Ford Falcon Reviews

The traditional prestige players are priced beyond the means of most of us -- but the qualitative difference separating the business class and the topline versions of the rest has diminished to the point of non-existence. All right, you'll look better in the car park comparison stakes if you drive the exxier choices listed here, but you're by no means always driving the better car.WAGONSOne's a classy Volkswagen Group sport wagon with a direct injection turbo petrol engine with the option of a cutting-edge transmission. And so's the Audi.The Czech-made Skoda is essentially a bigger in the body, more discreet, better riding and cheaper VW Golf GTI, the car that more than any other blurs the distinction between the prestige pack and the rest.The handling-enhancing electronic diff of the new GTI is on its way to the RS, so while the twin clutch DSG adds $2300, the generous standard kit (including tasty 18s) and skinny options list means there's not a lot more to spend. Rare is the Audi of which that can be said.The output of the front-wheel-drive Avant's turbo four is similar (132kW/320Nm plays Skoda's 147kW/280Nm), limited for its continuously variable transmission. Quattro and the full-fat engine sets you back another $13,000 -- and the premium is already just a bit silly.SEDANSOne's a perfectly balanced, rear-wheel-drive, inline petrol six with great steering and a six-speed ZF automatic. And so's the BMW.All right, we're comparing a big tarted-up Aussie taxi with a thoroughbred mid-size Bavarian sport sedan here, but what of it? Priced $33K south, this Falcon is probably the best-value car in the country on a metal for money basis and that price difference buys a lot of basic unleaded petrol for that 4.0-litre atmo six with its whacking 195kW/391Nm. If there's a quickish car that rides as well as the Falcon, it's known not unto us.As to the Bimmer, well, you'd go there if you could, even if the peerless handling comes at the price of run-flat tyres and an options list to make your eyes bleed.DIESELSOne's a European-built front-wheel-drive with a sophisticated turbodiesel engine and bank-vault build quality. And so's the Volvo. Now the first prestige Euro to be owned by a Chinese company, Volvo did rather well out of its association with Ford (certainly better than Saab did out of GM). But the years of proximity invite comparison.Long the choice of UK sales reps and families, the Mondeo's marriage of the diesel with an auto and capable dynamics give it a comfortable niche position at this level of the market. The Titanium edition gives the long Ford the trim and kit to compare with the premium brigade.Despite its more potent five-cylinder engine and Swedish aura of invulnerability, we just can't see the extra spend in the stolid Volvo.SUVSOne's the best-driving compact SUV and... uh, that's the BMW, actually. We've often said that if BMW made front-wheel-drive family cars they'd handle like Mazdas, so the two brands' respective four-wheel-drives should logically be even closer.Not quite, but not to the extent that the X3 is nigh-on $20K better. The X3's only real advantage in Australia's restricted conditions is its standard six-speed auto. Stop us if you're tired of hearing this, Mazda doesn't yet have a slusher for its diesel.While the Mazda's engine is slightly bigger and more potent than the BMW diesel, it has to haul a nearly two-tonne kerb weight. The X3 is 250kg lighter but, within, it's also the most dated Bimmer.How much is that badge worth, again?

With Ford celebrating 50 years of Falcon it seems appropriate to look back at one of the more memorable models that dot the rich Falcon history, the stylish XM/XP Falcon Hardtop.Other models are more highly prized than the XM/XP Hardtop, the XY GT and its Phase III HO spin-off for instance, but there are few more admired models than the lovely coupe.Back in the mid-'60s, the Australian car market was undergoing a transformation of seismic proportions. Where Australians had been served a diet of utilitarian models in the 1950s, carmakers were beginning to offer cars with more style and pizzazz as the '60s rolled out.Engines grew in size and performance, rumbling V8s were more widely available, go-fast stripes and GT badges started to appear, and stylish two-door coupes were added to the model list of choices that were previously limited to family-friendly sedans and wagons. Ford led the way with the first coupe when it launched the two-door Hardtop in 1964.MODEL WATCHHolden had a stranglehold on the market as the 50's came to a close, so Ford had to play catch-up when it launched the Falcon in 1960.With its Detroit styling, the Falcon was way ahead of Holden at the time. With little competition, Holden styling had lagged behind the American styling of the time and looked old and stodgy compared to the sleek, airy newcomer with the blue oval badge.Ford would have made more progress in hunting down the Holden, but the first Falcon quickly developed a reputation for being unsuited to Australian conditions when its front-end began to collapse.Those problems were quickly fixed, but Australians had become wary of the new Ford and sales stagnated.Trying hard to make up for the early setback, Ford grabbed the attention of local buyers by releasing the Hardtop. In conjuring up the coupe Ford raided the corporate parts bin in Detroit where it found the slimline turret, pillarless doors and rear quarter panels that had been used in the American Falcon Sprint.The Hardtop first appeared in the XM range in 1964 as the base model Deluxe and upmarket Futura.Apart from the looks, the Hardtop varied little from the regular Falcon sedan. It used the same engines, gearboxes, suspension, steering and brakes as the family four-doors. The Deluxe had an 83 kW 2.8-litre 'Pursuit' six and a three-speed manual gearbox, while the Futura was only available with a two-speed automatic transmission and most were built with a more powerful 90 kW 3.3-litre 'Super Pursuit' six.In 1965 Ford released the XP with its squarer front, but other than that there were few changes to the Hardtop. The Deluxe and Futura models continued. The engine offerings were the same, but a better three-speed unit replaced the two-speed auto. Ford dropped the hardtop when it went to the XR in 1966. By then it is believed some 3000 XM Hardtops and up to 7000 XP models had been produced.IN THE SHOPThe great thing about old Falcons is that you can get pretty much everything you need to repair or restore your car. There are a number of local outlets specialising in older Falcons and they can supply most parts you might need. If not it's more than likely you can get whatever you need, NOS or repro, from the US. The Falcon mechanicals are robust, and while