1978 Ford Falcon Reviews

We took the opportunity last week to re-acquaint ourselves with the hi-po Falcon six and its new six speed automatic transmission.We knew the car was a cracker to drive and who are we to refuse the opportunity to savour the delights of this home grown hot-rod.It took about a nanosecond behind the wheel before we felt the effects of the blown six. Whoosh _ it's all action made all the better for having the Jag sourced six speed auto behind it.Never is there a point where instant grunt isn't available.And with the automatic controlling power delivery, acceleration is seamless and smooth, well as smooth as something as brutal as this can be.The engine is a 4.0-litre, twin cam straight six like garden variety Falcons but the innards have been changed and there's a turbo charger and intercooler bolted on. Boost pressure is quite modest but is enough to change the humble Falcon donk from Dr Jekyll into Mr Hyde. It sounds furious when the taps are opened and is a fitting accompaniment to a car that can dust a 0-100kmh sprint in the mid-five second bracket.Being XR spec' the Turbo bristles with "go- fast" goodies including a set of slick-looking 18in alloys with low profile rubber, ABS, multiple air bags, sports suspension and brakes, sharper steering and all the necessary gear inside.Let's not forget this is a big car, essentially a family car capable of seating five in comfort and take all their stuff in the boot. But that picture doesn't really sit right with us given the Turbo's nature.It's such a good package we can't understand why anyone would buy the XR8. The Turbo would see it off and costs thousands less. That probably explains the respective sales rates of each car.The test vehicle had 16,000km on the clock and felt strong as an ox and quicker than other versions we had driven with fewer kilometres.It offers tidy handling and the facility of automatic transmission which is one of the smoothest in the business.It makes an excellent car even better.And all for $47,655The iridescent purple test car was a hoot to drive. Everyone hated the colour.

When you buy petrol, the dollar metre is far and away the greatest, when you buy LPG, it's the other way around.Twenty dollars gets you roughly 40 litres.It throws you at first.But at under 50 cents a litre, LPG is looking better and better as an alternative to petrol even factoring in the price of LPG conversion.However, if you commit to LPG up front when buying a new car and opt for a "dedicated" LPG model, conversion cost is not really an issue.Ford's E-Gas Falcon XT sedan (automatic) retails for about $37,000 and offers plenty of reasons to go gas.E-Gas is also available on Futura, Fairmont, ute, cab chassis and wagon. A sporty SR Limited Edition sedan is also available.Falcon is the only locally built car with a dedicated LPG engine.Ford modifies the engine and fully integrates the gas appliance as well as recalibrating the car's electronics and making some with internal modifications. It's all factory fitted and tuned to run on LPG.The engine is based on a petrol DOHC, 4.0-litre Falcon six and as such, starts from a high base in terms of power and torque.The E-Gas engine shares the same 10.3:1 compression ratio of the petrol engines.However, the E-Gas engine maintains stronger con-rods and harder valves and seats to meet the higher demands placed on the engine by using LPG fuel.A revised venturi providesd better air/fuel mixing, while the smooth curve of the new inlet pipe provided better flow so the gas could be withdrawn in a more controlled manner.Some power is lost when running on gas but it takes the E-Gas car down to a still handy 156kW/374Nm output.The tank holds from between 90 litres and 116 litres depending on the model.Fuel consumption is heavier than a petrol version averaging around 16-litres/100km but gas is way in front when costed out against petrol.Ford literature says the E-Gas Falcon will save up to 33 per cent of the fuel cost compared with petrol over the same distance.That seems about right.A tank of LPG last week cost about $40.00 while a tank of petrol cost more than $100.There are some negatives with LPG and one is loss of power.The E-Gas Falcon needs to be driven harder for any given application compared with the petrol car _ with predictable fuel use results.The E-Gas cars also lose some luggage space because the spare moves on top of the load deck instead of sunken into the fuel tank. That space is taken up by gas cannister.It could be an issue for families or commercial users who need all the load space they can get.LPG availability is no longer an issue as most service stations carry it.A