Ford Falcon Reviews

The Falcon four-cylinder works. It's lively and responsive, cushy and quiet, and it has the right numbers for the 21st century.The new EcoBoost mechanical package scrapes the barnacles off the homegrown Falcon and could - should - at least slow the showroom death spiral which means Ford Australia is only committed to its homegrown hero until 2016.A 2.0-litre four in the front of the Falcon would have been craziness just a handful of years ago, but the blue oval brand's global focus on EcoBoost technology in everything from the Fiesta up to the F-Series truck brings big benefits for Australians.Now, if Ford can just get people to take a test drive... "I think it's a landmark car in the history of the Falcon. It changes the perception of what people expect in a Falcon," the president of Ford Australia, Bob Graziano, tells Carsguide.The EcoBoost Falcon is not as punchy as the regulation inline six, and it pays a penalty in towing power, but the green-focussed turbo motor does the job with power of 179 kiloWatts, torque of 353 Newton-metres, fuel economy of 8.1 litres/100km, the ability to run on 91 unleaded and parity pricing that starts at $37,235. And, before you ask, it cannot be converted to run on LPG.VALUEThe EcoBoost engine package costs more than the inline six, and it has to be shipped from Spain instead of rolling down the road from Geelong, but Ford has decided on line-ball pricing for the new Falcon fighter.That means a $26,990 kick-off for the Falcon XT and a top end at $46,735 for the G6E model, which now seems a little strangely named with a six in the badge and a four in the nose. Ford has its global EcoBoost boss in Hobart for the Falcon launch and he is clear on the objectives. "One common theme ins around the globe - customers are concerned about the cost of ownership," says Andrew Fraser.The EcoBoost cars benefit from the FG Series II upgrade at the end of last year, which means plenty of standard equipment and genuine luxury in the G6E. But value also means what you pay at the pump, and the Falcon four makes a big breakthrough with a truly economical engine that's not a compromise on performance. The car also picks up the capped-price servicing package introduced by Ford last year. Against its rivals, it has an obvious marketing advantage over the basic Commodore with 3.0-litre six, as well as better numbers, and Ford sees it doing well also against the latest Toyota Aurion and the ageing Honda Accord V6.TECHNOLOGYSwitching from a six to a four is not a simple as it sounds. The EcoBoost transformation - and it is just that - means a lot more than a straightforward engine swap.The shorter four goes in easily enough, and brings a 74-kilogram weight advantage, but there is a lot of plumbing to be changed - intercooler, piping, exhaust and more go in - as well as complicated stuff in the suspension and even low-rolling resistance tyres and an 'acoustic' windscreen to cut noise.The end game is more than just a nice number for fuel economy. "We see ourselves as an enthusiast brand. So it must be fun to drive," says Fraser. So the suspension has had a lot of tweaking, the calibration of the six-speed auto has been adjusted - with help from the variable valve timing - to virtually eliminate the dreaded 'turbo lag', and even the exhaust note has been tuned to prevent the car sounding wheezy or overworked."We did not want this to seem like a busy four-cylinder engine in a big car. We wanted six-cylinder performance with four-cylinder fuel economy," says David Wilkinson, who is the Falcon project leader at Broadmeadows.DESIGNHow do you pick the Falcon four? Look for the EcoBoost badge, because that's the only hint. The EcoBoost model sits a little lower, but it's only a little. And that's it. Still, the latest Falcon has a solid stance, looks more classy than a taxi, and the cabin is loaded with features. But, as a Carguide reader recently told us, the dashboard fits in the Falcon are not as tight - or as consistent - as you would hope and it's definitely not as good as an Aurion on the overall quality front.SAFETYThe EcoBoost Falcon is a five-star car, and there are six airbags with the usual ESP and ABS. Ford has tweaked the stability control to take account of the changes to the weight balance and suspension tuning and chassis chief Alex de Vlugt says the low rolling resistance tyres still have proper grip and don't compromise the car.But we now wonder how long it will be before Ford Australia fits Isofix child seat mounts - since the system is now finally approved for local use - to boost the safety of kids in its local car.DRIVINGThis is where the EcoBoost story comes to life. Turn the key and the first thing I notice - or don't - is the flat, farty exhaust note of the regulation six-pack. The Falcon four is quiet and refined. Slip the car into drive and it eases away, tip into