1963 Ford Falcon Reviews

No matter how schmick the car looks, though, at this sort of money there are probably one or two expensive time bombs lurking within it.

So. This is the car that is going to save Ford's bacon?Just as Holden did with the Commodore in the early 80s, Ford has introduced a four cylinder Falcon in the name of better fuel economy. The difference is that this four is turbocharged to compensate for its smaller capacity. But is it all too little too late?It's a 2.0-litre four cylinder engine with direct injection that produces 179kW of power at 5500 revs and 353Nm of torque at 2000 revs.This compares with the good old 4.0-litre straight six that delivers 195kW and 391Nm and the the EcoLPi (liquid LPG) engine that kicks out an impressive 198kW and 409Nm.The asking price for the six and the EcoBoost four is exactly the same, making the decision easier  but the LPG model is $2500 more which has us reaching for the calculator.At the time of writing the cost of unleaded was $1.34 a litre and LPG 61 cents per litre. After doing the sums, the cheapest of the three variants to run works out to be the LPG model at $7.61 per 100km.The EcoBoost model on the other hand costs $10.93 per 100km and the six at $13.36 per 100km to fuel. But, because it cost $2500 more, it will take 75,000km before you recoup the $2500 outlay for the LPG model and it starts to pay for itself. Given that 80 per cent of Falcon sales are to fleets, they would be turning them over long before that.Fine. It's smooth, quiet and comfortable and there's no bloody great spare hogging the boot as with the LPG model. It doesn't have the same urgent feel as the six, but it's certainly no slouch and if you've never had it you're not going to miss it. After about 500km we were getting 8.3 litres/100km which is pretty close to the manufacturer's claim.But apart from the promise of better fuel economy what does the car have to offer? The Commodore in all guises looks sporty, but the Falcon sadly does not.Nothing has changed much apart from the centre computer screen which is larger and has been relocated to the top of the dash. Our test car was the G6 priced from $40,835 which is one step up the ladder from the base XT and as such is better equipped.But the Commodore can't really be considered its primary competitor any longer and the Falcon is starting to look pretty ordinary compared to the competition. The big touchscreen is in truth a waste of space without satnav or a reversing camera.And the steering wheel controls for cruise and audio need to be backlit because they're invisible in the dark. The driver's window is not even auto up.

Graham Smith reviews the 2008, 2009 and 2010 Ford Falcon as a used buy.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Ford has a bunch of powertrain alternatives in its Falcon these days — including a new 2.0-litre turbo four called the EcoBoost. There are naturally aspirated and force fed 4.0-litre petrol sixes and the EcoLPi gas burning 4.0-litre six though it doesn't really burn gas, it consumes LPG in a liquid state.How much?The EcoLpi range starts at $39,735 for the base XT model. We drove the next model up G6 at $43,335. Is it worth the extra dosh? Not really.What are competitors?Holden's new LPG Commodore as of now and possibly the Toyota Hybrid Camry which is a smaller car — with the same mind-set.What's under the bonnet?Plenty of poke comes from the 4.0-litre straight six that's been extensively modified to run liquid phase gas — a system that runs very much like the normal Falcon petrol injection system. The EcoLPi scores different pistons, higher compression, altered transmission, fuel line upgrade and other techo stuff.How does it go?Really well, significantly better than the petrol six offering strong off the line and mid-range response, quiet and smooth running, no hiccups or backfiring thank you very much.Is it economical?Goes through about 12.3-litres of LPG/100km but running costs are low due to the price of LPG, currently around the 80 cent mark or about half what you pay for petrol. The Federal Government is looming with progressive exise on the fuel — just to make it less attractive. Boot space is compromised.Is it green?Somewhat better than petrol but you use more so.....Is it safe?Falcon FG is a five star car augmented on the MkII model with reverse sensors and more air bags as well as other detail changes.Is it comfortable?It's an excellent car to cover long distances, supple, smooth, quiet, powerful and it won't break the bank at the bowser.What's it like to drive?Still a big barge but roomy and comfortable. The brakes feel a bit mushy , the steering is fairly direct and the ride is compliant. Ideal family hack dynamics.Is it value for money?The G6 is getting up there closing on 45 grand so we'd be happy with the XT even though spec' is less. Four grand is nothing to sneeze at.Would we buy one?Yes, in front of the Commodore every day and certainly in front of the Falcon Ecoboost which would be about the same in fuel useage as the standard six.FORD FALCON FG MKII EcoLPI Price: from $39,735Warranty: 3 year, 100,000kmSafety: Five star, ANCAPEngine: 6 Cylinder, 4.0 Litre, LPG, 198kW/409NmTransmission: Sports Automatic, Rear Wheel DriveBody: 4 Door SedanThirst: 12.3 / 100Km, CO2 199g/kmWeight: 1718kg 

