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.

Originally the 924 was designed by Porsche on behalf of Volkswagen but the project was shelved by VW execs due to financial concerns. This suited Porsche fine, as they needed something with which to supersede their aging 912 and 914 models. Eventually the rights to the 924 design were bought and Porsche released the car under its own badge.

While the chassis generally lived up to market expectations, the feeble engine ultimately let the 924 down. Even the introduction of a Turbo model part way into the 924’s lifecycle could not help flagging sales. Additionally, there was a general sense of apathy towards their new flagship GT, the 928. Released in 1977 to complement the 924, it was originally hoped this front-mounted 4.5 litre V8 coupe would replace a certain obsolescent rear-engined model with the numbers 911 on its tail.

Technologically advanced and eminently comfortable, the 928 devoured big distances, its futuristic design (highlighted by a famously curvaceous rear end) regarded by many as timeless. However the weight a V8 engine over the front axles upset the handling, making it more suited to being an autobahn cruiser than a pure driving machine.

It seemed Porsche were not able to produce a front-engined machine without issues, so after analysing the strengths and weaknesses of both 924 and 928, Porsche looked to develop a bespoke model that would sit between the two in price and performance; the 944.

Introduced to the world at the Frankfurt Motor Show in 1981 with deliveries starting a year later, the 944 became the Porsche one could buy on a somewhat entry-level budget. The designers decided they were onto a good thing with the 924 styling, so in the traditional Porsche way of design, they left the majority of the exterior alone and only made some key refinements. In this sense the 944 can be seen as an of the 924’s ethos. To preserve the handling a smaller and lighter engine was required, but not at a detriment to performance. They installed a four-cylinder 2.5 litre engine that delivered the power in a package the chassis deserved. Over its model lifecycle, the 944 used various engine sizes ranging from 2.5 litres in the early 944 models to 3.0 litres in the later 944 Series 2’ range. During the mid eighties a Turbo model was introduced which boosted power levels and turned the 944 into a track weapon, while still maintaining the façade of a perfectly usable road car.

Harnessing the 944’s newfound engine power, sensible suspension and brake upgrades were a key compliment to the already outstanding chassis. The fundamental reason why the 944 is the pick of the three front engined models is its near perfect weight distribution, helped no doubt by its rear mounted gearbox in the tradition of many great sports cars. There was a choice between a 3-speed automatic or 5-speed manual gearbox, though the 5-speed was much better suited to a driver whom liked to test the chassis on occasions.

After six years of trying with the 924 and 928, Porsche had finally created a front-engined sports car that delivered on all fronts, without the hefty price tag.

Test case

The test car is a 1990 944 Series 2 model (944S2). An Australian delivered car, it is one of only 71 locally delivered 944S2’s from that year. Porsche produced nearly 10,000 S2’s from 1989 to 1991, with only 128 being delivered to Australia before the 968 took over. This is a rare and special example of the Porsche product circa 1990. Alongside the coupe there was also a Cabriolet model, though these were produced in even smaller numbers.

There is an air of excitement as I walk over to the white 944, idling smoothly. I take in its swoopy rear profile and spoiler, long bonnet and wide guards and realise this is a special day. Today is my first drive in a Porsche and also the day that hopefully confirms my belief that Porsche creates truly great sports cars.

Taken from the 944 Turbo, the smooth front bumper and rear valance give the 944S2 a purposeful yet tidy appearance. The wide rear tyres fill the pumped guards well – the 944 has a great set of hips on it which really define its appearance. Everything works with everything else on the exterior – it all fits together and flows both visually and functionally with precision. Opening the door and sliding into the fabric and leather driver’s seat, the precision continues. A mixture of leather, vinyl, fabric and plastic greet the driver. The flat dash oozes function-by-design, with air conditioning and stereo nestled in the centre console. The gauges are nice and clear, the speedo lets you know with a red mark when you are getting close to 60kmh (crawling speed!- ed) and the tacho signals it is all over at the 6,500 rpm redline. The gear knob for the 5-speed gearbox is minimal distance from the wheel and feels pleasant to hand. It is a nice place to be. Touches such as the handbrake on the right; placed low near the electric seat controls, create plenty of space for you left leg and let you know the designers have really thought about making the driver feel comfortable while maintaining the theme of ‘function by design.’

