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Carsales Staff10 Jul 2015
ADVICE

Buying a used Ford Falcon XR6 Turbo BA-BF II (2002-2008)

In 2002 with the launch of its XR6 Turbo, Ford Australia showed the world how quick, exhilarating and affordable a 'family sedan' could be

A short history of a Ford Falcon XR6

The most disappointing aspect of Ford's withdrawal from Australian production is that its closure will rob the market of a truly great performance sedan.

Yes, the latest turbo Falcons are that good, and the first versions that appeared more than a decade ago remain very impressive as well.

Early Turbos are still fairly easy to find in the used market and some are enticingly cheap. However, unless you are intent on buying an abused XR6 then spending heaps making it usable, just budget a bit more for a well-kept car.

During the 1980s, Ford had toyed with turbocharging, but it was not until 2002 and accompanying the vastly improved BA Falcon range that the company released a full-sized turbo model.

The BA 4.0-litre engine with its new twin-cam cylinder head, improved cooling and manifolding was a perfect platform on which to create a smooth and durable turbo power unit.

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Unlike some turbocharged motors which kept the driver on tenterhooks waiting for boost to arrive, the Ford unit delivered its 240kW in a near seamless surge. Torque delivery commenced from 2000rpm and an 8.7:1 compression ratio allowed it to run on standard 91 RON fuel – although 95 was the preferred brew.

Early XR6 Turbos came with five-speed manual transmission or a four-speed auto with a sequential-shift.  Clunky selectors and a need to be cautious with the clutch made the manual a bit wearing to drive and testers with autos were recording mid-six second times for 0-100km/h anyway.

Naturally, the turbo-car was going to cost more than a standard XR6 but a jump from $37,000 to $44,640 for the five-speed wasn't untenable. An automatic cost just $900 more than the manual. Those who wanted brakes in keeping with the car’s performance potential would then add $2900 for a

Premium brake package. The XR6T also came as a Utility and the five-speed managed to just sneak below the $40,000 price barrier.

A Luxury Pack including leather trim, dual-zone air, sat nav and some additional glitter added $5000, but even when fully-kitted these Falcons remained pretty acceptable value.  

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The manual transmission was replaced in October 2004 and as part of the BA II upgrade by a Borg-Warner six-speed. Four of the gears were low enough to be used frequently but 5th and 6th were there just to improve fuel economy. Maxing an XR6T in 6th would have indeed required a very deep mineshaft.

It took a further year before a six-speed automatic – supplied by ZF and shared with various Audis and Jaguars – arrived. In the revamped BF it was accompanied by a 5kW power increase and 6.6 per cent more torque that made low-speed response even more urgent.

If you want a Turbo that's a bit more exclusive and bedecked with bolt-ons, keep an eye out for the BF II upgrade. These sold for less than a year during 2007-08, helping maintain dealer and buyer interest ahead of the new FG range. A new body kit, colour-keyed 18-inch wheels and an improved sound system define the BFII and were accompanied a $1000 price reduction.

Buyers of the XR6T ute can also access some exclusivity by tracking down a BAII Magnet, BFII Ripcurl or the scarce BFII 'Craig Lowndes' special.

On the road in a used Ford Falcon XR6

Before considering the XR6T's undeniable performance capabilities, let's have a look at the attributes that make it viable for people without an unrequited need for speed.

For a start it's big. The seats are broad and well-shaped, the windows don't make those in the back feel they've been shut in a magician's trunk and the boot will swallow masses of luggage.

Even in early cars, the standard cloth-trimmed seats show minimal wear and they grip without strangling those with 'fuller' figures. Plenty of seat travel too without wiping out all of the rear section's leg-room.

All windows are electric, there's a very useful in-dash display screen and even the standard steering wheel is excellent to use with a good selection of thumb-friendly controls.  The only real gripe we have with the dash is instruments that are small and hard to read.

Some testers described BA traction control as irritatingly intrusive – BFs with their Bosch-sourced system were better – and debated the advantages of switching it off. Most of the time that's a fair call, but hitting a slippery patch just as the boost reaches its peak demands quick reflexes and some decent skills to maintain control.

Early automatics do a better job of dealing with the turbo engine's unrelenting torque delivery than the five-speed manual. The Sportshift feature helped drivers summon extra boost without the savagery that could result from simply stomping on the throttle.

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Mid-range acceleration is devastating and just a brush of the throttle is all it takes to surge past other traffic. In 80-120km/h testing a BF completed the task in a withering 3.2 seconds and matching the more nimble Mitsubishi EVO IX. On two-lane roads where overtaking is a major crash contributor, the

Turbo's ability to spend fewer seconds on the dangerous side of the white lines is highly desirable.

The later transmissions also succeed in keeping fuel consumption at manageable levels. Most auto XR6T drivers should achieve 12L/100km in urban running and 9s are possible on the highway. Get stuck in though and that number will head into 20L/100km terrain.

There's nothing especially fancy about the XR6's A-Arm front suspension or the 'Control Blade' independent rear yet they combine to produce a chassis that is competent at high speeds and can still deliver a smooth ride whether the car is carrying one person or five.  Eighteen-inch wheels fitted as standard to later cars put a bit of extra rubber on the road but be careful of pothole damage to poorly-protected rims.

Safety features including dual air-bags, seat-belt pre-tensioners, stability control and ABS were adequate for their day without reaching the Five Star level achieved by more recent FG models.

What to look for in a used Ford Falcon XR6 Turbo

>> Ford worked hard on turbocharger cooling but the units can still leak oil and fail. Any car that has travelled more than 150,000km without a turbo change is in the high-risk category. White smoke from the exhaust signifies impeding expense as oil is being forced past seals and burned.

>> Rust protection wasn't especially effective in any of these Fords so look around the front and rear windscreens, sills and the lower door skins, around boot hinges and wheel-arches. Cars crashed early in life may have been repaired when they should have been written off so look from underneath for replaced chassis rails, above for fading paint, mismatched lenses and mounting bolts.

>> Specialists recommend an external cooler for BA and early BF automatics to avoid possible transmission damage. The cooler mounted within the radiator could crack and contaminate transmission fluid with coolant. 

>> Brakes have been an XR Ford weakness since the very beginning and even the Premium discs provide problems if abused. A professional vehicle inspection will check disc thickness and identify cracks or warping caused by excessive heat. If the brake pedal pulses under light application and grooves are visible in the disc faces, expect some brake repair to be required.

>> Differential bushes weren't up to the task and failed in some cars after just 30,000 kilometres. Be aware of clunks and axle tramp when accelerating. More robust aftermarket replacements are available.

Used vehicle grading for Ford Falcon XR6 Turbo
Design & Function: 12/20
Safety: 13/20
Practicality: 15/20
Value for Money: 16/20
Wow Factor 12/20 (BF Mark 2)
TOTAL SCORE: 68/100

ALSO CONSIDER: Holden VE SV6, Toyota Aurion TRD 3500S, BMW 335i E90

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Written byCarsales Staff
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