Good Sports

The Age

Saturday May 3, 2008

Joshua Dowling

Last week we brought you the fleet sedans in our epic Melbourne to Brisbane test of the new Falcon and Commodore. This week: the performance models. By Joshua Dowling.

V8 FORDS and Holdens have dominated the Bathurst motor races for more than three decades, so where better to take the latest versions of the Falcon and Commodore performance sedans than to Australia's high temple of horsepower, Mount Panorama.

For this exercise, we grabbed the highly regarded XR6 Turbo Falcon and its V8-powered stablemate, the XR8, the two bookends of Ford's fast-car catalogue (at least until the even hotter Ford Performance Vehicles versions arrive in a month's time).

We brought only one Commodore, the flagship SS-V, to compare with these two but, as we discovered, it held its own remarkably well. Indeed, for 12 years the SS has been the biggest seller of the mainstream performance sedans.

The road cars have little in common with their V8 Supercar cousins but it was a symbolic detour on our four-day Melbourne to Brisbane test drive.

We weren't about to set any Bathurst lap records, however. To be blunt, driving around the 6.2-kilometre circuit (a public road) gave little if any feedback on our three sports sedans except how quietly each slips through the air at 60 km/h on super-smooth, race-ready bitumen.

With the shots of Bathurst in the bag and the grit wiped from our eyes, we continued our journey from Melbourne to Brisbane via Sydney to see how these home-grown sports sedans cope with the daily grind, as well as the open road.

Falcon XR6 Turbo

Breeze is the name Ford has given the blue-green metallic paintwork of our XR6 Turbo test car, but it could also describe its performance. This thing not only goes like the wind, but it does it so effortlessly. Indeed, it's even faster than both the V8s assembled here.

V8 fanatics won't like to read this, but the reality is the XR6 Turbo is such an impressive package it makes the Falcon XR8 look redundant. We suspect this XR6 Turbo will be the final nail in the Falcon XR8 coffin.

The acceleration times tell the story. In our satellite-assisted 0-100 km/h tests, the XR6 Turbo stopped the clocks in 5.4 seconds - almost half a second quicker than the Holden V8 and almost one second quicker than the Ford XR8.

Whichever way you cut it, the Falcon XR6 Turbo is rapid.

So, how does it do it? The new model has a bigger turbo, a bigger intercooler (now neatly positioned in the centre of the grille mouth and painted bright silver so everyone knows you've got the turbo model). Significantly, the XR6 Turbo is much lighter over the front end than the XR8, which helps handling and braking, which we'll come to shortly.

Would you believe the latest XR6 Turbo uses less fuel than the one it replaces, despite being quicker and more powerful? And it was the most frugal of the three sports sedans on this test.

The testers loved the instruments and cabin controls that glowed blue at night. The steering is greatly improved now that Ford has removed much of the nervousness that was a trait of the previous model (particularly in, say, bumpy bends at 80 km/h). And the power of the turbo is almost seamless. There is now only a slight delay between squeezing the throttle and the scenery blurring.

The Ford's German-made six-speed automatic gearbox (which ensures the turbo is never off the boil during gear changes) that was fitted to the test car is only a $1500 option - $500 less than what Holden charges for its GM-made six-speed auto.

The brake package is unchanged from the previous XR6 Turbo and is fine for everyday use. But it would be nice to at least have the option of bigger brakes for those who like to explore the XR6 Turbo's performance. Unfortunately, due to the sophisticated electronics that monitor the stability control and anti-lock brakes, fitting a larger aftermarket brake package would interfere with the calibration of the safety systems.

On our test, the brakes felt fine but there is certainly scope for them to fade after repeated heavy use. Those who want bigger brakes will need an extra $20,000 or so for the FPV car.

Dislikes? There aren't many.

In the cabin, rather than lower the seating position, Ford has simply increased the height of the centre console and the waistline to create the perception you're sitting lower in the car. Compared to a Commodore, the Falcon driver's seat feels like a high chair.

The foam in the Holden seats is superior to Ford's. The Falcon's side bolsters squash easily and offer little in the way of support. In the rear, Holden's taller seat back seemingly offers better whiplash protection for taller occupants in a rear shunt.

One final issue: why does the fastest and most potent Falcon sedan not have curtain airbags standard?

FALCON XR8

The noise of the V8 is about the only reason you would consider buying one of these, but even then it's quieter than the previous model, despite a fancy new exhaust system. In every other measurable regard, the XR8 is flawed.

It's the slowest and thirstiest car of this group and, sadly, is cumbersome in corners, thanks to the heavy engine underneath its menacing bonnet.

The latest XR8 has inherited the Boss 290 engine from the previous model GT but with some internal work to make it more efficient. In this case, however, efficient is a relative term. Ford claims to have made a 6.7% improvement in fuel economy with the new XR8 but in the real world it's still thirsty. In many regards the XR8 engine is an engineering marvel: never before has so much fuel produced so little energy.

Fans of V8 Fords deserve better than this. The unfortunate reality is that Ford Australia is considering axeing the V8 from its mainstream Falcon line-up. It either has to upgrade the 5.4-litre V8 to meet stricter emissions standards after 2010 or fit a more sophisticated and more expensive Jaguar V8 engine. The boss of Ford Australia says the XR8's future is not guaranteed.

In the wet, the XR8 is a handful, even with the help of the optional 19-inch wheels and tyres fitted to our test car. The stability control had its work cut out for it on winding back roads, and we weren't even trying to provoke it into action. In slippery conditions, the XR8 is a car that demands caution.