side benefit of E-Gas is lower emissions because the engine meets the stringent Euro III regulations.E-Gas is a $1200 (RRP) option, but this cost can be recouped within approximately a year of motoring, or even sooner if petrol prices trend upwards.E-Gas has no effect on Falcon's 3 year/ 100,000km warranty.Driving the car is pretty much the same as a petrol powered Falcon except you need to push the throttle harder to acelerate. Once you achieve the desired aspeed, there is no difference. Infact, the LPG car could be a tad quieter and smoother than the petrol.Roll on acceleration is good as is torque output that gives good throttle response. It's no slug out of the blocks but still sounds like a vacuum cleaner. Does owning a E-Gas Falcon mean you own a taxi?Not really even if all cabs are on gas and most are Falcons.The test vehicle was comfortable and looked to be well made. It is identical to the petrol Falcon to look at inside and out.A six speed auto would be better than the standard four speed unit and would save fuel as well as boost performance.Dual independent VCTRevised camshaft profileDual knock sensors with individual spark controlRevised venturi, throttle body, and inlet pipeEuro III emissionsTransient rpm limitImproved NVHPower output on the E-Gas engine remains at 156 kW, while torque has increased slightly from 372 Nm @ 3000 rpm to 374 Nm at a lower 2750 rpm.

That same car retailed at almost $40,000 when it was new.Now, my dealer mate added his profit to the price before he retailed it out of his yard at $20,500, but even then it was still just a tick over half the original sticker price.The BA Futura used here is just an example of the bargains out there in near-new cars, particularly the Falcons, Commodores, Magnas and Camrys.The BA Falcon was a make-or-break car for Ford. After the disastrous AU the BA had plenty of ground to make up if the company was going to be viable going into the future.Thankfully for all of us it turned out to be a pretty decent car, far and away better than its disappointing predecessor.Ford pumped lots of new features into the BA, far more than it really would have, had it been a normal upgrade.The 4.0-litre six-cylinder engine was given a major overhaul with double overhead camshafts, four valves per cylinder with infinitely variable valve timing. In base form the Barra engine put out 182kW at 5000 revs and 380Nm at 3250 revs, more than sufficient to give the BA plenty of zip. There was the choice of a five-speed manual or four-speed auto, the latter having sports shift.The suspension was also revamped, particularly the rear suspension.The overhaul continued inside as well with an all-new layout focused around a central control console. Standard features in the base XT included airconditioning, CD sound, power driver's seat, power front windows, trip computer, cloth trim, dual front airbags, anti-skid brakes, 60/40 split-fold rear seat.In addition to that, the Futura had cruise control, power rear windows, 16-inch (40.64cm) alloy wheels, rear centre armrest, cup holders, grab handles and courtesy lamps.Make the next step up to the Fairmont and you also drove away with dual-zone airconditioning, velour trim, six-stack CD, woodgrain dash, leather-trimmed steering wheel, side airbags, and traction control.The last step, sporty XRs aside, was to the Fairmont Ghia which had the added features of a six-way driver's seat with memory for settings, adjustable pedals, 17-inch (43.1cm) alloys and fog lamps.With just 30,000km or so under its wheels there should be little that's gone wrong with the Falcon. To date there is none of the head gasket, radiator, power steering problems that were a regular occurrence on the AU. And rental car agencies say they're having a better run out of the BA Falcon than they are with the equivalent Commodore or Magna. In reliability terms they are rating it as high as the Camry.Mechanics working on roadside assistance are reporting an annoying BA problem.It seems they simply stop and can't be started again without being towed to a Ford dealer where the electronics can be checked.With decent handling from independent suspension front and rear and anti-skid brakes the Falcon delivers quite good primary safety.On the secondary level it has dual front airbags, and on the Fairmont, side airbags.There are lots of compelling reasons for buying used large cars, but saving money is the best one. At auction, BA Falcon XTs are being knocked down for as little as $14,500 on average. At retail prices, the same car will sell for $3000 more. The Futura sedan retails for about $18,500 and the equivalent wagons will cost about $18,500 and $19,500.