tired engines might need rebuilding, the parts and know-how are readily available to do it.When shopping for a car it's best to search for one with a good, solid body with minimal rust and body cracking. That way you're not likely to have to big body repair bills to bring your car back to showroom condition. It's also worth noting the condition of the bright work on the body, as that can be hard and costly to replace. Stainless steel trim, wheel covers, bumpers, grilles and badges in good condition can be a real bonus as they can soak up big dollars when it comes to repairing or replacing them.ON THE ROADWhile it looked sporty the XM/XP Hardtop wasn't a performance car, it was conceived as a stylish cruiser that turned heads as it rolled down the road. The steering was over-geared and vague, the drum brakes faded fast if put under real pressure, and the chassis understeered if pushed through corners with any vigour.While the Hardtop accelerated quite well for its time - it needed 15 seconds or so to reach 100 km/h - it could only be described as lethargic by today's standards. But as a weekend cruiser when performance and handling don't matter too much there are few nicer classics than the XM/XP Falcon Hardtop.Fitting modern tyres, lowering the suspension, fitting better shock absorbers and larger sway bars, and fitting disc brakes can make an enormous improvement and transform the Hardtop into a much more enjoyable car to drive today.IN A CRASHForget airbags, anti-skid brakes, traction or stability control, the XM/XP Hardtop was made well before these modern safety systems were even thought of. Check the seat belts and make sure they are in good condition, as the belts and the body structure are the only crash protection the Hardtop has.AT THE PUMPThe XM/XP Hardtop was no fuel miser; contemporary road testers reported fuel consumption of up to 17 L/100 km. But that's not likely to concern anyone wanting to use it as a weekend classic. The XM/XP Hardtop was built when fuel contained lead, so it's best to use PULP to get a decent octane rating and use a valve protection additive. An alternative is to fit the engine with hardened valves and valve seats, and then use unleaded without the additive.LOOK FORClassic pillarless coupe stylingCruising comfortModest performanceBuy rust-free carCheck condition of body trimLikely to maintain, perhaps increase, value over time.OTHER CLASSIC FALCONS TO CONSIDERXR FALCON GT 1967: The first Falcon GT with its gold paint, black stripes, sports steering wheel and gearshifter is a most desirable classic Falcon. Gaining in value as GT fans realise its real place in Falcon history. Pay up to $80,000.XC FALCON COBRA COUPE 1978: Ford created one of the all-time great Falcon classics when it released the XC Cobra Coupe. It was a smart marketing idea to get rid of the last 400 coupe bodies. Striking in white with bold blue stripes the Cobra was the last blast in the classic early Ford performance line. Pay up to $75,000.BA/BF FALCON XR6 TURBO 02-08: Of the more recent Falcons the BA/BF Falcon XR6 Turbo models are likely to become great Falcon classics in years to come. With their tyre-shredding performance, road-hugging handling and downright good looks the hotshot turbos have the special ingredients needed to acquire true classic status. Pay $14,000-$30,000.THE BOTTOM LINE: An affordable and good-looking cruiser that ticks most classic boxes.CLASSIC RATING: 85/100

There have been many important events in the Falcon's long running history in this country, but none more so than the release of the FG Falcon in 2008.  The FG represented the last play in the Falcon fight back from the AU disaster. Ford couldn't afford to have another lame duck on its hands, so it had to be right.Two years on from the launch, as it appears on used car lots around the country as company lease cars, fleet units and ex-renters come up for sale, it's the winner Ford had hoped it would be.Model WatchThe FG came in the wake of the BA and BF models, two solid models that managed to recover much of the ground lost by the unloved AU.  Had it not been for the AU's failure the BA, and the BF makeover, would never have been.The model slated to replace the AU was to be a mild makeover to keep Falcon sales ticking over until an all-new model could be developed.  But such was the alarm over the AU sales slide that Ford pressed the go button on a major revamp that became the 'Barra' or BA.The BA proved a success, as did its BF cousin, and the AU became a distant memory.  Enter the FG, the much-trumpeted all-new model that pushed the AU even further into the depths of history.With a new body, smart new looks, and new chassis, engines and transmissions the FG truly was an all-new car.  What's more there was a new model line-up that clearly differentiated between luxury and sports models.By the launch of the FG the XR6 was a well-respected sports sedan model on the local market and was the entry model to Ford's new sports range. The other sports models were the XR6 Turbo and the V8 XR8.While the FG boasted a new look, the XR's sporty look came from its specific headlights, grille, front bumper, fog lamps, rocker panels, and 17-inch alloy wheels.  The sports theme continued inside where in addition to all of the features of the FG XT, it also came with sports dials, sports seats, alloy pedal covers, and on the manual models there was an aluminium shift knob.Under the bonnet lay the familiar 4.0-litre double overhead camshaft six, but it now had a new fast-burn cylinder head and clever dual- mode intake manifold, and a revised engine calibration.  As a result of the upgrades the peak engine output rose to 195 kW at 6000 revs and 391 Nm at 3250 revs.Not only was the engine's performance increased, its efficiency was also improved, and that meant better fuel economy.  There was also a new five-speed auto, with sports shift function, and a new six-speed manual transmission.A new suspension package, with lightweight virtual pivot control link front suspension and control blade independent rear suspension, along with revised steering and new monotube shock absorbers gave the FG impressive on-road dynamics.  Unique 17-inch alloy wheels wrapped with Dunlop SP Sport rubber completed the XR6 package.In the shopOwners of previous model Falcons have regularly complained to carsGuide about problems with their cars, but to date the complaints about the FG have been few and far between.One regular complaint from owners of those previous models related to the adjustment of the park brake, which was tricky, but the FG has a self-adjusting park brake that should eliminate that issue.The overall lack of complaint is a good sign for FG owners, hopefully one that is a pointer to future reliability.  