPG systems.

Technology

The exiting E-Gas Falcon used LPG in vapour form, delivering it to the cylinders under pressure.

The new gas Falcons use the latest liquid-phase injection - dubbed EcoLPI by Ford - that uses a fuel rail to deliver liquid LPG, which vapourises in the intake to cause a denser, cooler dose of air entering the system, with benefits for power, torque and economy.

So compared to the vapour system, this one results in the 4.0-litre six-cylinder engine using considerably less fuel (12.5L/100km vs the previous Falcon's 14.9L/100) while delivering 198kW of power and 409Nm of torque - impressive increases of 42kW and 38Nm respectively.

But it's also ahead - albeit by not so wide a gap - on the petrol XR6's 195kW/391Nm outputs. And with the addition of a great six-speed automatic transmission, that means this is a gas Falcon you'd consider taking home to meet the family.

Value

Why would an XR6 fan move across to LPi? Because they'd get sick of pouring petrol down its throat, and be attracted by a tank fill that doesn't run into three figures.

From that point of view, you have to measure the $46,490 EcoLPi against the $43,090 automatic petrol XR6 at 9.9L/100km - remembering that the government rebate wipes out $2000 of the difference (leaving you just $500 to recoup) and that while you use more litres on LPG, the price is about 40-50 per cent of unleaded.

By those calculations, the EcoLPi pays for itself by 10,000km - in about eight months for an average private driver, as little as three months for a business, and about three weeks for a taxi. That repay period will extend a bit longer after an excise is applied at the end of 2011, starting at 2.5¢/L and rising to 12.5¢/L over five years.

If you're happy with LPG, what are the other options in the large car class with the XR6's level of fit-out? There's a dedicated LPG Holden Commodore on the way next year - promising significant improvements in fuel economy, and an underfloor tank that will stop the signature chomp into boot space.

But for moment, the closest you'll get from Holden is the dual-fuel Commodore Berlina,  At $45,890, it's $600 cheaper than the EcoLPi XR6, but the Holden's 175kW/325Nm 3.6-litre V6 is also thirstier at 14.2L/100km, the four-speed auto should have been retired long before now - and the new one will put the current model out to pasture.

If you don't mind taking your petrol with an electric chaser instead of gas, there's the Toyota Camry Hybrid in Luxury spec at $39,990. But it's front-wheel drive, continuously-variable transmission and - if not exactly chalk and cheese - overprocessed cheddar compared to the tangy bite of the XR6.

Design

The XR6 gets all the Falcon sports touches, and it's a large and handsome beastie.

Our test car took it a bit too far with a lurid purple paint job, but otherwise the details were well judged for the market - blue saddle-stitching on the mesh-textured upholstery echoing the blue-it switches and dials, a well-shaped wheel (with the hub bearded with buttons and controls so you don't have to fumble for them on the spokes), soft-touch plastics and a colour digital info/entertainment control screen that gathers together a lot of functions, leaving the dash uncluttered and crisp.

But while there's plenty of space for people, there's not much room for their stuff.

For a start you have to make the usual choice between boot space and a spare - which is an optional extra if you don't want to risk travelling with a goo kit or a space saver spare. And there's poor personal storage, stingy door pockets, slim useless slots in the centre stack and a small glove-box despite the deep dash.

Safety

It gets five stars in crash testing, and has anti-skid brakes, brake assist for panic stops, brake-force distribution to share the effort around if the car is loaded unevenly, and four airbags. But disappointingly for a family car - and one at this price - you have to shell out extra for curtain airbags and reversing sensors.

Driving

The only hint the XR6 is running on gas is when you first turn the key, and get a slight hesitation. From then on, it's impressive acceleration. Plant your foot hard and it gathers itself for a nanosecond before it delivers, but feed it steadily and it gives a steady and strong answer.

See a break in the traffic and want it? No problem, no hesitation and no fuss. But also no engine growl. There's plenty of sting but no soundtrack.

It's very good over potholes and rough-patched bitumen, where you can feel the poor surfaces, but not in a way that becomes tiresome. And that's no surprise, because Ford has spent decades building cars for rubbish Aussie roads.

Visibility is good, mainly because the C-pillars don't aid and abet blind spots and the big hungry mirrors are an enormous - literally - help in seeing what's on your flanks It's got a reasonable turning circle, but there's no mistaking that it's a big, Aussie-built car - and admittedly the patriotism factor might help sales.