2004 Ford Falcon Reviews

Ewan Kennedy reviews the 2002, 2004, 2008, 2011 and 2015 Ford Falcon as a used buy. In October 2016 the last Ford Falcon left the assemble line, not long after its 56th birthday in Australia. What does this mean on the used-car scene for the period being examined here, 2002 - 2016? At this stage the answer is we

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

Ford's Falcon has slipped from the minds of many new-car buyers in recent years, resulting in the sad news that production will cease late in 2016. However, the iconic Falcon has long been a favourite with used-car buyers and there’s no sign of that changing anytime soon.To some extent we blame the demise of the Falcon on over adventurous styling. The radical shape of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it.Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 lifted sales slightly. In September 2002 a major facelift to produce the BA Falcon started to put the Falcon back on track in new sales. The BA Falcon was upgraded to the BF Falcon in October 2005.The introduction of the rather conservative FG-series Falcon saw sales slip again, and history shows that Ford Australia never did recover after that.Falcons have seating for five adults, though four makes more sense because rear-wheel drive means the transmission tunnel takes up a lot of footroom in the centre-rear position. Legroom and headroom are ample for all but the largest adults. Some find the relatively steep slope of the roof in the AU to BF Falcons make it awkward to get in and out; naturally the back seat of the wagon doesn’t have this hassle.Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA Falcon is better, though still on the shallow side.Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area. The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010.Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. Very common in taxis, but less so in private cars (except in Victoria) this engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol so fuel range suffers.The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance.Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, both with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup.A powerful four-cylinder engine, tagged the EcoBoost gave us arguably the best Falcon ever, thanks to excellent performance and nimble handling, the latter due to the lighter weight of the smaller engine. Buyers in this market segment can be on the conservative side and they stayed away from the EcoBoost in droves.Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installed. The ZF was originally only fitted in the topline variants, with the introduction of the FG Falcon all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit until the launch of the new-design LPG unit in July 2011.Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the BF series, when a six-speed was installed.Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia. Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker.These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work.Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and more expensive for a turbo six.WHAT TO LOOK FORRust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash.Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG; while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved.Four-speed automatics can cause problems on hard-driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park.Listen for a whining differential when driving at around 60 to 90km/h.Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial useCAR BUYING TIPBeware ex-taxis: they are run hard and often not driven in a sympathetic manner. 

Ford's Falcon is a rugged family car that copes well with rough and ready Australian bush roads so are very popular out there. They can be on the large side for close city work but have good outward visibility and a reasonably tight turning circle so aren’t too hard to drive in confined spaces.The radical styling of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it. Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 helped a bit. However, it wasn’t until September 2002 that a major facelift to produce the BA Falcon started to put the Falcon back into buyers’ minds again.The BA Falcon was further upgraded to the BF Falcon in October 2005. Visual differences are minor, but there were significant changes to the transmissions at this time – more about them later. The introduction of the new FG series Falcon in May 2008 lifted awareness, but its shape was on the conservative side (it’s hard to please people…) and sales didn’t return to the record levels Falcon had enjoyed in the past.Falcons have seating for five adults, though four makes more sense because the use of rear-wheel drive means the transmission tunnel takes up a lot of foot room in the centre-rear position. Legroom and headroom are ample for all but the largest adults.Some find the relatively steep slope of the roof in the AU to BF series makes it awkward to get into the car. This applies to both front and back seats in sedans, naturally the back seat of the wagon doesn’t have this hassle. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA is noticeably better, though still on the shallow side. Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area.The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010. Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. These are very common in taxis, but less so in private cars, with the exception of Victoria, and the engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol, so fuel range suffers.The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance. Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, each with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup.An impressive four-cylinder turbocharged engine was introduced midway through 2012. It has plenty of power and torque and lower fuel consumption than the big engines. The four’s lighter weight gives the big car a nicely nimble feel during cornering. Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installedlpgThe ZF was originally only fitted in the topline variants, with the rest of the range using the four-speed. With the introduction of the FG Falcon in May 2008 all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit. A six-speed auto was finally installed behind the new design of LPG engine in July 2011.Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the October 2005 BF series, when a six-speed was installed. Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia.Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker. These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work.Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and be dearer again for a turbo six.WHAT TO LOOK FORRust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash.Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG, while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved. Four-speed automatics can cause problems on hard driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park.Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial use.CAR BUYING TIPNo matter how good a car looks on the surface it may have problems under the skin, never buy without a full inspection. 