But with less than 50,000km on average it's still early days for this model.It's worth making a thorough check of all systems to make sure everything on the car works, listen for odd noises while driving, make sure auto transmission engages smoothly and without hesitation.  Check also for signs of crash repairs, mismatching paint etc., gouged alloy wheels from contact with gutters and kerbs, and scarred bumpers.In a crashThe XR6 came standard with an impressive list of safety features, including driver and front passenger airbags, front side head/thorax airbags, dynamic stability control, traction control, ABS brakes, electronic brakeforce distribution and emergency brake assist.  By any measure it's an impressive array of safety systems, enough to be given a five-star ANCAP rating.At the pumpDriven by Carsguide, an FG XR6 returned 10.0 L/100km in general running around town, which was spot-on with Ford's official figure.Owners sayJames Creece has owned several Falcons over the past 10 years and is bewildered by the complaints owners make about them. He currently owns two FG XR6 Falcon autos and is very happy with both of them. One, a work ute, has done 75,000km mostly with a load and towing a loaded trailer, has averaged 12.2L/100km and he says it's a good ute with a tight body, it handles well, everything works, and it's good value for money. The other is a sedan with premium sound, leather, 18-inch alloys, iPod/Bluetooth that has done 30,000km. He says it's great on the road, the best car he's ever owned. James runs it in PULP and it has averaged 8.9L/100km on mostly country driving.On the other hand, after 1000km Steve Walters noticed a clunking noise in the right front of his FG XR6 manual when backing it out of a driveway. The dealer checked it and tightened the front-end, and declared it fixed after a test drive, unfortunately when Steve subsequently checked it he found it was still there. This time, after another check, the dealer compared it to another XR6 and found it too exhibited the same noise. The dealer's response was that it was a characteristic of the car and told Steve to "put up with it". After some frustrating discussions with Ford's Customer Relations people, the dealer, and a Ford service rep, the car was once more checked and the noise was diagnosed as being caused by the front lower control arm. The arm was replaced and for a time it seemed the problem was fixed, but after a few days it returned. The car has now done 15,000km and the noise is still there.Look for. Sports looks. Great chassis. Responsive six-cylinder engine. Five-star safety. Few problems reportedThe Bottom LineGrunty engine, good driving chassis, good buy.Rating85/100

The Falcon made an inglorious entry to the Australian market in 1960 when the front-end of the XK was found to be too weak to stand up to the tough Australian conditions.Ford quickly swung into action and beefed up the XK's sagging suspension, but by the time it reacted the Falcon's image was already tarnished in the eyes of Australian motorists.  It wouldn't be until the XR in 1966 that the Falcon would win the respect of local car buyers.The XR Falcon also saw the introduction of the GT model, which went a long way to convincing sceptical Australians that Ford had fixed the suspension problems when it swept to victory at Bathurst in 1967.  Today, the Falcon GT is a standout in the classic car world, attracting high prices from collectors, but for those who can't afford a GT the XR still represents a neat classic car.MODEL WATCHThe XR was the first of the second generation Falcon in Australia, and as such as a clear step away from the model that caused so much heartache for average Aussie motorists.  It was bigger all round, had the option of a V8 engine, and the safety of disc front brakes.Ford' marketing men, keen to get away from the disasters of the past, promoted it as the 'Mustang Bred Falcon', hoping to tap into the raging success of the Mustang in its homeland.  There were many similarities with the Mustang, it had similar long nose short tail proportions to those of the Mustang, and there was the distinctive kick up at the back doors.If it wasn't quite a Mustang, the new Falcon was heavily based on the American Falcon.  The XR extracted the Falcon from the '50s and firmly planted it in the 1960s with a clean, contemporary look that is still attractive today.Ford offered three engines, two sixes and a lone V8. There was the 170 cu. In. (2.78-litre) that powered the base model to the tune of 83 kW and 214 Nm, the optional 200 cu. In. (3.28-litre) Super Pursuit with 90 kW and 258 Nm, and the mighty 289 cu, in. (4.74-litre) V8 with 149 kW and 382 Nm that breathed new life into the local car market.Buyers of the 170 cu. In. engine could have it with a three-speed column-shift manual or the 3S three-speed auto; those choosing the Super Pursuit could also have it with the three-speed manual, but also had the choice of the 3S auto or the Cruisomatic, while V8 buyers only had the option of the Cruisomatic.By today's standards the XR's performance was pathetic, but in its day it was quite a goer.  A V8 sedan would get to 100 km/h in around 10 seconds and sprint through the standing 400-metre dash in a fraction over 17 seconds.The Falcon range started with the sedan and wagon, and then moved up to the 500 variants, to the Fairmont, which topped the list of regular models.  Standard features were few across the range, Ford's marketing men preferred to leave it to the buyer to choose what they wanted. It was a neat ploy aimed at forcing them to spend more at showroom.The Fairmont had the most features, with things like a heater/demister, plush carpets on the floor, reversing lights, woodgrain dash and extra exterior brightwork.IN THE SHOPFirst and foremost look for rust. Rust could be expected in the floor, the boot floor, the doors, the rear doglegs and the guards. If you care to dig even deeper you're almost sure to find rust in the torque box, but that's going to the extreme and probably not warranted.After rust you should look for crash repairs. Any car that has been on the road for 40-plus years is almost certain to have been in a fender bender, perhaps more than one.  If you're keen on a Fairmont make sure it's got all the external mouldings, and that they are in good condition. Repairing damaged mouldings, or finding replacements is very difficult.One you've cleared the body look at the mechanical condition.  Engines and gearboxes are quite robust, but after 40 years expect wear in vital mechanical components.Apart from the cost, rebuilding them isn't a problem; parts are readily available and quite affordable.  Having an XR professionally restored is expensive, but the good news is that they are a simple car and easy to work on. In short they're perfect for the amateur restorer.IN A CRASHAirbags were still in the experimental stage when the XR was launched; state-of-the-art safety then came in the form of a big solid body, power-assisted disc front brakes, optional radial ply tyres and lap seat belts.  For a few extra bucks you could have the extra protection of lap-sash seat belts.UNDER THE PUMPFuel was cheap, performance was a priority, and so fuel economy wasn't uppermost in the minds of most motorists in the '60s.The fuel economy ranged from around 12 L/100 km for a six to 16 L/100 km for the V8.LOOK FOR* Classic chrome style* Mustang-bed looks* Choice of six or burbling V8* Plenty of room for the family* Affordable and funTHE BOTTOM LINEThe XR is one of the great Falcons from the 1960s; it's affordable to buy, easy to work on, and great fun to drive.RATING70/100 (classic)

