Ford Falcon

Reading the press release material of the latest Ford AU Falcon made me laugh. Its hard-selling style did nothing to me but negates my good impression about this car.  

In the beginning, it spent thousands of words to describe the styling as "New Edge" design. Don't fool me ! Except the headlamps, the new Falcon strictly follows the Taurus School's curvy-is-beautiful philosophy. Yes, in many ways it looks like the American Taurus - long and big, curvy, with steeply-tilted windscreen and rear window, and lack of aggression. As usual, this school has little compassion to the space efficiency : while the roof has been raised for 20 mm, the rear head room gains just 2.5 mm. Anyway, at least the smooth body helps improving the aerodynamic drag to 0.30.  

Then, the press release spent another thousand words to describe how superior the independent rear suspension is. (Oddly, Australian still used to call this as IRS, while European and Asian have long forgotten this short write because it has been standardized in there for one and a half decade.) As last year's Holden Commodore VT introduced IRS, Ford follows by installing double wishbones suspensions to all corners in the higher-spec Falcon, and makes it optional to most other versions. However, since Falcon will continue to be offered as taxi, a low-cost, highly reliable non-independent live-axle rear suspension (with Watts link) will continue to serve the bottom of the range.  

In the past, there's die-hard Falcon lovers defended the car's non-IRS by saying that IRS cannot cope with Australian rough roads. As both Commodore and Falcon have switched to IRS, it's time to shut up.  

There's some very minor modifications to the 4-litres single-cam in-line 6 and the pushrod 5-litre V8. However, since I'm not Ford's salesman so I'm not going to discuss more about these trivial bits. The only new item worths mentioning is the adoption of variable cam timing (VCT) to Falcon XR6's in-line 6, raising power to 230hp at 300rpm higher than the standard engine. My memory tells me this is probably the first ever 2-valve engine equipped with VVT, and perhaps will be the last one also.  

The reason that Ford uses VCT is obvious : it wants to improve the output but couldn't afford to develop an all-new 4-valve engine. By the way, the whole development budget for Falcon is just 270 million pounds.  

Another joke from the press release is : "Overall length reduced 10mm - ease of parking." Pardon ? Reduced by how much ?  

The joke stops here. Back to the car itself, Autocar's Australian correspondent reported quite good impression. He said the huge Falcon displays better dynamic than the Taurus. Steering weight consistently and turns accurately. Good brakes. Improved body control. The abundance of torque mated with the popular automatic gearbox delivers effortless performance. 
 

The above report was last updated in 1998. All Rights Reserved.
 

BA Falcon

< Falcon XR8 

AU Falcon and its updated version AUII were not very successful in Australia. During their 4-5 years life, sales continuously slipped behind arch-rival Holden Commodore and now it is outsold by a ratio of 1 to 2. Therefore in middle last year, Australian Ford launched another mid-cycle makeover to the car. This US$280 million makeover is so comprehensive that Ford simply gives the car a new series name - BA.  

The biggest change lies in the rear suspensions. Base Falcons used to ride on ancient live axle suspensions. Now the new version has a Focus-style control-blade independent rear suspensions. This improves ride quality and reduce noise. The BA Falcon also works harder in suppression of NVH level from other sources, no matter from wind or from engine.  

Engine is another key area for improvement. New Falcon has 4 engines on offer. The best seller still employs a 4.0 straight-6, but it is heavily re-engineered. Twin-cam 24-valve head replaces sohc 12-valver, variable cam phasing is now continuously variable and applies to both intake and exhaust camshafts. These two measures improve top end power as well as low-speed and mid-range torque. Besides, the modified inline-6 has drive-by-wire throttle, roller finger followers (cut noise and raise rev) and hollow camshafts (also raise rev). The result is 244 horsepower at 6000rpm and 280 lbft of torque, both eclipse the 3.8 supercharged V6 of Holden Commodore.  

The second inline-6 is the turbocharged version of the above one. Boosting 322 horsepower, it gives Falcon XR6 Turbo very strong performance. 

Next one is an all-new V8, having no relationship with the old 4.9-litre unit. The new V8 is produced in Canada and is a global engine to be shared with many future American Ford models including cars and trucks. Despite of cast iron block, the new V8 is quite sophisticated, using technologies such as roller finger followers, drive-by-wire throttle, aluminum intake manifolds and magnesium cam covers. In regular trim the 5.4-litre 24-valve V8 pumps out 295 horsepower and 348lbft of torque from 3250 to 4000rpm.  

In performance XR8 version, the 3-valve cylinder head and valvetrain is replaced by a 4-valve-per-cylinder design, thus generates 348hp and 369lbft. 
 

The above report was last updated on 5 Apr 2003. All Rights Reserved.
 

