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Joe Kenwright22 Sept 2008
REVIEW

Ford FG Falcon Ute Cab-Chassis

Australia's bizarre luxury big car, load-lugger double-act

Road Test - Ford FG Falcon Cab-Chassis

RRP: $27,795
Price as tested: $30,255
($1000 alloy wheels, $1460 aluminium tray)
Crash rating: see text
Fuel: petrol
Claimed fuel economy (L/100km): 11.5
CO2 emissions (g/km): 281

Also consider: Holden Colorado V6 (more here), Toyota HiLux V6, Mitsubishi Triton V6 (more here).

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

About our ratings

After Holden withdrew its second attempt at a one-tonner cab-chassis based on its large passenger car range, the latest FG Falcon cab-chassis is probably the last of its kind.

It's unlikely that any manufacturer will ever again chop the back off a sophisticated sedan then add a set of chassis rails carrying a live axle and leaf springs. Indeed, the latest FG Falcon version with its new found sophistication in its front suspension, steering, engine and transmissions highlights a process that wouldn't make much sense outside Australia.

The FG Falcon's cab-chassis rivals from the Japanese light truck camp (with significant price advantages when imported duty-free from Thailand) have steadily closed the gap on engine power, cabin refinement, styling and suspension to the point where you could wonder why Ford bothered. Yet the FG Falcon's launch has boosted Ford's light truck sales considerably. After 400km of work and play with the new model, we can see why.

Where some previous Falcon utes felt like an owner had parked the back wheels of a Falcon sedan on a box trailer, the new one feels more integrated than any passenger vehicle-based cab-chassis model ever sold in Australia. That Ford has been able to retain most of the FG Falcon's extra refinement in all areas while offering a genuine 1240kg payload is quite an achievement.

The test vehicle in red with optional alloy wheels and matching aluminium dropside tray with its oval rear lights looked sensational for a base model truck. It also had the new TR6060 six-speed manual transmission -- the default manual transmission on all Falcons.

Although it brings a big lift in refinement and shift quality, the manual transmission cuts towing capacity back to just 1200kg. In contrast, the new five-speed auto lifts towing capacity to 1600kg or 2300kg depending on the tow pack fitted.

When the new five-speed auto and its sequential manual shift are so good, it is hard to see why a light truck buyer would forfeit so much towing capacity to drive a manual -- especially when the difference in price is only $1000 at base level. The auto also allows the option of a column shift and seating for three if required.

Sportier Falcon utes gain monotube shocks in the rear end as well as the front but the heavy-duty versions stay with twin-tube shocks as ride-height variation and load capacity are more of an issue. The secret to the quality ride in the FG cab-chassis is the progressive rear springs which allow it to ride quite smoothly when unladen, while a load will bring in the heavier section of the springs to maintain the ride and level the vehicle.

By definition, the rear suspension must settle with a heavy load to achieve this but a full load of sand was still not enough to leave the test vehicle's nose pointing in the air. When unladen, really big bumps will cause the rear springs to come up against the heavier load sections and pull up the suspension more sharply than a passenger car but this is rarely an issue.

The big difference between the FG Falcon and its light truck rivals is the much lower centre of gravity, lower load height and a semi-reclined passenger car seating position which cradles the occupants (by comparison) over long distances. Loading and unloading was noticeably easier on the back and you rarely have to climb on the tray to access the load.

This more grounded stance translates into faster point to point times over winding roads especially when loaded and a far more relaxing drive. The Falcon one-tonner cab-chassis is a real favourite among those who have to tow race cars, dirt bikes and other equipment as you can fit out a cab-chassis to your own requirements, load it up and still enjoy an easy long distance drive.

It is also the work vehicle of choice of many prestige car service specialists which says something.

The storage space behind the seats is generous enough for the Falcon to be a good compromise between a single cab and extended cab light truck while tray length and width remain among the best in the business. The foam packed jack and tool package behind the passenger seat is typical of the detail.

