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Ford Falcon
Debut: 2008
Maker: Ford
Predecessor: Falcon (AU/BA/BF)
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G6E Turbo combines good looks,
strong performance and smooth ride...
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It
is amazing that under the trend of globalization and platform sharing,
Ford still keeps its Australian big car Falcon independent. Since the
early 1970s, Falcon has been designed, engineered and produced in
Australia. It serves mostly the Australia and New Zealand market, where
it topped sales chart many times. Recently, sales of this rear-drive
big family car has been declining - the same goes for its arch-rival
Holden Commodore - and its domination of the local market has been
replaced by the more fuel-efficient Toyota Camry. Nevertheless, Aussies
are still proud of Falcon, as it represents Australian automotive
industry. They must be grateful that Ford keeps the new generation FG
Falcon engineered and produced exclusively in Australia.
The FG Falcon replaces the outgoing generation, AU / BA / BF Falcon
which had been around for 10 years. From engineering point of view, FG
is not exactly a big leap from the old car, because the latter had
already got a major re-engineering in 2003 (such as new independent
rear suspensions and new multi-valve engines) thus was considered to be
modern enough. The old Falcon was also big enough, so the new car has
barely grown a little (25mm longer, 4mm wider and 10mm longer
wheelbase). What the old car really felt outdated were its organic
exterior design and cheap interior packaging. In the new car, exterior
design is updated. Although it is by no means striking, it looks
comfortable to our eyes. Well, you may describe the base model XT as
bland and the sporty model XR (either XR6 or XR8) as a bit too
civilized, but in luxurious form G-series (G6 or G6E), with chromed
mesh grilles and chromed window frames it looks every bit an European
design. If not the current Mondeo grown so big (actually as big as
Falcon), Ford Europe could have considered importing the G-series
Falcon as the replacement of its defunct big car Scorpio !
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Cabin used to be the weakness of
Australian cars, no more to FG Falcon...
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Australian
cars have been notorious for poor quality interior. This was true to
the old Falcon as well as today's Holden VE Commodore. Gratefully, the
new Falcon gets a much improved dashboard and instrument made of decent
plastics. Although still lags behind the quality standard of Camry and
Mondeo, it is no longer a complaint to most people. Not so good are the
driving position (too high and adjustment range is limited) and seat
comfort (not very supportive). Nevertheless, the cabin feels roomier
than before, thanks to less steeply raked windscreen and rear window.
Rear passengers will also find access to the cabin easier due to the
larger door aperture. As before, the rear seat can genuinely
accommodate 3 adults, although they won't find as much legroom and
headroom as in Holden Commodore.
As expected, the FG Falcon remains rear-wheel drive, which is a delight
to traditional motorists. Its new chassis is stronger and safer. Though
still ride on double-wishbone front suspensions and "control-blade"
multi-link rear suspensions, it is not lack of improvements. For
example, the control arms of the front suspensions are now made of
aluminum to save 22kg of unsprung weight. The rear suspension has
higher roll center to match with the front and reduce body roll. New
bushings, monotube dampers and 30 mm wider tracks improve handling as
well as NVH suppression. Besides, the steering rack is now mounted
forward to stabilize the steering response, and variable ratio rack is
used for the first time. Lastly, to tame the previous scary oversteer -
something inevitable for a powerful rear-drive machine - a modern
electronic stability control is finally added.
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XR6 has sportier suspensions and extra
aero kits
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Powertrain
gets plenty of improvements, too. The old 5-speed manual gearbox has
been replaced by a Tremec 6-speed manual box. The old 4-speed automatic
has been upgraded to a 5-speed unit built by Ford Europe. More
expensive models employ ZF's 6-speed automatic, what else can you ask
for ?
The base engine continues to be that 4.0-liter straight-six with 24
valves, double VCT variable cam phasing and (unfortunately) the same
cast-iron block. However, it gets a new composite intake manifold with
resonance type variable volume function to optimize torque spread and a
new cylinder head with reshaped combustion chambers to promote swirl.
Max output is 261hp and 288 lb-ft, 7hp and 6 lb-ft up from last
generation.
Next up is turbocharged version of the straight-six. Now with 362
horsepower and 393 lb-ft of torque, it is actually on a par with the
V8. Compare with the old engine, it gets a new cylinder head and a
composite intake manifolds like the naturally aspirated engine (but
with fixed geometry because the torque of turbocharging is so strong).
