Road test- Ford FG Falcon XR6 in Tasmania

With the introduction of the BA series in 2002 Ford’s XR6, once a hero of home-grown hotted up performance, was cast into the shadow of the new XR6 turbo and substantially upgraded XR8. Sure, the new ‘Barra’ engine that was installed into the XR6 produced a cracking 182kw (beating a VL ‘Walkinshaw’ Group A for power) from 4 litres of 24 valve, DOHC inline six, but the reality was that this was merely the base engine in the new Falcon range- gone were the tweaks to lift power above the XR6’s taxi-rank brethren.

Ford’s opinion was that those who required more performance would plump for the 240kw XR6 turbo or 260kw XR8 if a V8 grumble was required. There was no longer any need for a hotted up atmospheric version of the six, especially since the standard engine was so far ahead of the competition. So, the XR6 became a handling and cosmetic package; a recipe of wider alloys, lowered suspension and body addenda.

The lineup remains similar in today’s FG range, though the numbers have changed with development- the XR8 sporting 290kw, the XR6T 270kw, while the base Barra motivating the XR6 produces 195kw @ 6000rpm with 391nm torque @ 3250rpm. Given those figures match the entry level XT, does the sporty handling tune accentuate the Barra’s strengths enough to justify the XR6 beyond its body kit? Let’s find out.

The test
Welcome to Tasmania, known for apples, cheese, pinot noir and breathtaking wilderness. This wilderness provides a stunning canvas from which to paint sinuous ribbons of black tarmac, celebrated annually by the world renowned Targa Tasmania.

We have nabbed the keys to a new XR6 finished in the popular Nitro Blue and matched to a non-showy Black cloth interior. It is in a standard spec with the no cost option 5 speed auto replacing the 6 speed manual, and a 245/45/17 wheel/tyre combination designed to compliment the lowered, stiffened ‘Virtual Control Link’ front and ‘Sports Control Blade’ rear suspensions. Our aim is to discover the abilities of the XR6 across as broad a cross-section of roads as we can find, and following the route that comprised the ‘West Coast trundle’ of the 2009 Targa Tasmania sounds ideal.
Coming for the ride is photographer Daniel, a veteran of XR Falcons having previously owned EB XR8 and EL XR6. Leaving Launceston for Highway 1, the FG’s gleaming blue paintwork shimmers off the shop windows, standing out against the bleak greyness of a typical Tassie morning.

After finding a comfortable seating position through the manually adjustable seat and steering wheel, we head west for Deloraine. First impressions are of a big, relaxed sedan that is in its element at a loping 110km/h cruise. Passengers are reasonably seperated from road undulations and the engine makes unobtrusive progress. Unfortunately, that degree of separation also feels evident in the steering. Though the car sits solidly with no tram-lining tendencies, it’s feels as though there is a feedback barrier distorting the message between rack and hand, dampening the chatter from the wheels. While this detachment contributes to the sentiment of progress-with-minimal-effort, we hope that the XR6 can break the barriers when the road starts to fall back on itself.

Another early bugbear is the auto’s lack of intuitiveness. It often kicks down unexpectedly, disrupting driving flow. As a result we experiment by nudging the lever into manual mode, which is quite a reach across fat centre console (forget even attempting this if you have bottles in the central cup holders). This achieved, we lock the ‘box into 5th gear to determine if the early kick-down is masking a lack of low-rev torque. My right foot plummets through the false stop in the throttle, and we glance at the speedo to await the corresponding increase…hmm, it seems to take a long time to gather enough momentum to turn 90km/h into 110, and is “Nothing on even the manual EL’s high gear, low rev-range response,” according to Daniel. Running it back through the lower gears suggests the big 6 only really starts to wake up with 3000rpm on board, with the combination of older-tech auto and 1800 odd kilos dulling the 195kw motor’s response.

By the time we reach the road that makes up the Mole Creek Targa stage, familiarity has grown and we are ready to explore the XR’s dynamic repertoire in more detail. Sport mode selected with the DSC engaged, the big Falcon transitions from Jekyll to Hyde with a multivalve snarl as revs rise, replacing the previously hushed vocal track. Grip from the Dunlop sport tyres is mightily impressive, and they play a key role in assisting the XR6 to overcome its girth and allow it to turn in with respectable agility. Little roll is evident laterally, and traction in the dry is good enough to not overly worry the DSC system, though over 50kgs of luggage (which was quite easily swallowed by the boot- if you are into that kind of data) set right on the rear axle has to help. Despite these attributes you are still left yearning for more feel, the power steering remaining slightly aloof and lacking the kind of granular feedback that allows you to truly key in to the tarmac beneath.

