Ford Falcon G6E Turbo v Holden Calais V V8 2008 Review

Comparison: Ford Falcon G6E Turbo v Holden Calais V V8

Are you the type who would never consider an Australian car simply because it was made here? If so, it's best you left now. Seriously, there's nothing to interest you here. If, on the other hand, you simply enjoy driving and have between $55 and $60K to spend on a new sedan, settle in and read on.

Right at the top of the new Falcon range is the G6E Turbo, a $55,000 sedan whose performance, handling, refinement, lengthy standard feature list, and interior ambience made a great first impression at the FG launch. While there's a European flavour to the G6E Turbo's combination of sporty nature and luxury features, its price tag says Australian-made, mate.

Of course, at this price point you could buy European metal. But the German imports that share the Falcon's front-engine and rear-drive layout are smaller, slower and, these days, not much smarter. The BMW 320i Executive auto ($58,500) or Mercedes-Benz C200K Classic ($57,090) may boast more high-strength steel content in their body structures, more aluminium in their engines, or an extra airbag here and there, but when it comes to many tech basics, the Ford is their equal.

The G6E Turbo's engine may have a cast-iron block, but it sure as hell has the technology expected in a thoroughly modern engine. For cylinder-head design – independently variable double overhead cams and four valves per cylinder – and sophistication of ignition and fuel-control electronics, the Australian-made engine is state of the art. Move on to suspension and steering, and you'll find a particularly advanced front end. You could even argue that the Falcon's new-for-FG aluminium double A-arms and front-mounted steering rack is a component set superior to the strut-fronted 3 Series and C-Class. At the rear, the Ford's 'Control Blade' suspension is a fine four-link design. For precision of wheel control, it's competitive with the world's best. Even with aids like ESP, the Falcon's standard system uses the same hardware that's current in Europe, combined with control software developed with a home-ground advantage.

Badge snobs may be reluctant to acknowledge that Melbourne and Munich are no longer separated by a vast technological gulf. It was once the case, but that time has passed. Those who hold onto that belief are suffering from a bad case of perception lag. Or are incurably elitist.

Still, there isn't a lot of logic to comparing four-cylindered, bottom-rung Germans to the similarly priced G6E Turbo. The Falcon is a car for those who care more about space than status, appreciate acceleration and don't mind paying more at the pump to obtain it, who have an eye for value yet aren't blinded by brand prejudice. In short, it's a car for an entirely different sort of buyer. While it would be very educational for base-level 3 Series and C-Class customers to drive a G6E Turbo (just so they understood exactly what they were missing), it's doubtful this kind of cross-shopping ever occurs.

No, there's really only one natural competitor for the G6E Turbo. It's another Australian, of course- the Calais V V8. The $59,690 Holden costs more than the Ford, but comes with an identical 270kW maximum power claim, is close in size and spaciousness and occupies a similar sports-lux position on top of the VE sedan range.

Like the G6E Turbo, the Calais V V8 packs a level of tech cred that stands up well in comparison with Europe. Although it's almost two years since Holden launched its clean-sheet design VE, its chassis hardware isn't shamed by Europe's most respected rear-drive sedans. Holden set the previous-generation BMW 5 Series as its dynamics benchmark, and designed its front and rear suspensions, and steering accordingly. It shows, especially in fluency of steering and the innate balance when cornering.

The Calais V V8's US-sourced engine is the only key component of the car that appears crude in comparison with both Ford's turbo six and European offerings. While the two-valves-per-cylinder 6.0-litre may be simple, it's not dumb by any means. Due to its all-aluminium construction and overhead valve layout, it is relatively light and astonishingly compact compared with notionally more sophisticated engines. It's also a cost-effective way to create big torque and large power.

But the 6.0-litre V8 is not as good as Ford's updated 4.0-litre turbo. The Australian-made in-line six beats the V8 by any measure you care to name. Making the most of its mountain of boosted torque, the Ford is quicker 0-100km/h, 0-400 metres, and from 80-120km/h. Its 5.1 sec 0-100km/h time, for example, is half a second quicker than the best time Wheels has ever obtained from a Calais V V8 and eight tenths better than the example supplied for this comparison could manage. From the driver's seat, it's always obvious the Ford has more to give when the accelerator pedal is pressed.

During this comparison the G6E Turbo could be counted on to leave the Calais V V8 shrinking in the rear-view mirror when the loud pedal was floored. And although its performance advantage was distinct, the Ford used a fraction less fuel. The G6E Turbo's test average was 13.5L/100km, the Calais V V8's 13.6L/100km. In more normal driving, the Ford's efficiency advantage seems certain to be magnified. In the Federal Government's ADR81 test, a broadly reliable guide to the scale of differences in consumption, the Holden uses 22 percent more than the Ford.

