Ford Falcon 2006 News

Ford Australia will switch its mix of petrol and LPG models as orders rise following the Federal Government's announcement of a $1000 grant for any new car fitted with LPG and $2000 for any existing petrol model converted to LPG.The new grant means an LPG Falcon costs just $400 more than its petrol equivalent.Ford will boost LPG model production from 80 cars a day to 120.The company would have liked to increase its LPG production earlier, but its gas tank supplier needs time to boost its own production to meet Ford's needs.The increased demand for LPG Falcons has also pushed Ford to re-examine the possibility of producing an LPG version of its Territory wagon.Ford demonstrated the value and practicality of its LGP Falcon with a 14,000km lap of the Australian mainland that finished last week.The fuel bill for the trip was just $997.55 and the car had enough gas left to travel another 350km.Ford estimates the same trip would have cost at least double on petrol. Ford Australia president Tom Gorman says the trip proves how economical an LPG Falcon is."Australians are constantly worrying about fuel prices and there has been a lot of talk about a movement from large cars into smaller vehicles," Gorman says."We wanted to show Australians that you can have all the performance and package benefits of a large car while enjoying the refuelling costs of a much smaller car."Ford also wanted to prove it is possible to refill with LPG away from major centres.Unlike dual-fuel cars, LPG Falcons run only on gas. While this means the engine is optimised to run on LPG, some customers are put off because LPG is not available in some remote areas of Australia.

And they did it with $2.45 to spare.Their timing couldn't have been better, coming as the Federal Government announced grants of up to $1000 for dedicated liquefied petroleum gas vehicles and $2000 for LPG conversions.Around Australia project architect Andrew Ellis said it was a stroke of luck.“We planned this early in the year and not as some people seem to think as an immediate response to the Government grants for LPG,” he said. “We wanted to keep the Falcon product out there and with fuel prices an issue we thought we would display the benefits of LPG.”And they certainly did, driving more than 13,950km around Australia on $997.55 worth of gas.The Ford E-Gas range includes the Falcon XT sedan and wagon, Futura sedan and wagon, Fairmont, XR6 ute and the limited-edition pack Falcon SR.Demand for E-Gas Falcons has risen 300 per cent in the current climate.LPG was first used in Australia's taxi fleets as long ago as 1970.Back in the early '90s this writer ran a dual-fuel LPG/petrol XE Ford Falcon and the price of gas was about 25 a litre.It never missed a beat doing the Brisbane-Sydney run without stopping and using petrol only as a back-up.These days LPG varies around 60 and is available in most places around the country. Last week LPG cost 56.9, but the price varied as much as 20 on the run from Brisbane-Tamworth.It is actually safer than petrol with shut-off valves to prevent the gas tank from exploding in an accident. Tanks must be checked and crack tested every 10 years.The Falcon E-Gas is the only production car in Australia that runs solely on LPG. The petrol tank, fuel lines and pumps of the normal Falcon have been stripped out to fit LPG tanks and the engine cylinder head re-designed solely for gas use.The engine is essentially the same as the four-litre, straight six-cylinder but running on gas it has about 18 per cent less power (156kW compared with 190kW), but only fractionally less torque (374Nm against 383Nm).It comes with the standard four-speed sequential shift auto transmission only and cruises at 2000rpm at 110km/h.An LPG car should use about a third more fuel than an equivalent petrol car. But when LPG costs 50 to 60 a litre in some country areas when petrol is $1.25 to $1.40, it doesn't take long to be in front.To allow room for the 93-litre gas tank under the boot, the spare wheel has been moved inside the boot. It's neatly carpeted and although it drops boot space by about 20 per cent. small items can be tucked around the spare.www.lpgautogas.com.au

PETROL prices are driving people crazy. And unless you drive something as small as a Hyundai Getz, you're probably looking for a way to cut the cost of motoring.LPG is an obvious temptation, particularly with the Federal Government deciding to contribute $2000 to the cost of converting a second-hand car.But there are plenty of things to consider before you take the plunge and sign up for the rebate.Most important is the time it will take to recover the cost of the conversion. For most people it will be years.But some issues are even more basic - can your car run on LPG?When Holden released the dual-fuel package for the VZ Commodore with the Alloytec V6, it included an upgraded engine capable of handling LPG. Holden insists it is essential to ensure you get adequate life out of the engine.If you take a regular VZ Commodore with the standard Alloytec V6, you risk a costly cylinder head after a year or two.Reports from the LPG industry suggest that you fit LPG to a VZ Commodore at your own peril.The experience to date is that the Alloytec heads will need rebuilding within 50,000km of fitting the system, and the cost of the