There's no V8 in the Ford Falcon lineup (you'll have to go to FPV for that) so the top dog Falc' is now the G6E Turbo priced at $56,235. No V8 Falcon gives Holden a serious leg up with petrol heads but truth be known, the turbo Falcon is probably a quicker car than the V8 Holden and uses less fuel. One reason for that is the Falcon's peak torque delivery comes in at a low 2000rpm, thousands lower than the Holden donk so it's pulling  hard while the V8 is still winding up. Ford recently upgraded the FG Falcon to Mark 2 spec' which brought more goodies for less money. The G6E Turbo now has a reversing camera, upgraded audio and SUNA satnav system fatigue warning, improved sound deadening and a styling revamp including a handsome new grille.The G6E is an "executive express" for want of a better term - a bit of a Q ship, a wolf in sheep's clothing to mix metaphors. It has a softened version of the eye-watering XR6 Turbo's underpinnings with a raft of premium goodies taking it into serious luxo-land. The leather clad seats are soft, the sound system is sweet and there are plenty of assisted functions including the electric driver's seat, auto wipers and headlights, voice command to the multi-media and phone system and dual zone air.Get over the taxi exhaust note and the G6E has superb performance capable of stopping the clocks in the low 6.0 second bracket or better - even with the six speed auto (no paddles). It has monumental mid-range response that allows you to overtake in a blink. Then, adopt cruise mode and it's a mild as a lamb and quite as a mouse.This engine is an absolute cracker that we rate as one of the best in a local car. What we have reservations about is the ability of the auto to cope long term with that truck load of torque (533Nm at 2000rpm). Another reservation is with the ride which is supple and soft and quickly gets out of its depth when you ask for sporty response. Two modes for the suspension and transmission would be the go - Normal and Sport. As it stands, the G6E is quite handy - to a point and is a superb long cruiser.There's a version of the 4.0-litre turbo six under the bonnet that's good for 270kW and 533Nm  - right in V8 territory and we saw less than 10.0-litres/100km on the highway which a V8 would struggle to achieve. It has a stirring exhaust pop on up-changes under full throttle and as already mentioned, throttle response is muscular - to say the least.The mild tweaks inside and out have improved the G6E's look especially the new upper grille. The "Aston" lower grille remains and is looking a bit dated. Our car had optional 19-inch alloys and the optional alloy full-size spare. It looked classy and gleaming on the road in a deep blue. In white it's a shocker. The interior is similarly classy with soft touch surfaces predominating and a discrete use of shiny and metal highlights. The locally developed SUNA satnav is excellent.

