Ford Falcon Styleside and Cab-Chassis Ute 2008 Review

What we liked
>> Silk-purse-from-sow's-ear rear suspension
>> Impressive balance of performance and economy
>> Value and comfort

Not so much
>> Possible pre-production quirks
>> DSC would be nice to have
>> More NVH than the VE Ute?

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 4.0/5.0

OVERVIEW
Perhaps more than the FG Falcon sedan, the utility (or Styleside, as Ford refers to it) and cab-chassis counterparts are a safe bet for Ford. Even in the final days of BF II, the Falcon Utes have continued to sell in respectable numbers.

Ford, as the company is quick to tell you, invented the Ute as we know it. Even as a Falcon, it's been around forever -- although in its cab-chassis configuration, it only dates back to 1999, when Ford adopted a hybrid construction set-up with the introduction of the AU light commercial vehicle range.

Basically, Ford developed a monocoque construction for the cabin and front half of the vehicle, coupled via a torque box to two chassis rails for the load-carrying section. That hybrid construction continues in the latest FG model and, says Ford, gives it a payload-carrying advantage over its principal competitor, Holden's VE.

Ford has also continued with a leaf-sprung live axle at the rear, a suspension system which is regarded as primitive these days. The good news is it has been tweaked to within an inch of its (long) life by Ford, doing double (or even triple) duty in the handling, ride and hauling stakes. Far from being master of none, the jack of all trades rear suspension is a revelation -- but more on that later.

Although Ford offers sports variants in the range, the Falcon is intended to be more capable for hauling loads than Holden's Ute. Ford is happy for Holden to appeal to a narrower section of Ute buyers with the VE range, leaving Ford to stick with a broader appeal for tradies who want a presentable car for the weekend.

The next level is the R6 model, which more or less equates to the XLS level in the previous model ranges, but combining a more sporty accent with the car's higher comfort levels. R6 is priced $2000 above the base model.

At $34,090, the XR6 cab-chassis is the only explicitly sporting variant available as a cab-chassis model. It's a $400 saving over the XR6 Styleside model ($34,490). Both cars are fitted with the standard naturally-aspirated six and six-speed manual.

Those keen on their forced induction powerplants can specify the XR6 Turbo model for $4000 more ($38,490) than the XR6 Styleside. That is also the price of the V8-engined XR8 Falcon Ute.

All prices quoted are based on the standard six-speed manual TR6060 transmission, but automatic transmissions can be optioned for $1000 extra. For the base Ute, R6 and XR6 models, the automatic transmission is the same French-sourced five-speed automatic already introduced in the FG Falcon sedans. Turbo and V8 models are fitted with the ZF six-speed unit when buyers exercise the automatic transmission option for those variants.

The Falcon Utes are also available with the E-Gas single-fuel LPG option for $2400 (except the XR6 Turbo and XR8 models). This engine is only supplied with the four-speed automatic also previously available in the BF II range.

Ford has compiled a long options list and there's more information on that here.

Standard features for the base model Ute include: 16-inch steel wheels, ABS/EBD, four-way electric adjustment for driver's seat, electric windows/mirrors, remote central locking, map lights, auto on/off headlights, external temperature display, 5.8-inch LCD information screen, single-CD MP3-compatible audio system with auxiliary input jack, remote (steering wheel) audio controls, trip computer, one-touch indicator stalk and Control cloth trim with Industry insert.

Over the entry-level specification, the R6 moves up to: 16-inch alloy wheels, variable ratio sports steering, front fog lights, body-coloured exterior mirror shells, sports-type side sill mouldings, sports-type rear bumper, chrome exhaust tip, flush-fit soft tonneau (Styleside), sports-type seats, lumbar adjustment for front passenger, leather-bound steering wheel and Sonic cloth trim with Pulse insert.

The XR6 builds on the R6 feature list with a gear shifter for the six-speed manual featuring turned aluminium and satin chrome finish, 17-inch alloy wheels, traction control, unique XR styling, automatic climate control, sports-type leather-bound steering wheel, alloy-faced pedals, sports-type instrument cluster and Attitude cloth trim with Streetwise insert.

Largely configured as for the XR6, the XR6 Turbo gains a heavy-duty clutch with the six-speed manual transmission, a limited slip differential, high-output fuel pump, upgraded tyres, alloy wheel lock nuts, performance brakes, dual horn and round dual-outlet exhausts with chrome tips.

Other than the 5.4-litre DOHC V8 and the bonnet bulge to go with it, the XR8 is trimmed as per the XR6 Turbo.

