1978 Ford Falcon Reviews

Most of the changes with the BA Mark II are under the skin and most are confined to the sporty XR models.That is apart from cruise control and headlights that turn on and off automatically which are now both standard across the range, bringing the Falcon into line with competitors.There's the obligatory badge of course plus a couple of new colours and some new wheel designs – but not a panel has been touched.After struggling to find its way out of the wilderness, Ford is enjoying some of its best sales in years, with the Territory clocking up more than 2000 sales last month to become Australia's best selling sports utility vehicle (SUV).In this context, the company obviously has no desire to upset the apple cart, keeping changes to a minimum and keeping a close eye on the competition and what customers have to say.Perhaps the biggest change with Mark II is the addition of a six-speed manual transmission to the XR8 and XR6 Turbo models, which matches the six coggers in Holden's sporties.The XR8 also gets a suspension upgrade with the addition of the rear setup from the FPV Falcon GT.It is interesting to note here that XR models now account for 27 per cent of Falcon sales, up from 6.8 per cent a couple of years ago.The new Tremec sourced T56 transmission is also used in cars such as Aston Martin and the Mustang Cobra R, but has been reworked for application in the Falcon.It features different gear ratios for the Turbo and V8 models, with a longer first gear for the V8.Customers had apparently complained about "running out" of first in the V8 and the new transmission addresses this problem.In the Turbo the final drive ratio changes from 3.46 to 3.73, with a nine per cent reduction in the spread of gears.And, in the V8, the final drive ratio changes to 3.46 (the same as the GT) with the spread of gears being reduced by 13 per cent.That translates to more gears and closer ratios, with all gears apart from first slightly lower overall in the XR6 Turbo.In designing the transmission, engineers adopted a philosophy of setting the first and sixth gear ratios, and then matching the mid-set.It is also designed the box so that both cars can happily run around in fifth gear at 60km/h and sixth gear at 80-100km/h – for improved driveability.One of the other major considerations for introducing the new transmission is that it can handle more torque which means larger and more powerful engines down the track.We were lucky to sample almost the entire range of cars at the launch of the BA Mark II.The Falcon continues to impress for its driveability, the big, smooth 4.0-litre straight six and the stylish yet practical layout of the interior.Our favourite Falcon – and we make no apologies here – is the sensational XR6 Turbo (although we admit having a soft spot for the smooth Fairmont Ghia V8).We reckon the responsive Turbo is a far more enjoyable car to drive than the bigger, heavier V8.The punchy 240kW turbocharged six has a nice growl and and responds quickly to the boot, with better economy if driven sedately.We checked the trip computers of two cars after the launch and found only one point of difference in economy between the V8 and the Turbo – 16.2L/100km compared to 16.1L/100km.The new transmission is a useful addition to the XR range (standard XR6 retains the five cogger), with a better shift feel and shorter throws than Holden's own Tremec box.The GT suspension has been added tot he XR8 to reduce diagonal pitching, with firmer spring rates to make the car sit flatter in corners.With every new model comes a new price tag, but prices have not increased significantly.The entry level XT model increases by $395 to $34,255, while the XR6 Turbo is $46,350 and XR8 is $51,275 – all prices exclude on-road costs.

