1963 Ford Falcon Reviews

The final chapter in Ford Australia's muscle-car story is a supercharged, track-focused V8 hot rod. Blast hurrah.This is what you call going out with a bang. The XR8 was finally reinstated to the struggling Falcon line-up last year after it was dropped back in 2010.The supercharged V8 hero arrived too late to save the Falcon, with Ford's local production set to end in October next year, but it will at least give Ford fans something to smile about.The XR8 is essentially a reborn FPV GT-RSPEC, a track- focused muscle car, which has been updated with new styling and some fresh technology.The XR8 is effectively an FG Falcon with Ford's latest corporate designed nose and tail.It looks like the soon-to-be-released Mondeo (sold as Fusion in the US), with a little bit of Mustang mixed in.It has a subtle raised bonnet, instead of the bold power bulge of the FG model, and W-shape LED lights that give the car a more aggressive look.The interior is updated slightly, with a new-look screen, instrument cluster and fresh leather trim (with new seats).It looks neat and clean and everything is within reach, but it also looks very dated.The eight-inch touch screen looks good and has the latest Sync 2 system, which, among other things, means the car can call for help automatically in the event of a crash. There are two USB charger points in the centre console too.There is plenty of room in the cabin and the leather seats are very comfortable. The driver's seat is still too high, even though the cushion has been recut to lower the seating position.The XR8 has satnav and a reversing camera as standard. Unlike the SS-V Redline Commodore, it doesn't get self-parking, but that's unlikely to bother the target market.The XR8 is a snorting muscle carThis is a muscle car, made for people who enjoy their driving. More importantly, the XR8 misses out on a heads-up display, which is a notable omission in a car that requires close attention to the speedo. There is no option of any automatic emergency braking either.The XR8 is a snorting muscle car, but is actually quite refined around town, when driven smoothly. The optional automatic is the best choice for anyone who is going to spend most of their time in the traffic, as the manual is fairly clunky.The XR8 has a stiffer suspension package; the old cars would slump into a corner and float around over bumps.This car is well tied down, and feels sharper and more responsive through corners, helped by its precise, well-weighted steering. The penalty, on bumpy roads, is a jittery ride, bordering on harsh.Wider rear tyres now mean the XR8 is less of a handful and can sling out of corners fast, instead of sliding about.The transmission also helps with the driving experience, intuitively adapting to more enthusiastic driving and extracting the most out of the big V8.This engine is an absolute gem.Not satisfied with a 5.0-litre V8, FPV threw a supercharger into the mix as well.It has a wicked soundtrack, a mix of supercharger whine and exhaust thunderOfficially, it has 335kW, but it actually produces 375kW thanks to a supercharger overboost function that operates almost all the time in all gears, except first. That makes the SS Commodore's 270kW (260kW as an automatic) look and feel paltry. It is a thrill to accelerate and has way more torque than you need in any gear.Buyers should do the odd track day to unleash this beast.It has a wicked soundtrack, a mix of supercharger whine and exhaust thunder, with some cracking and popping thrown in.It is a thirsty beast and expect it to go well above the official fuel economy figure of 13.6L/100km, but hey, this is a hot rod that probably won't be used for commuting.

As another bumper weekend of cricket looms, James Stanford asks if a four can ever be better than a six.

Priced identically and with big-bore V8s, the Holden and Falcon bear the makers' standards as the genre comes to an end. 

The Falcon GT may be dead, but the elements we loved most live on in the new FG X XR8 which forms a new performance flagship in the leadup to the Falcon’s late 2016 end date.  Returning after a four year hiatus, the XR8 has often been a slower alternative to an SS Commodore, and even trumped at times by its six

Joshua Dowling road tests and reviews the FG X Ford Falcon at its launch.

