First Drive: Ford FG Falcon

Review by Feann Torr - 11/April/2008

The recipe is simple - make it large, make it look good, and make sure families like it.

Ford is confident the new Falcon will be a hit, and having just spent a few days behind the wheel we're not inclined to argue.

It's safer, it's more comfortable, it's better to drive and it's a more elegant car to look at. 

But for myriad reasons large car cuisine is not as appetising as it used to be.

The rise of SUVs and mid-sized cars as family transport, increasing petrol prices and more choice have all hindered the large car's dominance of the Australian new car market.

But this could be set to change.

When Ford Australia's new president, Bill Osborne, says that the new Falcon can achieve market leadership, it's clear there is a renewed belief within the company that the FG Falcon is the real deal.

Belief alone will not sell cars, but is the new Falcon the real deal? Let's find out:

Bigger, safer, more efficient and with more auto gadgetry than ever before, the new Falcon makes a positive first impression.

Flex the right foot and there's better response from all three engines - 6-cylinder, 8-cylinder, and most of all 6-cylinder turbo.

Stretch the legs and there's more room, flick the wheel and there's improved response.

On every front the Blue Oval has tightened the screws, buffed the paint work, and added more bells and whistles.

New 5-speed gearboxes result in improved fuel economy, and radically new front suspension means better handling, while new German shock absorbers from Sachs make the ride smoother.

From behind the wheel, first impressions are good. Very good.

Overview

Every aspect of the car is new and improved and the FG Falcon feels far more balanced and refined thanks to the new suspension.

It sits more confidently on the road too; it's got a wider stance and more vertical windows, but it could be argued that the new look isn't dramatically different to the previous model.

Then again, one could use the example of the Porsche 911. It's fundamental shape hasn't changed in decades. If it ain't broke...

Like anything aesthetic the Falcon's appearance is a subjective issue, but at least least there is more visual difference between the Holden Commodore and Ford Falcon now.

Getting bums on seats requires a hook, and a good hook is always a banging new design. I personally think Ford has achieved this, but feel free to write in and send us your thoughts on the new Falcon design.

I thought the XR models were a bit luke-warm in terms of their exterior design and the least different of the bunch compared to the superseded BF Falcon, but increased exposure to them has made a positive difference for this hack.

We drove every model in the sedan line-up over two days, and after being choppered in to the launch site of the new Falcon in Victoria's Yarra Valley, it was hard not stare at two dozen brand new FG Falcon's lined up.

And as it turned out, these were the first new Falcon's off the manufacturing line. Very special.

Sporting European-made 5- and 6-speed automatic gearboxes (and the odd 6-speed manual), new suspension, new bodies - new everything really - the Falcon comes across as a very refined vehicle.

It's nice to sit in with broad comfortable seats and copious leg room front and rear, it looks far more elegant inside and out - especially the new G-Series models - and is easier and more satisfying to drive.

Falcon XR6

The first model we tested was the XR6. Priced at around $39,990, it's packed with Ford's new 5-speed automatic transmission, sports seats, body kit and 17-inch alloy wheels.

On the road it's a spirited vehicle and the extra herbs in the 195kW straight 6-cylinder engine were readily felt.

Acceleration is better thanks to a boost in mid-range torque and the performance feel is markedly improved for the strong-selling XR6. 

On winding roads through Victoria's high country the XR6 proved to be an adept sports sedan: turn-in is sharper than ever, and it feels more balanced mid-corner.

While the 6-speed automatic is still considered the premium gearbox, the new 5-speed transmission (standard with XR6, G6, and XT models) also proved itself as a top notch element of the new FG Falcon.

Like the more sophisticated 6-speed automatic gearbox the 5-speeder is a slick 'box with fast, smooth shifts and an intuitive tiptronic or 'sport shift' mode that can hold gears - good for towing or when heading up steep hills.

It's streets ahead of the Holden 4-speed gearbox and marks a significant win for Ford. It has good pre-emptive intelligence when left in its fully-auto mode and rarely has to 'hunt' for the right gear.

While the Blue Oval has better transmissions than Holden, entry level vehicles such as the XT Falcon have four airbags; the Holden Commodore has six.

When pressed on this issue, Ford's top brass responded by stating the Falcon has a far more rigid body that protects occupants better than the previous model. Stronger, denser metals are used in the car's structure and the crash worthiness was tested in conjunction with Volvo in Gothenburg, Sweden.