Ford chopping off two cylinders to make a four-pot Falcon is like being told your private parts are obsolete and by government decree will be removed.That will upset most men - but particularly those who are not married and still have a reason. Despite the launch of a 2-litre, four-cylinder engine Falcon model, Ford still has a reason to make a decent six-cylinder version, especially the turbocharged one that dumps 270kW/533Nm and makes most men weep tears of joy.The XR6 nameplate is old, dating back to 1993, but instantly and unmistakably signals performance. But if you really want your blood to pump, add the word "Turbo''.VALUE Ignore the cynics who term this a Plain-Jane Falcon with a turbocharger. It's actually one hot sedan that's idea for the family and can give you similar buzz to some Euro sedans costing three times the price. Easy to fix (which is just as well) and cheap to maintain (Ford's capped service is about $360 a year) it also can be reasonably frugal on standard-grade fuel.XR6 Turbo gets top-end infotainment systems with Bluetooth and sat-nav; reverse camera; sports seats (leather is $2100 extra); 18-inch alloy wheels; cruise control; and trip computer are among standard features. Build quality is adequate.DESIGN Adding plastic wings and skirts to an existing sedan is the time-honoured and el-cheapo way of adding a bit of visual fire. The XR6 Turbo is nicely done, but like a Can-Can dancer, never fails to completely cover what's under the trimmings.The FG MkII Falcon is a solid foundation, with heaps of comfortable cabin room, split-fold rear seats and spacious dash area with some simple - the radio bugs me, though - yet effective controls. Window switches on the driver's door are better than rival's centre-console buttons.TECHNOLOGYRecipe: To one warm conventional twin-cam in-line six just spin in one turbocharger and spice with a pinch of intercooler. Not really high tech but it's enough for a 0-100km/h in about 5.5 seconds which isn't shabby. XR6 Turbo adds sports suspension, 18-inch wheels (19-inch available) and sends power through the optional (in this test case) ZF six-speed auto and a limited-slip differential. It's a simple recipe. Enjoy the meal.SAFETY The Falcon rates very well, picking up the maximum five-star gong in crash tests and having six airbags, stability control and brake assist. The spare is a temporary unit though a full-size alloy is a $250 option. There's a rear camera, fatigue warning device, seatbelt reminders, reverse park sensors and follow-me-home delayed lighting.DRIVINGTurbo-power grins come at the expense of turbo-thirst sads. Fact is the sedan's power delivery is so linear and the 533Nm of torque maxxing out from a low 2000rpm that it can be driven as a shopping car by Mum during the week and handed over to Dad for spirited club events on weekends.Leave the foot flat on the go-pedal and it will rush seamlessly to the speed limit and drink like a parched Ford fan on a stinking hot day atop Mount Panorama. Handling is very good and precise - no electric steering here - and optional 19-inch rubber is unusually compliant. Brakes are claimed to be performance items but didn't relay much confidence at higher speeds.Perhaps the test car had a hard life. The seating position is high, so the steering wheel is low to make the big car feel small. VERDICT: XR6 and XR8 are justifiably sought-after Falcons but XR6 Turbo best balances the ownership costs and performance. Quality issues niggle the Falcon but the payback is a sensible, easy-to own and smile-inducing family car.Ford Falcon XR6 Turbo Price: $48,235Warranty: 3 years/100,000kmResale: 52 per centService interval: 15,000km/12 monthsSafety rating: Five starSpare: Space-saverEngine: 4-litre turbocharged 6-cyl 270kW/533NmTransmission: 6-speed auto; RWDBody: 5.0m (L); 1.9m (w); 1.4m (h) Weight: 1733kgThirst: 11.7l/100km; 91RON; 278g/km Co2

The very phrase “four-cylinder Falcon” seems to contain its own condemnation. For more than 50 years, buyers have never settled for less than a six.If you want a rear-drive large sedan with an excellent four-cylinder you would normally have to spend BMW or Mercedes money.The Falcon is big, and small engines in big cars can be a false economy. It's also rear-wheel drive, so it's a “proper” driver's car. Why would you want a four?There are many reasons for not buying a Falcon. It's not exactly the freshest metal around and the compromises -- fixed rear headrests, an uneven boot floor, dreadful residual values -- can be avoided elsewhere.The imported Mondeo is almost as big and much more modern, albeit with front-wheel drive. It's a shiny raincheater while the Falcon is the musty overcoat you left at the back of the cupboard.Yes, there are many reasons not to buy a Falcon. But its new engine isn't one of them. Of course, it isn't as powerful as the venerable straight six you can get for the same money. It's half the capacity, after all. But a turbocharger is today's replacement for displacement, and with 179kW compared to 195kW, it gets remarkably close.On torque there's more of gap -- 353Nm to 391Nm -- but in the Ecoboost Falcon it arrives much lower in the rev range.That makes it responsive and driveable from the off. So much so, that on the run through Hobart for the first few kilometres I was chatting to my co-driver before I thought to focus on the engine.Around town, it does everything you expect without fuss. It just delivers. Out of town, it's much more fun than its modest capacity would suggest.The mapping between the engine and six-speed automatic transmission seems spot-on. It doesn't get frenetic and it doesn't hunt. It's a confident combination and when you floor it, you don't feel short-changed. It even sounds good.Much of the time, though, it's an unobtrusive driveline and Ford worked hard to remove the annoying whooshes and whistles that turbos can generate. There's extra sound deadening and the refinement is first rate. It's at a level that would not disgrace a prestigious European badge, where there's a long history of putting fours into large sedans.There's more. Despite the extra cabin padding, the whole car is a lot lighter, especially at the front. It feels as though there was somebody sitting on the bonnet who's now got off.The effect on the dynamics is very noticeable, especially after a short comparison run in the six. The four is better balanced and turns in more eagerly.It has litheness and agility that the six cannot have. It isn't as powerful, but it doesn't need to be. In outright terms, of course, it isn't as quick. But in a timed run to 100km/h I managed 6.6 seconds and someone did 6.5. So it isn't slow either.Ford says this is the first rear-drive car with this engine and it's unlikely to be the last. In the US, it's going in the 2WD Explorer SUV and the next Mustang might even have it.