the accelerator and it gathers pace without fuss or bother. Most people, I'm sure, would not pick the four in the engine room.Kick down for a lane change or stoplight sprint and the EcoBoost responds eagerly, with plenty of pull from as little as 1500 revs and a solid spin to the up change point at 6500 revs. It does not have the instant midrange thump of the six, but that's the only thing missing. Head out of town, which is easy with the EcoBoost fleet running from Hobart, and the car feels quieter than any other Falcon, also lighter on its suspension and with lighter steering.Basically, it feels like a smaller car. That's good for the driver in all conditions, but especially on a twisty road where the car is more eager to turn and feels more like an Accord Euro than a LandCruiser. If you think I'm a fan, you're right. But I'm not the only one, as the editor of Wheels magazine keeps saying "This is a good car, no a great car" from the passenger seat.He's right, and it is. Actually, the EcoBoost Falcon is a reminder that Australian engineers can still do world-class cars when they have the the right tools and funding for the job. So it's such a pity that so few people are expected to be won to the new-age Falcon, and that it really won't influence the long-term future of the car or company in Australia.The final kicker comes on a quiet highway cruise back to Hobart, as the fuel economy readout  in the trip computer settles at 6.9 litres/100km with the speedo sitting on 100km/h. Last week I go 6.6 in a Subaru Impreza, and that is in a different class completely.VERDICTIt's a winner. I would happily welcome an EcoBoost Falcon as my new company car and will recommend it to friends. It's a sweeter car than the Falcon six, more impressive than the 3-litre Holden Commodore, and finally drives the big Aussie battler out of the rust belt at a time when Ford desperately needs another hero. Take one for a drive and you won't be disappointed.Ford Falcon EcoBoostPrice: from $37,235 (XT) to $46,735 (G6E)Warranty: 3 years/100,000kmResale:  53 per centService interval: 15,000km/12 monthsSafety rating: Five starEngine: 179kW/353NmTransmission: six-speed sports automatic, rear wheel driveThirst: 8.5 / 100Km 

FAMILIES wanting a big, comfortable and economical car - that's most of us - are ideal buyers of Ford's new LPG Falcon. So why isn't there a queue outside the Ford factory for a big car that costs $7.50 to drive 100km (compared with a petrol Falcon's $13.36) and will travel a similar 700km before running out of juice? Or gas. It should be a no-brainer for households but instead, Ford is reporting much greater interest from corporates and government authorities. The EcoLPi sales represent 18 per cent of total Falcon sales, so interest is relatively strong. Now, private motorists will have to get behind the wheel to witness the benefits.On paper it looks good. The dedicated LPG-engined Falcon is $2500 more than its petrol sister at $42,790. Government rebate applies to private buyers of a new car and is $2000. So, the LPG effectively costs $500 and - compared with an equivalent petrol-fuelled Falcon - the car's economy makes the gas car's price equivalent at seven months and produces a potential annual fuel saving of $880 after that. The XT EcoLPi tested had all the comfort, features, handling and even a bit more performance than the petrol model. Yes, the boot is slightly smaller but the difference is marginal.Looks exactly like a petrol Falcon. Only a boot badge indicates its fuel type. The Falcon looks better each year and the latest is a neat big car that, by virtue of clever body tapers, doesn't look big and bulky. In fact, it's only 171mm longer than the "mid-size" Ford Mondeo.Though the underpinnings and the body have lots in common with the AU model of 1998, the intervening years have smoothed out the roof to make easier entry via the rear doors, bulked up the AU's "organic" look, refined the drivetrain and greatly boosted build quality. If one thing stands out, it's the excellent occupant comfort.LPG as a vehicle fuel produces 35 per cent less CO2 emissions than petrol and has an octane rating of about 100. So it's green and powerful - like the Incredible Hulk, actually. But it's not as fuel efficient - the EcoLPi gets 12.5 L/100km and the equivalent petrol Falcon gets 9.9 L/100km.The saving is in the purchase price of the fuel, about 55c/L for LPG and $1.40/L for petrol. Ford's liquid-injection of the LPG replaces the temperamental vapour-gas delivery to make impressive improvements to starting performance, power and torque, reliability and economy. LPG now stays in liquid form from the tank to the combustion chamber.Other than the pause when switching on the engine, you wouldn't know this runs on LPG. Ford has included a priming system so much of the LPG is automatically sent to the engine as you open the driver's