FG Falcon Reviews

Couple of reviews from carpoint in Aussie - sounds promising

Ford FG Falcon XR6, XR6 Turbo and XR8 (April 2008)

Words -
Ken Gratton

Ford's fighting Falcons are out and about in a target rich environment



Local Launch North East Victoria

What we liked
>> XR6 Turbo's powerplant
>> Value for money, especially base XR6
>> Turn-in and cornering prowess of six-cylinder models
Not so much
>> Base interior is 'loud'
>> V8 while good, is behind sixes in all aspects
>> See other FG range lists

XR6
Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.0/5.0
XR6T
Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0
XR8
Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 4.0/5.0
About our ratings
Look out for links to our FG Falcon XT and G-Series launch reviews here soon.


OVERVIEW
The Falcon XR6 Turbo has been the whipped cream and cherry on top of Ford's large car range. Now, in FG guise, the forced induction Falcon is simply better than ever -- and not by a small margin either.
But the XR6 Turbo is just one prong (albeit the most impressive) of a tripartite attack that will apply real pressure to Holden's established rivals, the Commodore SV6, SS and SS V. We can say this, having driven the new Fords on an extensive drive program over two days.
There's also a base model XR6 that gets Ford's thoroughly revised 195kW inline six (read more about the comprehensive changes to the engine here) and the sole V8 offering in the FG range also wears XR-badging, the new 290kW XR8.
In short, the three are all top-notch large sports sedans. We'd suggest that as a group, in terms of affordability, they are now the best of their type in the world. That is if we were afraid of being referred to as "gushing"...

PRICE AND EQUIPMENT
Starting from $39,990, the naturally-aspirated XR6 is fitted with the six-speed manual transmission or, as a no-cost option, the new imported five-speed automatic. For an extra $1500, buyers can opt for the ZF six-speed autobox.
Both the XR6 Turbo and the XR8 -- identically specified other than the engines -- are priced from $45,490 for the six-speed manual versions and the sole automatic option is the ZF unit for $1500.
Prestige paint is $400 across the range
The XRs feature 'Shadow' (read: charcoal) monotone dash and interior surfacing -- in contrast to the G-Series' two-tone options. The dash and door spears feature Satin Alloy metallic accents.
The seat and door trim fabrics add the colour and are inspired by 'street wear' says Ford. The 'technical' honeycomb-style material is available in a range of colours that are matched to exterior paint choice.
On the equipment front, the base XR6 comes with the 4.0-litre inline six developing 195kW of power and 391Nm of torque; 17-inch alloy wheels with Dunlop Sport 01A rubber; sports suspension; faster, variable ratio steering (than the rest of the FG range); XR body kit; XR headlights; foglights; sports leather-bound steering wheel; alloy pedal covers; sports front seats and rear seat centre armrest with integrated cupholders. Both 18 and 19-inch alloy wheels are available as options -- at $1000 and $2400 respectively.
Also included are the standard FG equipment (as per XT): stability control; antilock brakes with Emergency Brake Assist (EBA); one-touch start (and Euro-style folding key); four airbags (including side head/thorax airbags); power height and tilt adjustable drivers driver's seat; 5.8-inch ICC display screen (monocolour); single CD audio, MFD with trip computer and Set-Point cruise control.
Curtain airbags are a $300 option. Other options buyers might consider include reverse sensors and camera ($500 each).
Also available is an XR Luxury Pack priced at $5400 for the XR6 and $400 less for the Turbo and XR8. This features substantial upgrades including Nudo leather seat and door surfacings plus dual-zone climate control, Premium sound (eight speakers and subwoofer, etc), upgraded colour seven-inch ICC display, sports steering wheel, 19-inch alloys and miscellanous trim upgrades.
The Luxury Pack is well worth the extra money, we reckon, as it moves the XR's interior from a touch crass to classy.
The standout XR6 Turbo is specified as for the naturally-aspirated model, other than the following features: turbocharged 4.0-litre inline six developing 270kW of power and 533Nm of torque; upgraded (290mm) clutch for six-speed manual transmission; limited slip differential; high output fuel pump; 18-inch alloy wheels with Dunlop SportMaxx rubber and lock nuts; upgraded brakes and dual horns. Bigger wheels (19s) will cost you $2000 extra.
Specifications for the XR8 are largely as for the XR6 Turbo, excluding the 5.4-litre DOHC V8 developing 290kW of power and 520Nm of torque; bonnet bulge and SAM (Semi-Active Muffler).
For more details on the FG range's development, engineering, packaging, etc, check out our main FG Falcon info page here.