Remember the mobile phones of yesteryear - the ones they used call 'the brick'? They were soon replaced by iPhones and similar advanced devices, much smaller, with more features and much greater efficiency.Such is the tale of the Ford Falcon Ecoboost, a full-sized Falcon powered by an engine half the capacity of the regular 4.0-litre straight six, but with better performance, and much better economy. The just-released car will almost certainly give the Falcon, which has rapidly dropped off the top 10 list in national sales and is in danger of extinction, another go at immortality. More than a new heart, the Ecoboost also gains improved road manners and driving refinement.The 2.0-litre engine is a marvel. Made in Spain, it's choc-full of good stuff like twin cams with variable valve timing and silent chain-drive, sodium-filled valves, direct fuel injection, coil-on-plug ignition, a balance shaft and a state of the art stainless steel turbocharger. The eager motor puts out 179kW at 5500 revs and 353Nm of torque at 2000 revs, pretty close to the big six's 195 and 391. Transmission is by a six-speed ZF auto, with sequential mode. The suspension geometry has been tweaked and stiffened  by 13 per cent in front and 40 per cent at the back, and the car is 74kg lighter. Also, sound-absorbing materials in the windscreen and behind the dash have made for a quieter interior. Features have been upgraded with an 8-inch colour touch-screen with integrated audio and (non-brick) phone functions as well as satnav on the G6E. Improved aerodynamics include wind-cheating shields under the car.Ecoboost is available on Falcon XT, G6 and G6E models and Ford folk say it will later extend to more than 80 per cent of all models.Costs are the same as the 4.0-litre models, starting from $37,235, and although Ford knows there will be people who reckon a four-cylinder should cost less than a six, they say the gains in fuel economy make the Ecoboost a comparative bargain.We got to compare the new model with a regular 4.0-litre big-six in acceleration tests at Hobart's Baskerville Raceway, and yes, the iPhone beat the Brick: 6.68 to 7.13 seconds. Ford also says the Ecoboost whips the 3.0-litre Commodore by about a second over 400m and returns better fuel economy.On a 200km run on Tasmania's swoopy, undulating roads, we cruised along and got 8.8 litres/100km, close enough to Ford's official figure of 8.1. It increased to 9.6 in spirited driving, but that's still way better than a Falcon six could hope for  even with a monster tailwind. Best improvement overall is the car's new-found flexibility. It's considerable torque comes on early, it runs along easily and it has a solid punch in reserve for quick overtaking. Where the six-potter scores is in towing. It can lug 2300kg, the Eco 1600kg.The recalibrated suspension is also a big step forward, giving the Ecoboost exceptional agility and a composed ride on all surfaces.