The G6E Turbo's drivetrain is also more refined than the Calais V V8's. Ford's updated turbo six sounds better than ever. Near silent at idle, there's a pleasant period of light turbo whine around 3500rpm that's drowned as the engine develops a cultured roar on the way to redline. In comparison with these carefully tailored sonics, the Holden V8's booming bass is a little crude. With its perfectly balanced in-line six-cylinder layout, the Ford engine is also a fraction smoother than the 90-degree V8.

The smoothness gap is more obvious in the two cars' transmissions. On paper, there's little difference between the two six-speed automatics. Both feature a sport or performance mode that's easily accessed by bumping the shift lever sideways. Both also have a fine pseudo-manual mode, allowing the selection of gears by nudging the lever forward for a downshift and back for an upshift. But the Ford's German-made ZF is smarter-selecting and smoother-shifting. The Holden's American-made GM tranny is prone to thumping wide-open-throttle upshifts and occasionally jerking trailing-throttle downshifts at low speed, as when rolling to a halt at traffic lights.

It's not just drivetrain where the Ford's refinement superiority is noticeable. As in other FG Falcons, there's little wind noise in the G6E Turbo and road rumble is pretty well suppressed, even on coarse-chip surfaced roads. It would be misleading to call the Holden unrefined, but it isn't in the same class as the Ford.

Dynamically, too, the G6E Turbo has an edge. While both Ford and Holden have aimed for a similar dynamic flavour, the Falcon is a little tastier. The unique suspension calibration of the G6E Turbo, unique in the FG range, really works. Without giving anything away in plush absorbency compared with the Calais V V8, the G6E Turbo's damping is firmer. The way it attenuates body motions is good for handling. Bumps are dealt with quickly, benefiting both agility and stability. In the softer Holden, which rides brilliantly, by the way, it takes half a beat longer for the car to settle.

The Ford and Holden deliver similarly small doses of reassuring initial understeer on turn-in. In steady-state cornering both are nicely balanced, relying equally on their front and rear tyres. With both putting a similar amount of rubber on the road, there's not a lot of difference in grip levels. Both cars have enough torque on tap to edge into oversteer if the throttle is opened wider. In this case, the Holden is the more easily managed, thanks to its softer torque delivery. In the Ford, the turbocharger makes delicate throttle adjustments a little more difficult to achieve.

The Ford's steering is calmer on-centre, an obvious consequence of the FG's new, variable-ratio rack. Although the ratio changes as lock is wound on, the transition feels entirely natural. The Ford's steering does have a fairly fine feedback filter, so it can sometimes seem a little over-isolated or remote. For this reason it takes time to develop confidence in the car's front-end bite. Some drivers will undoubtedly prefer the Holden's steering. It's definitely livelier, with a slight tendency to tramline and camber-follow. Rack rattle was also occasionally audible. Despite these flaws, the steering gives the driver a strong sense of connection with the road surface, which instils confidence in the car's front-end grip.

Brakes are also a tough call. The Calais V V8 has superior pedal feel, but its brakes smoked and then exhibited signs of fade after being driven hard. While the Ford's pedal lacks feel, the brakes held up better. There were only wisps of smoke, and the brakes maintained their bite.

ESP is now standard in all petrol-powered Falcons and Commodores (although Ford prefers the designation DSC). The G6E Turbo's system allows a little more slip and attitude before intervening than the Calais', but both are effective and subtle.

In these models, with their equal emphasis on luxury and sport, interior ambience and ergonomics are as important as performance prowess and dynamic finesse. While neither of this pair is perfect, the G6E Turbo wins this contest. Not only do the Ford's interior materials appear richer and higher in quality, the designers have also delivered some important practical advantages. Most notable of these is the better forward visibility thanks to the Falcon's slimmer A-pillars. But the Holden does provide, at least for tall drivers, a better driving position.

But step outside, and the Holden wins the beauty contest. Not because of any issue with Ford's cautious approach to updating the Falcon's exterior. The task has been skilfully done. The subtle surfacing around the C-pillar and rear quarter is especially attractive. Nor is there any problem with the FG Falcon looking too much like the BF, because in the metal it doesn't. Rather, it's a simple matter of proportion. The Holden's long wheelbase and short frontal overhang give it a head-start in the style stakes. Poised, muscular and dramatic, it's a mighty good lookin' sedan.

But the Holden, though a fine car, is bested by the G6E Turbo in too many other disciplines. The Ford's performance is profoundly impressive, especially considering its efficiency advantage. Handling and general refinement are better, and despite costing less, its interior is classier and cleverer. Not only is the G6E Turbo winner of this sports-luxury sedan comparison, it's also one of the best cars Australia has ever produced.