ON THE ROAD
The most immediate thing to impress is the new car's excellent feedback, both through the steering wheel and the seat. Through faster corners, even the base model XR feels like the front tyre contact patches are Velcro. Turn-in is pretty much immediate and the steering feel is excellent.
Both steering and suspension combine to provide a very sophisticated ride and handling combination that could be compared with some of the best cars from Europe. Every multi-dimensional movement of the front end can be felt through the wheel and drivers will feel very secure in the bosom of the Falcon's cornering ability.
The overall balance of the XR is very neutral. By contrast with the XR variants, the softer-riding G Series models are more throttle-sensitive, in the sense of pushing more from the front-end as the driver applies throttle on the exit from a bend -- but the compensation there is the softer ride.
The XR6 Turbo and XR6 have almost a small-to-medium car feel when you're pushing on. It's clichéd but they shrink around you and can be placed accurately where and when you want it.
In contrast, it was apparent in corners that the XR8 was carrying more weight over the nose. This manifested itself more in the feel of weight through the wheel, and an acknowledgment that the eight-cylinder XR has a 'truer' large car feel rather than protracted understeer.
The gap between XR8 and XR6/6T in terms of handling is now much closer, but the I6s have the whip hand.
The engines are formidable, across the range. The V8 is probably, if you must be honest, the least impressive, although it sounds magic. It will appeal to hard-core V8 enthusiasts.
For all-round dynamic ability, it's hard to look past the turbocharged XR6T engine, which actually produces more torque than the V8 (across a much wider rev range) and is highly responsive.
It's quiet when you need it to be, but explosively fast and aurally concussive on those other occasions. There's virtually no detectable turbo lag and the torque is available at almost any point across the rev range. The atmo XR6 offers plenty of go in its own right and the XR8 sounds nice, but the XR6 Turbo is, at once, both the most focussed car of the three and the best all-rounder.
Under high-load acceleration from a standing start, the auto XR6 Turbo will approach the point of crabbing at the rear, but the traction control and DSC will find the balance necessary to maintain that acceleration without the car moving into full-blown power oversteer.
Even more astonishing than the XR6T's straightline performance was its open-road fuel economy. At an even 100km/h cruise in still conditions, the instant economy readout was hovering around 7.5L/100km.
In spite of being on 'death row', both the Geelong-built sixes are world class. The turbo engine, in particular, provides the same level of refinement and relative ability as the 3.0-litre engine recently tried in the Volvo V70.
As far as the transmissions are concerned, shift quality of the six-speed manual is far improved and it's less likely regular drivers will 'wrong-slot' now -- although it's still a heavy action. The manual is now a unit that is bearable on a day-to-day basis.
Unfortunately, despite the improvements, it's still shaded by the ZF six-speed and even the naturally-aspirated XR6's five-speed automatic. The ZF has been tuned to near perfection in all three applications: XR6, Turbo and XR8. It is highly responsive and quick to adapt to driver input.
Ford Australia has paid considerable attention to matching the respective engine power and torque characteristics to the German transmission. Shifting is both fast and smooth, whether left in Drive or shifted manually. Either transmission affords a real alternative to the six-speed manual.
If the six-speed manual box offers one particular advantage, it's the way it works with Ford's launch control system. This system pegs the engine revs at 3500rpm and the engine management ECU varies individual cylinder firing and turbo boost in conjunction with -- or without -- the traction control, according to whether the traction control has been disabled or not. The result? Optimum acceleration without undue axle tramp.
At the other end of the performance bell curve, a fairly hard series of downhill corners left the brakes of the XR6 smelling, but there was no other obvious symptom of distress.
On a brief section of dirt, the XR6 was fun, even with the DSC enabled. The system allowed just enough oversteer without any great risk to life and limb. Ford has plainly worked out the optimal parameters for the DSC and it literally allows a lot of latitude at lower speeds, but will intervene earlier at higher speeds.
Wind noise was the most persistent source of NVH at open-road speeds, although some tyres were relatively noisier over coarse-chip bitumen. Overall, the base XR6 on its 17-inch tyres rode slightly better than the 18-inch tyres of the XR6 Turbo and XR8 -- although the differences weren't of such magnitude that drivers would notice unless comparing the cars back to back.
The benefit of 19s are more cosmetic than performance related. That said, the good ride/handling balance of the XRs doesn't erode significantly on the rubber-band hoops.