door. The boot remains pretty big - helped by the split, fold-down rear seats - and the only intrusion is the side-mounted high-pressure fuel pump box.LPG vehicles came in for some slamming after a bus fire earlier this year, but it's regarded as being no more a danger than a petrol-fuelled car. The Falcon  has a five-star crash rating, six airbags and all the electronic aids. It is a sure-footed car with excellent dynamics, quality steering and brakes. We can get overwhelmed by imported cars but really the Falcon equals or betters most.Previous LPG-only tests were okay, but other than the savings at the bowser, nothing to write home about. This new one is very different. There's a two-second pause between turning the ignition key and the starter motor engaging. You get used to it. But there's virtually no engine cranking - the engine fires up immediately.The EcoLPi feels every bit as smooth as the petrol - which is far better than the Falcon's main rival - and is both quiet and responsive. It is listed as having the same power and torque as the petrol, but is more responsive and is likely to be quicker in acceleration.Perhaps Ford has dumbed the LPG engine down to match the petrol. The six-speed auto dovetails perfectly with that engine delivery. Great handling, excellent comfort and low noise from the drivetrain and suspension make it such an easy car to operate. It works well in the city but show it an open road and it excels.

With the swtich to liquid injection Ford's LPG powered Falcon has become a much more interesting option. It produces the same level of power as a petrol engine, but costs a lot less to run. The new EcoLPi in-line six-cylinder engine is a state-of-the-art, liquid phase injection, dedicated LPG powerplant that delivers impressive fuel efficiency and reduced CO2 emissions, as well as no compromise engine performance compared to Falcon's existing petrol I6 engine. The one issue remains the spare wheel, which if you want a full size one still takes up the majority of the boot.TECHNOLOGYThe new EcoLPi engine develops 198kW of power at 5000 revs and 409Nm of torque at 3250 revs, compared to the petrol I6 engine which produces 195kW and and 391Nm when operated on standard 91RON unleaded fuel. Claimed fuel economy for the LPi is 12.6 litres/100km in the case of our test G6E versus 9.9 for the petrol version. You use a little more LPG but of course it's much cheaper to buy.DESIGNThe car comes standard with a tyre mobility kit which is basically goo and electric pump. A space saver spare is available as a no cost option or you can order your car with a full sized alloy and tyre which will set you back another $250. Our test vehicle came complete with a full-sized spare wheel which unfortunately takes up a large part of the boot, large enough to be very annoying. The space saver is about half the height and takes up a lot less room, but either way there's no hole under the floor to hide the spare - it's made way for the fuel tank.BET EACH WAYSmart cookies could have a bet each way. They could use the tyre reinflation kit for daily driving or a full-sized spare if you'replanning on doing any country kilometres. Some of Ford's own employees do exactly this. But it's cheaper to order the full size wheel when you order the car at a cost of $250. The mobility kit will set you back about $295 from a dealer but an alloy without the tyre is $656.LPG REBATEThe LPG Vehicle Scheme provides grants for the LPG conversion of a registered motor vehicle or the purchase of a new vehicle fitted with LPG prior to first registration, subject to eligibility criteria. Under the Federal Government's LPG Vehicle Scheme private buyers are entitled to a $2000 rebateon the cost of a car that comes factory fitted with LPG.THIRSTThe LPI model comes with an 88-litre tank and claimed economy of 12.5 litres/100km. That gives it a theoretical range of just over 700km from a single tank. We were getting around 12.3 litres/100km, manily commuting on the motorway. Given that LPG is generally half the cost of petrol, that's like ghetting 6.0-litres/100km. At the time of writing the cost of LPG was 53.7 cents a litre compared to standard unleaded petrol at $129.9. That makes the cost of filling up the cars $47.25 versus $88.33 a big difference.DRIVINGGreat. Smooth and powerful. You wouldn't know you were driving a gas car. Hopefully the Falcon will survive long enough for them to fix the spare wheel problem.VERDICTYes and no. Depends what you want it for? The G6E is a lovely bit of kit and won't cost much to run. But the new model will arrive in dealerships around Christmas and we'd wait for that because it is going to cheaper and better equipped.The new price is $46,735 plus on roads, with the LPi option adding $2000 to the price initially because it still gets 17s instead of 18 inch alloys. It was previously priced from $$50,390.