Before the hot XR6 was unleashed in 1992, fast Fords were V8-powered. So the six-cylinder sports sedan came as a surprise to everyone. The XR6 was a bent-eight beater, but it was much more than that.  It was not only fast, it also handled beautifully and was comfortable.Had we known then what we later found out about Tickford, now called Ford Performance Vehicles, it wouldn't have been such a surprise.  The EBII XR6 was the first glimpse of Tickford's ability to produce a refined sporting sedan that did everything well.  It had often been the case with Aussie-built muscle cars that power was everything.That relentless pursuit often came at the cost of handling, ride and comfort, but Tickford brought a European approach which balanced power and road manners.  Another surprise came in the styling, which was neat and attractive, without being look-at-me in the way of most other muscle cars.  But if the XR6 was rather reserved in appearance terms, there was nothing reserved about it when it hit the road.THE XR6 was based on the EBII Falcon S, a sportier version of the family four-door sedan.  The engine was the Falcon 4.0-litre single-overhead cam unit, an effective but rather harsh and lumbering lump. But it had come under the spell of the engineers at Tickford Vehicle Engineering, Ford's performance partners who started working with the men from Broadmeadows in 1991.By the time Tickford was finished tinkering with the Falcon's head, cam, valves, valve springs, exhaust system and electronics, the fuel-injected six was slamming out a massive 161kW at 4600 revs and 366Nm at 3650 revs. And all of that while running on regular unleaded.It was enough to have the 1529kg sedan sprinting to 100km/h in 7.5sec. The standing 400m sprint was covered in 15.5sec and it had a top speed of 223km/h.They were numbers that had the V8 brigade looking back in horror, but they didn't tell the whole story, which was that the XR6 had plenty of low-end and mid-range punch which made it very driveable.Gearbox choices were a five-speed manual and a four-speed auto which delivered the power to the live axle LSD rear end running a low 3.45-ratio axle which helped it jump out of corners.Back in 1992 Ford was committed to a live rear axle, but Tickford's engineers managed to tame it quite effectively. The XR6 rode lower and had a package of gas shocks, stiffer springs, larger anti-roll bars front and rear which, coupled with revised front-end settings, made the steering precise and responsive and brought an assured balance to the handling.Despite still having 3.1 turns lock-to-lock, the Falcon could be pointed at corners with confidence it would hold its line right through to the exit. There was still some evidence of the roll oversteer associated with the Ford rear end, but it would quickly settle under power.To match the go power, the XR6 was equipped with decent disc brakes, which worked in tandem with ABS. The XR6's rolling stock consisted of 15-inch five-spoke alloy wheels and 205/65R15 Michelin tyres. It stood out from the Falcon crowd with body-coloured bumpers and mirrors, red rub strip inserts and a small rear wing.Inside there were reshaped sports front seats which were more supportive and comfortable than the regular Falcon ones. They had velour facings, were highlighted with red piping, and there was also a leather-trimmed Momo sports steering wheel and gear shift knob.ALL alloy-headed Falcon sixes have a problem with head gaskets. It's not unusual to blow them at any time, but they seem to be more prone to it from about 80,000km onwards.Cylinder head reco experts say there is a problem with coolant circulation, which leads to a steam pocket at the rear of the head which can then lead to gasket failure and cracking of the head.Some even relieve the problem by tapping into the head and allowing the coolant to flow from the problem area through an external pipe.  Suspension bushes can be a problem at higher mileage, and require replacement to restore the XR6's renowned handling.Falcon electrics can also be troublesome. Body control modules are a headache and replacements are expensive, so check the system's operation as thoroughly as you can.  Engine oil leaks are also a common problem. Look at the front cover and power steering pump.MARK Harris bought his white XR6 new in 1993 and has driven it sparingly. It has just 51,000km on the odometer and is driven only on weekends, when he enjoys it very much.  Dion Coughlan bought his three years ago when it had done 175,000km. He has added another 80,000km, and says he drives it hard.It has had a near-death experience when it was hit by a bus. Despite a few rattles, Dion says it still performs well. Apart from minor things such as a fan belt, the only things Dion has had to replace are the front suspension bushes.