In the dry, it's just plain unco-ordinated. The front end wants to push wide in corners and the rear feels like it wants to slide. In bumpy corners, the steering can get what's known as "rack rattle"; that is, the inside wheel gets upset by the bumps and relays the message by tugging at the steering wheel.

The brakes are adequate but, considering the extra weight over the nose, they're likely to fade sooner than the brakes on the XR6 Turbo.

Positives? The ride is comfortable and the XR8 did the best job of this trio at absorbing bumps. But given the type of car it is, we'd be prepared to compromise some comfort for more grip and stability in corners.

The XR8 came with a six-speed manual, so we got to sample the thunking noise as the tailshaft joints clunked against the differential at almost every gear change. Surely the automotive world has moved beyond this, even on homegrown muscle cars built on a relative budget.

At least Ford has given the XR8 an 11% price cut. The new model starts at $45,490, the same as an XR6 Turbo. A $5000 option pack (with which our car was equipped) brings the price and luxury equipment levels closer to the Holden Commodore SS-V. If only it had the Holden V8's performance.

COMMODORE SS

So much for the petrol crisis. One in five new Commodores sold last year was a V8.

The Holden Commodore SS range starts at $45,290, undercutting the Falcon XR8 and XR6 Turbo by $200. But the model we've tested here is the flagship SS-V, which brings it almost in line with the XR8 with the works.

The Commodore SS has been Australia's favourite mainstream sports sedan for the past 12 years. Holden says its success on the race track is a large factor in this; it's also had the biggest tool in the shed for the better part of the past 10 years.

When Ford still had a 5.0-litre V8, Holden installed a 5.7-litre from its friends at Chevrolet. Not long after, Ford upgraded to a 5.4-litre V8, Holden shifted to a 6.0-litre.

The Holden V8 may not be as sophisticated as the one fitted to the Ford but it's certainly effective. The Holden V8 easily outguns the Ford V8. But the biggest challenge facing the Commodore SS now is the turbo tearaway XR6. Previous versions of the XR6 Turbo have shadowed the performance of the Commodore SS. The new Falcon turbo, however, has for the first time driven a clear wedge between the two models - and the Ford has the edge.

The 6.0-litre in the Holden Commodore SS has ample power and pulls seamlessly across the rev range. At freeway speeds in sixth gear, it is surprisingly efficient. Further improvements are on the way. The Commodore SS will get V8 power with cylinder-shutdown technology by the end of the year, which deactivates up to four cylinders when the car is coasting or driving downhill.

Drive has sampled this technology in a Pontiac G8 in the US and it trimmed about one litre per 100 km from our average fuel consumption, which could well better the turbo-six Falcon in freeway conditions.

The current 6.0-litre V8 does the job with little fuss. It has a deep rumble, although, like the Ford V8, could do with more bark.

The most impressive aspect of the Commodore SS is the way it drives.

It sits flatter in corners than the Fords, absorbs bumps, settles more quickly and feels more secure in corners.

We also prefer the Commodore's seating and steering positions, which have greater adjustment and offer better lateral support in corners.

Dislikes? The thick windscreen pillars can obscure visibility on winding roads, at pedestrian crossings and at T-intersections. And uprated brakes, or at the very least, some sort of overhaul would be welcome.

FORD FALCON XR6 TURBO

RRP: $45,490; as tested $48,590.

Engine: Turbocharged 4.0-litre six-cylinder.

Power: 270 kW at 5250 rpm.

Torque: 533 Nm at 2000-4750 rpm.

Transmission: Six-speed automatic.

Safety: Stability control, front airbags and head-protecting, seat-mounted side airbags are standard. Curtain airbags are an extra $300. Expected to get a five-star NCAP rating when tested in June.

Fuel use and emissions: 11.7 L/100 km, 281 g/km.

Fuel on test: 10.7 L/100 km.

Weight: 1777 kg*.

0-100 km/h: 5.4 seconds.

*Pre-production weights

FORD FALCON XR8

RRP: $45,490; as tested $51,440.

Engine: 5.4-litre V8.

Power: 290 kW at 5750 rpm.

Torque: 520 Nm at 4750 rpm.

Transmission: Six-speed manual

(six-speed auto is $1500 extra).

Safety: Stability control, front airbags and head-protecting, seat-mounted side airbags are standard. Curtain airbags are an extra $300. Expected to get a five-star NCAP rating when tested in June.

Fuel use and emissions: 14.2 L/100 km, 340 g/km.

Fuel on test: 11.7 L/100 km.

Weight: 1825 kg*.

0-100 km/h: 6.3 seconds.

HOLDEN COMMODORE SS-V

RRP: $52,790; as tested $53,040.

Engine: 6.0-litre V8.

Power: 270 kW at 5700 rpm.

Torque: 530 Nm at 4400 rpm.

Transmission: Six-speed manual

(six-speed auto is $2000 extra).

Safety: Front, side and curtain airbags and stability control are standard. Four-star NCAP safety rating.

Fuel use and emissions: 14.4 L/100 km, 344 g/km.

Fuel on test: 11.3 L/100 km.

Weight: 1790 kg.

0-100 km/h: 5.8 seconds.

VERDDICT

Ford seems to have both ends of the spectrum covered here. The Falcon XR8 is a bitter disappointment while the XR6 Turbo could well be the most memorable Falcon since the mighty GT-HO.

The XR6 Turbo is finally now good enough to knock off the king of Australian muscle cars for the past 12 years, the Commodore SS.

The XR6 Turbo is quicker, more fuel-efficient and is good to drive. And, at $46,990 in six-speed auto guise, it's a relative bargain. V8 fans will no doubt cling to the Commodore SS, which is no bad thing. But the reality is that it is outgunned.

The latest version of the Falcon XR6 Turbo could well become a future classic.