Which is the better car, Falcon or Holden, has long been a point of contention at the pub. FordThe XR6 has been a winner for Ford almost from the moment it was first introduced in 1992 with the EB Falcon. Today, it's the XR6 that spells Ford performance, as much as any model in its range, it's the affordable performance car for the masses.The BF XR6 continued the theme when it was introduced in 2005. It was the sporty variant of the Falcon family taxi; the special model dads could aspire to without upsetting the balance at home. Power came from a smooth and refined 4.0-litre double overhead camshaft six-cylinder engine with four valves per cylinder and variable cam timing that punched out 190 kW and 383 Nm. With that sort of output the XR6 had plenty of punch.The standard transmission option was a four-speed sports-shift auto, but it was the new six-speed auto that was the talking point of the new car. For anyone still wanting to change gears themselves there was an optional six-speed manual gearbox as well. Ford's engineers had done a good job in sorting the chassis, and the XR6 had a nicely balanced feel on the road without adversely affecting the ride.Inside, the cabin was comfortable and roomy, and well laid-out with all controls sensibly placed for easy use.Build quality was a concern with the BA model that preceded the BF, and while the BF was built to a higher standard than the earlier model quality was still an issue. The BFII, however, was a much better built car and is by far the better used car choice.The BF had the oil cooler for the automatic transmission in the radiator and it was prone to fracturing, and when that happened coolant would enter the transmission and result in transmission failure. The cooler was moved on the BFII and was no longer in the radiator and the problem was fixed. Both models suffered from failure of the diff mounts, so listen for clunks from the rear end that could indicate the diff mounts need replacing.The diffs themselves could also be a problem, particularly when cars were driven hard, but diff specialists have developed aftermarket fixes that make the diff a more durable unit. There's not much that goes wrong with the Falcon's big six, but look for oil leaks that might affect roadworthiness. The discs are also known to warp and regularly require replacing. A pulsating brake pedal is usually a reliable sign that the rotors are warped.Some mechanics will skim rotors to extend their life, but that's only putting off the inevitable for a short time. Expect 50,000-60,000 km from a set of disc rotors. Go over all the systems in the car, the air-conditioning, cruise, sound, power windows etc, to confirm they're working. Check for a service record to make sure your potential purchase has seen the inside of a service workshop as it needs to.The BF and BFII was quite well equipped to handle a crash. It was a bag car to start with, which meant it had mass on its side when it came to a crunch. It also had dual front airbags, ABS brakes and traction control that added to its crash performance.The BF/BFII Falcon was a big lump of a car and that was shown at the pump. Despite the improvements Ford had made to its engine there's no escaping its size. Ford claimed it would average 10-11 L/100 km on regular unleaded petrol. The actual outcome depends heavily on the pressure applied to the throttle pedal.