Ford Australia has started the final chapter of a story that began in 1933.This week in Albury, it launched the last ever locally made Ford ute, the FG X, which will be produced until mid-2016 when Ford shuts its Australian factories for good.The locally made sedan-based ute has a special place in Australian automotive history, given it was invented by young Ford designer Lew Bandt.His creation came after a letter had arrived at company headquarters requesting a dual-purpose vehicle that was smart enough to drive to church, but practical enough to cart livestock to market.Back then, when delivery trucks had basic half-door cabins (or no doors at all), its passenger car cabin must have seemed luxurious.In terms of ride quality, it is superior to the importsAustralia’s obsession with utility vehicles grew even stronger when the Falcon-based ute, an Australian version of Ford’s American Ranchero, was launched in 1961.It outlived both the long-wheelbase Fairlane and the Falcon wagon. More recently, vastly improved workhorse utes (including crew cabs) from Thailand such as the Toyota HiLux and Ford Ranger have eroded its market share — and that of the rival Commodore ute — dramatically.Lower sales have meant less money to invest in new models and that is reflected in the lack of significant change in the latest model.The FG X ute doesn’t get all the upgrades that come with the sedan, which is perhaps why Ford didn’t include it in the official launch drive.Luckily, it brought an EcoLPI XR6 Ute along to haul spare wheels and this column leapt in to commandeer it.The ute looks the same from the rear but it gets the new Ford family front end, including its aggressive narrow headlights and daytime running lights. There are no aluminium body parts but the bonnet is made from super high-tensile steel that is lighter but also stronger than before.Inside, it gets a new eight-inch high-res touchscreen, new seats and trim and a fresh instrument cluster. It has a new radio, with dual antennas, which can also receive digital radio stations.New wide blade automatic windscreen wipers have also been fitted.There are no changes to the ute’s engine line-up, which comprises a regular 195kW petrol six-cylinder, the 270kW XR6 Turbo and the 198kW EcoLPI. There is no four-cylinder or V8 option.The petrol and gas non-turbo six-cylinder models get a converter that is able to save fuel without affectingrque refinement.Ford has rejigged pricing and the range runs from the base ute at $39,390 through to the red-hot XR6 Turbo at $39,810.Our XR6 gas-powered EcoLPI Ute is normally $35,140 but was fitted with the $4350 Luxury Pack that includes sports leather seats, satnav and 19-inch alloy wheels.The last ever Falcon is a handy work tool that also happens to comfortable and fun to driveIt is a smart-looking ute, especially thanks to the LED running lights that flash on when you flick the key in the ignition.The seats are more supportive than before and the leather trim looks classy. The interior still looks dated but it is still far more refined than any of the imported workhorse utes.In terms of ride quality, it is superior to the imports.The EcoLPI engine is an absolute beauty. It is well worth the $2500 premium and is noticeably more potent than the already pokey petrol six-cylinder (it has 18Nm more torque).Even better, the LPG tanks don’t intrude into the cargo area and there is still enough room for a spare wheel under the tray (this is not the case with the Holden LPG Ute).With a payload of up to a tonne and maximum tow rating of 2300kg, the last ever Falcon is a handy work tool that also happens to comfortable and fun to drive.It’s a concept that will be missed.

Not a lot of new Ford Falcons are sold these days, so there's a shortage of late models on the used-car scene, but certainly no lack of offering built prior to 2010. For many years Falcon was a huge seller in Australia as the car suits the needs of many local buyers, particularly those in country areas. Built tough for Australia may sound a bit corny, but Falcon certainly answers to that description.Falcons have seating for five occupants, though four works better if they are all adults because the transmission tunnel takes up a lot of footroom in the centre-rear position. Legroom and headroom are ample for all but the largest adults in the remaining four seats. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.The boot in the sedan is relatively shallow, but it's easy to load thanks to a good-sized opening. From the BA Falcon model onwards things are better, though the boot's still on the shallow side.Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area. The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn't a success, as SUVs were starting to make inroad in the wagon market, so it was discontinued in 2010.Handling is surprisingly good for a car of this size and mass. You wouldn't call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. Very common in taxis, but less so in private cars (except in Victoria) this engine is all but indistinguishable from a petrol unit to drive. The LPG engine is thirstier than the petrol so fuel range suffers.The BA Falcon's six-cylinder engine is noticeably smoother and offers even better performance than the units it superseded. Ford fitted a 5.0-litre V8 to the AU, but it didn't have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights. There was a choice of two - both with a capacity of 5.4 litres. One has a single-cam cylinder head, the other a twin-cam setup.The EcoBoost Falcon has what many say is the best non-V8 engine of them all. It provides excellent performance and nimble handling, due to the lighter weight of the smaller engine. Buyers in this market segment can be on the conservative side and they stayed away from the EcoBoost in droves, so you can pick up a real bargain as a used-car.Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installed. The ZF was originally only fitted in the topline variants. With the introduction of the FG range all received the six-speed auto, with the exception of the LPG powered models, which held onto the four-speed auto until the launch of the new-design LPG model in July 2011, when it received the six-speed.These are very simple cars to work on, with plenty of underbonnet and undercar spaceManual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 because they can affect resale value. The manual was a five-speed until the BF series, when a six-speed was installed.Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia. Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker.These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work. Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and more expensive for a turbo six.WHAT TO LOOK FORMany thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG; while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.Engine wear is indicated by a reluctance to start and smoke from the exhaust and/or the oil filler cap when the engine is revved after it has been idling for more than about a minute. Four-speed automatics can cause problems on hard-driven cars, especially if they have done a lot of work. Check they change gears cleanly and don't hunt up and down through the ratios.Be suspicious of any automatic that's slow at going into gear from Neutral or Park. Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by bored kids. In station wagons have a good look at the load area for signs of commercial use.Rust is more unusual in these newer Falcons than old ones. If you do find rust the Falcon may have been poorly repaired after a crash.CAR BUYING TIPBig old used cars that have been looked after properly and driven correctly can be picked up for pretty low prices these days. Don't forget to have a professional inspection, though.

Graham Smith road tests and reviews the used Ford Falcon G6E 2011-2012.

Until recently the idea of Australia’s iconic Ford Falcon being powered by a turbocharged 2.0-litre engine would have been seen as sales suicide.

We turn the spotlight on the Ford Falcon G6E Turbo and answer the questions, including the biggest one -- would you buy one?