Ford Falcon XR8 2014 Review

It's been a long time coming for blue-bloods, but the XR8 is back... For the first time since June 2010 you can buy a V8 Falcon – without joining the FPV owners' club.

Essentially, the born-again XR8 is a rebodied, FG X version of the discontinued FPV GT RSPEC. It's a positive and muscular step-change from the 290kW 5.4-litre V8-powered FG Falcon-based model it belatedly replaces.

That means, for a start, it employs the same chassis as the RSPEC and the Ford hot-shop's swansong GT F 351 limited-edition, including firmer rear springs, a beefier 19mm rear sway bar, stiffer upper front spring mounts and control arm bushes, retuned dampers all round and revised suspension geometry to suit the wider rear (9.0-inch) wheels and (275-section) tyres.

There are upgraded Brembo brakes at both ends too, plus standard GT running gear including a limited-slip differential, heavy-duty cooling fan and battery, and sports steering gear.

As in those high-end FGII FPV models, the result is less body roll, crisper turn-in and dramatically more rear-end traction than lesser FPVs (not to mention the FG XR8 and the rest of the new FG X Falcon range).

That's a relief, because with the same supercharged 5.0-litre quad-cam Boss V8 as the discontinued FPV GT, the new XR8 needs every bit of rear grip it can get.

Simply, the locally developed 'Miami' V8 is a masterpiece. It sounds glorious even at idle and matches the aural delights of even the finest German V8 in the mid-range, but at full noise has a unique, menacing, almost NASCAR-like bark.

And it has the performance to match. Acceleration is brutal off the line, in both notchy, short-throw six-speed manual form and with the slick-shifting ZF six-speed auto. The only thing missing for the latter is the fitment, or even availability, of steering wheel paddle shifters, which can now be had across the entire sports Commodore range.

Thanks to the locally fitted Harrop supercharger there's instant thrust everywhere across the 6000rpm-wide rev range, and enough mid-range might to get the traction light flickering even in third gear on some surfaces.

The figures are impressive: 335kW at 5750rpm and 570Nm everywhere between 2200-5500rpm. That's even more than the upgraded 325kW/550Nm 6.2-litre LS3 V8 in HSV's upgraded MY15 ClubSport (although R8 models now offer 5kW more at 340kW and the same 570Nm of torque).

More importantly, it makes its direct competitor look silly, easily eclipsing the outputs of the 6.0-litre V8 Holden's SS range, the performance of which has remained unchanged since the 2006 VE — at 270kW/530Nm (manual) and 260kW/517Nm (auto).

In the real world, the XR8's advantage is even greater, because its blown V8 actually delivers more like 375kW (or about 500hp) in overboost mode -- in gears other than first, if conditions aren't too hot -- which should make for at least 300kW at the rear wheels without any mods.

Indeed, in dyno testing earlier this year, our GT F test car slammed out about 350kW and 720Nm at the rear wheels, almost matching its claimed 351kW output, suggesting an actual output of more than 400kW at the crank.

Surprising many, it outpowering the supercharged 6.2-litre pushrod V8 in the HSV GTS on the same dyno the same day (430kW/730Nm claimed; about 340kW/750Nm actual). But while the Holden hot-shop's $97K flagship delivers more torque than any other Australian-made car, the XR8 easily eclipses all SS Commodores in terms of both power and torque, and has even more tuning potential.

Underlining its bang for your bucks, the $52,490 XR8 is the same price as Holden's top-shelf Commodore SS V Redline. It's also almost $10,000 cheaper than the HSV ClubSport (from $61,990), more than $25K less expensive than the discontinued GT F ($77,990) and nearly $45K more affordable than HSV's GTS kingpin ($96,990).

At about $100 per horsepower, that's what you call accessible performance...

Thankfully the XR8's RSPEC chassis is equally polished. Most certainly, the stability control system gets a thorough workout during generous throttle inputs in lower gears and spirited cornering anywhere below legal speeds. But the extra rear-end grip is what performance Falcons have always needed and allows you to drive the XR8 'on the throttle' like no Australian Ford before it.

Sure, there's a degree of initial body roll on turn-in (more than in the GTS, for example) but then the RSPEC suspension firms, settles and delivers reassuring body control and progressive, confidence inspiring handling that encourages you to explore the engine's epic talents.

Combined with hydraulic steering that's sharper on centre and always more communicative than the SS Commodore's electric set-up, the XR8 is an agile and rewarding super-sports sedan. The downside is jiggly ride quality and road noise from the 19-inch tyres, and a body that shows its age with more squeaks and creaks than the Commodore SS, which is markedly quieter and more compliant.

And while the XR8 marks a dramatic step up from its predecessor in terms of interior luxury, its cabin still feels at least a generation behind its Holden rival's.

Like all FG X Falcons, the technology highlight is Ford's new SYNC2 infotainment system, which allows intuitive voice, touch and push-button control of music, climate and phone functions, and in the XR8's case satellite-navigation with Traffic Message Channel. Other functions include Australian-first automatic Emergency Assistance, digital radio and WiFi hotspot.

The new 8.0-inch colour touch-screen is the most obvious change to the cabin but there's also new perforated leather trim with grey inserts, contrasting Shadow headlining and upper cabin colour and alloy scuff plates.

In line with its more upmarket position, the XR8 also comes standard with dual-zone climate-control and XR-specific sports seats, steering wheel, instrument cluster, gear shifter and pedals -- although there's the same old seat/wheel relationship that we can never get comfortable with.

This is in addition to new FG X features like rain-sensing wipers, front (and rear) parking sensors and a reversing camera with active guidelines, but for $9500 less ($42,990) the Commodore SS comes with blind-spot monitoring and rear traffic alert. And the SS V Redline adds even more advanced driver aids like forward collision alert, lane departure warning and a head-up display.

Setting the top-shelf XR8 apart from its restyled FG X brethren are distinctive new W-shaped daytime running lights, a bulging bonnet, quad exhaust outlets, side mirror indicator repeaters, unique shadow-line five-spoke 19-inch alloys, more aggressive front and rear bumpers, a decklid wing and redesigned XR badge with a red '8'.

Victory Gold is the new hero paint colour, available alongside Winter White, Lightning Strike, Smoke, Vanish, Silhouette, Kinetic and Emperor.

So while the entry-level FG X offers significant generational change, the XR8 is the only effectively all-new Falcon and brings a new level of performance to Ford showrooms, as well as a dramatic uplift in exterior design and interior technology.

Perhaps its biggest boon, however, is value. Although it breaks Falcon ranks by being pricier than the model it replaces and lacks the refinement and technology of its direct Holden competitor, the XR8 delivers FPV and HSV performance for the same price as Holden's top-shelf Commodore SS.

It's a shame there's no XR8 Ute, let alone a Mimai-engined Territory, and that all of this Blue Oval performance will go off-limits in just two years. But for now the XR8 sets a new value benchmark for performance cars as a whole...

It will bow out as the finest Aussie mass-market muscle car ever... And the best Aussie sports sedan this side of the near-six-figure GTS.

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