XR6 T

XR6 T (T for Turbo) is not the top of the range - that belongs to the V8-power XR8 - but it is definitely our pick of the range, thanks to its superb value for money. In Australia, it is sold at just 44,000 Australian dollars, more than 10% cheaper than the equivalent Holden Commodore SS and of course far cheaper than Western imports. For so little money, you get a 322 horsepower engine and a lot of metal, Australian must love it very much. 

Honestly speaking, a 1732kg sports sedan is not our cup of tea, unless it is a luxurious one like BMW M5 or Mercedes E55. At the same price, Japanese would rather have a smaller sports sedan with 280hp engine and 4-wheel-drive to enable the same 6.0-second 0-60mph acceleration as the Falcon XR6 T. But Australia is a different country, where big cars dominate the market. The beauty of XR6 T is that it offers the required performance while being capable to accommodate four passengers measuring 6’ 3", while it costs little money. You can’t argue that it makes sense to many people. 

Having understood its philosophy, we examine its mechanical design. XR6 T’s engine is derived from the base Falcon. That means the same 4.0-litre straight-six, with 24 valves and continuous VVT at both camshaft. On the top of that, a Garrett roller bearing turbocharger is added, accompany with an air-to-air intercooler. This is a light pressure turbo, running at just 1.4 bar, thus turbo lag is nearly non-existent, throttle response is instantaneous, unlike those small-capacity-big-turbo Japanese motors. From the torque curve we can also see it has a very good manner: maximum torque of 332 lbft arrives early from 2000rpm all the way to 4500rpm. Power delivery is smooth and linear. Maximum power of 322 hp arrives at 5250 rpm. The only slight disappointment is that it cannot rev much beyond 6000rpm, otherwise it would have been even more thrilling. Even so, the turbo straight-6 is already a remarkable engine.  

Unfortunately, the BTR 5-speed manual gearbox is clunky to shift, spoiling driving fun. The chassis is better. It cannot hide its size and weight, but the combination of tuned suspensions, limited-slip differential, upgraded tyres and brake package enable a stable and fluent handling. Ride is firm but not harsh. Chassis balance is pretty good. You can use throttle to balance it in corner. Remember, this is a rear-drive machine. The steering is well weighted and turn-in is quick, although lack of on-center steering feel. Overall speaking, the XR6 T handles better than expected. 

Whether you love its ordinary look and rougher interior is another matter. Low price or high-quality packaging, you can’t have both. 
 

The above report was last updated on 5 Apr 2003. All Rights Reserved.
 

FPV Falcon GT-P

FPV - Ford Performance Vehicles - is a joint-venture between UK's Prodrive and Ford Australia. It is equivalent to Holden's HSV. FPV's GT-P is a small-scale production. Derived from the standard Falcon XR8, offering 40 more horsepower and with a sportier chassis setup to match, the GT-P sits on the top of the Falcon family chart. This is the ultimate performance machine of Australian Ford. 

GT-P is a heavyweight boxer. It tips the scale at 1825kg, but it has enough punch - 390 horsepower and 383 lbft of torque. Its heart is a 5.4-litre V8, dubbed "290 Boss" (very Mustang-like), in which the number means 290kW of maximum power. This engine is modified from the XR8's, with higher compression ratio (10.5:1), stronger crankshaft and con-rods, smoother intake and exhaust, higher valve lift etc. to squeeze out extra punch. Perhaps because of its long-stroke design (the V8 was originally designed for trucks), it does not rev as sweetly as arch-rival HSV's 400hp LS1 V8 at the top end, despite of dohc 32 valves versus ohv 16 valves. However, it does deliver more bottom-end torque.  

Call it a fire-breathing machine is a bit exaggerate. GT-P can do 0-60mph in under 6 seconds, but today there are so many 5-seconds performance cars around, even at a price comparable to the GT-P. You might argue that few of them simultaneously offer 5-seat accommodation and comfort, but then again the GT-P is not as good being a comfortable car. A XR6T makes a better balance.  

Find an open road, the GT-P is easy to go fast. Its power delivery is linear. Its rear end is well tied to the ground, thanks to wide tyres, multi-plate clutch LSD and a high-threshold traction control. It doesn't have the tail-happy manner you expect for a torquey rear-drive machine. It stops quicker than its weight suggest, thanks to 355mm front and 330mm rear Brembo brakes. In short, the GT-P is pretty obedient.  

The down side? it lacks sharpness. Despite of stiffer suspension setting, it still rolls quite a lot in tight corners. It feels too big on twisty roads. Its solid gearshift is a reflection of its price. It isn't as quick as HSV GTS300. Perhaps we expect too much from FPV. The unsophisticated Falcon chassis is fine on the 80%-effort XR6T, but pushing to 90 or 95% is another matter. Until Ford can find a solution, GT-P can only beat the equivalent HSV by aggressive pricing. 
 

The above report was last updated on 8 July 2003. All Rights Reserved.

FPV Falcon GT Cobra


Old Falcon tries to retire on the high...