MECHANICAL
What was once conventional might now be considered passé. Unlike the FG Falcon sedan, however, the Ute's rear-wheel drive and leaf-sprung axle still has its place in what VFACTS describes as the 4x2 pick-up and cab-chassis segment of the market. If anything, it's Holden's VE Ute, with its monocoque platform and sophisticated multi-link IRS, that is out of step with the other entries in the segment.

Where the Falcon is at odds rests with the Turbo six and the V8 fitted to the XR6 Turbo and XR8, respectively.

The naturally-aspirated six-cylinder that powers the base model, the R6 and the XR6 is a thorough redevelopment of the inline six fitted in the superseded BF II models.

Like the superseded engine, the new one displaces 4.0 litres and is built around a cast-iron block and alloy head with DOHC valve train and sequential multi-point fuel injection. In standard tune, it develops 195kW of power at 6000rpm and 391Nm of torque at 3250rpm.  The E-Gas LPG engine develops 156kW of power at 4750rpm and 371Nm of torque at 2750rpm. (For full details on the engine development behind the FG range here)

With the introduction of the FG model range, the XR6 Turbo now moves up to the level of performance previously mustered by the FPV F6 models, 270kW of power arriving at 5250rpm. Torque for the Turbo engine peaks at 533Nm and is on tap from 2000 to 4750rpm. And while the 5.4-litre DOHC V8 develops more power than the XR6T (290kW), it peaks higher in the rev range, at 5750rpm. Peak torque for the bent eight is 520Nm and occurs at 4750rpm.

All vehicles in standard form drive through a six-speed manual transmission to the rear wheels. Naturally-aspirated six-cylinder models are equipped with a 254mm-diameter clutch and the XR6T and XR8 models are fitted with an upgraded (290mm-diameter) clutch.

As previously mentioned, a five-speed automatic option can be specified for the cars with the naturally-aspirated straight six, with the exception of the E-Gas LPG variants, which drive through an older four-speed automatic as standard.

The Turbo and V8 variants drive through the ZF six-speed automatic transmission when buyers opt for the self-shifter.

Power rack and pinion steering, ventilated front disc brakes with twin-piston calipers, solid rear discs with single-piston calipers, the aforementioned Hotchkiss (live axle/leaf springs) rear suspension and what Ford calls Virtual Pivot Control Link front suspension run across the range.

The Virtual Pivot Control Link system is a development of the sophisticated double-wishbone system employed in Falcons previously, but with added refinement of the Territory SUV's suspension geometry.

The Ute diverges from the Falcon sedan with the choices of tyres in the light commercial range. Ford specifically chose four new tyres to suit R6 and XR  applications.

Ford selected the Dunlop SP Sport 01A for the R6 and naturally-aspirated XR6, but measuring 225/55 R16 for the former and 245/45 R17 for the latter. Both tyres share the tread pattern and, according to Ford, provides ride, steering and handling benefits.

For the XR6T and XR8 Utes, Ford settled on Dunlop SP Sport Maxx, measuring 245/45 R17. Vehicles fitted with the XR Luxury Pack option gain Dunlop SP Sport Maxx 245/35 R19 tyres.

All Falcon Ute variants are now fitted with monotube dampers at the front. These improve dynamic ride and handling capabilities through reducing cavitation within the damper. Sports variants -- R6 Styleside and all XR models -- are also fitted with monotube dampers at the rear, but the serious goods-carrying cars are fitted with twin-tube dampers.

Three levels of suspension are available to Falcon Ute buyers: a 750kg payload, a one-tonne heavy-duty payload and a 500kg sports-tune payload. The 750kg payload is standard for the base Styleside Ute, which can be optioned up to the one-tonne suspension. Ford advises that the leaf-sprung rear end spreads the load evenly, rather than focus the weight in one spot, as is often the case with coil-sprung systems.

The one-tonne suspension is standard for the base and R6 cab-chassis variants and can be optioned for the base Styleside model, R6 Styleside Ute and the XR6 cab-chassis model. Sports suspension is standard for the R6 Styleside and all XR models.

Kerb weights for the FG Falcon Ute range from 1565kg for the XR6 cab-chassis to 1840kg for the XR8. A heavy-duty towpack option and load-levelling kit allow all automatic variants to tow up to 2300kg. The standard towpack is rated to 1600kg for automatic models, or 1200kg for manuals.