THE XR6 has long been a loved Ford Falcon for its mix of punch and brightness. So the arrival of a new one has us hauling out the checklist. Brawny looks - tick. Roomy cabin - tick. LPG - WTF?Yes, the cabbies' favourite fuel has migrated from the base-level XT into the rest of the Falcon sedans and utes, with every model getting a gas-up. But before you run shrieking into the street to check if the sky is also falling, first check out the current price of petrol, and the advances in LPG systems.The exiting E-Gas Falcon used LPG in vapour form, delivering it to the cylinders under pressure.The new gas Falcons use the latest liquid-phase injection - dubbed EcoLPI by Ford - that uses a fuel rail to deliver liquid LPG, which vapourises in the intake to cause a denser, cooler dose of air entering the system, with benefits for power, torque and economy.So compared to the vapour system, this one results in the 4.0-litre six-cylinder engine using considerably less fuel (12.5L/100km vs the previous Falcon's 14.9L/100) while delivering 198kW of power and 409Nm of torque - impressive increases of 42kW and 38Nm respectively.But it's also ahead - albeit by not so wide a gap - on the petrol XR6's 195kW/391Nm outputs. And with the addition of a great six-speed automatic transmission, that means this is a gas Falcon you'd consider taking home to meet the family.Why would an XR6 fan move across to LPi? Because they'd get sick of pouring petrol down its throat, and be attracted by a tank fill that doesn't run into three figures.From that point of view, you have to measure the $46,490 EcoLPi against the $43,090 automatic petrol XR6 at 9.9L/100km - remembering that the government rebate wipes out $2000 of the difference (leaving you just $500 to recoup) and that while you use more litres on LPG, the price is about 40-50 per cent of unleaded.By those calculations, the EcoLPi pays for itself by 10,000km - in about eight months for an average private driver, as little as three months for a business, and about three weeks for a taxi. That repay period will extend a bit longer after an excise is applied at the end of 2011, starting at 2.5¢/L and rising to 12.5¢/L over five years.If you're happy with LPG, what are the other options in the large car class with the XR6's level of fit-out? There's a dedicated LPG Holden Commodore on the way next year - promising significant improvements in fuel economy, and an underfloor tank that will stop the signature chomp into boot space.But for moment, the closest you'll get from Holden is the dual-fuel Commodore Berlina,  At $45,890, it's $600 cheaper than the EcoLPi XR6, but the Holden's 175kW/325Nm 3.6-litre V6 is also thirstier at 14.2L/100km, the four-speed auto should have been retired long before now - and the new one will put the current model out to pasture.If you don't mind taking your petrol with an electric chaser instead of gas, there's the Toyota Camry Hybrid in Luxury spec at $39,990. But it's front-wheel drive, continuously-variable transmission and - if not exactly chalk and cheese - overprocessed cheddar compared to the tangy bite of the XR6.The XR6 gets all the Falcon sports touches, and it's a large and handsome beastie.Our test car took it a bit too far with a lurid purple paint job, but otherwise the details were well judged for the market - blue saddle-stitching on the mesh-textured upholstery echoing the blue-it switches and dials, a well-shaped wheel (with the hub bearded with buttons and controls so you don't have to fumble for them on the spokes), soft-touch plastics and a colour digital info/entertainment control screen that gathers together a lot of functions, leaving the dash uncluttered and crisp.But while there's plenty of space for people, there's not much room for their stuff.For a start you have to make the usual choice between boot space and a spare - which is an optional extra if you don't want to risk travelling with a goo kit or a space saver spare. And there's poor personal storage, stingy door pockets, slim useless slots in the centre stack and a small glove-box despite the deep dash.It gets five stars in crash testing, and has anti-skid brakes, brake assist for panic stops, brake-force distribution to share the effort around if the car is loaded unevenly, and four airbags. But disappointingly for a family car - and one at this price - you have to shell out extra for curtain airbags and reversing sensors.The only hint the XR6 is running on gas is when you first turn the key, and get a slight hesitation. From then on, it's impressive acceleration. Plant your foot hard and it gathers itself for a nanosecond before it delivers, but feed it steadily and it gives a steady and strong answer.See a break in the traffic and want it? No problem, no hesitation and no fuss. But also no engine growl. There's plenty of sting but no soundtrack.It's very good over potholes and rough-patched bitumen, where you can feel the poor surfaces, but not in a way that becomes tiresome. And that's no surprise, because Ford has spent decades building cars for rubbish Aussie roads.Visibility is good, mainly because the C-pillars don't aid and abet blind spots and the big hungry mirrors are an enormous - literally - help in seeing what's on your flanks It's got a reasonable turning circle, but there's no mistaking that it's a big, Aussie-built car - and admittedly the patriotism factor might help sales.

