OVERVIEW
Since the ZF 6HP26 autobox is good enough for BMW and Jaguar, you'd reckon it just might be good enough for Falcon too. That it is, in spades. While the BF Falcon family, along with its long wheelbase siblings and Territory stablemates, may look very much like the outgoing models, they include a whole glad-bag of improvements, among which the six-speed auto is the star attraction.
Ford extensively researched existing owners and potential buyers to learn what was, and wasn't liked about the then current BA versions, and where improvements were wanted or expected. For example, Ford learned in no uncertain terms that it shouldn't meddle with Falcon's good-looker styling. So there's no face-lift; just a few cosmetic refreshments including larger wheels all around, lightly re-modelled front bumpers with modestly enlarged air intake and driving-light apertures, and a cursory once-over for the tail-lights. Honestly, it takes a train-spotter to pick 'em.
There aren't sweeping changes in the cabin either, but even at idle you sense a pervasively different air. Even six-cylinder versions that retain the familiar (albeit improved) four-speed auto benefit from sound levels reduced by enough to notice while previously coarse engine noise is replaced by comparatively cultured tones which swell to a purposefully urgent rasp when revved.
The icing on BF's cake is that besides gaining more power and torque, with stronger mid-range performance particularly, while becoming quieter and cleaner to meet demanding new limits for noise and exhaust emissions, the fuel consumption is also lowered.
Because the drivetrain upgrades and noise suppression were main priorities which absorbed the biggest slices of BF's development budget, intended tweaking of suspension spring rates and adoption of monotube dampers were deferred until some time hence. Don't hold your breath.
FEATURES
Although there are distinguishing details aplenty, the equipment lists remain close to the familiar levels. So do the prices, with rises from a few hundred dollars (XR6 four-speed auto) up to $1725 for models with the six-speed auto.
Counting three six-cylinder engines, two V8s, five- and six-speed manuals and four- and six-speed autos, the drivetrain permutations are mind-boggling.
The headline-hogging ZF auto is standard on Territory AWD models, the Fairmont Ghia and the three long-wheelbase sedans, including the sports-luxury Fairlane G8 (nee G220). The new transmission is a $1250 option for XR6, XR6 Turbo and XR8 sedans, plus the two XR utes. The entry XT and mid-spec Fairmont also offer the six-speed auto packaged with the 5.4-litre three-valve V8 engine for $6000 over the six-cylinder/four-speed combo.
In the cabin(s), the instruments, controls and equipment remain essentially unchanged, but decor is invigorated with new tones and textures, including, at last, bright metallic inserts that highlight the soft-feel door armrest/handgrip units.
The Fairmont driver's seat now has six-way power adjustability from Fairmont Ghia, which in turn gets the eight-way and memory facilities that have gravitated from Fairlane.
Territory's trump card is a reverse camera; standard on Ghia and optional for the TS. Another local first.
COMFORT
It took a Ford chief's hand-on-heart assurance to convince us that the seats' frames and pads haven't changed. Our doubts were prompted particularly by the outstandingly inviting Fairmont Ghia buckets. Apparently, the explanation lies with the new coverings, especially the Fairmont Ghia's upgraded leather. Any more enticing and it'd be X-rated.
Even so, from base XT through to range-topping LTD, the most comforting aspect of BF Falcon is the seriously improved refinement level. With noise reduced by up to six dB during wide-open acceleration, the cabins are so much quieter that the difference is obvious. There's still some wind rustle at speed, but it's rarely intrusive.
Ford's noise busters were scrupulously thorough. Quietening measures included a new transmission cross-member, new engine and transmission mounts, additional body sound-deadening pads, absorptive head-liner, retuned exhaust systems and revised exhaust hangers, improved door sealing, new alternator, optimised air intake system, new exhaust manifold heat shield, stiffened wheels, improved firewall deadener, re-rated final-drive bushings and quieter tyres.
SAFETY
No changes to airbag allocations and other passive safety features, but some important updates in braking and electronic driver aids. Not to forget Territory's reverse camera with its 130-degree view to a distance of some 15 metres. Territory TX misses out because it lacks the large TFT screen needed to show the scene.
For more stopping power, XR6 Turbo and XR8 sedans and utes, Fairlane G8 and LTD get larger, ventilated front and rear brakes borrowed from Territory. The bigger binders also extend to 230 V8-optioned XT, Fairmont, Fairmont Ghia and Fairlane Ghia.