The seats are cosy with side leather and fabric in the middle. Bolsters for your rear-end and around your mid-section and shoulders yield a snug fit which is not only comfortable, but provides a reassuring feeling of being ‘anchored’ into the car. The driver and front passenger seats are electronically fully adjustable and sculpted leather bucket seats are added for the two rear passengers, though in reality this car is really a 2 seater unless you are prepared to compromise your driving position (or carry small passengers in the rear). Technically you could say it seats four, but would be better classed as a 2+2. Porsche could have compromised here by moving the rear seat back a little as the boot is quite large. The intrusion into the ample boot space would have been worth it, with the reward being the ability to seat four adults in comfort.

On the road

Put it in gear, squeeze the floor-mounted throttle and be transported into another world. The build quality is such that even after 18 years everything works and all components feel solid, letting you know that you can depend on them doing their job. At cruising speeds on residential roads it can feel like a normal road car, however you get the sense the 944 just wants to be opened up a little. In truth, the 944 really comes into its own when moving through the gears and using all its glorious rev range. Like a wild brumby, it conveys a feeling that it just wants to run free.

The floor-hinged pedals add a special feel to the driving experience, unmistakably different in feel to the top hinged pedals in most cars. The throttle pedal is quite heavy though once accustomed, the pedals feel natural and the initial heaviness of the throttle becomes a memory as familiarity grows.

The Series 2 was introduced in 1989 and is powered by a 155kw (211bhp) 3.0 litre water-cooled four cylinder with two overhead camshafts and four valves per cylinder. It is a tremendous engine. The performance was quoted as 0-100kmh 6.9 sec onto a top speed of 240kmh for the manual. Though I cannot confirm these figures, the 0-100kmh time would seem about right. The 3.0 litre four cylinder delivers effortless torque and a firm shove in the back under acceleration. A quick squirt from 2,000rpm in fourth gear really showed the engine’s class with almost linear, but relentless power delivery.

Put your foot down and “once you drop it into second gear it pulls beautifully,” according to fellow autisie Adam. The engine is so flexible up and down the rev range. The 944S2 transports you away from the harshness of some mass-produced inline sixes and clunky gearboxes, to a place where things are made with precision and low tolerance for error. The rear mounted gearbox provides an almost even weight distribution, yet gear changes can be slightly vague due to the lengthy linkage mechanism, producing a ‘notchy’ feel on occasion.

Complimenting the engine room is an equally capable chassis. Independent four wheel suspension with wishbones, suspension struts, stabilisers and longitudinal torsion spring bars up front while the rear is composed of diagonal control arms and transverse torsion bar springs, telescopic shock absorbers and stabilisers to create a package which is at ease on smooth and rough surfaces alike. The suspension is comfortably firm, yet it feels as though it is constantly working with you. At slow speeds it glides over any surface soaking up the bumps while maintaining excellent communication from all four wheels. The words balance and poise spring to mind.

Porsche have never had to search for answers when it comes to acceleration; nor have they needed to find answers to braking effectively. When the brakes are applied your previous speed simply ceases. While not aggressive, the braking power of the 944S2 must be respected: a highlight of the road test.

With a wheelbase of 2400mm and weighing 1,340kg, the 944S2’s handling can only be described as sublime. Steering is precise and quite communicative as it loads up through the bends; however around the dead centre the information flowing back becomes a little indistinct. The 944S2 is not an all out track-ready sports car so this steering feel is entirely acceptable.

During the test, road noise was minimal, though this comes as no surprise when you consider Porche’s world renowned build quality. There was notable absence of rattles or squeaks from the 18 year old 944. Mostly all you can hear is the hum of the engine and the subdued exhaust sound, until you open it up a little. Then the aural delight filters though to the cabin – though by no means is the exhaust intrusive. Perfect for a daily driven road car with its flexible engine, sublime handling and braking to match while maintaining a great look from the exterior, the 944 Series 2 can do it all.

With a good sized boot, comfortable seating for two occupants, a +2 option to make four occupants for short trips and well laid out interior; as a road car it ticks all the boxes. Equally, seeking out a country road it would transform itself into a beautifully balanced sports car for the driving enthusiast. It really lets you know who is in control and constantly re-assures that it is you who makes the decisions from the driver’s seat. There are no hidden surprises waiting to attack the unsuspecting. After two failed attempts, Porsche created a superb front-engined sports car, an everyday Porsche at an affordable price.

For those who are interested in this car, is currently for sale at Brooklands Classic Cars for $33,950. Our thanks go to the team at Brooklands Classic Cars for providing the test car and for their support.