Ford Falcon sales are in deep doo doo slumping to unprecedented lows. But the Blue Oval is fighting back with some new, thought provoking products that deserve to win back customers.There's a turbo four-cylinder Falcon coming sometime in the future and next week sees the arrival of the EcoLPi model, a six-cylinder car that has great potential for the company.One of the biggest problems facing Falcon and Commodore for that matter, is a private buyer drift away from large cars to small sedans and compact SUVs. This is driven as much by weekly running costs as it is by practicalities. Pragmatic buyers are voting with their wallets, which plays right into Ford's hands with the Falcon EcoLPi.LPi Technology Because it uses LPG fuel, injected into the engine in liquid form not as a gas, weekly fuel costs would be nearly half that of petrol - based on 70 cents a litre for LPG and more than $1.40 a litre for petrol. It's a big saving at a time when household budgets are under extreme pressure from all quarters.EcoLPi ushers in new technology that means owners don't have to put up with reduced performance using LPG as has been the case in the past. On the contrary, the EcoLPi Falcon delivers better overall performance than its petrol stablemate - noticeably better.Fuel use is up by about 20 per cent on the petrol figure, but when you are paying half price for the fuel, what does it matter? EcoLPi stands for Liquid Phase injection of liquid propane gas - LPG. It's the most advanced LPG technology currently available and has been under development at Ford since 2007.EcoLPi produces 27 per cent more power and 10 per cent more torque than the previous E-Gas LPG system. The system doesn't compromise passenger space and comfort but with the optional full size spare, a sizeable part of boot space is lost. Buyers can choose from a tyre mobility kit (pump and goo), a space saver or (optional) full size spare.The new injection system follows a similar fuel induction configuration to the petrol six cylinder engine courtesy of a new injector-based, high-pressure fuel rail that delivers liquid-state LPG fuel directly into the intake port. This is a more precise and controlled system that boosts engine efficiency.The system also adapts to LPG of varying quality to deliver the same performance. EcoLPi adds $2500 to price, before applying the government rebate of $2000.PerformanceThe EcoLPi generates maximum torque at lower engine speed and is now geared lower for better response. It's been durability tested over 550,000km locally including hot and cold start performance.What's it like to drive? Better than the petrol Falcon by a significant margin, much better than the petrol Commodore too - both engines. We now have to rethink our personal car preference to include this impressive, cheap to run Falcon.FORD FALCON EcoLPiModels: XT, G6, XR6, G6E (sedan); XL and R6 (ute)Engine: 4.0-litre six-cylinderFuel: LPG onlyPower: 198kWTorque: 409NmTransmission: Six speed autoEconomy: 12.5-litres/100km

The Ford Falcon wagon is dead. The Toyota Camry wagon is gone. Some like the Holden Sportswagon still survive, and there are loyal buyers in both the small-car and luxury classes, but the rising tide of SUVs has washed most station wagons out of showrooms.The distinction between the traditional sedan-based station wagons and Australia’s new favourite family freighter has become much more blurred in the past decade or so.However, there are still some important points of difference. And it's worth looking at some of the leading contenders on the rival teams to see what's happening and what works best for you.A sedan-based wagon is usually lighter than a similarly-sized SUV. This means better fuel economy and lower costs for servicing and tyres. It also sits closer to the bitumen, with a lower centre of gravity, so it’s more agile and stable, especially when cornering or in an emergency manoeuvre.However, you don’t enjoy the high-and-mighty driving position, with an unimpeded view of the road, that SUV drivers - and women in particular - cite as one of the breed’s major attractions.Who hasn’t sat in traffic, cursing the SUV blocking your vision? Booming SUV sales indicate more and more people are taking the view that, if I can’t beat ‘em, I may as well join ‘em.It’s a myth that SUVs are more space-efficient than wagons, however most mid-sized models - including the popular Holden Captiva and Ford's Territory - can come with a couple of extra seats in the back, a feature you no longer find in conventional wagons.Kids also love an SUV’s elevated seating position because they can enjoy the scenery, whereas many wagons have low seats and high side window sills, which, for nippers, can be like sitting in a hole.  