Furthermore, adding the extra 5th and 6th curtain airbags is only a $300 option.

Though the ANCAP group hasn't tested the new Falcon yet (and Ford wasn't keen on speculating about a potential 5-star rating), the company said the new model is the safest Falcon yet, so expect it to attain a pretty good safety rating.

After driving all of the models back to back, the XR6 priced at under $40k is one of the best value models. 

Tweaks to the 4.0-litre 6-cylinder engine improve its power and torque output but the way the cars tip into corners is even more impressive, and how it handles through the twisties is more positive than before.

While all models benefit from improved ride quality, the XR models will be the enthusiast's choice. The chassis is well sorted with a firm, sporty ride and the XR6 in particular will give Holden's SV6 a real scare - it's remarkably quick and surprisingly capable.

Like many German luxury cars, the new front suspension of all Falcon models use all aluminium components - shedding a massive 22kg - which dramatically improves the new Falcon's feel. The level of driver involvement has improved dramatically as well. 

It's got a more positive attitude when cornering, and in general has a more balanced and refined feel.

The XR models get the sportiest suspension tune of the lot, and respond very nicely to input of both steering, throttle and brakes. The steering is also well-weighted and isn't as light and airy as the Commodore's.

It provides good feedback but there was a touch of rack rattle over harsher mid-corner ruts.

Falcon G6E Turbo

The next car we drove was the G6E Turbo, and let's make no bones about it - this is a BMW basher. If Ford managed to secure exports to Germany one day, the G6E Turbo would demoralise a lot of high performance German cars on the Autobahn.

It has scintillating acceleration thanks to a ballsy 270kW engine that rivals Holden's 6.0-litre V8 for outright power, and even at freeway speeds it delivers glorious bursts of acceleration when overtaking.

While it has V8-slaying power, it's not as thirsty as the big 8-cylinder engines out there, and we saw figures of around 11L/100km - which included some full throttle driving along the way.

'Fast' doesn't really describe how the vehicle accelerates - it's almost beyond that - but at the same time the more compliant suspension on the G-Series keeps things civil.

Together with world-beating acceleration it turns out the brakes are much better than previous 6-cylinder turbo models, with huge stopping power. This is very reassuring when you're punting hard through winding alpine roads, and also when you need to hit the anchors when roo (or a wombat) wanders into your path.

The new G6E Turbo is the most expensive model in the new Falcon range at $54,990, but it's also one of the best. 

It will appeal to customers who want effortless performance - it handles very well, but has more compliance and smoother ride than the XR models - but without the overtly sporty image. 

It's also got an immaculate interior with all the bells and whistles and looks rather special with the light cream-coloured leather interior.

It was during the G6E Turbo drive that it became clear that the new models are quieter too. At full bore the turbo engine has a glorious induction and exhaust notes, but even at high speeds conversing with others didn't require raised voices.

Falcon XR8

Next on the roster was the XR8. While the 6-cylinder turbo models do not get the FPV F6 engines, the V8 models do in fact get FPV's Boss 290 V8, albeit with a few tweaks.

The first thing I wanted to test with the XR8 was the new semi-active muffler system, or SAM for short.

Aston Martin uses a similar system, and in this application a valve in the muffler opens at 2800rpm to allow a stronger sound, but unfortunately it was hard to detect unless the windows were open. It was a bit of a let down as I had high hopes for the aural intensity.

Overall the new XR8 was probably the most disappointing model on offer. It's plenty quick but needs to be revved more than the turbo models for maximum performance and fuel economy takes a big hit as a result. 

It does have throaty exhaust note but with the heavy V8 hanging over the front axle it didn't feel as balanced nor as rapid as the XR6 Turbo or G6E Turbo.

It will however provide some very stiff competition for the Holden Commodore SS.

Falcon XT

It may be the entry-level Falcon but with the new 5-speed automatic, improved suspension, a stiffer body and more powerful engine, the XT proved just how good Australian engineering can be.

Ford's new generation large car benchmark, the XT, is a winner on almost all accounts. 

The ride quality is smoother, the handling is sharper, it feels better to drive, and the European-built 5-speed automatic is hard to fault.

The interior has a more upmarket feel and operating the controls is more intuitive. Ergonomics are generally good and with improved engine performance but reduced fuel consumption, the XT tells the FG Falcon story best: improvements in refinement are universal.

Even tyre noise has been reduced thanks to all-new, specially developed tyres across the range, from the 16-inch steelies to the 19-inch alloy juggernauts.