rebuild will more than eat up the savings made at the pump.And it's not just the Commodore. There are many other cars that simply aren't suitable for LPG, so it's important to do your homework before you make the commitment to switch.HOW MUCH WILL I SAVE?LPG is typically about one-third of the price of regular unleaded petrol.Though that looks great, it's not a measure of the savings you will potentially make if you switch to LPG.LPG isn't as efficient as petrol, because it has a lower calorific value. In simple terms, that means you need to burn more LPG to release the same energy as you would using petrol.In practice, it usually means you use about 20 per cent more LPG than you would when running on petrol.So a simple way of calculating the saving on LPG is to determine the cost of driving 1000km on petrol and the same distance on gas.If your car does 12 litres/100km on petrol it will require 120 litres to drive 1000km. With unleaded petrol at $1.45 a litre, it will cost $174.To drive the same distance on LPG needs 144 litres, and if LPG costs 45 cents a litre the trip will cost $65.That's a saving of $109 for every 1000km driven, which has to be factored against the cost of installing the LPG system.A good-quality LPG installation typically costs $3000 to $3500. To recover that outlay on the basis of $109 every 1000km, you would need to drive 27,500 to 32,100km.So if you do 20,000km a year it will take 16 to 19 months to recoup the cost of installation and start to make real savings.Of course, the government's $2000 rebate changes the picture significantly.Subtracting the rebate from the cost of conversion means you need to recover $1000 to $1500. That means driving 9200km to 13,800km, which should be comfortably done within a year.CAN MY CAR BE CONVERTED?IN THEORY it is possible to convert every car to run on LPG, but that doesn't mean it is viable.LPG is a dry fuel with none of the lubricating properties of petrol. Without this lubrication the valves and valve seats wear at a much faster rate, which can cause the engine to run roughly and even misfire.The only solution then is to rebuild the cylinder head, or heads in the case of a V6 or V8, which can be a costly business.It's the reason carmakers fit hardened valves and valve seats when they develop an LPG-compatible engine.All engines suffer from valve recession, so the question that needs to be answered when considering switching to LPG is how much faster the rate of recession is on the engine.The best way to answer that question is to talk to an LPG specialist who should have experience converting cars like yours.But don't just take their word for it. Ask them for references and talk to other owners about their experience with the same car as yours.Traditionally the demand for LPG systems has come from owners of large cars with sixes or V8s. Rarely has it come from owners wanting to convert small four-cylinder cars.As a result there hasn't been any need to develop kits for these makes and models.But with the recent petrol price rises there has not only been a much greater demand to convert the usual makes and models but there is also interest in converting other cars.The problem for anyone wanting to convert a car that historically hasn't been converted, is that it's unlikely there will be a kit available.And there is little or no chance that anyone will develop one while the demand is limited.LPG Australia has a useful web site listing the makes and models for which dual-fuel kits are available.Go to www.lpgaustralia.com.au for more information.WILL MY WARRANTY BE AFFECTED?LPG systems supplied by carmakers on new cars - the Mitsubishi 380, Falcon and Commodore -- are covered by the usual new-car warranty from the factory. But non-factory systems fitted by the trade are not covered by the carmaker.In fact, any modification you make to your car will affect the new-car warranty in one way or another.In the case of converting it to LPG, you will void the warranty with respect to the engine, and any modifications made to install the LPG tank and other equipment associated with the system will also affect the manufacturer's cover.The manufacturer of the system normally covers the equipment they supply as part of the system, and the installer should cover the work done in their workshop.Before committing to have a system fitted to your car, you need to clarify the cover provided by the system supplier and the installer.It is possible to buy a warranty that will cover the engine. OAMPS insurance has several warranty options providing cover for up to three years or 60,000km but, of course, this adds to the cost of conversion and the time it will take to recoup the cost at the pump.WHAT IMPACT WILL IT HAVE ON MY CAR?IT IS normal to expect a slight loss in performance when running on LPG compared with petrol, though the latest sequential gas injection systems minimise the loss.An engine will run a little more roughly on LPG. It won't idle as smoothly and will take a little longer to start. With the new SGI systems the engine starts on petrol before switching to LPG so the starting time is the same.In addition, there is usually a loss of room in the boot to accommodate the LPG tank - or inside the tail in the case of a wagon - because the spare wheel will have to be relocated to make way for the tank.