The only obvious drawback is the old-fashioned seat release which requires you to push the lever back while pulling the seat forward. Holden's brilliant single-handed release launched in its current ute range makes a huge difference if you are jumping in and out all day with both hands full.

The new FG cab, which is Ford's first all-new ute cab since AU, boosts headroom, shoulder and hip space to class-leading levels and it feels that way the instant you climb in. Vision is excellent thanks to the new FG pillars and bigger side glass. Unlike some rivals, you don't have to consciously position the Falcon at right angles at every intersection to check the traffic.

The base level offers tilt and reach steering column adjustment and four-way power seat adjustment, another reason for choosing the Falcon when most imported one-tonners don't offer tilt or height adjustment on seats that are simply not big enough for Aussie workers.

Because the base level seat has a slightly flatter cushion design and seems to sit lower in the cab, the ute driving position seemed more comfortable than some of Ford's upper FG levels. The limited steering column height adjustment, which shows up in the models with fatter, higher seats, is not a problem in the base utes which leave plenty of space between steering wheel and seat cushion. The lower seating position also ensures that the top of the instruments are not masked by the steering wheel.

The base Falcon's trim and dash finishes are just about perfect in the ute as opposed to the XT sedan where they can a little too 'industrial'.

The only real downside to the cabin is that the space between the large centre tunnel and door is tight, a product of the added crash safety. This means there is no room for a driver's left footrest and the clutch pedal is directly under the steering column.

Although the toeboard is angled to provide an acceptable left footrest, you need to be careful when lifting your foot from the accelerator not to move your foot too far across and release the clutch when you intended to hit the brakes. If you drive nothing else this will not be a problem, but the pedal to wheel relationship dictates a slightly diagonal position in the seat.

If you spend most of your working day in a light truck, there is much to like about the FG cab-chassis which you simply can't get elsewhere in the one package. The set-point cruise control is a doddle to use especially with the extra digital speed readout, the one-touch lane indicators, flip key, trip computer, ambient temperature reading, power windows and mirrors, climate control, ABS and optional traction control can soon more than make up for the Falcon's price premium.

By the end of 2008, Ford will have fitted stability control across all of its FG ute range. In conjunction with the optional side airbags, it is likely that Australians will then be offered the first and only cab-chassis to boast five-star safety. The FG Falcon ute range is already a real expression of the Aussie adage "what's good enough for the boss, is good enough for the workers" but it will soon take it to another level when safety has never been a high priority in the light truck market.

It's out on the road that the FG Falcon really shines. Its lusty 195kW and 391Nm didn't seem to notice the heavy loads of sand and building materials which might be why the fuel consumption always stayed within sensible limits -- something that can't be said about all of its petrol rivals.

The new TR6060 manual gearbox is quite sporty and direct to use with a low effort, progressive clutch, but the close gate did require more precise shifting than usual to get the right gear every time. When reverse is up beside fifth, it would also have been handy to have a stronger lock-out.

Because the engine never really had to work it was not surprising that it frequently posted under 10.0L/100km as soon as any freeway work came into the equation while stop-start work rarely saw it go beyond 13L/100km. However, it was filled with 98RON over the test in anticipation of the heavy loads, something that will usefully boost power and economy when required.

Despite the Falcon's substantial size, the 11.5 metre turning circle is quite good for a work vehicle. The way the Falcon points and holds the road would make a huge difference over a long working day. The ride on the 16 inch wheels over choppy bitumen was also exceptional and contributed to the lack of fatigue.

After a week's 'bonding' with the FG cab-chassis as a workmate in a succession of heavy loads and going out at night, it was like parting from a mate when it was time to hand it back. It's easy to see why so many Falcon cab-chassis owners keep coming back for another and why Ford had to get the new model out on the market even if the calibrations for its stability control were not yet finalised.

Even without Ford's DSC, the FG cab-chassis already has a lead in primary safety as well as refinement over its imported rivals.

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Written byJoe Kenwright
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