First Drive - Ford Falcon FG

Ford says its new FG Falcon can wrest class leadership from the Holden VE Commodore. The six cylinder Falcon is certainly the better car. In V8 territory, though, Commodore is still king.

Value for money

Pricing

The base model XT costs $36,490. 

The luxury model line begins with the G6 at $39,990, then the G6E at $46,990 and the G6E Turbo at $54,990.

The XR range opens with the $39,990 XR6, followed by the XR6 Turbo and the XR8, both at $45,490.

The wagon, based on the BF, and the new Ute will be released in May.

Standard equipment

XT: All Falcons now include stability control as standard. The XT also gets front and front seat head/thorax side airbags. Automatic airconditioning, cruise control, a single CD player with auxiliary input jack and steering wheel audio controls, digital and conventional speedometers, trip computer, front seat belt reminders, automatic headlights, four power windows and 16 inch steel wheels are also included. G6 adds 17 inch alloys, reverse parking sensors, upgraded front and rear seats and a leather wrapped steering wheel. G6E adds curtain airbags, a reversing camera, sports leather steering wheel, a larger central display screen, upgraded audio including an in-dash six stack CD player, electrochromatic rear view mirror and Bluetooth integration. G6E Turbo has 18 inch alloys, iPod connection and integration. XR6 is as per XT, plus 17 inch alloys, a sports leather steering wheel, sports front seats, sports instruments and alloy pedal covers. XR6 Turbo and XR8 have 18 inch alloys.

Options

Six speed auto (XT, G6, XR6) $1500; Technology pack (Bluetooth and iPod integration - XT, G6, XR) $450; curtain airbags $300; Safety pack (curtain airbags, adjustable pedals on automatics only, alarm) $600; XR Luxury pack (leather upholstery, dual zone air, premium audio, sports steering wheel, 19 inch alloys) $5400 on XR6 and $5000 on XR6 Turbo/XR8.

Warranty

Three years/100,000 kilometres.

Retained value

Falcon retained values are weak, because most are sold to fleets at heavily discounted prices, which are reflected in the low trade in values of privately owned vehicles.

A three year old BA Mkll XT retains on average 34 per cent of its new price. An XR6 retains 42 per cent. A Fairmont Ghia retains 38 per cent.

Design & function

Technical details

Body

The FG Falcon is built on a heavily modified BA/BF platform, with a new one piece body side structure. Front and centre pillars have been moved forward, the door openings are wider, especially the rear door opening which has also benefited from a redesigned C pillar, the top of the windscreen is higher, the dash has been pushed forward and there's greater shoulder room and head room, again particularly in the back seat.

Weight has not increased significantly, and for the first time the Falcon's weight is comparable with the Commodore, which put on more than 100kg with the VE. The Falcon XT weighs 1705kg; a VE Omega weighs 1690kg.

4.0 litre six cylinder
The 4.0 litre six, as used in the XT, G6, G6E and XR6, gains a new inlet manifold, a new cylinder head with revised intake port and combustion chamber designs to improve combustion efficiency, performance and fuel consumption.

It now produces 195kW of power (up 5kW on the previous engine) at 6000rpm (750rpm higher) and 391Nm of torque (up 8Nm) at 3250 rpm (also 750rpm higher.)

It's matched with a five speed automatic in the XT and G6, a six speed automatic in the G6E and a six speed manual in the XR6, where a five speed automatic is a no cost option.

The 4.0 litre E Gas LPG engine is matched with a four speed automatic. It produces 156kW of power at 4750rpm (250 fewer revs than in the BF Mkll) and 371Nm of torque (down 3Nm), still at 2750rpm.

4.0 litre Turbocharged six cylinder
The 4.0 litre Turbo adds a Garrett turbocharger which increases maximum boost pressures from 0.4 to 0.7 bar, plus a new intercooler, induction system and exhaust manifold. Overboost increases available engine torque by up to 10 per cent for several seconds on full throttle openings, a launch assist function minimises turbo lag on full throttle launches in the manual, variable valve timing now has two control maps and the cylinder cut function improves the speed and smoothness of gearshifts in automatic transmissions.
 
The 4.0 litre turbo now produces 270kW of power (up by 25kW) at 5250rpm and 533Nm of torque (up 53Nm) from 2000-4750rpm.