So they get unhappy. And we know what happens then...Whether you choose a sedan-based wagon or an SUV - an Americanism for Sports Utility Vehicle, incidentally - the good news is that affordable family transport, with five star safety, can now also be an enjoyable drive.Among the wagons, the Commodore VE Series ll Sportwagon, priced from $41,990 for the 190kW, 3.0-litre V6 Omega, is a standout. It looks sensational - which, it must be said, is still a rare thing in wagon world.Recent improvements to drivetrains, including E85 ethanol fuel compatibility, direct fuel inection and a six-speed automatic - plus a flash new dash with hands-free Bluetooth and audi streaming as standard - have re-written the Commodore's technical resume to 21st century standards.Around town, the 3.0-litre V6 averages 12.6L/100km in official tests.  A big serve of additional grunt in the 3.6-litre V6 SV6 Sportwagon, plus tighter suspension, sports seats and other extras, justifies its $45,790 ask, and with a city average of 13.3L/100km, you’re not savagely penalised at the pump.Despite the Commodore's appeal, Ford’s Mondeo and the little-known Skoda Superb are the kings of outright space. Behind the driver’s seat, both are as big as the MCG.  Given their size, the fuel economy from their 2.0-litre turbodiesel engines is amazing.  The 120kW, six-speed automated-manual Mondeo, from $36,840, pulls like a train and averages just 7.7L/100km in town.The Skoda is VW engineering with a Czech badge, making  luxury wagon for half the expected price. The 125kW six-speed automated-manual Superb Ambition is $43,990, with a city average of 8.3L/100km and the 118kW 1.8-litre petrol turbo Ambition, at $40,990, offers respectable performance too, averaging 9.7L/100km.In the SUV showroom, Ford’s Territory, from $39,890, is still one of the best size/price/performance packages available - especially with the inevitable big discount ahead of the facelifted model - but the all-wheel drive’s 17.6L/100km thirst in town is a major disincentive.Later this month, a 140kW 2.7-litre V6 turbodiesel engine, which averages 11.6L/100km, goes under the bonnet as part of a major upgrade. It will be worth a test drive.Kia’s Sorento, a classy, competent seven-seater with a brilliant 2.2-litre, 145kW turbodiesel, starts at $39,999, with a five-year/unlimited kilometre warranty. Around town, it averages 9.5L/100 kilometres. The five-seater Subaru Outback now has enough interior acreage to keep a family happy.  This blue-chip, made-in-Japan SUV starts at $38,490 for the 123kW 2.5-litre petrol (11.5-litres per 100 kilometres), or $40,490 for a 110kW 2.0-litre turbodiesel, in manual only, with a 7.7- litres per 100 kilometre average.Load Lugger ChecklistRear camera: All cars should have one as standard, especially wagons and SUVs. The Sorento’s is a brilliant design, integrated into the rearview mirror.Curtain airbags: Essential protection against a side impact. In a seven seater, they should extend to all three rows of seats. In the Territory, they don’t.Child restraint anchors: Should be on the back of the rear seat, not in the load floor, or the roof (as in the Outback), where the tether straps get in the wayCargo bay: Check that the extended floor is flat when you fold the back seat, and that you don’t have to push the driver’s seat too far forward.Row-three seats: In SUVs most are pretty small, suitable for little kids only, or short trips. Check access, which should be easiest from the kerb side.Protection: You need some way to secure gear, because in a prang even small objects behind the back seat become lethal missiles. Options include a solid load cover, a net, a roll out mesh barrier, that clips into the roof, or an aftermarket barrier.Want to go off road ... really off road?Try these:Jeep Grand Cherokee from $45,000. The new Laredo 3.6-litre V6 petrol is great value, but the diesel, due in June, will be a better drive. Hard-core off-roading made easy, and the all-new Grand Cherokee is much improved on the bitumen too.Mitsubishi Challenger from $45,000. Lots of Pajero bits in this, with lower starting prices and a competent, if rather coarse, 2.5 turbodiesel. Seven seats from $49,390, a huge cargo bay, and a locking rear differential.Toyota Landcruiser Prado from $55,990. It’s a Toyota 4WD, so it’s pricey, but you get bulletproof reliability, unbeatable resale values and smooth, but leisurely, performance from the 3.0-litre turbodiesel.