PACKAGING
Efficient packaging in passenger cars is often an outcome of front-wheel drive, long wheelbase, short overhangs, high roof, upright seating and careful placement of ancillary features so as not to encroach on cabin or boot space.

In the case of LCVs -- and the Falcon in particular -- designers don't care 'bout none of that. What they do care about is being able to slot an Australian pallet in between the wheel arches of the Falcon 'Styleside'.

With only front seats in the car, there's no need for undue concern over head and legroom, although it is an issue in the context of Ford's column-shift auto and third seat option.

Ford offers a third-seat option that converts the centre console and armrest into a seat suitable for smaller adults. This is done by removing the headrest and reattaching it inverted, followed by tipping the centre armrest back against the rear bulkhead to form a seat back. The seat is actually positioned 100mm aft of the driver and primary passenger's seats to reduce interference with the driver.

Able to accommodate adults in theory, the centre seat/column-shift auto option is there for emergency use only in practice. It's like the seat-equivalent of a space-saver spare.

For kids, the situation might be different, but even kids will have to share a footwell with the driver or the passenger (or both). It provides added functionality, but it amounts to a token gesture at accommodating three occupants. At least it comes equipped with a 'proper' lap-sash seatbelt (unlike some other commercials).

The option is only available in cars equipped with the five-speed automatic (5R55S) transmission, which precludes all manuals and both XR6T and XR8.

It's really aft of the cabin where the FG Falcon excels. Ford has provided the Styleside models with a new 'box', which can be covered with a soft tonneau (optional for the standard Ute). Like Holden's VE Ute, the Ford unit clips over rails for a flush fit, the rails being powder-coated in the Ford's case, for added durability.

Within the tub, removable anchorage points can be relocated to different positions along the side of the tub, to provide additional flexibility in the securing of loads. The anchors are easily removed and relocated, as Ford's Vehicle Line Director for Falcon and Territory, Russell Christophers, demonstrated during the drive program for the Ute.

Ford has relocated the jack and took kit to inside the cabin, behind the passenger's seat -- one of those rare moments when commercial vehicle designers have paid heed to placing the ancillary items where they are least likely to foul space efficiency.

Compared with the BF II series, the FG Falcon Styleside Ute is 10mm longer (5096mm) and 63mm wider (1934mm). With the wheelbase only 9mm longer (1934mm), at least some of that extra length is presumed to be at the rear -- and ute buyers like that.

Turning circle is unchanged at 11.5m, as is the cargo volume behind the seats (235 litres). Ford claims best in class figures for headroom (1026mm), shoulder room (1523mm) and hip room (1486mm), although the legroom in the FG model is 13mm shorter than in the BF II.

SAFETY
Across the Ute range, the FG Falcons are fitted as standard with ABS and EBD. Traction control comes standard with the XR models -- and the Turbo and XR8 variants are also fitted with a limited slip differential, an option for all other variants.

Add to this the Falcon's high levels of roadholding (even in the basic Ute) and the ability to get out of its own way and you'd give it a B+ for active safety.

It is however, let down by the lack of standard DSC (stability control). Ford has explained that this is coming, but is not available from launch. If there's ever a vehicle type in need of stability control (as well as EBD) it's the garden-variety pick-up. Fortunately, the Falcon is fitted with EBD, as already mentioned, and its high level of roadholding for a car with what some would say is a primitive rear suspension set-up, makes up for that in part.

The side impact airbag option comes with the $600 safety pack for all models. We are somewhat surprised that it's not at least standard on the higher-specification models, but given the keen pricing of the Falcon Ute, we probably shouldn't be surprised, should we?
COMPETITORS
Fred Nerk will naturally expect sports models of the FG Falcon Ute will compete directly with Holden's equivalents. In practice, there aren't all that many 'swingers' who would choose a Ford in preference to a Holden or vice versa.

Also, the whole issue is muddied somewhat by the different directions the two companies have taken. Holden's Ute is very sports-focused and certain variants of Ford's are too, but if you were serious about hauling a full tonne of payload, of the two there really is no other option than the Falcon.

The XR8 is only really comparable to the Holden Ute SS -- and comes out ahead on price. Ford's naturally-aspirated XR6 compares directly with the Holden Ute SV6 -- and creams it for torque.

Then -- and this is the other path that Ford has taken to distinguish itself from its archrival -- there's the XR6 Turbo. Some will argue that this car is equally competitive with the Ute SS, but in our view, Holden has nothing to compare to this car and about the only other thing we have to say about that is the turbo Falcon's outstanding torque would also work very well in a purely load-hauling role -- as opposed to the largely sports-oriented role of the XR6 Turbo.