It's often the original model that becomes the much-admired classic in later life, and that's certainly the case with the first Falcon GT Ford, launched in 1967.  The XR Falcon GT can lay claim to a number of firsts. It was the first Aussie muscle car and the first V8 to conquer the Bathurst mountain.MODEL WATCHThe GT was one of the smartest marketing moves ever seen in Australia. Ford was building a high-speed pursuit car for the police when some smart marketing men thought it would make a great high-speed road car and, perhaps more importantly, a potent race car for events like Bathurst.Using the police pursuit specification as a base, a GT spec was developed. The GT was based on the XR Falcon sedan, the first to offer a V8 engine, and was enhanced with some special go-fast gear and dress-up equipment so it looked the part.All apart from a handful of special build cars were painted GT Gold with black GT stripes down each sill and across the boot lid, while the grille was also blacked-out for added effect. GT badges adorned the grille, boot lid and the C-pillars.It wasn't over-the-top to the point of being garish, it looked just about perfect.Inside, there was a Mustang-style woodrim steering wheel, extra dials with the speedo going all the way to 140mph (225km/h), and there was a Hurst shifter jutting out of the centre console. The engine would be a more powerful version of the standard 4.7-litre pushrod V8. The compression ratio was boosted, it had a sports camshaft, four-barrel Holley carburettor, special intake manifold and exhaust system. All that added up to 225hp (168kW) at 4800 revs while torque was 305lb ft (413Nm) at 3200 revs, enough to power it to 100km/h in a little more than 10 seconds and, at 195km/h, it was the fastest car ever produced in Australia at the time.The V8 was linked to a four-speed manual gearbox with the final drive delivered to the rear wheels via limited-slip diff.Underneath the glittering gold panels, the suspension had been stiffened with heavier springs, bigger shock absorbers and a larger front anti-roll bar. The steering ratio had been reduced, disc brakes were fitted to the front, and the wheels were wider and fitted with radial tyres.IN THE SHOPThe XR GT is almost 40 years old and will have many of the problems that affect all old cars. Rust can be a particular problem, and their high performance meant that many have been crashed, some a number of times. That means a thorough inspection is needed to determine the condition of the body.The good news is that it's not too difficult to find replacement body parts as they're the same as those on regular XR Falcons.Finding second-hand body parts in good condition, however, requires patience and persistence. Mechanically there is nothing daunting about the GT. The 4.7-litre V8 is a simple and durable unit and there are plenty of parts available to rebuild them.Same goes for the gearbox, rear axle, suspension, steering and brakes. The difficulty with the GT is replacing those special GT parts that might be missing.CRUNCH TIMEThere's not much to talk about on the safety front. Airbags were a thing of the future in 1967, even seat belts were optional, although the GT did come with lap-sash belts up front.FORD FALCON GT 1967Not recommended for daily drivingRumbling V8 performanceAuthenticity is a mustRust and crash damageMust be complete with all special GT featuresGreat looksRATING12/20 A head-turner that's fun to drive and appreciating in value.

