Buying a used Ford Falcon (2005-2007)

Anyone who has ridden in an Australian taxi will understand why Ford perseveres with a design that, by world standards, is well due for its Seniors Card.

These big, rear-wheel drive cars were outmoded 20 years ago but they are roomy and cheap to maintain and that’s why the majority sell new to fleets and not private buyers.

The BF model was the third in a series that traces its lineage to the horrendously-flawed AU. Ford progressively eliminated most of the AU’s deficiencies and by late 2002 when the BA model arrived had a car that more than matched Holden’s VZ Commodore. Then came the Commodore VE and Ford was forced to react quickly or lose vital presence in the large car market.

HISTORY
In October 2005 when the BF Falcon replaced the BA II, hardly anyone except Ford dealership staff noticed the change. External differences were limited to a revamped front air-dam and grille, new wheels, tail-lights and badging.

Ford stuck to a four-model range comprising the base-level XT, Futura, Fairmont/Fairmont Ghia and XR6/XR8. The high performance duo we’ll ignore for now as they provide sufficient fodder for an entirely separate Guide.

Bigger changes occurred inside the 4.0-litre engine, including a higher compression ratio and individual management systems for each of the overhead camshafts; permitting smooth performance on standard Unleaded fuel. The six-cylinder BF delivered its peak torque at a commendably low 2500rpm and Ford claimed an 8 per cent economy boost while lifting power to 190kW.

BFs came with four-speed automatic or five-speed manual transmissions in the base XT and automatic only in Futuras and Fairmonts. New for the Fairmont Ghia and optional on Fairmonts with the Euro Sports Package was a sophisticated six-speed automatic supplied by German transmission giant ZF.

Sound absorption and vibration control were high on Ford’s priority list when engineering the BF revamp. A stiffer floor pan and firewall modifications delivered significant reductions in harshness, additional sound-deadening was installed and the exhaust modified. Even tyre selection was weighted towards road-noise reduction.

Redesigned front seats delivered higher side bolsters and new fabrics. Standard features included air-conditioning and central locking but the XT retained manual rear-window winders. Spending $39,000 on a Futura delivered all-electric windows plus 16-inch alloy wheels, traction control and an uprated sound-system.

Jumping into a six-cylinder Fairmont with dual-zone air-conditioning, electric seat adjustment and six-stack CD player cost $43,195 but there was then a $10,000 jump to the leather-trimmed Fairmont Ghia with its rear parking sensor and automatic headlamp activation.

While a maximum ANCAP crash protection rating would have to wait until release of the FG model in 2008, the BF without side-curtain air-bags still managed to achieve a Four Star crashworthiness score.  

ENTER THE BF II
Just 12 months later and with Holden’s brand new VE Commodore hammering away at Falcon sales figures, a Mark II version of the BF was introduced.

Among the changes was a presentation upgrade to the Ghia; the interior gaining ‘black chrome’ embellishments and suede replacing plastic on the seat backs, a new bumper and chrome grille.

A savage price reduction saw six-cylinder Ghias pitched into the 2007 market at $46,490; more than  $6300 below the 2005 version. The optional V8 added a hefty $5000 and the electric sunroof was a $2400 option.

The revamped XT remained at $35,990 but smart buyers saw sense in spending $4000 extra on a ‘Euro’ package which was now available on all but E-gas cars. The difference in used prices between four and six-speed XTs is now negligible and it’s worth tracking down a ‘Euro’ equipped car.

BFs were the last Falcon models to be built with station wagon bodywork. The role of load-carrier has been taken over by the two-wheel drive Territory but nothing matches the massive capacity of a true-blue Falcon wagon.

The range also included Ford’s first dedicated LPG model – called the SR – which costs less to run but also delivers 44kW less power than the petrol version and comes only with four-speed auto transmission.

ON THE ROAD
What you see isn’t necessarily all you get when driving a BF. They might appear to be a drab and conservative family car but the handling and ride quality are outstanding in their class. The 190kW engine delivers excellent performance and smoothness not matched even by Holden’s latest V6.

The claimed improvements to noise control really do work and a BF can be hustled over second-rate roads with barely a sound from the suspension. The body and trim squarks that were characteristic of preceding Falcons have also been noticeably muted.

Fairmont Ghias deliver a sizeable equipment bonus and excellent 2006-07 cars are relatively inexpensive. If you can afford it, consider a Ghia rather than the basic Fairmont or a Futura. The standard six-speed transmission will alone justify most of the additional money and that’s before recognising the classy interior improvements that accompanied the BF II update.

Given the response and economy available from the six, spending extra on a V8 is hard to justify. The additional cylinders contribute only 40kW and have a marginal effect on acceleration.

Fuel consumption in the urban crush will rarely dip below 12L/100km; however six-speed 4.0-litre cars sitting at constant speed on the highway will get into the 8s. E-Gas vehicles will use more fuel for the same distance but filling the 93 litre gas tank should be 25 per cent cheaper than pumping 68 litres of Unleaded into a petrol-burning BF.

Higher-kilometre cars may be looking for a new set of shock absorbers and some front-suspension bushes. Turn the wheels from lock to lock while stationary, listening for groans from the power steering pump.

Living a fair way from your friendly ‘tyre bloke’ is another reason to choose a BF over other big sedans.

Although it suffers an annoying hump in the boot floor, the Falcon is one of few cars to still provide a full-sized spare wheel.

CHECK POINTS
>> Service history is important. Many Falcons were sold as company vehicles, while some spent the first few months of their lives in rental car fleets. Be wary if early services came in quick succession then are followed by longer intervals or perhaps no service-book entries at all.
>> Heat can damage coil-pack insulation leading to misfiring and an unexpectedly large bill when the packs and perhaps leads need to be changed in conjunction with the spark plugs.
>> Rear-end noise prompted Ford to replace or repair numerous differentials under warranty but that doesn’t make rectified cars immune to recurrence. Listen for clunks when reverse is engaged and whining at constant speed.
>> Brakes are an endemic Falcon problem. Fixing the shuddering from warped front disc rotors isn’t expensive but becomes tedious when the same components need to be replaced every 20-30,000 kilometres.  
>> Handbrake adjustment problems are common and effectiveness must be checked as part of the test-drive. If the brake can’t be applied or released without excessive force there is a problem with alignment of the adjusters which are buried behind the rear discs and fiddly to repair.
>> Look around the timing cover (front of the engine) on six-cylinder cars and the engine/transmission join for oil leaks.
>> Check that the boot-lid is correctly aligned and isn’t allowing water in with the luggage.