We gather our thoughts as we cross Oliver’s plains to take in the legendary Cethana stage, cutting through Cave country, rocky outcrops providing an imposing backdrop as we ascend, then traverse free-fall down Mt Claude. Here there is either a camber, gradient or surface change around every corner; the bends themselves ranging from hairpins to flick-flack esses. Cethana’s second half is known as a brake killer even at legal speeds and the XR proves this with the previously nippy pedal response replaced with a degree of sponginess, accompanied with a hint of ‘brake whiff’. It doesn’t dilute the sense of awe at driving this strip of bitumen, which compresses every aspect of a rewarding road into 37kms that locals proudly proclaim as the “best piece of tarmac in the world.”

Unfortunately our relationship with the rain has turned from on-again off-again to a live-in arrangement so it’s a good time to settle back into cruise mode, passing through the historic town of Wilmot and spotting the local extroverted letterboxes (from a model steam-train to an outhouse) along the way to tackling more Targa turf in the form of a winding dive to Gunns Plains and a steep climb through Lowana, which sees the wipers working wilfully to keep our field of vision clear.

The Falcon further impresses, maintaining its composure with exceptional body control and a surprising resistance to scrubbing understeer, even without DSC. Switching this off provides an opportunity for the rear to have more input into the cornering process, with a tentative throttle squeeze early in a hairpin revealing that the nose will push wide initially before trimming back to the line as you move to the apex. A more confident input balances the car nicely, avoiding that initial washout, while stabbing harder still offers a relatively benign transition to power oversteer- provocation of which is exacerbated by the conditions. After one sliding instance, Daniel remarks “It’s amazing in this day and age that you can access an engine like this in a car primarily aimed at families. It’s lucky the DSC defaults on when you turn the key…could you imagine Mum on the school run being distracted by the kids in the back and getting broadside in a roundabout?” Thankfully, that aforementioned numbness in low-rev delivery means that it takes quite a prod to do draw this reaction unless the gate is locked in 1st gear.

After our overnight stop on the north coast at Ulverstone, the Targa route takes us through Burnie (with a detour to the Hellyers Road whisky distillery thrown in- well recommended for passengers) before gliding south west towards the conclusion of the trundle in Strahan.

It’s raining harder than ever, so much so that at one point we have to stop to pause for breath, the swiftest wiper speed unable to cope with the deluge. Despite this the Dunlops continue to impress with the way they find grip even in puddles that appear designed to cause aquaplaning of true heart-in-mouth proportions.

Through to the famous Hellyer Gorge we continue to make assured progress between thick forests and meandering rivers (do watch for tourists parking their cars in the middle of the road near the gorge itself…) and the short, intense stage of Mt Black before taking in Rosebery and the final, 33km Rinadeena stage that gradually descends into Strahan.

It’s a grower, this XR, revealing further depth here as initial sweeping corners morph into 30km/h snaps left and right. It carries a poise that is particularly well resolved, with bumps on corner entry being ironed flat (they barely register through the wheel), the shock absorbers maintaining body control as the big Ford settles into the apex. This control is tested during one particularly challenging moment when we negotiate a DSC-free tightening left over a crest, followed by a quick pivot into an adverse camber sharp right. The rear lifts, goes light- the momentum building into a slide, but a settling of the throttle combined with a smooth but swift steering correction settles things down once more. So, you can play but we would advise to keep the DSC on for regular road driving.

Overall, as we settle into a dinner of fresh ocean trout, it is safe to say that the XR6 has exceeded early expectations. But is it still relevant in today’s market? Daniel: “It’s a slow burner isn’t it? I couldn’t bring myself to see beyond its weight and the detached, dulled initial responses. But you learn to adjust…you can get it to flow by easing it into the apex, trusting the grip and using the manual shift mode to exploit the engine more completely. I’d still take the 6-speed manual, though.”

It has to be said that the XR6 still fills its intended niche despite the standard engine, which isn’t short of power in the first place. It is entertaining enough to keep the enthusiast interested, yet is spacious enough to carry five adults comfortably. The ride mixes a tinge of sportiness without being harsh and though the steering could use more feel its overall blend of power and handling is very well judged. It is also cheaper, more fuel efficient and easier for anyone to get in and drive than either of its more illustrious XR siblings. Even without the sparkle of extra stomp, the XR6 still makes a strong case for itself.

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