All four big local guns are fighting back. The new Mitsubishi 380 has already hit the street. Next year Holden will launch the VE Commodore and Toyota will release the Avalon replacement. Ford is also fighting back, but with a different approach.Improvements under the skin of the Falcon range include a new six-speed automatic and fuel savings across the board.Ford's approach with the BF has been heavy on engineering and light on styling.It's no surprise, because the BA was a big body switch from the unloved AU Falcon.But it also gives Ford the chance to reply to Holden's new VE Commodore.Though Ford is yet to confirm it, we can expect to see a BFII in the second half of next year with some styling changes.A key part of the BF upgrade is the new ZF six-speed automatic transmission that is optional on some models and standard on the top-end cars.This self-shifter is the same unit, with some small changes, that is used in the top-shelf Jaguars and the BMW 7-Series.The base Falcons will continue to use an upgraded version of the four-speed automatic.The Barra 4.0-litre six-cylinder engine was significantly upgraded when the BA hit the road, adding dual camshafts with variable timing, but new camshaft phasers can now operate independently.The camshafts can be controlled more accurately to reduce fuel consumption as well as to improve torque delivery.Power lifts by 8kW to 190kW at 5250 revs and there is 3Nm more torque for a total of 383Nm that kicks in at 2500 revs.Ford promises fuel consumption improvements of about 5 per cent on Falcons with the four-speed automatic and up to 11 per cent with the six-speed auto.Styling changes have been limited to new bumpers, tail lights, new wheels and some interior seat and centre console tweaks.The XR6 is available with a six-speed manual or four-speed automatic as standard. The six-speed auto costs an extra $1250.It has 17-inch alloy wheels, colour trip computer and sound system control screen, airconditioning, cruise control, XR sports seats, body kit with front fog lights, electric windows and rear split-fold seats.Standard safety gear includes driver and passenger airbags, anti-skid brakes and traction control.Electronic stability control has been introduced for XR6 Turbo, XR8 and Fairmont Ghia models. ON THE ROADYou won't pick how much Ford has improved its new Falcon unless you drive one.Only Ford fanatics would pick the different BF front bumper or tail lights.The new paint range, including the loud Menace coat of the XR6 test car — a bright shade of plum — helps some of the new XRs to stand out. But all this is minor.Slide inside and there is not much to indicate the improvements either, except for the number six on the new automatic gearshift. That is the biggest news about the BF upgrade.The transmission is terrific and has put a gap on its Australian rivals.The ratios give a great spread, allowing punchy take-offs yet still quiet cruising, and the actual shift is smooth and refined.The touch-change manual mode really encourages you to take control, with almost instant shifts and full manual control.Unlike a lot of cars, including Tiptronic Porsches and the Audi S4 we have just driven, the Falcon will hold right to the red line without making an unwanted automatic upshift.And Ford sets the touch-change lever for push-forward downshifts, the choice of BMW and other driver-focused companies.It is well worth the $1250 over the regular four-speed automatic.The power pack in the latest Falcon is as impressive as most European cars.This engine is much sweeter than we expected and has been well matched to the new transmission.The combination is also economical.There is torque from little more than idle and the in-line six is eager to rev to its red line, unlike earlier Falcon sixes.The development of the 4.0-litre engine just shows how quickly car companies can move.Only five years ago, you had to buy a V8 to get such punch.The upgraded Falcon engine is smoother and more refined at all engine speeds.One of the first things you notice about the BF is how quiet it is inside — a big improvement.The XR6 is still as much fun as ever to punt along a twisting road and has good steering feel and little body roll in turns.The ride is quite comfortable and absorbs most of the bumps and lumps with little fuss.The seats are good, but the steering wheel still feels clumsy.The centre console and dashboard were upgraded substantially from AU to BA in 2002 and is still a local leader with its quality colour screen and good plastics. But the stereo buttons feel a bit light and cheap.It is also a bother that some of the buttons are hidden behind the steering wheel.These are small gripes in a car that is very impressive and a cut above its opposition.