For more details on the FG range's development, engineering, packaging, etc, check out our main FG Falcon info page here.

Falcon's back (April 2008)

Words -
Mike Sinclair

Blue Oval fans can exhale... The new FG range is on the road, and it's good... Very good

Its styling is arguably too derivative and the inline six is already destined for the big engine plant in the sky, but there's life in the Falcon yet. Fresh from around 450km in a range of Ford's new FG sedan six-cylinder models, we can vouch for the effectiveness of Australia's newest large car.

In fact, while we've driven the car in isolation -- but on roads we know well -- we'd go so far to say Ford now builds the best large car Down Under.

Over the next week we'll bring you more details on the new Falcon family, including the single V8 sedan offered -- the XR8. They'll be drive impressions on the base model XT, the Fairmont-replacing user-chooser-focused G-Series range (G6, G6E and G6E Turbo) and the XR sporties, including full specs and confirmation of pricing and options.

In the meantime we felt it important to get our impressions to you as soon as possible.

And they're good... Ford says it sought leadership for the FG range in key areas such as ride and handling, NVH (noise vibration and harshness) and real world performance including fuel economy and safety. While we might argue about the effectiveness of the company's crash rating and safety communications at Tuesday's debut of the first production FGs (see more here), we've got few qualms in giving the range a thumbs up in terms of its refinement and dynamic ability.

In short, the car is improved from the BF (and its variants) in a number of key areas. In our opinion it now shades Holden's VE Commodore in terms of an overall package at base model level and above.

The Falcon's base 4.0-litre six is improved for the FG and, soundtrack aside, is hardly recognizable as the engine 'nine out of ten taxi drivers prefer'. Indeed, at 195kW and posting impressive sub-9.0L/100km economy figures on the open road during the launch, it's far too good for Silvertop now.

The I6 is partnered by a new five-speed auto that is lively and responsive. Though the ZF six-speeder remains Ford's 'premium' tranny, the new French-sourced gearbox is a significant step forward from the old four-speed unit.

Holden buyers will effectively have to shop at Calais level (SV6 if you want a 'sporty') to match the refinement and power delivery of this combination. Omega's rattly, at times breathless V6 and four-speed auto are more than ever, simply off the pace.

The FG's overhauled turbo six meantime is a story in itself. It no longer even sounds like a local engine. When provoked it produces a syrupy, aggressive yet flavourful note, that's part-Skyline GTR, part-BMW. While it can be viciously thirsty if you're using all 530Nm-plus, when we could restrain ourselves from exercising its amazing, relatively lag-free midrange, we were able to easily better 10L/100km on the highway.

Already our colleagues at Wheels and MOTOR magazine are talking about sub-5.0sec 0-100km/h times as achievable from a turbo six FG.

Mark our words, Ford will have to work very, very hard to power-up its new generation V6 to match the new turbo I6's combination of refinement and performance, let alone surpass it. Even matching the base engine will be a challenge.
Steering turn-in, accuracy and feel -- an advantage Falcon has traditionally held over Commodore -- is improved, right across the new range. The FGs all exhibit a wieldiness that few large cars (from anywhere in the world) can better.

Also improved is the Falcon's ride-handling balance. Across the four suspension specifications, the compromise that's been struck is top notch. The base XT on its 16-inch steel wheels and conventional profile rubber has a good supple ride and yet it is far from at sea in the twisties. On the gravel, our own Joe Kenwright reported the car was comfortable, predictable and trustworthy. Good news for those country reps out there.

Move up the range and the G6 and G6E tighten up the handling just a touch but still combine good ride comfort with well controlled levels of roll and pitch.

The impressive thing about the more aggressively suspended cars -- the XR sports models and G6E Turbo (which gets its own calibration) is the fact they manage to combine prodigious levels of grip and tight attitude control while retaining more than competitive ride compliance. This remains the case in the range-topping G6E Turbo even on optional 19-inch wheels and ultra low profile rubber.