The previous Falcon beat the old Commodore in our last sanctioned big Aussie car battle, but the Holden has since been rejuvenated at a cost of $1 billion. It has been in serious training for five years.The BF Falcon was boosted with mechanical upgrades late last year, but it is much the same as the 2002 BA model.It will be given a styling tweak and some other adjustments in October, before a new model hits in 2008.We let the cars do battle in an extensive test on challenging Victorian roads, dirt tracks and highways.We picked the most popular family models, the $39,175 Falcon Futura and the $40,240 Berlina.ON THE ROADWITH $1 billion spent on developing the Commodore, you would think the VE Holden would easily beat the ageing Falcon. If you did, you are wrong. This fight goes all the way to the last round.ENGINE AND TRANSMISSIONTHE Falcon is the winner when it comes to punch. Torque is the key. It shouldn't be a surprise, given the Ford has 53Nm more on tap.The last Commodore didn't need as much grunt because it was lighter. Now it is 11kg heavier than the Ford and you feel it.The Berlina isn't a slug, but the engine does have to work a lot harder.Going uphill, the Berlina's four-speed transmission has to drop down one or two gears more than the Ford equivalent, meaning the engine revs higher to maintain momentum.That said, the Holden engineers have done a great job improving the refinement of the Alloytec V6.It was pretty rough when it was introduced in the VZ model, with nasty noises and vibrations, but it is much smoother now.At idle, the Holden engine is so quiet that sometimes we are not sure if the engine is turned on.The Ford is not as smooth at idle. It vibrates a bit more, especially when switching the airconditioning on or off.The Futura's engine does emit a rortier engine note, which adds to the sporty feel.Its automatic transmission works better than the Berlina's, with smoother changes, but the difference is not huge.Like almost all new cars, the Futura's automatic has a manual shift mode, but the Berlina misses out.FUEL CONSUMPTIONYOU might expect the Futura to be thirstier than the Berlina because of its performance edge, but that's not the case.In fact, the Ford is lighter on fuel than the Holden. We are probably harder on the cars during the test than most owners would be, but we drive both cars in exactly the same way.The Berlina uses an average of 10.9 litres over 100km and the Falcon uses an average of 9.8 litres/100km.Based on those figures, an average driver would spend an extra $6 a week to run the Holden at current fuel prices.RIDE COMFORTTHE Berlina is the winner when it comes to ride comfort.It is set softer than the Falcon and is nicer to ride in on smooth roads and most city streets. The Berlina's suspension might be too soft for some. It can float a bit when running over big bumps on broken country roads.The Falcon set-up is firmer. It is still fairly comfortable, but not as nice as the Berlina. It is more lively and you feel more of the bumps.The comfort level in the Berlina is aided by a quiet interior. We can feel the serenity.The Futura is a pretty quiet car, with BF upgrades reducing noise levels, but the Berlina is quieter.Intrusive tyre noise experienced on the Commodore launch early this month, particularly in sporty models, was not evident during the test.HANDLING BOTH cars have excellent road-holding ability. The Futura and Berlina both hang on well on dry tarmac, wet tarmac and slippery gravel.Both have the advantage of traction control, but the Holden has the added safety of electronic stability control.The Futura gives the driver more feel when pushing hard, both through the suspension and the steering, which is more solid than the Berlina. The VE Holden's steering is much lighter than the previous model, which was not good. The new system is very light on centre, but loads up as you turn.It takes a while to get used to, but the lighter system is much less taxing when you are negotiating tight turns in places like car parks.The Holden's driving position is much better than the Ford's and it is easier to get comfortable behind the wheel.You feel as if you are sitting lower in the Berlina, but you still have good visibility.The door line is higher and the driver feels more secure.In the Futura, you feel you are sitting up higher.INSIDE APART from a rotten slab of plastic stuck on the dashboard that we think is supposed to imitate woodgrain, the Berlina's interior is very good.A lot of time and effort has been spent creating a