The Ford XR6-Turbo gives you the Falcon muscle car image of Supercar race champion Marcos Ambrose, complete with V8-style power, but with the running costs of a six-cylinder.Falcon-racing Ambrose and his success in winning the past two Supercar championships as well as leading this year's series is very relevant to this report.Sales of the Falcon XR range have gone through the roof since his XR-based machine started winning on the track.Ford makes the sporty XR Falcon in XR6, XR6-Turbo and XR8 versions. The first uses the standard Falcon six-cylinder four-litre motor, albeit a pretty fair 182kW of power. The XR8 has the big 5.4-litre V8 giving 260kW power.The XR6-Turbo is an excellent compromise. It's the six-cylinder engine with a Garrett turbocharger bolted on. It's helped by an intercooler, resulting in 240kW of power at 5250rpm and 450Nm of torque.While this torque is just 10 per cent shy of the V8 engine's, the V8 peaks at 4250rpm while the XR6-Turbo torque maxes at a usable 2000rpm.Yet on the road, subjectively the performance gets more scintillating as the revs build up and the turbocharger is spinning hard, force-feeding that air into the engine.A major upgrade for the Falcon BA Series II is the XR6-Turbo and XR8 getting a six-speed manual transmission (the XR6 retains the five-speed). Ford has calibrated the six ratios sensibly.It didn't want just another extremely tall gear on top of the five-speed, which would be a waste with Australian speed limits.So it set desirable first and sixth ratios and crammed in all the others so they can be used with effect. The XR6-Turbo needs 2200rpm at 110km/h in sixth gear, with good response if the driver does not want to change down and really get charging.Fifth gear can be used to cruise main suburban roads at 60km/h.The clutch is medium-firm but tolerable for everyday use. The chunky gearshift, as usual, baulks a bit when the gearbox is cold, but flows OK although a little notchy when warmer. The gearshift is purposeful rather than light. A four-speed sequential shift automatic is optional.The XR6 five-speed manual is $38,655, the XR6-Turbo six-speed is $46,360 and the XR8 six-speed is $51,275. Only the XR6 charges $1000 more for an automatic.Other than the turbocharger and intercooler (with its metres of large-diameter pipes around the engine bay), the XR6-Turbo has little that the standard XR6 does not, and is obvious only by a small TURBO badge on the boot lid.They have 17in-diameter wheels and 45-series tyres, body dressup kit and rear wing, alloy pedal covers, airconditioning, limited slip differential, a driver's seat with some adjustments powered and a traction control that can be switched out (we will desist from calling this the Hoon Button).Fuel economy is important in this examination. The factory figures say the XR6 averages 11.5 litres/100km, the XR8 a thirsty 14.1 litres/100km and this XR6-Turbo in between at 12.9 litres/100km. But our week's drive in the XR6-Turbo returned a pleasing 11.6 litres/100km. Pleasing because although it did include a cruise to the Fleurieu, it also did a lot of stop-start city work and had its open-road strong acceleration exploited a few times.Ride is supple enough, with the slap of the tyres on small surface irregularities heard rather than felt. Steering is not go-kart sharp but the 1751kg sedan corners better than standard Falcons.And there's the advantage of it being based on a Falcon sedan: a spacious interior and a large and deep boot, even with a full-size spare wheel. The middle rear passenger has leg space compromised by a large transmission tunnel.Some performance-car buyers might want a bit more safety. The car has strong ABS and traction control but only twin front airbags. Side airbags are an optional extra. The rear outboard passengers get only low, fixed head restraints.But out on the road when the right foot is planted and later at the servo when the wallet is opened, all is forgiven.SMALL TORQUEFord Falcon XR6-TurboPrice: $46,360 manualEngine: Six-cylinder in-line, dohc, 3984cc, turbochargedPower: 240kW @ 5250rpmTorque: 450Nm @ 2000rpmTransmission: Six-speed manual, rear-wheel-driveWheels/tyres: 17in x 8in alloys; 235/45 Dunlop SP Sport 3000

It's a Tremec T56 box found in other Ford muscle cars including the Mustang Cobra and, oh yes, Holden Commodore V8 though the Ford version is individualised in terms of shift feel and gearing.It's a bit of a payback when you think Holden uses a copy of the Falcon front suspension in its V8 Supercars. Component sharing is bigger than you think between the two.The six-speed replaces a good five-speeder in the previous model and is intended to more efficiently capture the potent performance of the 4.0-litre, turbo six.It does that better than in the XR8 and delivers absolutely sparkling performance pretty well everywhere.Slip it into gear, push the throttle and away you go – whoooosh.The box offers smaller gaps between ratios and therefore a more sporty feel. Even so, the turbo engine still delivers a long, smooth and strong run through each gear.The turbocharger goes into warp drive quickly