Buying a used Ford Falcon XR6/XR8 Ute BA-BFII (2002-2008)

‘Race on Sunday, sell on Monday’ is the catch-phrase chanted by automotive industry execs when asked by their superiors to justify the quantities of marketing cash being tipped into motor sport.  However, in the case of Ford’s XR8 Falcon ute, the outlay might be worthwhile.  

Like its XR sedans, Ford aimed the commercial versions at buyers who want to combine driving enjoyment with the business of making it to a job on time and in one piece. The basic XR6 provides a pleasant performance improvement on the basic Falcon ute, but for savage excitement there isn’t much choice between an XR6 Turbo and the 260kW XR8.

This was the one that excited race-circuit enthusiasts. It was intended to encourage plumbers, painters and other punters to buy the same vehicle that, a day earlier, they had watched tailgate tap their way to glory against arch-enemy Holden.

The imported 5.4-litre engine came with 24 valves and a 9.5:1 compression ratio. However, Ford maintained that the V8 would run happily on standard 91 Octane Unleaded fuel, although 95 Premium will make it happier. So that onlookers knew you had paid extra for the big motor, Boss 260 XRs were the only work-horse Falcons to come with a bonnet bulge.

XRs with the standard six-cylinder engine delivered 182kW and a useful 380Nm of torque, so using its 2300kg (braked) towing capability won’t stress the engine or drivetrain.

Stepping up to the 240kW XR6 Turbo delivered a 70kW performance increase, 0-100km/h in around six seconds and the ability to embarrass almost any V8 in the land. Boost was set at conservative levels and an intercooler helped turbo longevity. With proper servicing, turbocharger life should exceed 150,000 kilometres.

As introduced in 2002, the XR6T was bargain-priced at $39,675 and by 2006 when an improved BF II version appeared, that had risen by less than $1000. At the same time, a basic XR6 manual cost $34,200 and the 2003 XR8 was $40,925.

BA II models released in 2004 came with minor styling changes, improvements to the automatic transmission and automatic headlight activation.

The BF range launched in September 2005 brought minimal alterations to the XR shape but some significant mechanical and packaging advances. Up front was a reshaped bumper and inside improvements to seat fabrics, a redesigned centre console and door hardware.

Six-cylinder engines which met stricter emission rules were also more powerful; generating 190kW and with slightly improved torque. A new six-speed ZF automatic transmission used in Turbo and XR8 versions was so good that many committed manual drivers switched to automatic for the first time in their lives.

Added to the slate when BF II versions arrived in late 2006 was the first-ever XR cab/chassis and the optional E-Gas (LPG) instead of petrol.   

ON THE ROAD
When driving an XR ute it is very hard to escape the feeling of being in an old-style two-seat sports coupe. Not much of what’s happening over your shoulder is even visible due to the cabin shape and restrictive mirrors, and driving relies more on sound and sensation than technology.

Flicking the sequential shifter, which works in the opposite direction to most, lobs a Turbo or XR8 driver straight into the chunky segment the engine’s torque band. Even with traction control deployed – and you wouldn’t unhook it except on a race-track – rapid starts get the tyres howling.

Fitting ‘Control Blade’ independent suspension as used by XR sedans wasn’t practical in a load-carrier and buyers were saddled with an ancient live rear axle. At least you can say it’s the same set-up as used by those grunty 1960s muscle cars. Stiff springs and uprated shock absorbers produce a jiggly ride but even with nothing in the tray they do a decent job of putting all that power to the ground.

Brakes, unless the $3500 Premium package was specified, suffer when carrying a heavy load or towing. Take your XR away from its urban comfort zone and lack of ground clearance also becomes an issue. Even the most gentle of speed humps can grind the exhaust system and climbing a tall gutter without crunching a bumper or sill is near-impossible.  

Ford XR utes are also pretty wimpy when it comes to load carrying. While basic Falcon utes will handle up to 1260kg, the XR’s weight limit ranges from 570-640kg.

Fuel consumption using 95 Octane fuel will average a little over 10L/100km but adding some weight and increased pace will push that closer to 20L/100km.

Standard seat trim is durable cloth, however some buyers opted to add around $1500 to their bill and specify perforated leather. The bolsters can become worn and look tatty, needing recolouring and eventually professional repair.

Plastic trim in these Fords wasn’t of great quality and can combine with shoddy build quality to make the inside look a mess well before the mechanical parts need replacing.

Unless you use all of the runner travel, space behind the seats will accommodate a couple of medium-sized suitcases.

Driver-only air-bags and ABS were standard across the BA XR range and switchable traction control became standard with the BF. Despite being skimpy on passenger protection devices, the Falcon’s structure was strong enough to deliver a 14.36/16 score in side-impact tests and a Four Star overall ANCAP rating.

CHECK POINTS
>> People who bought an XR ute in homage to on-track antics may have tried to emulate the racers’ heroics. Look at the front panels for inconsistent gaps, the chassis rails for signs of repair and tyres for wear patterns or patches, especially on the inner edges.

>> While under the front, check that the alloy rims have not been ‘kerbed’ and possibly cracked as a result. Also check for buckling on the inner section of the rim. Low-profile tyres, big bumps and stiff springs do not combine well with soft alloy.

>>  All but the final BFs suffered brake problems including discs warped or glazed due to overheating and some reports of calliper leaks. Ford replaced a lot of rotors under warranty but just fitted the same lousy items. Smart owners opted for more expensive aftermarket brakes with better-quality rotors. Brake hose failures also occurred in very early versions but these by now should all have been replaced.

>> Next on the noise warning list is irritating differential whine that saw a lot of XRs headed back to the dealer for one or more new diffs before the warranty period had expired. Noisy XR6s and 8s still exist and people would rather sell them cheaply than fix the problem.

>> Start-up rattles may indicate that the oil is sludgy and isn’t getting to the valve lifters and cam-shafts, hastening wear. Ensure oil is changed every six months – especially in a Turbo engine – and that you only use the recommended lubricants. Early V8s also suffered timing chain rattles.

>> Transmission cooler failure caused transmissions to ingest shards of metal, entailing complete replacement. Checking transmission oil level and condition is difficult as the four-speed does not have a dipstick. Again, ensure that servicing of any XR you’re considering is up-to-date.   

>> Look at interior condition before buying and avoid an XR with torn seat covering, worn leather or damp carpets. These can leak water from the heating system and repairs involve dash removal.

USED VEHICLE GRADING
Design and Function: 14/20
Safety: 12/20
Practicality: 10/20
Value for Money: 15/20
Wow Factor 15/20
TOTAL SCORE 66/100

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