Want a classic Falcon GT, but can't afford the silly prices GTs bring? The GS might be the answer.  There's no doubt the Falcon GT is the classic leader in Australia, it is the car that defines Australian muscle, the one that has set the price pace for classic muscle cars.For most classic car enthusiasts the prices GTs have been bringing has put them out of reach of all but the well heeled.  The solution may be the GS or 'Grand Sport', an option pack that could be added to a Falcon 500, Futura or Fairmont to give the regular Falcon sedan a sporty appeal.MODEL WATCHNot everyone wanted, or could afford, the rumbling menace that was the Falcon GT, but many desired a sportier ride than the regular Falcons could offer.  The answer for them came in the form of the GS option pack, a bundle of bits and pieces lifted from the Ford parts bin that cleverly combined to give the Falcon a more exciting personality.The GS pack could be added to any of the regular Falcon models, the 500 base sedan, the more luxurious Futura and the fabulous Fairmont.In essence the GS option was a dress-up kit aimed at giving the regular Falcon a sporty look.Outside there were rally stripes running down each side, ending with a GS decal on the read guards, and fully chromed wheel covers, while inside there was a GT-style wood-grained steering wheel, and a full array of dials in the cockpit dash.  From there the GS buyer could dip further into the option box and add all manner of appearance and mechanical options to individualise his/her GS even further.The interior could be made sportier with bucket seats and a sports console, air-conditioning made it more comfortable, a laminated windscreen added to its safety, while a vinyl roof could be fitted to give it a real touch of class. Mechanical options included a 5.0-litre V8, manual or auto transmissions, power disc brakes, power steering and wide radial tyres.  In the XY model it was also possible to have the GS option with the legendary 351 Cleveland V8 engine.IN THE SHOPBuying old cars is always fraught with risk so take lots of time and examine cars very carefully; it's always a good idea to get an expert to eyeball your car before you lay down any cash money.The old adage of condition, condition, condition is the best advice to follow when looking at old cars.A pristine car in good condition could provide many years of enjoyment without the need for a major rebuild, but a car in down condition requiring a full resto could cost tens of thousands of dollars and end up costing far more than it's worth on the market.Look for rust, and not just rust you can see on the outside, lift carpets, boot mats, remove door trims and check the underbody. If a car is fitted with a vinyl roof inspect it closely for bubbles that could indicate rust underneath.Engines, gearboxes, suspensions and other mechanical components are likely to be worn, but it's not a huge job to refurbish these components, and it can be fun to do if you're handy with tools.IN A CRASHThe XW/XY Falcons were built well before airbags, safety was provided primarily by a collapsible steering column, a strong, solid body, and seat belts.  Check seat belts for wear to the webbing and replace if they're worn.AT THE PUMPA six-cylinder Falcon GS can be an economical classic, one that won't cost an arm and a leg to run. But a big-bore V8 will suck up the juice and will cost a lot more.LOOK FOR. Classic Aussie chrome bumper car. Sporty GS look. Roomy family fun car. Low-cost classic. Avoid rusty cars. Easily maintainedTHE BOTTOM LINEDoesn't have the GT edge, but it's a neat, affordable and fun Aussie classic.RATING70/100

The BF Falcon was to be the cure Ford needed to get sales of the Falcon moving again after a painful period of stagnation with the unloved AU.  It followed the BA, which was Geoff Polites' bold move to reinvigorate Falcon sales following on from the disastrous AU.Had the AU been a runaway success the BF probably would have been the model that followed, but tough times call for bold measures and Polites pulled forward the Falcon program and launched the BA earlier than he would have liked.  It worked, the AU was forgotten and the BA embraced. Ford appeared back on track.But if the letters and e-mails received at Carsguide HQ are an accurate reflection of the state of play at Ford the BA was a good car, but flawed.  Owners generally liked them, but were frustrated by the niggling problems they encountered, and Ford's apparent lack of interest in helping fix them.The BA suffered a myriad of build quality and reliability problems, all of which suggested the program had been rushed in an effort to put the AU blues behind them as quickly as possible.  The BF was the first major update of the Falcon after the BA launch, by which time most of the issues that affected the BA seem to have been addressed.MODEL WATCHViewed from afar it was easy to conclude that Ford did little in moving from the BA series to the BF. Discerning the differences required a keen eye.  Externally the BF was little changed, but it didn't need changing. In the course of the BA model change just about every panel was changed, and the result was a much more appealing look.Three years on it still looked fresh so there wasn't much incentive to spend heaps on panel change.  If you cared to look closely you might spot revised bumpers, wheels, taillights, trim and paint colours, but not much more.The main changes were made under the skin where the six-cylinder engine underwent further development and came out with more performance and better economy.  The 4.0-litre six got a more advanced valve timing system that altered the intake and exhaust camshafts independently for better efficiency and a reduced idle speed. Power jumped from 182 to 190 kW.Ford's popular turbo six also grew legs, with power climbing to 245 kW and torque jumping 30 Nm to 480 Nm.  