functional and attractive layout.The buttons are all visible to the driver, unlike the pokey buttons for things such as the fuel cap release that are hidden behind the Futura's steering wheel.The Berlina's sound system, which copies Ford's piano-key buttons, has a lot of bass and a cool green-coloured screen.Dual-zone climate control in the Holden is a welcome feature, as is the Bluetooth that beams your phone calls through the car speakers, as long as you have the right phone.We don't like the Berlina's handbrake, which is part of the centre console. It looks cheap and is clumsy to use.The leather-wrapped steering wheel in the Berlina is a nice touch and the cloth trim looks fine, but we are not convinced the cloth fabric will endure the rigours of family travel.The familiar Futura interior is starting to look dated.Its plush felt seat trim is nice, but the dashboard is fairly plain and the centre control screen has been surpassed by the Berlina.The plastic steering wheel doesn't match the Berlina's and the instrument panel doesn't look as classy.Still, most of the controls are well laid out, especially the climate-control dials and radio controls.The cruise control of both cars works well, but we prefer the steering wheel-mounted Ford system, rather than the stalk system of the Holden.OUTSIDE THERE is no competition when it comes to exterior styling. The Berlina looks so much better than the Futura, which is a now a plain Jane.With its flared wheel arches, coupe-like roof line and 17-inch wheels, the Holden wins the fashion battle.PRACTICALITY APART from a silly decision to not include a split-fold rear seat, Holden has done well with practicality.Things such as door bins for the rear-seat passengers, doors that open wider than the Futura's and a huge, flat-bottomed boot all add up.Both cars offer lots of rear legroom and headroom, but the Berlina is easier to get in and out of.Holden fitted the test car with the optional full-size spare tyre ($250), despite arguing that punctures are a thing of the past. We suggest owners do the same. The full-size spare takes up no more room in the boot.THE VERDICTThis is close as both cars are world-class.If you want to tow, the Futura is the car to have. It is also the car we would pick for a fun run on a twisty road.The Berlina's fuel-drinking problem is a concern and could put off quite a few potential buyers.For us, the Holden is the better car for everyday driving. It needs more torque, but is more refined, quieter, is more comfortable to ride in on most roads and looks to be a prestige car.There is more useable boot space, the driving position is better and it has electronic stability control as standard.The Berlina wins this fight - just - but we would jump either way depending on which brand offered the best discount.

The formerly unfashionable LPG-fuelled E-Gas cars accounted for one-in-five Falcon sales last month, despite being largely neglected by Ford's marketing people.Ford Australia president Tom Gorman says the company is changing its focus because of its customers."About 21 per cent of our Falcons are LPG and if you go back just one year ago it was single digit percentages," Gorman says."We've been looking at the demand for LPG going up month over month."If the customer takes Falcon LPG sales to a 50 per cent mix or a 90 per cent mix, we're going to do our best to meet those requirements."I don't see it going in that direction that quickly."I think we'll see continued growth, with private buyers seeing this as another alternative."I think the LPG mix is going to improve as we start to communicate and let the retail buyer know that this is a great opportunity."Ford began an "LPG Challenge" round-Australia relay with its V8 Supercar drivers last week to prove an E-Gas Fairmont could do the trip for less than $1000 and with enough service stations along the way to keep the LPG-only car going.Gorman denies the timing of the trip was a deliberate ploy to steal the limelight from the VE Commodore and Toyota Camry launches.But he admits it is convenient timing as rivals reveal the fuel efficiency of their new cars."There is no question we have to be active in the marketplace at a time when our competitors are launching new product," he says."The fact both products just launched haven't really shown huge improvements in fuel economy shows they have missed what the customer wants right now."Ford expanded its E-Gas range to include its luxury Fairmont and sporty SR sedan and XR6 ute last year and may offer an E-Gas Territory.