In the G6E Turbo, a six speed automatic is standard. In the XR6 Turbo, a six speed manual is standard; a six speed auto is optional.

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5.4 litre V8
The 5.4 litre V8 from Ford Performance Vehicles, as used in the BF Falcon GT, produces 290kW of power at 5750rpm and 520Nm of torque at 4750rpm. It replaces the 260kW/500Nm engine.
  
It features a valve in the muffler that opens from 2800rpm to enhance the volume and tone of the V8's note.

The XR8 is now the only Falcon to get V8 power. It's available with six speed manual or optional six speed automatic transmissions.

Transmissions

The new five speed sequential automatic has adaptive programming and a ratio spread of 2.51 between first and top gears, compared with the old XT four speed's 1.76 spread.

The six speed ZF automatic is carried over.

The six speed manual is the Tremec TR6060, a major upgrade from the previous T56. There are three variants, each with specific ratios depending upon model.

XR6 turbo has a larger clutch. XR8 also has a self adjusting clutch.

A new set point cruise control provides quicker, more accurate speed selection and maintenance, with the set speed digitally displayed on the instrument panel.

Suspension, brakes, wheels and tyres

A new double wishbone front suspension is derived from the Territory, and is 22kg lighter than the previous model.

Relocation of the steering rack to a forward mounting point is complemented by a new Y shaped Bishop rack design, with variable ratios and two power steering calibrations, with lower levels of assistance for XR models.

Independent rear suspension is carried over, with revised tuning to complement the new front suspension.

Four specific suspension tunes are provided: XT, G6/G6E, G6E Turbo and XR6/XR6 Turbo/XR8. Monotube dampers are now used at both ends on all models.

Brakes are carried over. The parking brake is now self adjusting.

Wheel/tyre specifications, and the tyres themselves, are model specific.

XT has 215/60-16 Goodyear Eagle Excellence; G6 and G6E have same brand 235/50-17s; XR6 has 245/45-17 Dunlop SP Sport; G6E Turbo, XR6 turbo and XR8 have 245/40-18 Dunlop SP Sport Maxx.

Ergonomics

The FG's cabin has been given a thorough makeover to improve its appearance and functionality. 

Front access is improved. You still sit high, but you're no longer peering under the low roofline at the top of the windscreen. There's a larger glass area all around, so the interior has a brighter, more open feel.

However the dash layout has been given more of a cockpit style, with sleek, rakish lines extending to the edges and along the doors. The centre console has been raised, as have the door armrests. The gear lever is closer and the screens, controls and surfaces are higher and closer.

Instrument legibility is mixed. XT's basic white on dark grey faces are the best, the G6's light numbers on smoky purple faces are cute and readable, but the XR's instruments are difficult to read at a glance. However the fact that you get a big, bright digital speed readout in the new display between the instruments does solve any legibility problems. This display also has trip computer and audio functions, accessed with buttons on the side of the instrument panel. A two hour fatigue warning, one touch for three flashes indicators and audible/visual front seatbelt reminders are useful features, but surely the belt reminders could have been extended to the rear seats, as on some other new cars, to help parents make sure the kids are buckling up.

The central display screen for audio, air, Bluetooth, reversing sensors/camera and navigation has monochromatic graphics in base/XR models and full colour on G6E and G6E Turbo. Legibility and clarity are excellent, as is the high positioning to minimise eyes off the road time. A cursor/menu system, with a central rotary/push dial, moves you around the screen and makes selections.

The integrated iPod, where fitted, lives in a pouch in the big centre console storage bin. It plugs into a 30 pin lead, so you can access playlists, albums, pod casts and songs using the central screen and audio controls. An input jack on the centre console is also provided for music players.

Front door bins will hold medium size drink bottles.
 
Falcons have never had any problems with driver's seat leg room or steering wheel reach and rake. The adjustable pedals that were standard on BA became options on BF and continue so here. They might be worth having if you´re on the short side, because the footwell is deep.

Vision is clear around the car. There's no major issue with the front pillars blocking your vision, as with the Commodore.

Safety

The FG Falcon uses high strength steel in the passenger safety cell, including ultra high strength Boron in the centre pillar, for improved rigidity, along with more efficient load paths to direct front and side impact forces away from occupants.