The fuel miser in the range was the E-Gas dedicated LPG version of the 4.0-litre six, which delivered a much more economical motor with a punch of 156 kW and 372 Nm.There were also two 5.4-litre V8s on offer. The entry-level three-valve engine boasted knock sensors, which allowed more spark advance, and the performance grew by 10 kW and 30 Nm to 230 kW and 500 Nm respectively.  The sportier four-valve Boss 260 V8 remained unchanged in the XR8.The base models continued with a revised four-speed auto, but the real talking point at the time was the new ZF six-speed automatic transmission on some of the premium models. It was the first time an Australian car had a six-speed auto and it was one shared in common with cars like the BMW 7-Series and Jaguar XJ.Fuel economy was a major talking point when the BF was launched; the BA was the thirstiest of the big cars and Ford needed the BF to be better.  So it was. The volume-selling models improved 5.2 per cent to claim a combined fuel economy figure of 10.9 L/100 km.With no call for major visual changes Ford made few alterations to the interior, apart from making some minor changes to the interior plastics.The model range began with the XT and added the Fairmont and Fairmont Ghia on the prestige side, and the XR6, the sizzling hot XR6 Turbo and rumbling XR8 on the sporty side.Ford released a MkII BF in 2008 with more fuel economy improvements, and extended the availability of the six-speed auto to the base model XT.IN THE SHOPBuild quality was an issue with the BA/BF Falcons, although it was less of a problem with the later model.  It was particularly noticeable on the inside where the fit and finish wasn't up to scratch.The six-cylinder engine is robust and reliable, having benefited from years of development. Fuel consumption is a concern.  Generally the V8s are smooth and pack the sort of torque wanted, but there are lots of reports of problems extracting the spark plugs from the three-valve engine come service time. The plugs break easily while mechanics attempt to remove them and it's then a case of lifting the heads to get them out.Noisy diffs in XRs are a common complaint and it's nothing to hear of cars having two, three or more diffs. Ford usually replaces them with new diffs up to a point, but then reverts to using used diffs as replacements.  Noisy brakes are annoying and there seems no answer for complaint cars. The noise is a rubbing noise as if the pad is constantly rubbing on the disc.  Warped discs can also be a problem, more so with the performance models.IN A CRASHAn Electronic Stability Program was a key improvement on the BF, although the XT and Futura models missed out.  Front and side airbags were available for a comprehensive crash package.  The BF was rated at five-stars for crashworthiness.AT THE PUMPThe BA was criticised for its relative lack of fuel economy compared to its competition, but Ford hit back with significant improvements in the BF.  Depending on the drivetrain Ford claimed 10.2-10.9 L/100 km for the volume-selling six.  Ford's six can readily be converted to run on LPG.OWNERS SAYWesley Hartley bought his 2007 BFII XR6 six months ago with 24,000 km on the clock. While he loves its looks and its handling, he's not so convinced of its build quality. It's been back to his dealer several times with diff issues. The original diff was replaced, and the replacement was also replaced because it was noisy. There have also been ongoing problems with noisy brakes. Paul Raudino took advantage of the pre-FG run-out deals on the BF earlier this year and traded his AU on a 2007 BFII Falcon ES. The BF and is far better to drive than the old AU, he says. The six-speed auto makes it great to drive and it gives great fuel economy on a trip.Two years ago, after 40 years driving V8s, David Walker bought a six-cylinder BF wagon. He's been impressed by the power and smoothness of the engine, and even more so by the fuel economy. To date it has only been back to the dealer for its scheduled logbook services  -- everything is just spot on after 40,000 km.James Lehane and his wife have owned a second-hand BF XR6 Turbo for just over a year, and both love the car, even though they admit it's a bit of a gas-guzzler. They bought it because they say the BA/BF XR is the best looking Aussie-made car of the period, the six-speed auto is hard to fault, and the Turbo is a fast and satisfying daily driver. If they could they would improve the steering feedback, reduce the weight, and the fuel consumption, fit discs that don't warp, and improve the fit and finish of the interior plastics.LOOK FORo Family-sized motoringo torquey six performanceo new six-speed auto transo sizzling turbocharged XR6To variable build qualityo noisy diffsRATINGo 70/100

The importance of the BA Falcon can’t be overstated. Had it failed to excite the car buying public it could well have been the model that spelt the end for Ford as a force in this country.It probably would have spelt the end of Ford as a manufacturer here, at least of cars designed locally.Failure would most likely have had the company’s Detroit management, itself under pressure, stepping in and dictating what would and wouldn’t be sold here. That would most likely have meant no Territory and no more Falcons, in their place would have been imported cars or at the very least cars assembled from packs of imported components.With no local Falcon to put pressure on Holden the company’s troubled American bosses would no doubt have questioned the need, and expense of having cars designed locally when there were suitable models available overseas.The entire dynamics of the local market could have changed in a most fundamental way.Thankfully the BA has been a success. It has rebuilt the image of the Falcon in the minds of car buyers after it had been badly wounded by the disastrous AU. We have the Territory, which is doing good business, and the men from Dearborn haven’t seen the need to intervene.Such was the image of the Falcon in the wake of the down-in-the-mouth AU that Ford’s local bosses knew that serious action was needed. The AU replacement couldn’t simply be a facelift to keep it going until the all-new 2005 model arrived as was the plan.Unless they acted boldly the 2005 Falcon might have simply been too late.It required a bold plan, and management capable of seeing it through in the face of enormous pressure from those watching from above. They simply couldn’t afford to fail.The man for the time was the late-Geoff Polites who had the foresight and the will to commit to what was in effect a new car with all of the costs that entailed and see it through to the end. Polites also backed the Territory, another success story, and he will no doubt be looked upon as the man who saved