THE Ford Falcon BA Ute has become one of Australia's most popular vehicles, and for good reason. The Falcon Ute is the seventh biggest selling model of any vehicle, partly because it's available in a wide variety of models, to suit farmers, tradespeople, builders, recreational users and, in the XR versions, it doubles as an eye-catching two-door performance car.It comes in cab-chassis form with one-tonne payload ability as well as the "style side" integrated body.And Falcon BA Ute has a choice of five engines. They start with the Barra 182 being a four-litre straight six with 182kW power and 380Nm torque.The LP gas-only version of that, called E-Gas, gives 156kW and 375Nm.The sporty XR6 ute can be ordered with the turbo-charged engine giving 240kW and 375Nm. Then there's the $5000 V8 option, the single overhead camshaft three-valves per cylinder of 5.4 litres providing 220kW and 470Nm.The ultimate in sports performance is the XR8 with its Boss 260 V8 double overhead camshaft, four-valve unit of 5.4 litres - 260kW and a muscle-bound 500Nm of pulling power.However, as is the case with all sporty utes wearing low-slung sports suspension and low-profile tyres on tall wheels, payload ability shrinks.The XR8 (as tested) has a payload of just 500kg (still enough for many recreational users). But in basic XL and popular XLS trim, the cab-chassis and style side can each take well over one tonne when fitted with the heavy-duty suspension if not already standard. The king here is the XLS cab chassis at 1280kg payload.The good ol' live rear axle and its leaf springs are retained, Ford saying that this is better for load carrying. But it's been retuned for a better ride, the standard utes getting larger shock absorbers.Brakes are improved, too. The electronic brake-force distribution (EBD) uses the ABS system to detect if there is any rear-wheel lockup approaching and to adjust brake pressure.Driver and passenger are well looked after in the Falcon Ute. It has the benefits of the BA Falcon sedan in front-end and cabin protection, dual-stage airbags and a much improved fascia. A central large LCD panel shows clear information.Steering wheel controls cover audio and, where fitted, cruise control. Headlights are controlled by a stalk switch.Five-speed manual is standard and automatics are at extra cost, the latter having adjustable pedal positioning which, combined with the adjustable steering wheel and the electrically powered adjustable driver's seat, allows almost a custom fitting for any driver.There's reasonable storage space behind the seats unless the seats are shoved right back. The ute tray is 182cm long and 114cm between wheel arches when a tray liner is fitted.The XR8 with the Boss 260 engine and manual gearbox averaged 13.4 litres/100km petrol use on test. At 110km/h, it needs just 2000rpm in fifth.Falcon Ute prices start at $25,850 for the XL cab-chassis to the $40,925 for the highly equipped XR8. 

The new-age muscle car has speed to burn, looks the part and is great value, from $59,850. it also raises the rivalry with Holden Special Vehicles to a new level and confirms Ford Performance Vehicles as a company that's deadly serious.It took a big decision and a lot of commitment to put the GT back in Ford's showrooms.But FPV has delivered with a car that's more than a collection of body bits and a big engine.The 21st-century GT is a well-developed and well-integrated package built around a locally assembled 5.4-litre quad-cam V8 engine.Its suspension is tweaked and tuned for local conditions. It has good brakes, sports seats that grip and a body kit that says GT but doesn't shout about it.The GT is running up against a wide range of rivals, though most people will see it as the natural enemy of cars from Holden Special Vehicles.It undercuts the HSV contenders on price and value, but gives away power to the Gen III go machines.GT buyers could also be looking at anything from a Lexus IS300 to a compact Jaguar, a big-engined 3-Series BMW or even a sports-focused MG.First up, Ford had to ensure the GT was a real Falcon GT. It had to give the car the right heart and lungs for the job by developing a V8 engine that produces 290kW of power and 520Nm of torque.To put it into context, the XR8 Falcon comes to showrooms with 260kW and 500Nm.The GT matches the HSV starter cars on power and beats them on torque, despite their capacity advantage. But you don't have to go too far into HSV territory to run up against the 300kW motor used in the GTS sedan and the Coupe.The Falcon GT has a smooth-shifting five-speed manual gearbox. Its tailshaft is two-piece to handle the car's torque and speed, with a limited-slip differential in the tail.The fully independent suspension