Door pressure sensors, as used the Mercedes S Class, contribute to much faster deployment of side airbags in a severe T bone impact. Deployment can now occur in 8.5 milliseconds. How fast is that? It takes 100 milliseconds to blink, and the forces generated by a 50km/h side impact crash have reached their peak, done the damage, then all but dissipated within 30 milliseconds.

Stability control is now standard on all models, but curtain airbags are not standard on XT, G6 or XR. These models have front seat side head/thorax airbags. If you want curtain airbags, to properly protect rear seat occupants from a side impact, you will have to stump up an extra $300.

In G6E and G6E Turbo, which have curtain airbags, the front seats have smaller thorax protection side airbags because the larger thorax/head airbags would interfere with the curtain airbag deployment.

Curtain airbags are standard in Commodore and Aurion, which both score four ANCAP stars.

Ford hoped to accompany the FG Falcon launch with an announcement that it had become the first Australian made car to achieve a five star ANCAP crash test rating, but it became concerned that the validity of the tests might be called into question if they were done on pre-production models, so the tests are taking place on production cars during April and May. Ford expects that the FG will achieve a five star ANCAP rating.

Security

The new Falcon has not yet been rated by NRMA Insurance. The BF Mkll XT scored just 57.5 out of 120, the worst result in this class.

Comfort

Driver's seat comfort in all models is reasonable, but we still think Holden does more supportive seats in the Commodore. The pick of the chairs is the luxury version in the G6E Turbo. The XR seats provide the best upper body support, but the cushions are rather saggy around the edges.

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Space and practicality

Getting in and out of the BA/BF rear seat was more difficult than it should have been. Access is much easier in the FG, with a larger door opening and greater swing on the doors themselves. You no longer have to bend forward as far to duck under the roof to get in. Rear wheel arch intrusion has also been reduced, so more of the seat's width is usable.

The back seat is new, with a deeper, more generously padded cushion. The backrest is angled for good support, there's more foot room under the front seats, and head room has been increased.

However the back seat still has no protective head restraints, just two useless bumps on top of the backrest. Door bins and front seat pockets are provided for storage.

Boot volume has increased, the boot opening is very wide and all models have a 60/40 split fold rear seat back to extend capacity, but the floor is still uneven and the BF's full size spare has been replaced by a temporary spare.

Build and finish quality

The cars we drove at the launch had no problems, but it's early days yet for the FG and Ford's performance in independent quality surveys by US firm JD Powers is not good.

That said, Ford has given the interiors a big lift in style and presentation, especially the G Series models.

On the road

Fuel efficiency

Ford claims average fuel consumption improvements over the previous model BF Mkll for all drivetrains, ranging from 1.9 per cent for the 4.0 litre six (now 10.1-10.5L/100km according to Australian standard tests), to 4.9 per cent for the 4.0 litre turbo (now 11.7L/100km) and 6.7 per cent (now 14.0L/100km) for the V8.

Although the new Australian standard, due for introduction later this year, will require specific city and highway fuel consumption figures to be provided by manufacturers, Ford Australia refused to supply these figures to the NRMA.

We would suggest that you can expect 9-11L/100km on the highway, and 15-17L/100km in town, from the 4.0 litre engine.

91 octane is fine for the 4.0 and 4.0 Turbo, but optimum performance is produced on 95 or 98 octane premium. 95 octane premium is recommended for the V8.

Carbon dioxide emissions are also high in the context of changing global benchmarks. The European Commission recently adopted an average CO2 emissions target of 130 grams per kilometre.

The Falcon's 4.0 litre engine produces 241-251 grams of CO2 per kilometre, the 4.0 litre turbo/six speed auto produces 281g/km and the 5.4 V8/six speed auto produces 334g/km.

The FG's Green Vehicle Guide ratings had not been posted at the time of writing. Go to Green Vehicle Guide and you may find the updated star ratings.

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Performance

While the latest version of the 4.0 litre six is peakier than the previous engine, with fractionally higher power and torque maxima both occurring at significantly higher revs, the introduction of the standard five speed auto in base models effectively masks this and contributes to strong performance from idle to redline.

The 2002 BA, with 182kW and a four speed auto, took 7.8 seconds to reach 100km/h. The 2008 FG, with the five speed, takes 7.3 seconds, comparable with Toyota's 3.5 V6/six speed automatic Aurion.

Holden's 3.6 V6/four speed Commodore Omega won't see which way the Falcon or the Aurion went. It takes 9.1 seconds to reach 100km/h, is weaker across the rev range, breathless in character and grating to the ear.