But it is not enough. Macrow is totally focused on the main game and wants only to make the graduation to the outright V8 Supercar championship next year."It has to be my time. It's been eight years since I first drove a V8," Macrow says."I won't be doing the development series again, so it's the main game or nothing. So far, anyone who has done well in the development series is in the main game. I'd be pretty disappointed if I won it and didn't get a gig."I know I can beat some of those guys. If they can do it, I can do it."So this year is make or break for Macrow, who already has a national Formula Ford championship on his CV.The talented 25-year-old clearly has what it takes to be a full-time V8 Supercar racer, as he proved when he partnered Steve Ellery -- who is looking more and more like the forgotten man of touring-car racing -- to third in the Bathurst 1000 last year.He also ran wheel to wheel with Dean Canto and Warren Luff in last year's development series, but had to repeat the year while they graduated to the main game.Macrow shows some signs of frustration but is still happy to be doing the job in the former Triple Eight Falcon he drives for Howard Racing."I learned a lot last year. There is no doubt last year was hard, but we still took it up to Dean Canto," Macrow says."It was going to be me or him at each round. We were equal last year, and I've kept going and improved a bit more. He was top 10 in Queensland in his races."Macrow is having to beat some worthwhile rivals this year, as Mark Porter and Shane Price and young Jack Perkins put him under pressure at Queensland Raceway, but he knows how he fits into the bigger picture."My qualifying time for the Fujitsu races was good enough to be 15th on the grid for the main event," he says.But he is not getting ahead of himself, even though he is an odds-on bet for the Fujitsu crown."It's not over until the fat lady sings," he says. "If I don't finish one race they will be on me. I've got maybe one race of grace."We're going well, but it's not over until it's over. I've been in this position before. I had a 90-point lead in the Formula Ford championship and I won it by one point."So he intends to run as hard as he can in every race and drive towards next year's target."I have been trying to scrape into the main game for eight years. I don't have the money to buy my way in, so I need someone to take a chance. I'm talking to people about next year and I want to be in the main game, simple as that."

The release of the two new models of the top-selling cars has seen them manage comparable figures to the outgoing models and in Holden's case, even slight improvements in some models.It has been toughest to achieve improvments in automatic gearbox cars.The four-cylinder Camry boasts better economy figures than the six-cylinder Commodore (9.9 litres per 100km compared to the Holden's 10.9 litres per 100km) when comparing base model automatics.However the new, larger and heavier Camry is thirstier than other popular four-cylinder family cars such as the Honda Accord Euro (9.2 litres per 100km), the Hyundai Sonata (8.8), the Mazda6 (8.9) and the Subaru Liberty (9.1).The new Commodore and the current model Falcon are the thirstiest but the figures achieved by the LPG Falcon show that if you really don't want to pay high fuel prices, it is the way to go.That is particularly relevant now as LPG prices in Sydney this week were about one-third of the average price of unleaded petrol. However, you will need to refuel the LPG car more often than its petrol equivalent.Holden released the VE Commodore's fuel consumption figures on Monday while the new Camry figures (8.9L/100km for manuals and 9.9L/100km for autos) were released on Tuesday. Holden's executive engineering director Tony Hyde says: "We finished our testing late last week, the Omega is 10.9 litres per 100km, 0.1 of a litre better than the VZ."It's not all glory and roses but it's still a pretty good story, the V6 with the five-speed auto was 11.4 and is now 11.3, except for the Calais V -- the one usage of that engine where the figure is slightly up," he says.The fuel consumption figures for the base model are equal to the Ford Falcon equivalent, and slightly higher than the Mitsubishi 380 which has a consumption rate of 10.8 litres per 100km.Hyde says the variable-valve V6 and the V8 with manual gearboxes had also experienced a small reduction in thirst."The premium HF V6 with the manual gearbox was 11.4, it's now 11, the V8 manual was 14.6, down to 14.4," he says.He says the addition of a six-speed automatic gearbox might have been expected to reduce fuel thirst but the new transmission -- shared with the Cadillac and the Corvette -- had increased fuel consumption."The one that has gone the other way is the V8 with the six-speed automatic -- logically you'd think it would not -- it's gone from 14 to 14.3," he says. "The six-speed's ratios don't seem to suit the cycle, so we'll be looking for real world figures -- we're confident of getting some pretty good numbers from it."The lead-time for developing a new car means reacting to rising fuel costs in the past 12 months was largely impossible, according to the Holden engineering