is set lower and firmer than the XR's, but it is still not racecar taut, and FPV has developed a brake package with larger grooved rotors and high-performance calipers.The GT rolls on 18-inch alloy rims wrapped by 245 Dunlop SP9000 tyres.There are three models in the line-up, with the more extroverted GT-P on top. For $69,850, it gets better Brembo brakes, different seats, six-spoke alloy wheels, automatic airconditioning and better CD sound.The Pursuit Ute is also part of the program, priced at $54,850.Despite the GT's premium place in the Falcon family, there are still some options. There is an automatic gearbox (no cost on the GT-P), leather trim, a sunroof and superstar Brembo brakes.But the GT has all the right gear to set the scene, from its muscular body bits to chromed mesh in the grille and Momo steering wheel.WE WERE introduced to the GT during a spirited sprint along the Great Ocean Rd with V8 Supercar ace John Bowe doing the driving.He made the feisty Falcon sing and dance, covering ground with incredible pace and poise.Later, we chose a basic GT ahead of the GT-P to see if it was as good as we believed on the preview drive.First impression? The GT doesn't look as bold as you might expect, but it still turns heads.The low-key image is a good thing these days, with police curbing keen drivers, but the GT still has enough presence to mark its territory.It has an old-fashioned V8 rumble, rocking on its springs when you pull up at the lights.It's a reassuring feeling and proves Ford knew what really counted in the V8 program.We could do without the silly push-button starter, which is tucked almost out of sight up alongside the dials, but that's a minor niggle.Plant your foot and the GT feels strong, though not overwhelming. Then the tacho goes past 4000 revs and the engine goes ballistic.It has a complete change of character and you have to get to the gear lever quickly to stop the 5.4 slapping up against the rev limiter. It's the first Falcon engine that's felt so swift and strong, and we love it.The FPV V8 also has an instant response that's missing from many of today's high-output motors.You only have to tickle the throttle to know it's ready to go.Overtaking is a romp, and it's not too bad at the pumps, with a test average of 15.4 litres/100km.The five-speed Tremec gearbox doesn't have a trendy sixth speed, but the ratios are stacked close for a strong surge of acceleration at all times. It's a much smoother shifter than the rival HSV six-speeder.The GT makes its real pace with a well-sorted, neutral chassis. Turn the wheel and it goes where you want. Then massage the throttle to choose your speed and cornering balance.The fast Falcon has more than enough grip for most people, but the best thing is the way it sits. It's calm and composed, even at silly speeds.It can feel a bit unstable if you slam on the brakes and jerk the wheel, but basic balance is more neutral than a HSV car, which means it will feel less threatening to most drivers.The brakes are good, but spirited drivers will probably need the extra power of the optional Brembos.We were less impressed with the cabin. The seats are great and the car is comfy and well equipped, but it has FPV script on the dials, not GT, and the Momo steering wheel rim has the same centre section as on a Ghia. We'd also prefer a more impressive GT badge and a dashboard with the same carbon fibre-style trim as the doors.We did some checking and found it would be costly to make a dedicated GT cabin, so FPV had good reason for going the way it has.The Falcon GT is a massive move by Ford but one that's certain to pay off in sales.It is a five-star driver's car and, right now, it's our first choice for Aussie performance driving.

It's not going to blast around Bathurst, but that's about the only missing link in the comeback plan for a Ford that's still remembered as the best of the breed from the hero days of the 1970s.The new-age muscle car has speed to burn, looks the part and is great value, from $59,850.It also raises the rivalry with Holden Special Vehicles to a new level and confirms Ford Performance Vehicles as a company that's deadly serious.It took a big decision and a lot of commitment to put the GT back in Ford's showrooms.But FPV has delivered with a car that's more than a collection of body bits and a big engine.The 21st-century GT is a well-developed and well-integrated package built around a locally assembled 5.4-litre quad-cam V8 engine.Its suspension is tweaked and tuned for local conditions. It has good brakes, sports seats that grip and a body kit that says GT but doesn't shout about it.The GT is running up against a wide range of rivals, though most people will see it as the