When we put the entry level Falcon and Commodore to the test in a comparo in late 2006, the Commodore was the victor because it just felt better to drive and had stability control. Now that dynamic stability control (DSC) is standard on all Falcons and driver involvement is much improved, methinks the comparo could end very differently.

Stay tuned for that one!

Falcon G6

Priced at $39,990, the Ford Falcon G6 is the cost effective luxury model in the Falcon's new G-Series range and rival to the Holden Berlina. 

Ford looks to have the Berlina's measure - it costs a bit less, has a better 5-speed gearbox than Holden's 4-speed auto, and has more power but uses less fuel.

Nice and smooth is a good way to describe the base G-Series model, and at first I honestly thought it was equipped with the German-made ZF 6-speed automatic transmission like the G6E and G6E Turbo. As it turns out the G6 gets the 5-speed gearbox, but this speaks volumes for the quality of the new automatic.

It looks good too, sitting on 17-inch alloy wheels and benefitting from the G-Series Euro-styled front end with fog lamps.

With a more supple ride than the G6E Turbo, the G6 is a good value family sedan with a refined feel. The suede upholstery on seats and doors feels good and the reverse parking sensors are a nice touch.

XR6 Turbo

We saved the best until last: Ford's hero car is back and it's legacy of world-class performance continues.

Instead of using FPV's F6 Typhoon engine in the new XR6 Turbo, Ford took last year's 245kW, 480Nm 4.0-litre turbo mill and modified it in-house. The result is 270 kilowatts of in-your-face power, and 533Nm of V8 insulting torque.

The standard gearbox is a 6-speed manual and this is the transmission you'll want if the ultimate performance is your objective.

As well as the improved roll-on acceleration, more powerful turbo hit and improved ride and handling, there is one aspect of this vehicle that no other Aussie car can match.

And it's got me all hot and bothered. Two words: launch control.

Only available with the 6-speed manual XR6 Turbo, you pop the heavy-but-short-throw gear stick into first gear at standstill, push in the clutch and floor the throttle.

The Falcon's upgraded computer brain recognises what you're up to, and activates just 3-cylinders to spool up the turbo. The tach needle then flicks up to 3500rpm - conveniently 12 o'clock on the tachometer dial - and then it's up to you whether you dump the clutch or ease it out for a full boost launch.

We tried launch control a few times - both with dynamic stability control (DSC) switched on a off - and it works well in both modes thanks to a limited slip diff. With DSC 'on' the wheels chirp a little bit when using the excellent launch control system, but it still fires forward with vehemence.

Without DSC you need to perfect your clutch work to avoid axle tramp, but with practice the car takes off like a ballistic missile, slamming you into your bucket seat with incredible force. Ford wouldn't comment on zero to 100km/h sprint times, but the launch control alone would wipe at least a tenth of a second off.

Suffice it to say, launch control is the ducks nuts and lends the XR6 Turbo a high tech, intelligently engineered feel.

Like the XR6 it's also a very capable drivers car, equally at home cruising on straight 100km/h highways or slicing through apex after apex along winding alpine courses. 

With the improvements made to the ride and handling thanks to the new chassis, improved brakes, more power and torque, but reduced emissions and a more upmarket interior, the XR6 Turbo just got a whole lot better.

We spent two days driving the new Falcon range and though it gave us a very good idea of how Ford's new large car range performs, we'll have full seven-day road tests on the major models for you throughout the year to provide further insight.

Conclusion

It's bigger but more agile, quicker but safer, heavier but more fuel efficient.

And yes, it is the real deal.

The recipe is simple and Ford has delivered top quality automotive cuisine.

As well as being the safest and roomiest large cars ever built in Australia, the FG is also the most refined Falcon yet: this was one of the clearest and most impressive changes to the new model. 

Refinement levels in almost every respect - chassis, engine, interior, materials used - have been raised. If the rumoured export deals to the Middle-East and China come to fruition, Australian design and engineering will be the toast of the town.

Ford hopes the new FG Falcon will deliver the Blue Oval market leadership. Playing second fiddle to the Holden Commodore for more than a decade can hurt morale. But this new Falcon oozes confidence and has surpassed our expectations in almost every respect.

If Ford can convince former large car buyers who switched to smaller cars or SUVs to test drive the new FG Falcon, it's going to sell like hotcakes. 

But getting bums on seats is easier said than done...