and is rarely caught off-boost unless a totally wrong gear is selected.It isn't a high pressure turbo and relies on clever induction design and other electronic stuff to boot out some 240kW and an even more impressive 450Nm of torque from just 2000rpm.Ford engineers shortened the final drive to optimise the new six-speeder and maintain its oomph.The XR6 Turbo is a weighty beast at nearly 1700kg, even more for the four-speed auto version but all that engine torque deals easily with the situation.The car also feels more nimble than before possibly due to firmer springs and other minor tweaks.A couple of interesting things come with the six-speeder: electronic lock out of reverse while the car is moving, alloy pedals, a new flywheel and other mechanical changes that improve the car.A new range of colours is available but the stunning orange and lime have been deleted. Boo hiss.The test car was a hoot to drive and was particularly entertaining on winding roads. It is something else again to surf the turbo boost and feel the potent engine hurl this big car forward, much better than the XR8 in fact.There is an audible whistle from the turbo that has been all but engineered-out of other turbo cars. Go Ford.Dynamics are up with the high output engine giving the XR6 a sporty feel and good manners, even on rough roads.A traction control system has a high threshold making spirited driving more satisfactory.At $46,350 the turbo model commands a premium of $7500 on the "atmo" XR6 but it's a whole lot more car.

For as much music as Ford's 290kW V8 can pump, this rock 'n' roll machine needs a thumping sound track to complement that subtle Australian muscle hidden below a well-cut suit of heavy metal.The Falcon GT, massaged by the crew at Ford Performance Vehicles, is a fine bit of Australian engineering that pays homage to the glories of past GT sedans, family cars that are tuned to rumble.So the first thing to do each morning before driving to the shops, is the music to match.Cold Chisel's Swingshift fits like a glove. It's local, live and loud. Or try Shipping Steel and Cheap Wine and Rising Sun.The Falcon GT deserves driving music.It can be a subtle machine around the suburbs. It can be a sedan to run to the office or shops.Or the Falcon GT can be the one for a long and hard drive in the early morning light, sunlight filtered through the trees, drop a gear or three, hard on the brakes and toss the car into turn after turn.Engine barking, back up through the gears to maximum power (290kW) at 5500rpm.Maximum torque of 520Nm spins in at 4500rpm. This is a quick and sure machine for highway overtaking.The six-speed manual is firm and precise and car and driver love that push from second to third and the extra engine music as the revs run past 4000rpm.This is not a sports car in the old ways and means of a sports car. This is no Porsche 911 or BMW Z4.This is a (relatively) heavy family car turned into a fine muscle machine with better road manners than the donor car.And there is a deal of sporting tune, a sharper turn in, sweet engine punch, better brakes and better grip all round.The ride is firm and supple and while there has been some work on spring rates – lifted 14 per cent at the front, 10 per cent in the rear over the Mk1 GT – there remains that degree of comfort over turn-in sharpness.Other sports sedans may be that little edgier at the front end, the GT rewards with a more easy lope over a long day on Australia's ordinary bitumen roads.There can be a little bit of body weight shifting across the front end in hard, tight turns. It's a small price to pay for the GT's ride comfort, only upset by short, sharp holes at lower speeds.It is no loafer. The Falcon GT has the ability to run hard for hour after hour with remarkable resilience. It will jump when prodded and it handles good and bad bitumen with speed and safety.And it remains more the long distance tourer than the belt-up-the-mountains sprinter, for the Falcon GT is best where it can stretch out those 5408ccs and run through that new, and well-weighted, six-speed manual gearbox.This has a nice feel to the shift and a sensible spread of ratios, all tailored for FPV vehicles. And in case a driver gets too carried away, there's now a ¿shift alert¿ aural warning if the redline's looming.This Falcon GT is a sensible piece of fun.There is room for the family and it has the dynamics for a spirited run across the country.It looks the part. More than half of the FPV sedans built since the GT and GT-P debuted in March 2003 have been ordered with the FPV stripe package.There are the stripes and there also is the Boss 290 decal for the sides of the bonnet's power bulge. Very Starsky, as is the twin pod of instruments – one for oil pressure, one for oil temperature – sitting on top of the centre dash.There's the silver lame running through the seats, plenty of elbow room and a sensible, if dullish to some eyes, dashboard layout.Sit down, buckle up and chase that power bulge down the road, window down to catch the exhaust and to let the rest of the world catch up on some Australian rock 'n' roll.