natural enemy of cars from Holden Special Vehicles.It undercuts the HSV contenders on price and value, but gives away power to the Gen III go machines.GT buyers could also be looking at anything from a Lexus IS300 to a compact Jaguar, a big-engined 3-Series BMW or even a sports-focused MG.First up, Ford had to ensure the GT was a real Falcon GT. It had to give the car the right heart and lungs for the job by developing a V8 engine that produces 290kW of power and 520Nm of torque.To put it into context, the XR8 Falcon comes to showrooms with 260kW and 500Nm.The GT matches the HSV starter cars on power and beats them on torque, despite their capacity advantage. But you don't have to go too far into HSV territory to run up against the 300kW motor used in the GTS sedan and the Coupe.The Falcon GT has a smooth-shifting five-speed manual gearbox. Its tailshaft is two-piece to handle the car's torque and speed, with a limited-slip differential in the tail.The fully independent suspension is set lower and firmer than the XR's, but it is still not racecar taut, and FPV has developed a brake package with larger grooved rotors and high-performance calipers.The GT rolls on 18-inch alloy rims wrapped by 245 Dunlop SP9000 tyres.There are three models in the line-up, with the more extroverted GT-P on top. For $69,850, it gets better Brembo brakes, different seats, six-spoke alloy wheels, automatic airconditioning and better CD sound.The Pursuit Ute is also part of the program, priced at $54,850.Despite the GT's premium place in the Falcon family, there are still some options. There is an automatic gearbox (no cost on the GT-P), leather trim, a sunroof and superstar Brembo brakes.But the GT has all the right gear to set the scene, from its muscular body bits to chromed mesh in the grille and Momo steering wheel.WE WERE introduced to the GT during a spirited sprint along the Great Ocean Rd with V8 Supercar ace John Bowe doing the driving.He made the feisty Falcon sing and dance, covering ground with incredible pace and poise.Later, we chose a basic GT ahead of the GT-P to see if it was as good as we believed on the preview drive.First impression? The GT doesn't look as bold as you might expect, but it still turns heads.The low-key image is a good thing these days, with police curbing keen drivers, but the GT still has enough presence to mark its territory.It has an old-fashioned V8 rumble, rocking on its springs when you pull up at the lights.It's a reassuring feeling and proves Ford knew what really counted in the V8 program.We could do without the silly push-button starter, which is tucked almost out of sight up alongside the dials, but that's a minor niggle.Plant your foot and the GT feels strong, though not overwhelming. Then the tacho goes past 4000 revs and the engine goes ballistic.It has a complete change of character and you have to get to the gear lever quickly to stop the 5.4 slapping up against the rev limiter. It's the first Falcon engine that's felt so swift and strong, and we love it.The FPV V8 also has an instant response that's missing from many of today's high-output motors.You only have to tickle the throttle to know it's ready to go.Overtaking is a romp, and it's not too bad at the pumps, with a test average of 15.4 litres/100km.The five-speed Tremec gearbox doesn't have a trendy sixth speed, but the ratios are stacked close for a strong surge of acceleration at all times. It's a much smoother shifter than the rival HSV six-speeder.The GT makes its real pace with a well-sorted, neutral chassis. Turn the wheel and it goes where you want. Then massage the throttle to choose your speed and cornering balance.The fast Falcon has more than enough grip for most people, but the best thing is the way it sits. It's calm and composed, even at silly speeds.It can feel a bit unstable if you slam on the brakes and jerk the wheel, but basic balance is more neutral than a HSV car, which means it will feel less threatening to most drivers.The brakes are good, but spirited drivers will probably need the extra power of the optional Brembos. We were less impressed with the cabin. The seats are great and the car is comfy and well equipped, but it has FPV script on the dials, not GT, and the Momo steering wheel rim has the same centre section as on a Ghia.We'd also prefer a more impressive GT badge and a dashboard with the same carbon fibre-style trim as the doors.We did some checking and found it would be costly to make a dedicated GT cabin, so FPV had good reason for going the way it has.The Falcon GT is a massive move by Ford but one that's certain to pay off in sales.It is a five-star driver's car and, right now, it's our first choice for Aussie performance driving.