The suspension clearly has a strong structure to work from. On the mix of mountain and country roads traversed in the first half of the FG launch, we heard not a creak or groan, nor felt a shimmy or shake from the FEU (field evaluation units) cars that make up the launch fleet.

On those same mountain roads, we noted the substantially better sight lines the FG affords -- over both the outgoing BF series and Holden's VE.

There's a palpable difference in the vision through corners. Unlike the Commodore, not once did the writer find himself actively trying to look 'around' the A-pillar. This is a key plus for the FG in terms of active safety, in our view.

Not everything was perfect, however. In the G-Series cars and base XT we found the seat cushion too soft and felt long haul comfort may now be compromised. More investigation is necessary.

The detailing of the front passenger airbag cover is fussy and the quality of some of the trim parts -- such as the gloss detailing on the higher grade models' centre stack -- was not up to scratch. Indeed, the cars driven today all had various trim issues, including a consistent problem at the A-pillar headlining junction.

Falcon and Territory program boss, Russell Christophers told the Carsales Network a number of the issues had already been fixed on the Geelong production line.

It needs to be -- the last BF was built last week and the FG commenced full series production ramp up this week.

Read more on the technical aspects of the new FG, its engines, powertrains, design and development here.

The Typhoon is looking pretty good as an all round package for Torque and Kw's but looks like FPV have only really gone after kw's this time instead of torque, the B-series has 270kw and 550nm were the FG has 310kws and 565nm, that's a 40kw gain but only 15nm of torque gain, You'd expect more gain in torque with 40kws wouldn't you?.

The XR6T gains 25kws up from 245kw to 270kw, but it also gains 50nm of torque for its 25kw gain.

Now I'm a V8 guy, but the Turbo's are looking pretty good, I cant see the XR8 or SSV beating the XR6T for standard speed and I was reading that the only thing different between the XR8 and XR6T is the engine and bonnet bulge so if its power your after then the Turbo looks like the better choice and I cant see the FPV V8's or HSV V8's giving the Typhoon any worries either, I look forward to seeing the comparisons with the Ford & FPV Turbo's vs the Holden & HSV V8s in the next few months in all of our motoring magazines.

OMG! I never thought I would ever see this day But.......
I wont say I told you so.................... :silent: :silent: :silent: :silent: :silent:

Go on...... Say it again!! Oh Yeeaaahh!!

I didn't say I would buy one, just said they would be faster (On paper) although your Turbo didn't exactly "THRILL" Me.

FJ wrote:

I didn't say I would buy one, just said they would be faster (On paper) although your Turbo didn't exactly "THRILL" Me.

Thats cause you didnt even come close to using the power

My foot was at the floor with the accelerator pedal on it and still nothing.

But a 310kw Typhoon would be a weapon.

FJ wrote:My foot was at the floor with the accelerator pedal on it and still nothing.

I find that hard to believe!

It was hard on the floor Jan

FJ wrote:But a 310kw Typhoon would be a weapon.

Well me and Mr AJ have that now - and that's not the Ford bench tested figures! You have to knock around 40nm off Ford's quoted figures by the time you get all the belts and pulleys hooked up to the engine etc.

FJ wrote:It was hard on the floor Jan

It think you are just making this up - Pocket's 235rwkw nm (think that's right) would be pretty good. Even factory std the turbos are good.

Would I make stuff up??.

Sorry Pocket but you know I wasn't exactly impressed with your turbo.

I still think the FG XR6T and FPV Typhoon will beat any Holden and HSV V8s arses.

FJ wrote:Sorry Pocket but you know I wasn't exactly impressed with your turbo.

I am sure I'll live Cant please everyone

Nick had a drive yesterday of the FG XR6 and I was a passenger and we both felt the difference.Very comfortable and heaps of great features in the car.Can't wait to test drive a turbo or 8.

Had a sit in a Black FG today.............And it didn't really impress Me that much, maybe it will grow on Me, But there was nothing inside or out that really stood out..........I'd prefer a BF with luxury pack really

" that dont impress me much ah ahh ahhooo"

Pepper wrote:" that dont impress me much ah ahh ahhooo"

I was singing that too.

:lol2:

:lol2: Test drive after a centre city lunch aye pepper? What do ya reckon?

yea bol

:lol2: We can toss a coin for who will drive

ME!!!!!