... 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.

For a 50 year old, the Ford Falcon is looking pretty hot. I know a few people who are the same age and have been through practically the same bodywork changes, costing about the same price, and still don't turn heads like the Falcon.Upgrading bits and pieces of humans can be difficult to interchange but though car components make the upgrade process less traumatic, it still carries the weight of time and cost. Which is why the Falcon today looks a lot like the Falcon of five years ago. But it's still neat as a pin and chamfering the tail and nose has made it appear more compact, and even sporty, than its near-5m length would first suggest.MechanicalThis is, along with the Commodore, the essence of Australian motoring. There's a six-cylinder engine up front driving the rear wheels and all set in a three-box shape. It's been this way since most of us care to remember and while the rest of the world has gone all space-efficient, we as a nation defied offshore trends. That could place the Falcon in a position, which has often been hinted, similar to that of the dinosaurs as they eyed off a rather conspicuous comet flaring through the skies. But it has yet to make a dent with the potential calamity of the comet.Against the Ford Mondeo, front-wheel drive hatchback made somewhere else, the Falcon could look aged. The Mondeo is roomy, has a versatile cabin, has a small four-cylinder engine that claims frugal manner and won quite a few awards in Europe. But behind the wheel, the Falcon is more confident, more comfortable, far more engaging and heaps more powerful than the Mondeo. And the real-world fuel consumption is similar.On top of that, despite niggling quality issues and noises from a band of owners about specific issues, Falcons can be durable. It's why taxi owners all over Australian capital cities regularly flock to auction houses to buy a used Falcon, much to the chagrin of Ford Australia.Falcon prices start at $40,290 and close out with this model here, the $59,447 G6E Turbo. For this volume of cash you get a sedan that goes like stink, is one of the country's safest cars (should you go like stink) and has practically every feature you'd want in a car from leather to eight-speaker sound.DrivingIt drives great, too. That's a lot to do with the steering and suspension which, though firmer than some may expect, are sufficiently in sync with the stiff body to produce a taut machine through the bends. But the key element is the engine. This is the same as the XR6 and whacks out 270kW and 533Nm of torque which is laudable given the history of this powerplant.Torque is flat from 2000rpm right through to close on 5000rpm and this plateau of oomph is responsible for the G6E Turbo being virtually permanently on heat. Chase out of a corners and the six-speed auto will slot into the right ratio for maximum acceleration. Or, flick the gearshifter to sequential manual mode and change cogs yourself.It's a very good gearbox, after all, it's in machines such as the latest Jaguar and Aston Martin, but the shift in the tester was surprisingly lumpy. Not hard, but it pronounced the upchanges more than you'd expect.I mentioned that this isn't as space efficient as its sister, the Mondeo, and that means the boot is big, but could be bigger, and the central prop shaft makes it hard to find a comfortable place for the rear seat's centre passenger. But the features and fittings are excellent and drivers commented on the plush look of the piano-black dash trim, the ease of switchgear and the usefulness of the central monitor.I really liked this. True, most are bought by fleets or packaged up in the salary for top-end employees. But it's still an enjoyable car to drive and that's not something you can say about most Australian fleets.FORD FALCON G6E TURBOPrice: $59,447Engine: 4-litre, inline-6, turbochargedPower: 270kW @ 5250rpmTorque: 533Nm @ 2000-4750rpmFuel: Standard unleadedFuel tank: 68 litresEconomy (official): 11.7 litres/100kmEconomy (tested): 11.8 litres/100kmGreenhouse: 278g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10.8mSuspension: struts, coils (front), multi-link, coils (rear)Wheels: 18-inch alloy, 245/40R18 tyres; space-saver spareLength: 4970mmWidth: 1868mmHeight: 1433mmWeight: 1745kgTow (max): 2300kgWarranty: 3yr/100,000km, roadside assistService: 15,000km