A new Garrett turbocharger, accompany with shorter intake and lower
exhaust back pressure, responds 30% faster to throttle. Turbo lag is
reduced, torque curve is improved. 80% max torque is now available from
1250-5750 rpm, while max torque continues from 2000-4750 rpm. Bigger
intercooler and higher efficiency turbocharger allows boost pressure to
increase from 0.4 to 0.7 bar, resulting in 34 more horsepower.
Moreover, the variable cam phasing of this engine is adaptive to
driving mood - when the throttle is wide open, it switches to an
aggressive valve timing to reduce turbo lag and sharpen engine
response. In normal driving, the cam timing is less aggressive so that
the car delivers 5% lower fuel consumption compare with the old car.
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On the road, XR8 is the most
disappointing...
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On
the top of the tree is the familiar Boss 290 5.4-liter 32-valve V8,
hand-assembled by FPV (Ford Performance Vehicle). It produces 389 hp
and 383 lb-ft of torque, probably not enough to persuade customers to
choose it instead of the turbocharged 6. Admittedly, Australia Ford is
phasing out V8 engines under the pressure of high fuel price. Therefore
it simply dropped the mass production 3-valve V8 and offers only the
low volume Boss 290 to the new Falcon. It is reserved for the XR8
model. Expect only the traditional V8 hardcores will be interested.
On the road, XR8 is the most disappointing. Wheels magazine found it is
actually slower than the torquer XR6 Turbo by quite a margin. Moreover,
its big V8 make it feels nose-heavy in corners and results in stronger
understeer. Its exhaust noise is also too civilized for a V8 machine.
In addition to the heavy fuel consumption, there is no reasons at all
to purchase it instead of the XR6 Turbo, unless you are a V8 die-hard !
Both XR6 Turbo and G6E Turbo are deeply impressive. They share the same
turbocharged six with the same refinement, flexible torque and
the same astonishing performance: 0-60 mph take just 4.9 seconds when
they are equipped with the excellent ZF 6-speed automatic ! The main
difference between them is suspension tuning. The softer-riding G6E
Turbo is a great high-speed cruiser while XR6 Turbo is more fun in
corners. However, even the XR6 has smoother ride than rival Commodore
SS-V.
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Even the XR6 has smoother ride than
rival Commodore SS-V
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All
Falcons have well-sorted handling and ride. Their tuning induces slight
initial understeer but could be balanced by throttle. Their steering is
accurate, linear and communicative, although the rack could transmit
rattle on bumpy surfaces. Overall speaking, Falcon has better chassis
dynamics than VE Commodore. In addition to its stronger engines and
better transmissions, it can easily steal the crown from its domestic
rival.
However, questions remain over the future of the Australian big car.
Declining interests in big family cars and a more open domestic market
means Australia and New Zealand can hardly support an independent line
of vehicle. Globalization is the only way for survival in the future.
GM let Holden to lead the development of Zeta platform for use in North
America and China. Will Ford allow its Australian arm to do the same ?
Let's hope so.
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| The
above report was last updated on 13 May
2008. All Rights Reserved. |
FPV Falcon F6 and GT
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FPV,
or Ford Performance Vehicle, is a joint-venture between Australian Ford
and British racing / tuning / engineering consultant Prodrive. The
formation of FPV was a response to Holden’s HSV in order to lure
Australian performance cars lovers as well as to lift the company
image. Through the years FPV has been concentrating on modifying
Falcon. This time is no exception. For the FG series Falcon, FPV offers
mainly two models: the six-cylinder turbocharged F6 and the V8-powered
GT, which are based on the production XR6 Turbo and XR8 respectively.
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F6: superior torque delivers instant
pull at any rev and any gears...
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F6:
4.0 turbo
Externally, the F6 looks a lot more aggressive than its donor car,
thanks to a radical mask design, aero kits upgrade and 19-inch graphite
alloy wheels through which you can see the red brake calipers. The open
lower intake gives free access to the enlarged intercooler. A larger
intercooler is required because FPV dialed up the boost pressure of the
turbocharged straight-six from 0.7 to 0.91 bar, accompany with other
inevitable modifications such as a slightly lower compression ratio
(down from 8.7 to 8.5:1), strengthened pistons and con-rods and a freer
intake system. The result is 53 more horsepower at the top end (now 415
horses in total), and a stronger yet broader torque curve – some 416
lb-ft is available from 1950 rpm continuously to 5200 rpm !
