Ford Falcon G6 E 2008 Review

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Replacing the 'F' cars (Futura, Fairmont and Fairmont Ghia), Ford's new G-series is proof positive that Ford is looking at a new future for its large car Down Under.

Indeed, the new 'G' arm of the FG triumvirate is, perhaps, the most important release within the FG range. For as traditional fleets move away from sixes and buy four-cylinder cars (a move that will accelerate as more locally built fours hit the market -- one of them, eventually, with a Ford badge on the front of it) the writing is on the wall for cars like the Falcon. Put simply, unless Ford (and Holden!) can attract more private and user-chooser buyers and their higher price, higher profit transactions, the Aussie large car will find its position more and more precarious.

Fortunately for the Falcon, the G-series is well equipped to tempt. This is a significantly more attractive package for private buyers than the baseline XT and with added equipment and better finishes, has every hope of moving buyers up from the entry-level offer.

More importantly, as our model-by-model comparison here attests, the G-series throws three cats among Holden's VE pigeons. It even has the potential to attract lapsed large car buyers back from user-chooser stalwarts like the Mazda 6 and Honda Accords.

Like the XT and base XR6, the G6 is powered by the revised 4.0-litre inline petrol six. Running on 91RON fuel this engine is rated at 195kW/391Nm. We've already written chapter and verse (well almost) on the added refinement of Ford Australia's last inline six. The engine family is certainly going out with a bang!

As is also the case with the XT, the G-series cars are available in auto only -- a five-speeder in the G6 and the smooth, proven ZF six-speeder in higher series cars. You can option a six-speeder into your G6 for an extra $1500.

The G6 gets the same major safety infrastructure as the XT including stability control; antilock brakes with Emergency Brake Assist (EBA) and four airbags (including side head/thorax airbags). Side curtains are the same $300 option -- given all Ford's arguments that fleets don't want curtain bags don't apply to the family-focused G6, they should be standard.

Other carryovers include: one-touch start (and Euro-style folding key); power height and tilt adjustable driver's seat; 5.8-inch ICC display screen (monocolour); single CD audio, MFD with trip computer, Set-Point cruise control and single-zone climate control aircon.

When you start to list the changes or extra equipment the G6 delivers, however, you start to appreciate the value delivered by the extra $3500.

Externally the G-series is differentiated via 17-inch alloy wheels, different grille and front and rear bumpers, more chrome (grille and door frame mouldings), front fogs, a rectangular chrome exhaust tip, different rocker mouldings and model-specific taillights.

Inside there's also a swag of changes. The monotone interior of the XT is replaced with a classy contrasting scheme. Higher grade of seats get cloth/mock suede upholstery (Estate/Savvy in Ford speak) and lumbar adjustment on both front seats, and there's detailed changes to the dock pockets, illumination and the like. The rear seat gets a centre armrest with integrated cupholders. Oh and the XT's plastic steering wheel is replaced by a leather-trimmed example.

Under the skin, the G6 gets Ford's Luxury Sports suspension settings and the same faster variable ratio steering gear as the XR models -- an important factor in the upgrade process from XT. A reverse sensing system is also standard.

As good as the XT is, the G6's inventory adds up to a much more convincing package for private buyers. Indeed, it perhaps even erodes the appeal of the G6E a touch. In response, Ford claims at $46,990, the G6E is equipped beyond the level of the outgoing Fairmont Ghia -- the Ford range's BF MkII flagship after the demise of the long-wheelbase models.

The E certainly looks the part and sports the Aston Martin style 'High Chrome' nose that is the most distinctive feature of the whole of the new FG range. Alas we're not fans of the rather 'naff' front fender feature badges -- these replace the neat side turn signal repeaters of the XT which move to the mirrors, Euro-style, on the G-series cars.

Under the skin, the E retains the same suspension settings and powerplant as the XT/G6/XR6 but now it's matched to the ZF six-speed automatic transmission. Alloys are still 17-inch but they are a different design.

Curtain airbags are standard (yeah!) as well as a reversing camera, the image from which is displayed via the larger 7-inch colour centre ICC display. Climate control changes to dual-zone and the audio to an eight-speaker 262-watt six-disc CD/MP3 unit with 150W amp, subwoofer and graphic equaliser. Doof!

Trim levels are upgraded to include leather seat and door trim. Other inclusions are: eight-way power driver's seat with memory; overhead console sunglass holder; Bluetooth integration; illuminated power window switches and extra cabin lights.

The E gets a new 'High series' gauge cluster which features white dial illumination colour. Interior accents are Ford's version of Piano Black -- a more textured look called Cyber Carbon. Unfortunately on some of the early build examples this exhibited a 'ripply' surface finish on the centre stack that cheapened the effect.

The G6E and G6E Turbo -- see below -- are the only cars in the FG range to get boot lid interior trims. This is an oversight that should cost just a $1 or so to fix.

At $54,990, the G6E Turbo is Ford's new sedan flagship. With the same 270kw/533Nm DOHC DI-VCT turbo six as the XR6T, the story's all about performance.

Thus the changes twixt G6E and G6E Turbo are largely related to the car's performance potential: bigger brakes; a unique Luxury Performance suspension tune; 18-inch alloys and Dunlop SP Sport Maxx tyres. Spec additions include wheel lock nuts; rear lip spoiler; restyled headlamp surrounds and an iPod integration kit (in the centre console).

We snaffled a G6E Turbo for one of our favourite stretches of road this side of the Black Stump, the Eildon-Jamieson Rd in the midst of the Great Dividing Range. We were very impressed with the blend of poise and performance.

Though the coarse bitumen surface meant more tyre noise, the levels inside the cabin remained subdued. Not so the driving, however... This is a very fast car that will carry you from point-to-point with true pace and a great blend of ride and handling.

The faster steering rack means the Gs respond with the same alacrity as the XR models, though the Luxury Sport and Luxury Performance suspension settings of the G6 and G6E/G6E Turbo respectively, combine great body control with a slightly more composed ride than their sporting equivalents.

This standout blend is eroded a touch when you option the G6E Turbo up to 19-inch wheels, but it never turns harsh. Indeed, we'd suggest that this aspect of the G6E Turbo's performance is better than the current pick of the Euros. Yes, it is that good.

Expect our friends at Wheels and MOTOR to now engage in relentless Aussie v Aussie v Euro comparisons at various trim levels. We'll read the results with as much interest as you. Vouchsafe the decisions will be tight and the calls close -- probably with plenty of provisos.

The most impressive sampling of the G6, however, was at the end of the two days of Ford's launch route -- much of it in the 'sportier' and more luxurious upper level G6E and Luxury- Pack equipped XRs. This is the time when a relatively lowly specced car should be at its worst. It wasn't...

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