Ford locally when future historians pen the history of the company.The most damning criticism of the AU was aimed at its styling with its downtrodden curves that gave is a sad and sullen look. Fixing that meant major surgery to body panels, which was no cheap exercise.There was no way around it, though, the body had to undergo major surgery. A nip and a tuck here and there simply would not have been enough.By the time the BA’s stylists had finished there was little of the AU left. The doors were about the only panels recognisable from the old model, even the roof had been modified.The result was an amazing transformation. The downcast visage was gone, replaced by bright uplifting looks that gave off a positive vibe instead of the depression felt on sighting an AU.Ford could probably have got away with the body changes, and saved much of the $500 million it invested in the BA. There wasn’t much wrong with the AU mechanical package, but it was reasoned that they were coming from so far back the BA had to be seen as a major step forward to convince disaffected Falcon buyers to come back to the fold, and maybe even encourage some Commodore buyers to switch brands.So, as well as the crucial body changes, there was also a much upgraded six-cylinder engine, a new independent rear suspension, sports shift mode for the auto trans, and some cute new features like the control command centre inside and adjustable foot pedals.The base engine was the familiar Ford 4.0-litre inline six, but it was heavily revamped. It now boasted double overhead camshafts, four valves per cylinder, and variable cam timing, which delivered good performance right through the rev range with good torque at low revs and a powerful punch at high revs.At its peak the so-called Barra 182 engine produced 182 kW at 5000 revs and 380 Nm at 3250 revs, with good torque over a wide speed range.Underneath a new Control Blade IRS replaced the old double wishbone system, delivering the handling benefits of an independent system with improved ride comfort and better isolation from road noise.Brakes were improved discs all round with ABS standard, steering was also improved and power assisted.Inside there was also a much needed redesign. Gone was the awkward old dash, in its place came a much more modern design with a hooded instrument cluster and a centre dash console containing the supplementary controls for air-con and sound.XT was the badge the base model carried. It was meant to convey the image of the base model as a junior member of the sporty arm of the Falcon range, the other members being the XR6 and XR8.There was a long list of standard features on the XT, including air-conditioning, CD sound, power front windows, power mirrors, power driver’s seat and trip computer.Few problems reported to date. The six-cylinder engine is the most powerful in its class and appears to be largely trouble free although the extra power seems to have come at the cost of fuel consumption.One roadside service agent reports going to the rescue of a number of cars that have simply stopped by the side of the road. Some can’t be restarted, others need to be restarted like an old carburettor car.Make the usual checks for crash repairs, like poor panel fit, variable gaps between adjoining panels, and colour variation.Check also for a service record.One serious problem that the BA suffers from is the failure of brake hoses. It’s said to be that the rear hoses fail more frequently than the front, but both are prone to sudden and shocking failure. Shocking, that is, for the driver who suddenly finds their braking power is suddenly diminished when the brake pedal drops almost to the floor with little apparent retardation. The hoses are said to be too short and eventually break after being stretched and restretched. Consider replacing the hoses as a matter of course after buying a BA.The BA was too new to feature in the recent used car safety survey, but it’s fair to say that it’s as least as good as the AU which faired quite well. That was found to be significantly better than the average for occupant protection, and average in its affect on occupants of cars it hits.Body structure is improved, and with dual front airbags, provides crash protection.Hamilton Saunders has done just 32,000 km in his BA, which he says is a “good” car, comfortable, reliable and an excellent for towing, but is heavier on fuel than the previous model. Problems he’s encountered are a noise from the steering box, an occasional sulpher-like smell in very hot weather, neither of which the dealer has been able to fix, and the discs have required machining at every service.Ray Tonisson has completed just over 13,000 km in his BA and says, apart from being thirsty, it’s the best Ford he’s have owned. It has power and drives very well especially with the Sports suspension. Ford has lifted its bang for the buck on the XT with a good package of standard features. The sports pack just gives the appearance a bit more class.Lindsay Cameron has a 2002 BA Falcon wagon. It is generally driven by his wife and has done 20,000 km. He likes its looks, the power and smoothness of the engine, the ease of use of the cruise control ease of use, the 14-speed fan, the quiet air-conditioning vents, and its road holding. Conversely he dislikes the headlights which don’t turn off automatically, the carpets which are hard to clean, the recessed seat belt buckles which are difficult to use, the lack of rear leg room, the way the auto shifts down from fourth to third whenever then sports shift mode is selected, the tailgate release which had to be repaired under warranty and the remote central locking control which is on a pad instead of the key.Elling Salterod bought a new XT auto sedan in Jan 2004 . It has 9000 km on clock now , mainly around Sydney city and the central coast, but with one trip to Queensland. It’s comfortable and quiet, and returns good fuel consumption. There has been one recurring problem with the hand brake rubbing, which appears to be a design fault and can’t be fixed.Dennis Curtis likes the performance of his 2003 BA Falcon, but has two items of concern. The rear springs have been replaced twice in five months due towing even with Ford’s 2300 kg tow kit. Ford would only replace the springs with standard coils , and I was told if I changed to another stronger springs warranty would be voided. The other concern is with the auxiliary lights, which only illuminate with the turn signals in operation, and are of little assistance.• Happier styling than the AU• Class leading power• Excessive fuel consumption• Sports shift auto transmission for a fun driving experience• Reassuring and sporty handling• Brake hose failuresMuch improved model you won’t be afraid to admit owning.