The Falcon engine still sounds a bit gruff, and starts with the signature initial lurch to the right on its mountings.

The 4.0 litre Turbo is a rocket. Ford claims that, matched with the six speed auto, it's a 5.0 second car to 100km/h - that's faster than a Porsche 911 - but the best we could do was 5.4 seconds. Hardly hanging around.

The BA, with 245kW and a five speed manual, took 6.4 seconds.

Like that engine, the new 270kW version is remarkable for its absence of turbo lag, the immediacy and smoothness with which the six speed auto kicks down into the meat of its delivery, and its sheer, relentless acceleration. It is, without exaggeration, one of the world's great six cylinder engines, and the fact that it will only be in production for the next two years may in the future make the 2008 G6E Turbo and XR6 Turbo very collectable Falcons.

The XR8 won't be. The 5.4 V8 is much heavier than the sixes, so it detracts from handling, steering and braking, but it's also not as strong as it should be across the bottom end and midrange, saving its best for the top end. We didn't get the chance to put the XR8 against the clock, but the XR6 Turbo would be a bit quicker, and is vastly superior overall, as is the Commodore's 6.0 litre V8.

The six speed Tremec manual has a lighter, smoother, more positive action, and a shorter throw, than the T56. In the XR6 turbo it also avoids that gearbox's excessive noise and lash at low speeds in first and second. However in the XR8 we drove some gear noise was still apparent.

Improvements to the six speed auto are also apparent. Shifts are smoother, especially at high revs, where the slur and whip effect when changing up has been replaced by snappy, crisp engagement. The adaptive programming is effective, especially in Sport mode, while manual shifts are fast and smooth.

Handling, steering and braking

This is the area of greatest improvement in the FG. The new front suspension significantly reduces unsprung mass and adds balance to the car. The monotube dampers exercise much more disciplined control over body movement, wider front tracks add to stability and cornering precision and the steering is more accurate and communicative, especially the transition from initial turn in to greater wheel angles.

The XR's steering is much sharper than previously, but the XR8's heavier front end mass makes itself felt when turning in.

All models have markedly reduced understeer, higher front end grip levels, less body roll and a tauter, balanced attitude through corners.

The fact that front and rear suspensions are calibrated to complement each other also eliminates the diagonal pitching that used to occur on undulating or bumpy surfaces. The FG sits more confidently and securely on the road at speed than its predecessors.

Steering shake was evident on some choppy surfaces though, a problem also experienced on variants fitted with optional 19 inch wheels and low profile tyres. It wasn't a problem on cars fitted with 17 or 18 inch wheels.

The GE Turbo's suspension is noticeably firmer, so its stance is lower and tighter that the base models.

No worries with the brakes. On several occasions on the launch drive they were subject to hard, sustained use and their performance held up well. The XR8's additional front end mass requires higher brake pedal pressures, and the front end also dives more under hard braking.

Ride

All G Series variants have a firmer ride than the BF, but it's still compliant and comfortable, especially the G6 and G6E on 17 inch wheels. We'd suggest that the 19 inch wheel option might be a bit rugged for NSW country roads. In Victoria, where the FG was launched, they don't know how to do serious wheel busting potholes, so we'll leave final judgement on ride until we get some test cars to drive in local conditions.

Smoothness and quietness

Ford has put a lot of work into this area, but as is usually the case improvements are incremental rather than quantum. As mentioned previously, the Falcon's 4.0 litre engine still has a gruff note under hard acceleration, but otherwise the FG is a smooth, quiet car with low noise, vibration and harshness levels. It's markedly more refined that its six cylinder Commodore rival.

Summary

The fact that the FG Falcon enters a market that's turning its back on big six cylinder sedans is unfortunate timing for Ford Australia.

However for the sizeable number of buyers who remain devotees of the home grown six, the Falcon is now a must drive alternative to the Holden VE Commodore and Toyota Aurion. It easily beats the Commodore six in performance, and does the same to the Aurion in dynamic ability, across the full range of six cylinder variants.

If you're into performance, the G6E and XR6 Turbo deliver a unique brand of Aussie muscle, and the G6E/G6E Turbo are the pick of the FG lineup. The V8 contest, though, is now completely one sided, in favour of Commodore.  

First Drive by Bill McKinnon, April 2008.  

The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.
 

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