The current generation Falcon is coming to the last chapter this year. Normally, customers are holding their money to wait for the new generation arrive later this year. However, Australian Ford still needs to keep business going and clear the remaining stock parts. One of the usual tricks is to produce a special edition. Coinciding with its recent Bathurst win, the performance division FPV made a limited run of 500 Falcon GT Cobra based on the regular FPV Falcon GT (which is similar to the GT-P we reported in 2003). 400 of them are sedan and 100 are pickup. As the pickup is not my cup of tea, let us concentrate on the sedan.

Externally, the Cobra is easily recognizable by blue racing stripes over the white body. Underneath its skin is a slightly more powerful engine dubbed "Boss 302". Just like the previous Boss 290, the number represents its maximum output in kilowatt. Converting to horsepower it is 405, some 15 hp higher than before. The 5.4-liter DOHC V8 received higher compression ratio (from 10.5 to 10.8:1), a smoother stainless steel twin-exhaust and a more aggressive cam profile with higher lift and longer duration. This gives it a freer top end - the max power now arrives at 6000 rpm instead of 5500 rpm. It finally sounds like a modern multi-valve V8. Maximum torque also increased by 15 lb-ft at 250 rpm higher the rev.


But it leaves many things to be desired

As in the standard car, you have two choices for transmission - a 6-speed manual or 6-speed automatic. As the automatic is produced by a company called ZF yet asks for no more money, there is no reason to resist it. Its gearshift is smooth and responsive, so it loses little performance to the manual. Nevertheless, Australian magazines found the GT Cobra disappointingly slow. It takes 6.1 seconds to go from 0 to 60 mph, slow by the standard of its power rating as well as its price. Holden Commodore SS-V takes nearly a second less to do so. The 1855 kg kerb weight is the reason to blame.

Apart from engine, Cobra also has an upgraded R-spec suspension package. This consists of sportier Delphi dampers, more aggressive 245/35ZR19 Dunlop tires and front brakes with Brembo 4-piston calipers. The package satisfactorily improved the body control, resulting in much less roll and pitch than the softly suspended GT-P we criticized five years ago. The handling balance is quite good, with limited understeer into corners and subtle oversteer when applying throttle. However, it is still a big rear-drive muscle car that prefers wide and smooth roads than narrow winding roads.

The biggest question is what advantages it has compare with other performance sedans on the market, such as Subaru Impreza STI, Mitsubishi Lancer Evo X, BMW 335i, Holden Commodore SS-V and Chrysler 300C SRT-8. The old Falcon shows its age not only in performance but also in looks, build quality, refinement, equipment and short of electronic aids. Besides, it is thirsty beside modern rivals and it complies with only EU3 emission standard. All these weaknesses do not justify its price.

 
The above report was last updated on 16 Feb 2008. All Rights Reserved.

Specifications

Model
Falcon XT
Falcon XR6 T
Falcon XR8
Layout
Front-engined, Rwd
Front-engined, Rwd
Front-engined, Rwd
L / W / H / WB (mm)
4916 / 1864 / 1444 / 2829
4944 / 1864 / 1444 / 2829
4944 / 1864 / 1444 / 2829
Engine
Inline-6, dohc, 4v/cyl, VVT.
Inline-6, dohc, 4v/cyl, VVT,
turbo.
V8, dohc, 4v/cyl.
Capacity
3984 cc
3984 cc
5408 cc
Power
244 hp
322 hp
348 hp
Torque
280 lbft
332 lbft
369 lbft
Transmission
4A
5M
5M
Suspension (F/R)
Double-wishbone / multi-link
Double-wishbone / multi-link
Double-wishbone / multi-link
Tyres (F/R)
All: 215/60 R16
All: 235/45 ZR17
All: 235/45 ZR17
Weight
1694 kg
1732 kg
1795 kg
Top speed
N/A
N/A
N/A
0-60 mph
N/A
6.0 sec (est)
N/A
0-100 mph
N/A
N/A
N/A
 
Figures tested by: -
 
Model
Falcon GT-P
Falcon GT Cobra
-
Layout
Front-engined, Rwd
Front-engined, Rwd
-
L / W / H / WB (mm)
4916 / 1864 / 1444 / 2829
4944 / 1864 / 1444 / 2829
-
Engine
V8, dohc, 4v/cyl.
V8, dohc, 4v/cyl.
-
Capacity
5408 cc
5408 cc
-
Power
390 hp / 5500 rpm
405 hp / 6000 rpm
-
Torque
383 lbft / 4500 rpm
398 lbft / 4750 rpm
-
Transmission
5M
6A
-
Suspension (F/R)
Double-wishbone / multi-link
Double-wishbone / multi-link
-
Tyres (F/R)
All: 245/40 ZR18
All: 245/35 ZR19
-
Weight
1825 kg
1855
-
Top speed
N/A
N/A
-
0-60 mph
5.9 sec (est)
6.1 sec*
-
0-100 mph
N/A
N/A
-
 
Figures tested by: * Wheels
 

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