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

The XR6 has been a stunning success for Ford since its introduction in 1990. It was a bold move by Ford and Tickford at the time to build a six-cylinder sports sedan for a market that was brought up on a diet of performance V8s, but it has been a shining star through the tough times that Ford has recently endured.Much has been said and written about the AU’s edge styling, much of it justified, but the XR6 was a tough looking car that didn’t deserve the same criticism as the mainstream AUs.With a sharp body kit, hot motor and sports handling the XR6 is one AU you’d be proud to park in your driveway.MODEL WATCH The XR6 had the same edgy lines as the other AUs, but with some clever reworking of the front and rear cosmetics it took on an aggressive look that clearly separated it from the rest of range.A unique grille and four headlamp treatment and a lower lip that evoked images of the AU V8 Supercar distinguished the XR6’s front end. Out back the spoiler was larger and was claimed to generate greater down force.There were two 4.0-litre single overhead cam six-cylinder engines available, the High Performance HP engine fitted as standard to the XR6, and the optional Variable Camshaft Timing VCT engine, which was fitted to the XR6 VCT.Both were virtually new from the sump plug up. They had a new stiffer block, new ‘high swirl’ cylinder head with higher compression, new crankshaft, con rods, pistons, gaskets and a cross-bolted alloy oil pan, and that was on top of sequential fuel-injection and new lightweight valve train.Power of the HP six was up to 164 kW at 5000 rpm with torque peaking at 366 Nm at 3150 rpm. The VCT version developed more, 168 kW at 5300 rpm and 370 Nm at 3500 rpm.Compare that to the VT II V6 Commodore S with 147 kW at 5200 rpm and 304 Nm at 3600 rpm and it’s clear the XR6 is a barnstorming sports sedan.Many of the changes were aimed at making the Falcon six smoother, something that was desperately needed. With the extra block stiffness, along with the rigid cast aluminium sump and a new eight counterweight crankshaft that was both stiffer and lighter the AU’s Intech engine was much smoother than any previous Falcon six.Transmission choices were a clunky five-speed manual or a four-speed adaptive shift auto.The XR6’s suspension was a combo of double wishbones at the front and Watts Multilink live axle with coil springs at the rear, all of which was retuned for sportier handling with revised springs, shocks and anti-roll bars, and a lower ride height. Double wishbone IRS was an option, but standard on the XR6 VCT.Braking was by discs all round with ABS standard. Alloy wheels, 16-inch five-spoke, were standard, and there was a 17-inch option available.Inside was typically Falcon with lots of cheap looking plastic components made to look even worse by the styling which was mix of edge and the oval as previewed on the Taurus.That aside there were plenty of features to satisfy, including a leather-wrapped Momo steering wheel, air-con, remote central locking, immobiliser, six-speaker sound, and sports seats.IN THE SHOP The Falcon generally stands up reasonably well, but not as well as some others that have better build quality. Every car maker has build quality problems, but Ford does seem to suffer its fair share.Electrics are a problem, particularly things like the electronic control modules, which are expensive to replace.Expect to replace brake rotors between 50,000 and 75,000 km depending on the type of driving you do. Smart mechanics will skim the rotors when they change pads to extract extra life from them and save you some money.Watch the temperature gauge for any tendency to climb into the upper range. Also keep an close eye on the coolant level for any loss of coolant, and make sure to use the correct coolant as the alloy head can give trouble if not looked after.Check service records, as Falcons are typical of cars that are neglected by uncaring owners, although XR6 owners tend to be more caring in the way they maintain their cars.OWNERS VIEW Holden fan Steve Phillips had his heart set on a V8 Commodore when a dealer suggested he drive a white AU XR6 manual he had on his lot. Steve says that after driving it he couldn’t get the smile of his face. “As a Holden man through and through, and having owned a couple of XF Falcons and knowing that they rust and have major problems here I was in love with a Ford,” he says. The XR6 has been on many XR club outings, up and down the coast, drive-in nights, dyno days. Even though he spends a lot of time on the roads he says it's still great to get in the XR, even if it's to drive to the shops for milk.LOOK FOR • Distinctive styling with an aggressive body kit including rear spoiler that sets it apart from its rather drab AU cousins.• Heavily modified six cylinder engines delivers both performance and smoothness in a package that easily overpowers its main Holden rival.• Great road manners means sharp responsive and well balanced handling along with a firm but comfortable ride.• Forgettable interior with awful plastic parts that make it feel cheap. Coupled with the overuse of oval shapes in the fascia make it one of the worst interiors in recent memory.• Stiffer engine block and new cylinder head with improved gaskets made significant inroads into Falcon head gasket problems, but basic design of water passages in head can lead to pockets of steam and potential blown head gaskets. 