boss."We can't react inside a year, no way, the engine calibrations and the emissions work that needs to be done," he says.Hyde says fuel economy was now very important. "The biggest issue now is fuel consumption, more so than power outputs."We would improve fuel consumption figures by making the car lighter, but it's not that easy. We can't just leave bits off."He says Holden hopes to trim weight for the next Commodore model, though the lure of a diesel is strong.Holden has been testing its hybrid VX Calais model fitted with a 3-litre in-line turbo-diesel from BMW.This car is a pointer to the future, though GM has no deal with sourcing engines from BMW. The primary problem is the expensive price of the BMW engine.Diesels available include 3-litre V6s from GM-associate Isuzu which are used in European-specced Renault Vel Satis and Espace, the Fiat-Lancia Thesis and Saab 9-5.Even Fiat's 2.4-litre, in-line five-cylinder turbo-diesel is plausible, especially given Holden provides the Fiat Group with a derivative of the Commodore V6 engine.However, more likely is a GM-designed and built mid-capacity turbo-diesel believed to be under development.Fuel savings will be available in September with the release of a 175kW dual-fuel LPG base model. One thing ruled out for Commodore is turbocharging: "no turbos", Hyde says emphatically.Holden powertrain manager Simon Cassin says Holden is looking at methods for creating more efficient engines.That includes the ability to turn off four cylinders on the V8 engine to save fuel, as in the US version, which is also used on the Chrysler 300C V8.He says ethanol fuel was being studied. The maximum ethanol content of fuel regarded as being safe for a Holden engine is 10 per cent.The first road tests of the new Commodore start in Melbourne next week.

Craig Lowndes says this week's decision to scrap the contentious back-to-front format after the next two rounds has reduced the lucky-dip factor and will help those who have consistently shown the fastest speed.V8 Supercar Australia's announcement to revert to a traditional three-race format, with the winner from race one starting on pole for race two, has been welcomed by drivers and teams at the top of the table.Lowndes says it will guarantee the best drivers will race against each other without being held up by slower traffic, and remove confusion for fans trying to work out who's in front."Now it's nicer to be at the front of the pack with good car speed and be racing about with the better drivers who you respect," Lowndes says."And it means we'll have a champion who has had a quick car all year and deserves it."Lowndes says some of the fastest drivers have had their championship hopes dented by being caught in crashes involving less skilled drivers in slower cars.But the Triple Eight Falcon driver still believes drivers should not be able to disregard their worst result at the end of the year.Series leader Garth Tander, who is yet to have a major tangle in a reverse grid race, says he is also relieved the decision has been made."You go into reverse grid races just praying to get through the first five laps," Tander says."You're just waiting for when it's your turn for it to ruin your championship."I think the show is above needing this kind of gimmick."But support for the change back has not been universal. Team owner Garry Rogers, whose young driver Dean Canto won a reverse-grid race in Perth, says V8 Supercars Australia has not given enough time for the format to work."I personally thought it the format worked quite well and just needed more time, but I know not everyone agrees with me," he says."The critics talk about too many crashes, but if they think this will get rid of crashes, they are in dreamland."

Where once the big front-engined, rear-drive sedans and wagons ruled the roost, other styles have made inroads with a view to heading off-road.Industry pundits muse over the rise of light and small cars – blamed on petrol prices and the age of the present crop of large cars – but the latter stages of 2006 will see a refreshing change.The present crop of medium and large family cars is considerable, with words such as boring, bland and banal not often applicable to the bulk of these segments any more.While it might not be the segment leader, Mitsubishi's make-or-break 380 sedan has been the focus of intense attention, as the future of the company's Tonsley Park manufacturing facility hangs in the balance. With some awards to back it, the 380 is undergoing a major revamp and is slowly gathering momentum, thanks to decent looks, a strong on-road package and local patriotism among the positives going its way.Holden's VZ Commodore has been updated with a new six-litre V8 in the sports and luxury models, fi ghting on in the face of renewed competition from its other locally built opposition.The potential for a segment resurgence at the end of the year will rest largely with the VE, an all-new model that replaces the VZ.Ford’s Falcon received a minor facelift and plenty of underbody work with the introduction of the BF, but the main claim to fame for the new big sedan from Broadmeadows was the addition of a six-speed automatic.The new transmission