In respect of the base Falcon and the R6, both those vehicles essentially compete with the VE Omega, but the R6 is probably bordering on more of a sports/luxury focus than the base Holden. Once again, Falcon's output puts the Omega's to shame -- particularly the 180kW Omega with its four-speed automatic transmission.

Of course, whilst Falcon has no direct competitors among the Japanese one-tonners, there's a chance that the base model and R6 may be cross-shopped against Toyota HiLux, Mitsubishi Triton, Ford's own Ranger and its Mazda BT-50 twin. This is particularly the case when it comes to the cab-chassis.

ON THE ROAD
Up until this point, the VE Ute has been our favourite handling light commercial vehicle, but its star is now officially on the wane.

We at the Carsales Network are well acquainted with live rear axles and leaf springs, so we really thought Ford was pulling the wool over our eyes with the FG Ute. By using a third pin in the rear shackle of the leaf springs -- plus those monotube dampers -- Ford has virtually eliminated axle tramp (tried in the XR6 Turbo) and axle steer. And that was with no load in the rear to tame the suspension.

It's not certain that the roadholding of the Falcon is up to the same level of the multi-link IRS-equipped Holdens -- that will have to wait for a seven-day test to establish -- but the Falcon is definitely and considerably improved.

The vehicles we tested on Ford's drive program were FEUs (Field Evaluation Units) meaning they weren't post-'Job One' production cars, per se. For that reason, one would allow some latitude and, conversely, praise the cars for being as good as they were.

In the automatic XR8 model driven, there was an occasional chirping whine under acceleration, which was possibly due to a loose transmission mounting allowing the ZF box to make contact with the body at some point. We've heard the same thing in V8 FPV models, so it's not an isolated instance.

The XR8 was probably the Falcon Ute we wouldn't purchase, because the XR6 Turbo provides startling performance, probably more so than in the sedan because of the reduced weight of the Ute and the front-biased weight distribution.

Traction control doesn't seem to stymie the Turbo's torque all that much, until you turn it off and try a standing start again -- then it's apparent that the traction control is working overtime.

In addition, the XR6 Turbo's steering, along with the steering of all the six-cylinder variants, was lighter than the XR8's. Furthermore, the XR8's steering was slower to respond -- slower in fact than we recall from the XR8 sedan. Ford's engineers have possibly retuned the XR8's suspension to compensate for the live rear axle and the added weight over the front wheels. Having said that, the Utes have lost little of the excellent steering feel of their sedan counterparts.

The ride in both the base Ute and R6 proved very moderately better than in the XR models, although even with the lower-profile tyres of the sports models, the ride was far from harsh and -- depending on the needs of the user (ie: payload versus comfort or sport) -- the XR models offer a perfectly acceptable ride.

With soft cushioning of the squab and the side bolsters, the seats are as comfortable as in the sedan, although the lever-pull to access the storage section behind the seats leaves something to be desired. Much like the lever in HSV's Maloo, but not the standard Holden Ute, the Falcon's lever has to be pushed away from the direction of travel for the seat back, rather than pulled with the seat, necessitating a two-handed action.

In respect of NVH, we expected that the FG model might have leap-frogged the VE Holden, but it hasn't. Boom was more obvious in the base Ute than in the R6 or higher-spec cars. There was more apparent tyre noise emanating from the rear of the cabin for all models.

In this regard, the Falcon continues to shadow Holden's VE Ute, with its full monocoque construction. The Falcon's chassis rails mounted to the monocoque cabin may be transmitting more noise and vibration.

While the driving position in the FG range is generally very good, in the base Ute, with its manual-shift transmission (the only non-auto Falcon we drove on the day), the accelerator feels like it's placed too far to the right and the footrest is arguably too narrow and close to the floor.

But, the transmission shift quality for the manual models is a vast improvement on the manual six-speed unit fitted to Holden and HSV's utilities. It's still not the shining light among manual transmissions, but nor does it require the degree of force AND care that the Holdens do. Need proof? Holden and HSV are migrating to this transmission.

Just as with the FG Falcon sedan range then, the Falcon Ute is a vehicle that is generally better than its Holden equivalents now. Some buyers may side with Holden for the Ute's stability control, while others may look at the pricing of the Falcon and be contented with the optional safety pack. As already mentioned, NVH is an issue and there's a question remaining over the Falcon's ultimate roadholding -- which may be offset by its load-carrying capacity -- but in virtually every other respect, chalk up a win to Ford.