Before the hot XR6 was unleashed in 1992 fast Fords were V8-powered, so the six-cylinder ‘family’ sports sedan was a surprise to everyone, particularly to those who owned a hot V8. The XR6 was a V8 beater, no doubt about it, but it was much more than that. It was not only fast, it also handled beautifully and was comfortable to boot. Had we known then what we now know about Tickford, now called Ford Performance Vehicles, it wouldn’t have been such a surprise.The EBII XR6 was the first real glimpse of Tickford’s capability to produce a well-balanced and refined sporting sedan that did everything well. It had often been the case with Aussie-built muscle cars that power was everything. The relentless pursuit of power often came at the cost of handling, ride and comfort, but Tickford brought a European approach which balanced power and road manners to produce a truly fast road car that was still comfortable on a long, fast cross country trip.Given Ford’s reliance on V8 power for past performance models, perhaps it was surprising that Tickford relied on Ford’s rather harsh six-cylinder as the XR6’s power source, but then the XR6 was marking out new sports sedan territory and the men behind it were well accustomed to hot sixes from their British background.Another surprise came in the styling, which was neat and attractive, without ever being “look-at-me” in the way of most other Aussie-built muscle cars. But if the XR6 was rather reserved in appearance terms, there was nothing reserved about it when it hit the road where it was a revelation.MODEL WATCHThe XR6 was based on the EBII Falcon S, a sportier version of the family four-door, but was further upgraded with an array of sporty features.The engine was the Falcon 4.0-litre single overhead cam unit, an effective but rather harsh and lumbering lump that was anything but impressive in its normal guise in its everyday Falcon cousins.But this engine had come under the spell of the engineers at Tickford Vehicle Engineering, Ford’s performance partners who’d started working with the men from Broadmeadows in 1991, and was anything but mundane.By the time Tickford was finished tinkering with the Falcon’s head, cam, valves, valve springs, exhaust system, and electronics the fuel-injected six was slamming out a massive 161 kW at 4600 rpm and 366 Nm at 3650 rpm. And all of that while running on regular unleaded.It was enough to have the 1529 kg sedan sprinting to 100 km/h in 7.5 seconds. The standing 400-metre sprint was covered in 15.5 seconds and it had a top speed of 223 km/h. They were numbers that had the V8 road ragers looking back in horror, but they didn’t tell the whole story, which was that the XR6 had plenty of low end and mid-range punch, which made it very drivable.Gearbox choices were a five-speed manual and a four-speed auto, which delivered the power to the live axle LSD rear end running a low 3.45 ratio axle that helped it jump out of corners.Back in 1992 Ford was committed to a live rear axle, but Tickford’s engineers managed to tame it quite effectively with some smart retuning of both ends.The XR6 rode lower and had a package of gas shocks, stiffer springs, a larger anti-roll bar, front and rear, which coupled with revised front-end settings made the steering precise and responsive and brought an assured balance to the handling.Despite still having 3.1 turns lock-to-lock the Falcon could be pointed at corners with confidence it would precisely hold its line right through to the exit. There was still some evidence of the roll oversteer associated with the Ford rear end but it would quickly settle under power and hold a steady line through corners.To match the go power the XR6 was equipped with decent disc brakes at both ends, which worked in tandem with ABS.The XR6’s rolling stock consisted of 15-inch five-spoke alloy wheels and 205/65R15 Michelin tyres.Externally the XR6 stood out from the Falcon crowd with body coloured bumpers and mirrors, red rub strip inserts, and a small rear wing.Inside there were reshaped sports front seats that were more supportive and comfortable than the regular Falcon seats. They had velour facings, and were highlighted with red piping, and there was also a leather-trimmed Momo sports steering wheel and gearshift knob.IN THE SHOPAll alloy-headed Falcon sixes have a problem with head gaskets. It’s not unusual to blow head gaskets at any time, but they seem to be more prone to it from about 80,000 kays up.Cylinder head reco experts say there’s a problem with coolant circulation through the head that leads to a steam pocket at the rear of the head, which can then lead to a number of problems, including failure of the cylinder head gasket and cracking of the cylinder head. Some even relieve the problem by tapping into the head an allowing the coolant to flow from the problem area through an external pipe.There is also a belief that the Falcon’s water pump suffers from cavitation, which diminishes the coolant flow through the engine.Suspension bushes can be a problem at higher mileage, and require replacement to restore the XR6’s renowned handling.Fitting wide tyres can lead to tramlining with the Falcon’s front-end set-up, which can be hard work and annoying so be careful about fitting any tyres other than those originally fitted to the car.Falcon electrics can also be troublesome. Body control modules are a headache and replacements are expensive to replace so check the operation of the car’s system as thoroughly as you can to check that all is well.Engine oil leaks are also a common problem. Look for leaks from the front cover, power steering pump etc.OWNERS’ VIEWSMark Harris bought his white XR6 new in 1993 and has driven it rather sparingly since. It has just 51,000 kays on the odometer and is driven only on weekends when he enjoys it very much.Dion Coughlan bought his XR6 three years ago when it had done 175,000 km. He has added another 80,000 km to it since, and says he drives it “hard”, the way it was meant to be driven. It has had a near-death experience when it was hit by a bus, but despite a few rattles Dion says it still performs better than any Commodore of the same era. Apart from minor things like a fan belt, the only things Dion has had to replace are the front suspension bushes.LOOK FOR:• great performance from Tickford tuned six• precise responsive steering• balanced predictable handling• neat “who me” styling• well equipped sports package• cylinder head problems• dodgy electrics