pips Holden's latest auto by one ratio, or two if you include V8 availability, and the Ford six-speeder has a background that includes applications in big names such as BMW, Jaguar and Land Rover.The BF Falcon also introduced some changes to safety equipment – traction and stability control on much of its range – as well as improvements in body sealing and sound insulation.The brand everyone wants to beat is Toyota, but the Japanese-owned Melbourne-based car maker is not relieving any pressure on the market. In fact, the foot on the throat of its opposition, if anything, will have more force behind it. The manufacturer has long been held as a yardstick for build quality, reliability and longevity, but was equally well known for building "white goods on wheels".Toyota Australia boss John Conomos has promised no more appliances on wheels and the new Camry speaks volumes for the modern design credo. Unveiled earlier this year at the Detroit Motor Show, the new Camry has lost its V6 power plant but gained styling to match the quality.Bold predictions of Avalon sales to rival Holden and Ford in the then-booming large-car segment soon came back to haunt Toyota, which has learnt much (by its own admission) from the Avalon experience and has put the knowledge to use with Aurion. The new Camry-based big car from Toyota has been styled to please the eye, and has also had much design and engineering input from Australia.The medium segment is growing and it's in no small part due to the rise of Honda's Accord Euro, the Mazda6 and Subaru's continued success with the Liberty. Mazda revived the medium segment with a sparkling fi ve-door four-cylinder range that offered decent dynamics, attractive styling and a bit of vigour beneath the bonnet.Honda has followed suit and the Accord Euro – albeit only in a sedan model – also has an enthusiastic demeanour on the road, plenty of features and a sharp price tag.Subaru has been the quiet achiever but the Liberty's fans are plentiful – the new look has introduced more room, more features and a wide choice of four and six-cylinder power plants.Subaru also offers a wagon – another point of difference to the other top-selling mediums. Only the Accord (a step up in size from the Euro) offers a V6 and Mazda offers a wagon. Never before have Australians been so spoilt for choice.

Then there was the rematch during the ride as I dropped them both home.But it is hard not to want to race when there is 260kW of power bursting from the V8 engine.It did not matter if there was no one at the lights to race me – I wanted to get to my destination right now.It makes the XR8 a little wasted on the city streets, but a muscle car is still a lot of fun. And what kind of girl does not like muscles?I squealed the wheels just about every time I took off around a corner or from traffic lights.Not on purpose, of course.Although it wasn't so much fun when I nearly lost control on a wet road in a residential area, as I took off from one of these corners.I can see why stability and traction control is a necessity, not an extra.So much power under the hood must be respected but it makes this car all so sexy.It certainly gets the attention of a lot of boys on and off the road, so a Saturday night cruise through the city was a must to test out the XR8's handling.With a group of fellas fighting over who got to ride shotgun, I immediately knew travelling with fellow revheads would be a challenge in this car.There were the inevitable calls to do a burnout on every street and to floor it to get a feel for the XR8's speed. But I kept the hooning in check and the boys were happy to turn their attentions to a power-window race.Don't get me wrong – not being of the Ford persuasion, there were plenty of quirks about the XR8 to annoy me. For starters, the power bulge on the bonnet has no use at all but to sit annoyingly in the corner of the driver's eye.Plus no girl has the desire for a decoration named "power bulge" to protrude from her car.For a vehicle with so much power, the dashboard display makes driving at a safe speed very difficult.The notches on the speedometer are so close together, it is hard to read the lower speed markings of 25, 40 and 50km/h necessary for South Australian driving.It is very impressive to see that the XR8 appears to have the guts to get to 260km/h. However, unless you are a regular on Northern Territory highways, topping that speed is rare and illegal driving behaviour.An after-market stereo would be a must as the standard system had a tendency to pop at high bass and volume levels.The XR8 makes a very good point of being a sporty-styled car – with racing pedals, rear spoiler, alloy wheels – but the standard exhaust system was a let-down.It was nowhere near loud enough for me to make my entrance.I would just have to get used to leaving others in my wake instead.LOVE IT LEAVE ITFord BF Falcon XR8Price: $52,580LOVE ITParking was a breeze – a very tight turning circle.Comfy leather seatsSports transmission, for those who prefer to manually shift gearsPower and rumble of a V8LEAVE ITKeeping a watchful eye on the letterbox for the speeding ticketsPower bulge styling on the bonnetCup holders in the way of the gearshift