Falcon GT owners and enthusiasts around the country are holding their breath hoping that Ford doesn't attempt to perpetrate another cruel hoax on them when it unveils the new BA GT this month.  It did in 1997 when it launched the EL GT. In celebrating the 30th anniversary of the great Australian muscle car, Ford delivered a vehicle that fell short of just about every measure that defines a true Falcon GT.In the nine years between 1967 and 1976 the Falcon GT carved out a special place in Australian motoring history. Its combination of performance and luxury defined a new type of car in the local market.Add to that the legendary racing feats of the mighty GTHO at Bathurst and other tracks around the country, and the GT became an icon that is as revered today as it was in its heyday.Ford dropped the GT for on the grounds of politically correctness in 1976, choosing to build special GT models to celebrate anniversaries.  There was the EB GT in 1992 to celebrate the GTs 25th anniversary and the '97 EL GT.  Both were limited editions, and for that reason have become collectable, but to GT enthusiasts they were mere parodies of the real thing.The key to the original GT was its unique blend of performance and luxury equipment, which made it a great high-speed highway cruiser.  But by the time the EL rolled around it had become soft and new-age sensitive, with a clear emphasis on comfort which showed that the youthful tearaway had entered middle age.It was impossible to miss an EL GT. With its Darth Vader grille and high-mount rear wing it could have come straight out of a sci-fi comic.  Unfortunately, its performance didn't back up its aggressive on-road presence, and it was largely dismissed by the GT fraternity.Ford insiders admit today that they wished they hadn't built the EL GT because it sullied the proud heritage of the original GT and created a scepticism in the community about the true credentials of any future GT they built.  For that reason there is a feeling that the new GT has to be true to the heritage while at the same time being a truly modern performance car.Just 250 EL GTs were built in 1997, 135 of which had automatic transmissions – which should give an indication of what Ford was thinking when it built the EL – and 115 had manual gearboxes. A further 15 were built for New Zealand and another two were sent to South Africa.The power came from a hotted-up 5.0-litre V8 which pumped out 200kW at 4700 revs, an impressive figure for the time, and 420Nm at 3700 revs. It had special cylinder heads, high compression, big valves, heavy-duty valve springs, roller cam followers, fuel-injection, a larger throttle body, and exhaust extractors.Ford boasted that a GT equipped with a manual gearbox could race to 100km/h in a little under seven seconds and cover the standing 400m sprint in a fraction over 15 seconds. The auto version was about half a second slower.  On their own the numbers sound respectable enough, until you realise that a GT from the late 1960s or early 1970s would comfortably better them. Gearbox choices were a four-speed auto, which was recalibrated to suit the GT, and a five-speed manual, which had a heavy-duty clutch, strengthened gears and a short-throw gearshift.  It had a lightweight drive shaft connected to a Hydratrak differential running a short 3.45 ratio.Under the sci-fi skin lay uprated suspension and brakes. At the front there were higher-rate springs, re-tuned shock absorbers, a larger anti-roll bar and urethane bushes in locations crucial to handling.  At the back the live-axle was enhanced through higher-rate springs, retuned shock absorbers, a larger anti-roll bar and urethane bushes.Braking performance was substantially increased, with twin-piston front callipers and larger disc rotors front and rear.  The wheel arches were filled with 17-inch alloy wheels wrapped in Yokohama 245/40 VR17 performance tyres.Inside the EL GT was awash with luxury leather and woodgrain trim, along with a long list of creature comforts including airconditioning, power windows and mirrors, and a sound system. Both driver and passenger had the protection of airbags.But there was no sign of the vibrant classic colours like Vermilion Fire, Wild Violet, True Blue and Yellow Ochre. Instead there were three colours on offer with the bland names of Heritage Green, Sparkling Burgundy and Navy Blue.The key to maintaining the value of your GT is to use it sparingly. Many have been bought as second cars to be used for fun on weekends only, and they are the cars to seek out if you want to buy one.Lovingly cared for, these cars rarely have any dings in the bodywork, and the interior is normally in near-new condition.  Check for bodywork damage, in particular look for mismatches in the metallic paint, and quiz the owner on why he or she wants to sell.Most buyers of GTs bought them for the long haul, so question their motive for selling now.  EL GTs have generally done such little mileage that few things have gone wrong with them, and those things that have needed attention have been fixed quickly by proud owners.