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.It probably would have spelt the end of Ford as a manufacturer here, at least of cars designed locally.Failure would most likely have had the company’s Detroit management, itself under pressure, stepping in and dictating what would and wouldn’t be sold here. That would most likely have meant no Territory and no more Falcons, in their place would have been imported cars or at the very least cars assembled from packs of imported components.With no local Falcon to put pressure on Holden the company’s troubled American bosses would no doubt have questioned the need, and expense of having cars designed locally when there were suitable models available overseas.The entire dynamics of the local market could have changed in a most fundamental way.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. We have the Territory, which is doing good business, and the men from Dearborn haven’t seen the need to intervene.Such was the image of the Falcon in the wake of the down-in-the-mouth AU that Ford’s local bosses knew that serious action was needed. The AU replacement couldn’t simply be a facelift to keep it going until the all-new 2005 model arrived as was the plan.Unless they acted boldly the 2005 Falcon might have simply been too late.It required a bold plan, and management capable of seeing it through in the face of enormous pressure from those watching from above. They simply couldn’t afford to fail.The man for the time was the late-Geoff Polites who had the foresight and the will to commit to what was in effect a new car with all of the costs that entailed and see it through to the end. Polites also backed the Territory, another success story, and he will no doubt be looked upon as the man who saved Ford locally when future historians pen the history of the company.The most damning criticism of the AU was aimed at its styling with its downtrodden curves that gave is a sad and sullen look. Fixing that meant major surgery to body panels, which was no cheap exercise.There was no way around it, though, the body had to undergo major surgery. A nip and a tuck here and there simply would not have been enough.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 had been modified.The result was an amazing transformation. The downcast visage was gone, replaced by bright uplifting looks that gave off a positive vibe instead of the depression felt on sighting an AU.Ford could probably have got away with the body changes, and saved much of the $500 million it invested in the BA. There wasn’t much wrong with the AU mechanical package, but it was reasoned that they were coming from so far back the BA had to be seen as a major step forward to convince disaffected Falcon buyers to come back to the fold, and maybe even encourage some Commodore buyers to switch brands.So, as well as the crucial body changes, there was also a much 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 182 kW at 5000 revs and 380 Nm 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 better isolation from road noise.Brakes were improved discs all round with ABS standard, steering was also improved and power assisted.Inside there was also a much needed redesign. Gone was the awkward old dash, in its place came a much more modern design with a hooded instrument cluster and a centre dash console containing the supplementary controls for air-con and sound.XT was the badge the base model carried. It was meant to convey the image of the base model as a junior member of the sporty arm of the Falcon range, the other members being the XR6 and XR8.There was a long list of standard features on the XT, including air-conditioning, CD sound, power front windows, power mirrors, power driver’s seat and trip computer.Few 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.One roadside service agent reports going to the rescue of a number of cars that have simply stopped by the side of the road. Some can’t be restarted, others need to be restarted like an old carburettor car.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.One serious problem that the BA suffers from is the failure of brake hoses. It’s said to be that the rear hoses fail more frequently than the front, but both are prone to sudden and shocking failure. Shocking, that is, for the driver who suddenly finds their braking power is suddenly diminished when the brake pedal drops almost to the floor with little apparent retardation. The hoses are said to be too short and eventually break after being stretched and restretched. Consider replacing the hoses as a matter of course after buying a BA.The 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 faired quite well. That was found to be significantly better than the average for occupant protection, and average in its affect on occupants of cars it hits.Body structure is improved, and with dual front airbags, provides crash protection.Hamilton Saunders has done just 32,000 km in his BA, which he says is a “good” car, comfortable, reliable and an 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 sulpher-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 13,000 km in his BA and says, apart from being thirsty, it’s the best Ford he’s have 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. The sports pack just gives the appearance a bit more class.Lindsay Cameron has a 2002 BA Falcon wagon. It is generally driven by his wife and has done 20,000 km. He likes its looks, the power and smoothness of the engine, the ease of use of the cruise control ease of use, the 14-speed fan, the quiet air-conditioning vents, and its road holding. Conversely he dislikes the headlights which don’t turn off automatically, the carpets which are hard to clean, the recessed seat belt buckles which are difficult to use, the lack of rear leg room, the way the auto shifts down from fourth to third whenever then sports shift mode is selected, the tailgate release which had to be repaired under warranty and the remote central locking control which is on a pad instead of the key.Elling Salterod bought a new XT auto sedan in Jan 2004 . It has 9000 km on clock now , mainly around Sydney city and the central coast, but with one trip to Queensland. It’s comfortable and quiet, and returns good fuel consumption. There has been one recurring problem with the hand brake rubbing, which appears to be a design fault and can’t be fixed.Dennis Curtis likes the performance of his 2003 BA Falcon, but has two items of concern. The rear springs have been replaced twice in five months due towing even with Ford’s 2300 kg tow kit. Ford would only replace the springs with standard coils , and I was told if I changed to another stronger springs warranty would be voided. The other concern is with the auxiliary lights, which only illuminate with the turn signals in operation, and are of little assistance.• Happier styling than the AU• Class leading power• Excessive fuel consumption• Sports shift auto transmission for a fun driving experience• Reassuring and sporty handling• Brake hose failuresMuch improved model you won’t be afraid to admit owning.