On the road, this tremendous torque translates to sensational
acceleration. We believe given a skillful launch it can finish 0-60 mph
in 4.8 seconds and 0-100 mph in about 11 seconds. Though not
enough to mount a challenge to BMW M3, its superior torque delivers
instant pull at any rev and any gears. Speaking of gears, F6 offers a
Tremec 6-speed manual or ZF 6-speed auto like the XR6 Turbo. We would
choose the latter because it costs the same, loses no performance to
the manual and promotes the effortless performance character of the car.
Modifications to the chassis are quite mild. FPV did not alter the
suspension geometry, only firmed up the springs at front suspensions a
little and softened the rear springs a little for better dynamic
balance. Sportier Dunlop Sport Maxx 245/35ZR19 tires and Brembo brakes
(335mm discs and 4-pot calipers front; 328mm discs and single-pot
calipers rear) complete the chassis mods. Ride quality and quietness
suffer a little, but overall speaking the F6 remains comfortable by the
standard of sports sedans. Grip and body control are both improved
slightly from the already good XR6 Turbo.
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Performance and handling-wise, the
upgrade from XR6 Turbo to F6 is not as big as its appearance
suggested...
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However,
the F6 has some weaknesses. Firstly, its wet weather handling is
questionable because the tremendous torque may overwhelm its rear-wheel
traction if you are not extremely careful on throttle. Secondly, like
the regular Falcon, its steering kickbacks on coarse surfaces, although
we have no complaint on its accuracy and feel. Thirdly, its standard
brakes are not powerful enough to handle extended hard use, so you had
better to tick the upgraded Brembo brake package which consists of
355mm cross-drilled discs and 6-pot calipers up front and 330mm discs
and 4-pot calipers at the rear. Fourthly, its sheer size and weight
make it less exploitable on mountain roads than the compact M3,
C63 AMG or RS4. Admittedly, this is a common problem of Australian
sports sedans.
Lastly but not least, in terms of performance and handling the upgrade
from XR6 Turbo to F6 is not as big as its appearance suggested. Many
people will be satisfied with the competent XR6 Turbo and regard the
extra cost of F6 hard to justify. In Australia, the F6 costs A$66,000
against XR6 Turbo’s A$45,500. Equip it with the must-have brake upgrade
and leather trim interior, the F6 will set you back at A$74,000. That
is still significantly cheaper than the European imports, but an
imported Chrysler 300C SRT-8 asks for the same money in Australia. That
make you wonder how much it will charge if it is exported to a
third-party country like the United States. My estimation is it will be
pricier than BMW 335i M-Sport and runs near the territory of M3 sedan.
Are you willing to pay so much money for a Ford ?
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Ironically, GT needs those visual
drama to compensate for its lack of real talent...
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GT:
5.4 V8
The V8-powered GT faces the same problems. Some may think its “BOSS
315” 5.4-liter DOHC V8 may claw back a few points, but in reality the
V8 is no where as powerful as the 4.0 turbocharged straight-6. FPV
smoothened its intake and exhaust to deliberate its top end to 6500
rpm. This results in 422 horsepower, only 7 hp more than F6. However,
the V8 loses decisively to the turbocharged six in torque output – it
produces less (406 lb-ft vs 416 lb-ft) yet the peak arrives at a high
4750 rpm. The relatively peaky torque curve dictates its acceleration
performance. We estimate it will take 5.5 seconds to go from 0-60 mph,
slower than most performance sedans on the market, especially at this
price.
The GT can be distinguished from F6 by its power bulge over the bonnet
and some fancy graphics. Ironically, such visual drama is necessary to
compensate for its lack of real talent. Modifications to the chassis is
the same as F6, so apart from more nose-heaviness – which means more
understeer, pitch and dive – we have nothing to add.
The V8 model used to be the flagship of FPV. However, knowing its
inferior performance this time Ford does not dare to charge any higher
price than the
F6. Still, there are not many reasons to choose it instead of the more
competent F6. V8-diehards may prefer it, but then again HSV has better
offerings. Taking oil price and emission into account, the days of FPV
GT could be numbered. |
| The
above report was last updated on 19 Jun
2008. All Rights Reserved. |
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