Another asset is dynamic stability control (DSC) which selectively applies individual brakes and/or reduces engine output to counteract directional waywardness. Standard fitment on the long-wheelbase models, Fairmont Ghia, XR6 Turbo and XR8, as well as the AWD Territory models and RWD Territory Ghia, stability control is also optional for Territory RWD TS and TX. In each instance it brings the fringe benefit of Cornering Brake Control (CBC) which automatically opposes any oversteer attitude during braking.
MECHANICAL
While Ford's six-cylinder and 3V V8 engines have received worthwhile tweaks, the spotlight shines mainly upon the new six-speed automatic, with a sidelight for the born-again four-speed unit which has been around since Adam got his P-plates.
Besides being specially calibrated for the local models, the ZF auto has either 450Nm torque capacity, to cover the standard six-cylinder engines, or, with upgraded clutch packs, 600Nm for the XR6 Turbo and the V8s. Either way, it's a silky smooth operator and does its thing with highly sophisticated dexterity. Manually selected ratios, for example, are held regardless of engine revs, but can be kicked-down by forcibly pressing the accelerator past its detent restriction.
The controlling software monitors driving conditions (speeds, acceleration, braking and such) to adjust the gearshift strategies accordingly. In Drive, the ZF downshifts to suit during braking and overrun, for optimal response when you next accelerate. It also downshifts on descents, holds the appropriate gear through corners and doesn't shift frivolously when the road climbs or when you're on and off the gas.
Gearchanges almost invariably slip through unnoticed except for slight steps in engine note and the tacho needle's position.
The familiar four-speed auto is scarcely recognisable either. Relieved of trying to be all things to all models, it's now focused on doing a perceptibly quieter, smoother job just for the base Barra 190 and E-Gas sixes.
COMPETITORS
All the usual suspects -- principally Commodore, Camry and the newly launched Mitsubishi 380. The 380 runs Falcon closest on all fronts for refinement, the area where the other two are showing, and sounding, their age. Thing is, with its new-found smoothness and quietness, the Falcon family is also in with a deserving chance against Maxima, Accord V6 and, daresay, several smaller, costlier Europeans.
ON THE ROAD
We've driven six variants thus far, and they feel, sound and drive like no Falcons you've known before. The drivetrains' old wheezy groans and whining whinges are gone, and good riddance. There are still traces of wind rustle and coarse-chip road rumble, but the body seems imperviously tight and quiet even along teeth-chatteringly rough roads, and at all times the mechanicals go about their business with perceptibly heightened self esteem.
Considering room and zoom, the $35,880 XT auto represents attractive value and good driving to boot. Through twisty bits the XT feels well balanced and handles securely even if the tyres tend to squeal noticeably when pressed. The improved four-speed auto dignifies the performance where it used to seem strained.
The BF XR6 ($40,960 with ZF auto) can only build on the BA's solid reputation as the class-leading sporty sedan combining driving appeal with blue-chip value. The XR6 is the perfect place to appreciate how Ford has turned objectionable noise into an aural ally.
Add boost and you have the $47,655 XR6 Turbo auto, the fleetest Falcon going and a real hoot to drive whether just trickling around town or hoofing along winding back roads. With the sound-proofing revisions, the six-speed auto's ease and efficiency make the case for the manual model increasingly difficult to argue.
The husky XR8 ($52,580, auto) is noticeably costlier than the XR6T, a heart-tick slower in performance, if that matters, and although supremely sure-footed in corners, isn't quite as nimble in changing direction. But such minor shortfalls evaporate whenever you punch the pedal and the Boss 260 overpowers everything with its stirring real-V8 bellow. If you're into "eights", it's worth good money for that ear ticklin'.
The $52,860 Fairmont Ghia drives damn well with the comfort, quality, chassis dynamics and overall finesse that stamp it as a worthy alternative to mid-size Euro tourers for shoppers who filter their new-car short-list through a reality check.
After the sedans, driving the Territory in its modestly but usefully improved form is a timely reminder and reinforcement of what makes this Australia's favourite large wagon/SUV. The SY changes may outwardly seem minimal but on the road Territory soon proves that, as they say, when you're on a good thing...
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Originally Posted by Jakg