A four-cylinder Falcon, eh? Sounds like the ‘big bird’ has had its wings clipped. Nothing could be farther from the truth.The complete Ford Falcon EcoBoost range is FG Falcon Mk II EcoBoost XT at $37,235, FG Falcon Mk II EcoBoost G6 at $40,835 and FG Falcon Mk II  EcoBoost G6E at $46,735.The Falcon EcoBoost joins the Kuga TE and Ranger PX 4x2 and 4x4 in Ford’s capped price servicing and 12 months myFord standard roadside assistance. Details are available on the Ford website that provides customers with the maximum price they will pay for a standard A or B logbook service for an eligible vehicle at participating Ford dealers.The much loved traditional Aussie large family ‘six’ has been fitted with a 2.0-litre four-cylinder motor as part of Ford’s world-wide roll-out of its EcoBoost family of high-tech, low-emission power plants.Apart from Ford’s 2.0-litre direct-injection four cylinder in the Falcon and 1.0-litre three-cylinder, set to appear Down Under in the EcoSport sports utility vehicle in 2013, the EcoBoost family also includes a 1.6-litre I-4 and 3.5-litre V6. Plans call for an EcoBoost engine to be available in more than 90 per cent of the company’s global nameplates by 2013.The new Falcon engine combines common-rail direct fuel injection, turbocharging and variable valve timing to produce the best performance and torque while improving fuel economy and cutting carbon dioxide emissions. The Falcon becomes the first rear-wheel drive vehicle to be fitted with Ford’s global high-tech EcoBoost engine which will be available on Falcon XT, G6 and G6E at no additional cost.The EcoBoost engine continues to provide Falcon drivers with the performance they demand from a big car. Official power and torque figures claimed are 179 kW at 5500 rpm and a substantial 353 Nm between a low 2000 to 4000 rpm. Built in Valencia, Spain, the engine when fitted to a Falcon XT has consumption of just 8.1 litres per 100 kilometres on the combined urban/highway cycle, an 18 per cent improvement over the standard in-line six-cylinder engine.Falcon G6 and G6E are also given a boost with fuel consumption of 8.5 L/100km – a 14 per cent improvement – while CO2 emissions are bettered by 14.8 per cent to just 201 g/km compared to the 4.0-litre in-line six-cylinder. Ford is also working on the introduction of engine stop-start technology aimed at cutting the motor when the vehicle is stationary, for example, at traffic lights, thus saving even more fuel.Further efficiencies are obtained through weight savings. The new engine is down a substantial 74 kg over the six-cylinder XT. Improved aerodynamics by way of an engine undertray are another factor in the decrease in fuel consumption, as is the fitting 16-inch low rolling resistance tyres to the Falcon XT.Like the rest of the FG Falcon MkII range, the Falcon EcoBoost takes advantage of an upgrade of features that includes a new 8-inch colour touch screen with integrated audio and phone functions as well as satellite navigation on the G6E series. On the down side, Ford says towing should be maximised at 1600 kg as opposed to 2300 kg with the bigger capacity engine.The cabin is quieter thanks to an acoustic windscreen, inner and outer dashboard insulation, an under-bonnet sound absorber, improved engine and transmission mounts and insulated transmission tunnel.The Falcon MkII also carries a comprehensive occupant protection and security package that includes dual front, side thorax and curtain airbags, Dynamic Stability Control, rear parking sensors and driver fatigue warning system.Ride and handling are what we have come to expect from an Aussie car with local engineering input. Cold weather and altitude testing were conducted at Mount Hotham, with Falcon EcoBoost sedans also being used in towing tests. The suspension has been upgraded, with spring and damper rates tuned for both XT and G6 models, while the XT enjoys a 13 mm lower ride height.On a race track straight-line sprint from a standing start during the Falcon EcoBoost launch, the XT hit 100 km/h around the seven second mark. On the road it was hard to tell – apart from a rather pleasant turbo whoosh – the power plant was a four-cylinder force-fed unit, not a bigger ‘six’. Pedal response when overtaking was as good as a ‘six’, with negligible turbo lag.

Will the addition of a four-cylinder engine be enough to reverse a slide in large car sales? Ford hopes it will, as it rolls out its 2.0-litre turbocharged engine for the Falcon this week.The engine, dubbed EcoBoost, uses turbocharging and direct injection to deliver an impressive 179kW and 353Nm. While this is 16kW and 42Nm less than the Falcon's venerable 4.0-litre six-cylinder engine, it is more torque than the rival V6 Commodore and Aurion, so there should be no doubts about performance.Ford's in-house testing shows the EcoBoost Falcon sprints to 100km/h in 7.5 seconds, just half a second behind the 75kg heavier six-cylinder version.Matched to the standard six-speed automatic transmission, fuel use is quoted at 8.1 litres/100km in the base XT version. This makes it the most frugal large petrol-powered car made in Australia. And, while it needs 95 RON to achieve this 18 per cent gain over the six-cylinder version, Ford says it will run on 91.The same engine is used by Volvo in the S60 and V60 but the Falcon produces 2kW more power and 30Nm more torque yet is a similar weight. Ford also uses a 144kw and 300Nm version of the EcoBoost engine in the mid-sized Mondeo.The EcoBoost engine is available on the XT, G6 and G6E at the same price as the 4.0-litre six-cylinder engine, starting at $37,235. The cooling system includes twin fans and the intercooler has been adapted to suit rear-wheel drive.The six-speed automatic transmission has been tuned to deliver linear response and new 16-inch low-rolling resistance tyres are fitted to the XT. Side curtain airbags and rear parking sensors are now standard.Previous experience with the Volvo and Mondeo shows the engine to be punchy, elastic and refined. After a slight pause as the turbo spins up, the thrust is strong, smooth and linear all the way to the red line. Rolling response is instant and willing.Ford engineers travelled thousands of kilometres in EcoBoost prototypes during outback and cold-weather testing, including altitude testing towing a trailer up and down Mount Hotham in Victoria's high country and hot weather testing in Arizona.Ride, handling and steering were tuned to match the lighter engine, the ride height was lowered 13mm on the XT versions and additional noise insulation was developed.WeeklyTimesNow