Ford Falcon EcoBoost 2011 Review

Ford Falcon EcoBoost

What we liked
>> Standing start acceleration times a near-match for six
>> Lighter front end improves already good road manners
>> Refined execution

No point in prolonging the agony... The good news for Ford Australia is that it's long awaited four-cylinder Falcon EcoBoost works. Plain and simple.

That's the initial impressions motoring.com.au gained at a preview drive of the long-awaited EcoBoost turbo four large car at Ford's You Yangs proving ground last Thursday. Though our exposure was short it was nonetheless instructional. Ford provided six-cylinder cars for direct comparison and even had GPS-based timing systems for 0-100km/h times.

Such is the anticipation of the EcoBoost, and its importance, that Ford orchestrated the preview drive of the prototype cars months ahead of the car's debut. The first EcoBoost Falcons will not hit dealers until March 2012 at the earliest.

Engineering staff on hand said the test cars were still a work-in-progress, but to be frank they felt pretty sorted to yours truly.

The 2.0-litre four-cylinder turbo is closely related to the engine that powers the front-wheel drive Mondeo and will be used in next year's Focus ST hot-hatch. It features twin independent variable camshaft timing (Ti-VCT) and direct fuel injection.

In longitudinal trim, Ford has also installed it in test versions of its F-Series full-size pick-ups -- but the Falcon is the first rear-drive application of the engine to come to market. Thus Falcon and Territory platform chief Bruce Hampel revealed that the work Ford Australia is doing on the Falcon EcoBoost is plugging in to other programs using the engine in longitudinal/rear-wheel drive installations in the USA. Once again Ford Australia is turning new turf.

These stats compare with the 195kW at 6000rpm and 391Nm at 3250rpm of the current six-cylinder car. Offsetting the expected power and torque deficit is a handy 60kg weight reduction engine for the engine.

The EcoBoost four is only available coupled with a six-speed ZF automatic transmission. It's not the same transmission as used in the sixes, but is closely related. The four's tranny is around 11kg lighter.

Ford has had to increase noise attenuating materials to calm the injector tick of the direct-injected four. This means the net weight difference between the cars remains at around 60kg. Ford insiders say weight distribution is near as dammit to a 'perfect' 50:50.

In terms of road manners, the car feels a touch lighter on its feet than the already impressive Falcon (XT versus XT spec). Steering has been changed on the FG MkII range across the board so we can't make a direct comparison yet. Overall, the four-cylinder car's steering is certainly precise and eager, but if pushed we'd say it feels a touch less communicative.

All new FGs now get a constant ratio steering rack. The EcoBoost car uses a variable displacement power steering pump for fuel economy benefits. Cost and development time constraints prevented Ford Australia from re-engineering the Falcon range to accept the Territory's new electric power assisted steering (EPAS) system, retiring Development Director Russell Christophers told motoring.com.au.

PREMIUM PRICING?
The EcoBoost is not aimed only at entry level buyers -- in fact it's unlikely it will undercut the six-cylinder car on price by a significant margin, if at all. Ford is pitching the EcoBoost as a high-tech, low-emission Falcon and a solution for fleets with four-cylinder caveats.

Not surprisingly, a performance ST or XR option has been ruled out. However, the EcoBoost will be offered in XT, G6 and G6E variants. We can see the Wheels G6E EcoBoost, BMW 525i and Benz E 250 comparison already!

The sole external distinguishing mark will be a single EcoBoost badge. Model by model the cars ape their six-cylinder counterparts, even down to the same tailpipe position and dimensions.

BEHIND THE WHEEL
Our drive of the EcoBoost Falcon comprised just a few laps behind the wheel on a short ride and handling course, plus some chauffeured back-to-back (six versus four) acceleration runs. Thus this is far from a definitive impression. We can tell you, however, that the car proved a lively performer.

Initial acceleration is tempered by a touch of turbo lag, but it's only a hint. The engine runs relatively low boost (around 13psi says Hampel) but has full boost from just under 2000rpm and a very flat torque curve through to 4000rpm-plus. On full throttle runs the autos changed crisply at around 6500rpm.

Alas your correspondent forgot to check engine revs in top at 100km/h. Thus we're unsure whether Ford has won back some performance with a shorter diff or gearbox ratios.

The engine has a fairly workmanlike engine note (it's no BDA Escort) but it's far from thrashy. There's a nice hint of sportiness to it and in the cabin it's plenty refined. In comparison with the six, under the same duress, it sounds just a little strained.

Two-up, the EcoBoost turned in a best 0-100km/h time of 7.30 seconds. This compared with 7.17 seconds for the six in the same conditions. Four-up, the margin was essentially identical: the EcoBoost took 7.90 seconds for the same increment, with the six at 7.75 seconds.

No simulated overtaking kick-down times were available but the four-cylinder car did not feel appreciably different in terms of response or performance.

Ford says the EcoBoost car will have a 1600kg towing rating. The six-cylinder Falcon can tow up to 2300kg -- however, that is only with an optional towing package that includes additional equipment. Unadorned, the two cars will have the same rating, Ford staffers said.

Within the bounds of our test drive the engine and transmission seemed well matched, although the six-speed auto is very quick to grab top gear in normal mode. This is more and more common as manufacturers seek to eke out maximum economy.

For all its endearing road manners and performance, the main talking point of the EcoBoost is going to fuel consumption. Not surprisingly, Ford is keeping its powder dry on this subject ahead of the car’s official debut.

But things move in mysterious ways. In the early stages of the Falcon EcoBoost, motoring.com.au saw a carbon dioxide output figure for the new car that purported to be official. As CO2 output is a direct measure of fuel economy we can therefore take a stab at the official combined fuel economy figure of the car.

Our information is that Ford will announce a combined figure not more than 8.1L/100km for the EcoBoost when it hits the market. That's not quite the low-7L/100km mark that Mercedes-Benz, for instance, claims for its E 250 petrol model, but it's impressive nonetheless... But don't bet against a 7.0L/100km Falcon just yet, as there's still a month or so of tweaking to come...

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site.