The importance of the BA Falcon can't be overstated.  Had it failed to excite the car-buying public it could well have been the model that spelt the end for Ford as a force in this country. Thankfully the BA has been a success. It has rebuilt the image of the Falcon in the minds of car buyers after it had been badly wounded by the disastrous AU.Model watchThe most damning criticism of the AU was aimed at its styling with its downtrodden curves that gave us a sad and sullen look. Fixing that meant major surgery to body panels, which was no cheap exercise.By the time the BA's stylists had finished there was little of the AU left. The doors were about the only panels recognisable from the old model, even the roof line had been modified. The downcast visage was gone, replaced by bright uplifting looks that gave off a positive vibe instead of the depression felt when sighting an AU.There was also an upgraded six-cylinder engine, a new independent rear suspension, sports shift mode for the auto trans, and some cute new features like the control command centre inside and adjustable foot pedals.The base engine was the familiar Ford 4.0-litre inline six, but it was heavily revamped. It now boasted double overhead camshafts, four valves per cylinder, and variable cam timing, which delivered good performance right through the rev range, with good torque at low revs and a powerful punch at high revs. At its peak the so-called Barra 182 engine produced 182kW at 5000 revs and 380Nm at 3250 revs, with good torque over a wide speed range.Underneath a new Control Blade IRS replaced the old double wishbone system, delivering the handling benefits of an independent system with improved ride comfort and isolation from road noise.  Brakes were improved discs all round with ABS standard, steering was power assisted.Inside, the awkward old dash was replaced with a much more modern design with a hooded instrument cluster and a centre dash console containing the supplementary controls for air-con and sound. Standard features included airconditioning, CD sound, power front windows, power mirrors, power drivers seat and trip computer.In the shopFew problems reported to date. The six-cylinder engine is the most powerful in its class and appears to be largely trouble-free although the extra power seems to have come at the cost of fuel consumption.Make the usual checks for crash repairs, like poor panel fit, variable gaps between adjoining panels, and colour variation.  Check also for a service record.Crunch timeThe BA was too new to feature in the recent used car safety survey, but it's fair to say that it's as least as good as the AU which fared well. Body structure is improved, and with dual front airbags, provides crash protection.Owner's viewsHamilton Saunders has done just 32,000km in his BA, which he says is a good car, comfortable, reliable and excellent for towing, but is heavier on fuel than the previous model. Problems he's encountered are a noise from the steering box, an occasional sulphur-like smell in very hot weather, neither of which the dealer has been able to fix, and the discs have required machining at every service.Ray Tonisson has completed just over 13,000km in his BA and says, apart from being thirsty, it's the best Ford he has owned. It has power and drives very well especially with the Sports suspension. Ford has lifted its bang for the buck on the XT with a good package of standard features.BA FORD FALCON XT 2002-2004* Happier, more sporty styling than the AU* Sports shift auto transmission for a fun driving experience* Class-leading power* Excessive fuel consumptionRating15/20 Much improved model you won't be afraid to admit owning