At the baby end of the market, the number everyone wants to know about is the price.  But when it comes to muscle cars, the numbers that count are power and performance.That's why Ford is putting the 220kW V8 -- built exclusively for its FTe range -- into its XR8.  The move equalises the power game between the XR and Holden's 225kW Commodore SS.But it is just the beginning of a major shift in high-performance cars from the blue oval.  While the XR will still attract most sales, Ford plans to inject a serious dose of adrenalin into the FTe Falcons this year with a stroked 5.7-litre version of the ageing Windsor V8.Ford didn't think playing the power game against Holden was necessary when the General slipped its US-sourced Gen III V8 into the Commodore clan.Ford believed the XR, despite its power deficiency, was a better product.  But sales have told a different story, with Holden surging ahead to an unprecedented level of domination in the past three years.Holden has had three-month waiting lists for the S and the SS Commodores.  To take the battle up to Holden, Ford is also focusing on a greater show of strength in the V8 Supercar championship.  Part of that push has included pulling triple Shell Series champion Craig Lowndes over to its side of the fence with the new-look Gibson Motorsport crew.The new XR engine is handbuilt by Tickford.  The extra 20kW of power over the standard engine is achieved by modifications to the cylinder head, the addition of a larger throttle body with a matched ported inlet manifold and revised camshaft.Each engine has a unique plaque on the side of the rocker cover, which has the specific engine builder's signature on it.  The XR8 comes standard with Ford's independent rear suspension and a limited slip diff.On the outside, there are classy-looking 17-inch alloy wheels and an aggressive body kit.  Apart from the unique four-headlight nose, there is a rear spoiler, a deeper rear bumper, side skirts and body-coloured mirrors.The cabin is just as sporty, with better-bolstered front seats, a leather-covered steering wheel and gearshift, and a 100-watt stereo system with in-dash CD player.  But the best thing about Ford's more powerful XR8 is that it doesn't cost any more, with the entry price for the five-speed manual remaining at $45,828.DrivingYOU'LL be stuck between a rock and a hard place driving the more powerful Falcon XR8.  You know it's got more power under the bonnet, and the temptation to feel the rush and hear the crescendo from the grumbly V8 is hard to resist.There's no doubt about it, the XR8 is fast, and everyone in a Commodore will want to know how much faster it is.  After a weekend avoiding green-light grand prix starts, you realise you have to consciously hold back.The handbuilt Tickford engine is a welcome addition to the XR8.  Apart from the extra power and slightly more torque, the engine feels as though it breathes a lot easier and is not as coarse at the top end of the rev range.Though it still uses old technology, nothing comes close to the sound of a big-bore V8.  And the 5.0-litre bent eight still sends a rumble through the buttocks at idle and a shiver up the spine when things get serious.Fuel economy is definitely not its best aspect, though highway cruising returns respectable figures because the engine has plenty of low-down torque, allowing it to run below 2000 revs at 100km/h. The five-speed manual gearbox is a big let-down. The shift action between gears in too long and clumsy and, though the clutch is well weighted for a big car, it can be cumbersome in stop-start traffic.The bigger Tickford brake package is sensational, with plenty of bite and good pedal feel, and the suspension gives top-class handling.  The double-wishbone set-up makes twisty roads a lot of fun, though the car can be unsettled by stomping hard on the load pedal.  If it gets into a sideways slide, the weight can make the back-end swing like a pendulum.There's plenty of room for five adults and the front seats are supportive in the right places.  The squares and round holes in the dash look awkward, but the six-disc CD stereo system is damn good.Ford Falcon XR8 Price as tested: $45,828Engine: 5.0-litre V8 with pushrods and fuel injectionPower: 220kW at 5250 revsTorque: 435Nm at 4000 revsTransmission: Five-speed manual, rear-wheel driveBody: Four-door sedanDimensions: Length: 4907mm, width: 1870mm, height: 1412mm, wheelbase: 2793mm, tracks: 1566mm/1547mm front/rearWeight: 1680kgFuel Tank: 68 litresFuel Conumption: 12.2 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension; Fully independent double wishbone front and rear with stabiliser barsBrakes: Four-wheel anti-skid discsWheels: 7.5 x 17 alloysTyres: 235/45 ZR17Warranty: Three years/100,000kmRivalsHolden Commodore SS (from $46,670)Subaru Impreza WRX (from $43,800)Mitsubishi Magna VR-X (from $38,690)Nissan 200SX (from $40,990)The bottom line3/5Plus: More grunt; more fun,Minus: X Gearbox; fuel economy

The first signs that the XR6 ute is anything but ordinary are the four round headlights, 38cm alloy wheels shod with 205/65 Michelin tyres and flesh colored front bumper.

According to Ford's public relations person, it's the Falcon XR ute and, after driving one at high speed around Ford's proving ground test track, there was only one conclusion.