The sporty XR models have been a raging success for Ford since they were first introduced with the EB Falcon over a decade ago, but the surprise story in that success was the six-cylinder XR6. The sporty XR models have been a raging success for Ford since they were first introduced with the EB Falcon over a decade ago, but the surprise story in that success was the six-cylinder XR6. For the first time there was a local muscle car that didn’t have a V8 rumbling under the bonnet.In the years that have elapsed since the XR6 first debuted it has become even more popular, to the extent that it can now be considered an icon of local performance.The BA brought more refinements for the XR6, a logical extension of the six-cylinder sports sedan theme, but it also brought a new dimension in the form of the XR6 Turbo. If there was ever any lingering doubts about the XR6 as a muscle car they were blown away by the sizzling hot turbocharged model.In a country conditioned to believe that performance was only possible with a V8 under the bonnet the XR6 was a bold move by Ford and its performance partner Tickford Vehicle Engineering.When Ford was the leader of the go-fast pack it’s hottest cars had big and brawny V8s, and the company was being run by men from Dearborn where the V8 was king. Today, Ford is run by meeker men, from other parts of the world where power doesn’t necessarily come from the barrels of a big bent eight.They’ve been brought up on a more subtle diet of overhead camshafts, fuel-injection, and latterly turbochargers.That’s the reigning philosophy at Ford today where the XR6 and XR6T are the tearaway kings.In the BA range the XR6 builds on the XT Falcon base model. It has the same 182 kW 4.0-litre straight six engine with double overhead camshafts and four valves per cylinder. It also boasts variable camshaft timing that not only gives it a powerful punch at the top end, but it also gives a smooth purposeful flow of torque across the rev range.Performance peaks are put at 182 kW at 5000 revs and 380 Nm at 3250 revs.The XR6 also has the same transmission choices as the XT, a five-speed manual ’box or a four-speed sports shift auto.The essential differences that mark the XR6 out from the base model are in the fine tuning and the appearance.Underneath it boasted sports tuned independent rear suspension.Inside it had sports seats with sporty XR trim, a sports instrument cluster with XR graphics, and there was a nice leather wrapped steering wheel.Outside there was a sporty body kit with unique front-end styling, a boot lid spoiler, body coloured mirrors and side protection mouldings, a single chromed exhaust tip, and 17-inch alloy wheels.There was no doubt the XR6 was a nicely balanced sports drive with enough street cred to be respected on the road.For more mongrel bite there was the new XR6T, which took the six cylinder sports sedan to a whole new level. With the blown motor under the bonnet the XR6 became a new car, even though it had much in common with its normally-aspirated cousin.The XR6T had everything the XR6 had, but in addition it came with the turbocharged engine, a limited-slip diff, plus power rear windows, rear grab handles, and traction control as standard.The Barra 240T version of the 4.0-litre DOHC six has a Garrett GT40 turbocharger with an air-to-air intercooler to increase the charge density and thus maintain boost pressure for maximum power and torque.Inside the engine there are new pistons and rings, with a lower compression ratio of 8.7 to 1, down from the standard engine’s 9.7 to 1, and high temp exhaust valves.The result is a massive 240 kW surge at 5250 revs, with 450 Nm of torque on tap between 2000 and 4500 revs.Before buying an XR6, even more so an XR6T, check with other owners because they do have a few problems worth knowing about.Some owners are reporting an overboost problem with the turbo engine, which feels like the engine is surging almost out of control.The diffs are noisy and it’s not uncommon for low mileage cars to be on their second or third diff.The other problem is brake wear and shudder. Some owners report that brakes are needing attention, rotor machining etc., at every service.Both problems are possibly the result of hard driving, although some owners deny they drive their cars hard, so if you’re intent on an XR6T look for one that hasn’t been thrashed.Be aware that BA Falcon brakes hoses fail, said to be because they were too short and fail after being stretched and restretched in use. Replace the hoses, front and rear, as a matter of caution as the service replacements are about 2 cm longer and don’t have the problem. The failure seems to occur around the 75,000 km mark.They go hard which means that they’ll be driven hard by enthusiast owners. It’s almost impossible to drive an XR6T slowly, they want to go.BA Falcon was too new to make the recent real world used car safety survey, but increased body stiffness and dual airbags should mean state-of-the-art crash performance.Sports suspension tuning, four-wheel disc brakes with ABS and traction control add up to an impressive primary safety package.Chris Elliott is a dedicated Ford fan who reckons his 2003 XR6T is fantastic, a joy to drive despite a couple of problems. He bought it with 15,000 km on it knowing the previous owner had a noisy diff replaced at 14,000 km, and now at 32,000 km is facing the same problem. It has also suffered severe brake shudder at around 28,000 km, which he says was fixed. Other than those the biggest other fault has been the stitching in the rear seat squad has come undone. Against that he was pleasantly surprised by the low service cost, and the fuel consumption, which averages 15.2 L/100 km around town and 10 on a trip.Andrew Kiejda owns a 2004 BA Falcon XR6, which has already done 25,000 km. He chose the XR6 for its superior suspension, seats and resale value. The car has handled its duties quite well with no rattles or squeaks despite occasional dirt road use and the traction control works extremely well. Only problem has been the loss of cruise control and sequential function of the auto trans due to a wiring loom fault at 18,000 km.• sporty styling• great handling from sports tuned suspension• smooth powerful engine• relatively high fuel consumption• sizzling performance of turbo engine• good resale value• noisy diffs• brake noise and shudder• brake hose failureGreat high performance sports sedans, but avoid cars that have been given a hard time.

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.

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.

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.