Small, discrete MkII bootlid badges, new wheels and some fresh paint colours are the only official exterior changes from the first BA.The big changes are tucked away and limited to the XR performance end of the paddock with an all-new, six-speed manual for XR6 Turbo, XR8 sedans and utes.Ford was rightly happy with the original BA, spending a deal of time and money to resurrect flagging family car fortunes after the consumer and critical disaster that was the AU Falcon.So Ford Australia president Tom Gorman says this is not a freshening of a successful car, rather an evolution."The BA Falcon represented a big step forward for Ford Australia when it was introduced in 2002," Gorman says."Now this new BA MkII Falcon is destined to build on the success of that model."The BA brought five new engines, a fresh body and cabin plus an all-new rear suspension to the local Ford family sedan two years ago. And, according to Ford, customers are happy with the car.So this BA II receives minor changes, such as auto-off headlights and cruise control across the range. There are those new alloy wheels here and there, side airbags added to Futura models and reverse sensing system added to Fairmonts.The average price increase across the range is 0.8 per cent.But it's the XR Falcons that have been the showroom heroes for the BA, increasing their share from 6.8 per cent of Falcon sales in 2002 to more than 27 per cent this year. Marcos Ambrose holding the V8 Supercar crown sits well among this renewed passion for performance Fords.And with that in mind, it is the XR range that most benefits from this BA II evolution.Ford has added a six-speed manual transmission to the 240kW XR6 Turbo and 260kW XR8 variants. The XR8 also picks up some suspension tweaks with firmer spring rates to give the V8 car a flatter ride and sharper handling, more in line with the Falcon GT.The Tremec T56 gearbox had to be quiet, flexible and durable while working with the turbocharged six-cylinder's 450Nm of torque and the V8's 500Nm.Ford was chasing a precise shift and a transmission with a closer and more linear spread of ratios. There was a hunt for gears able to cope with 60km/h in fifth, pull from below 100km/h in sixth and run past 100km/h in second gear.The T56 was then further tuned to match the engines' characteristics. The final drive ratio for the XR8 has changed from 3.23 to 3.46; the XR6 Turbo final drive has shortened from 3.46 to 3.73.The XR8 runs on 18-inch alloy wheels as standard, which are wrapped with low-profile rubber.HEAD for the XR6 Turbo or the XR8 if you want to feel the improvements of the BA MkII upgrade.The new six-speed manual gearbox is the biggest and, some would say, only noticeable change for the new model.We picked an XR8 for some city work and the long haul to Bathurst.Ford has done a lot of work to the Tremec manual gearbox, including fitting double synchros on all six forward gears.The result is a nice piece of work. The six-speed is tractable, and on the V8 there is little grumble in pulling away from 60km/h in sixth.The gearbox works well with the muscular engine. You can easily run along in sixth at 2000 revs.First impressions suggest this is a strong and smooth gearbox, well matched to the engine.The gearbox has a firm and positive feel. Unlike some six-speeders there is little doubt that the transmission has engaged. Shift quality is up there with the best from Europe.It is a massive jump forward from the clunky five-speed it replaces.Suspension changes on the XR8 have sharpened the car's front end and there is a tad more positive feedback from the front wheels.The suspension is supple and soaks up a lot of the bumps that can spoil a nice drive in the country.This is one area in which the XR8 has an advantage over the Holden Commodore SS.The hot Holden feels sharper, and is a hoot during a blast along twisting roads, but its firmer suspension can pass on more of the bumps and jolts to the occupants.The XR8 is not light at 1797kg, but it feels solid and sure on bumpy roads at highway speeds.In some ways it is a gentle tourer, yet you shouldn't be fooled. When the foot goes down and the revs lift, the 5.4-litre bent-eight engine rises to the occasion with a full-throated bellow. There's plenty of torque here, available nice and early, too.Nothing much has changed inside and the interior is more practical than stylish.That said, you wouldn't want to change things, including the seats, which are comfortable and supportive.