2010 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

Ford's sporty six kept up the performance image but had a thrftier LPG variant. New Having dropped its V8 in the 1980s, Ford went looking for a suitable model on which to hang its performance credentials. The answer was the XR6, a six-cylinder sports sedan created more in the European style than the earlier GTs that

Take a tip: Go for a later model when you're out shopping for a G Series Falcon. New The G Series was a new range of sports luxury models Ford introduced with the FG Falcon in 2008. In effect it replaced the old luxury Futura/Fairmont/Fairmont Ghia but with greater emphasis on sportiness. The range comprised the G6,

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. 

In the 20 years since its introduction the Falcon XR6 has become the quintessential Australian performance car, blending the robust and reliable Falcon driveline with the refinement and sophistication once only available in an imported European GT. There were plenty of doubters when it was originally launched, lots didn't believe a six-cylinder car could win over a market that worshipped at the altar of the V8.But it has and the XR6 and its sizzling sibling, the XR6T, have become firm favourites with Australian buyers. As the latest in the line, the FG is perhaps the best of the bunch. Based on the FG Falcon released in 2008 the FG XR6 and XR6T use the basic Falcon four-door architecture, but build on it with a range of mechanical and cosmetic upgrades that transform the family Falcon into an impressive driver's carThey can be identified externally by specific grilles, bumpers, fog lamps and alloy wheels, while inside they feature sports seats, instruments, alloy pedal covers and gear shifter on manual models. At the XR6's heart is the Falcon six-cylinder engine that puts out 195 kW and 391 Nm, which is linked to a five-speed auto, six-speed auto or six-speed manual.Underneath the suspension was retuned for a more taut, sportier drive. The XR6T, with a whopping 270 kW and 533 Nm on tap from its turbocharged version of the 4.0-litre six-cylinder engine, was a blistering drive.It was much more overt in its intent than was the mo re reserved XR6. In addition to the turbocharged engine the XR6T also had a limited- slip differential, upgraded brakes, larger alloy wheels, and the option of a ZF 6-speed auto to handle the engine's output. On the road both models were sure-footed and smooth, with a comfortable ride.Build quality has long been an issue with the Falcon, but the FG seems to be better than most of its predecessors and doesn't appear to attract the same level of owner complaint. Still, it's worth doing a thorough inspection all over the car looking for signs of possible build quality issues, and have them fixed before you take delivery.Mechanically the XR6, with its fundamentally stock drivetrain is sound and little goes wrong with it on a regular basis. The issues that affected earlier models have mostly been resolved and don't appear to affect the FG. Thoroughly test the auto transmission when on a test run and make sure it shifts smoothly, without reluctance and that there's no thumping of shuddering through the driveline. Repairing the 6-speed auto is a very expensive business, something to be avoided. Consider having the auto transmission serviced on cars with high mileage.Also take note of any brake shuddering, which could indicate new pads and rotors are needed. Rotor and pad replacement are a fact of life with the Falcon, and should be factored into the running costs. Checking the XR6T needs an even more thorough inspection, as enthusiast owners would have driven them hard.Listen for knocks and clunks in the suspension, check the clutch for signs of wear, like a low take-up, slipping, shuddering etc. Like the XR6 thoroughly test the automatic transmission, which is likely to have come under extreme pressure from enthusiast drivers. Anyone looking to buy a potential classic should consider an XR6T.Safe, sound sports sedan with all the performance you could want, and more in the turbo model, which is a potential future classic in waiting.

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. 

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

... but for a truly great feud there are few greater than Holden versus Ford.The colour scheme at motorsport events around the nation is simple - red and blue - and it's something that astounds imported managing directors on both sides of the fence. Both companies have had to make wholesale strategic changes in the face of changing market demands, but for now the flagship battle is Commodore versus Falcon.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.GM Holden chairman and managing director Mike Devereux said the exterior changes were only evolutionary but the under-skin engineering changes were what is significant for the model upgrade."The VEII is not revolutionary to the outside of this car and it's not meant to be, if it ain't broke, don't fix it - they didn't make design changes just for the sake it, the feedback we get is that it's one of the best looking cars on the road. The revolutionary changes are underneath and inside the vehicle," he said.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither has been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights. Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief. The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look.The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution. The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGGetting back behind the wheel of an FG XT and the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved. Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet. In the corners the steering has good meat to it and despite not being the sports model it handles bends (including those with mid-corner bumps) with aplomb and without excessive body-roll.The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop. A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap, the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort. The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon.Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little undergone through the mid-range compared to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Holden also still gets a plastic steering wheel that looks a little tacky, but the controls on the wheel are simpler. Included in that is the easier-to-use centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCOREHolden Commodore Omega 76/100Ford Falcon XT 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

The landscape of the battlefield has changed but the combatants have not changed much. The long-running Holden versus Ford battle continues with the Commodore and the Falcon leading the fight, but both companies have had to make wholesale strategic changes in the face of changing market demands.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither have been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights.Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief.The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look. The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution.The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGBack behind the wheel of the FG XT the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved.Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet.In the corners the steering has good meat to it and despite not being the sports model it handles bends (includnig those with mid-corner bumps) with aplomb and without excessive body-roll. The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop.A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap (a complaint in VEII as well), the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort .The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon. Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little underdone through the mid-range compareed to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Commodore's steering wheel controls are simpler in relation to the centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCORECommodore Omega: 76/100Falcon XT: 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.