Ford G6 2008 Review

Ford G6 2008 Review

ford-fg-g6-fq

Looking through an old family photo album with my beautiful girlfriend the other day, I noticed one feature that had remained constant throughout the passage of time reflected in the pictures. It wasn’t the bad hair (I haven’t had a hair cut since I was 12 anyway) or my uncle’s daggy fashion (very 1979), it was the automotive backdrop.

Of all the photos (especially holiday ones) we took when I was a kid, the family Falcon was the one constant that appeared in many. Sure it had changed colour and shape as new models came and went, but it was still the same straight six engine in a big roomy car that appealed to so many families.

From the late sixties till the rise of the MPV and SUV, nothing could combine the practicality and economy of the big Aussie six.

My Dad was never a parochial supporter of locally (Australian) made cars with Austins, Datsuns, and Volvos gracing our driveway over the years, but there was always a Falcon as a mainstay. In fact it the last Falcon in our family was only put to rest recently after more than 500,000km in favour of a more economical 4 cylinder car.

End of an icon?

The new FG Falcon is set to be the last of the straight-six Falcons, a heritage that stretches back to 1960 when local production began. The current story is that from 2010 Ford Australia will be using the North American ‘Cyclone’ V6 for the Falcon range due to the implementation Euro 4 emission regulations. If so, it will be the end of an era.

Ford is already making changes however, as the new Ford G6 is no Falcon. The G6 name replaces the Fairmont badge with the G6E (and G6E Turbo) taking over from the Fairmont Ghia tag and only the base XT and sporty XR series still using the Falcon name plate. The Futura tag has also been dropped.
Even more confusing is the fact that Pontiac in the US has a mid-size car (by American standards) badged ‘G6’ and a G8 which is a Holden Commodore with an ugly face.

While the previous BF Falcon looked as hard and angry as a lion poked with a stick, the FG has a softer, more European look to it. It does seem to have more in common – looks wise – with the new Mondeo and Focus than the BF Falcon.

It’s still looks suitably tough but has a more mellowed look to it, like a sleepy tiger. You can see elements (however small) from the Maserati Quattroporte and the BMW M5 in the high, contoured waist-line which helps to make the Ford look more elegant.

The new FG is a very nice car for daily duties around town and on the highway. It has a very comfortable ride which shows decent control except over speed humps where the front can scrape, although if you go a bit quicker, the front strangely doesn’t make contact with road.

Under acceleration the car squats and pitches like a rocket firing into the sky but braking and cornering is much tamer with less body movement.

The suspension is soft at town speeds but seems to firm up a little at higher speeds, though Falcons have always been a little prone to wallow.

The new G6 doesn’t seem to have as much legroom in the back compared to the previous model but it has ample headroom for all passengers. Ford claims an increase of 9mm in rear legroom, but agreement in the Car and SUV offices is that it feels smaller — perhaps this is because of the driving position required, and anyway, 9mm is only a large distance for an amoeba.

Adjustable pedals are a nice touch to create a better driving position but the electric/manual combination for seat adjustment seems a little strange. Overall the G6 has a good driving position despite being a little high.

The fit and finish of the interior plastics is better than the Holden Commodore with no gaps between surfaces and a strong feeling of solidity about the dash architecture.

The trip computer display is limited in that it only shows one reading at a time and the buttons to scroll through the menu are located inconveniently on the side of the instrument cluster.

The central screen, despite not being colour, is easy to use and has all relevant stereo and temperature info on the one screen. The centre binnacle is well-sized and can swallow quite a few CDs, while the iPod friendly stereo sounds decent enough.

At the back end the boot floor is shaped strangely being sunken around the spare tyre well. This probably offers good storage space for certain items, but a flat floor is more convenient for large loads.

The only real interior issue on our test car was the fabric on the seats looking and feeling like a velour tracksuit from 1991.

While in the past most people bought a Falcon or Commodore ‘cause Dad drove ‘em’, we now know that such reasoning is ill-advised given current petrol prices. It is still an emotional argument to buy a Falcon and Commodore as until big cars become much more economical their appeal will be limited. If you are looking at this option and hereditary disposition hasn’t swayed you one way or the other then it is difficult to go past the G6 for interior quality. Externally it comes down to taste, but I prefer the Falcon, sorry, G6. The question is in 30 years when you look back through your photo albums, which car do you want to see in the background?

Price from: $45,990 for the G6 and $39,990 for the XT Falcon.

What we like

  • Euro styling
  • Torquey engine
  • Smooth handling

What we don’t like

  • Strange boot space
  • Velour cloth seats

Engine

Feature G6 G6E G6E Turbo
Engine type 4.0L DOHC DI-VCT I6 4.0L DOHC DI-VCT I6 4.0L DOHC DI-VCT TURBO I6
Engine size (cc) 3984 3984 3984
Compression ratio 10.3:1 10.3:1 8.8:1
Maximum power (DIN) 195kW @ 6000rpm 195kW @ 6000rpm 270kW @ 5250rpm41
Maximum torque (DIN) 391Nm @ 3250rpm 391Nm @ 3250rpm 533Nm @ 2000rpm – 4750rpm44
No. of valves 24 24 24
Bore x stroke (mm) 92.25 x 99.31mm 92.25 x 99.31mm 92.26 x 99.31mm
Fuel Management system Sequential multipoint electronic fuel injection Sequential multipoint electronic fuel injection Sequential multipoint electronic fuel injection
Engine management Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control
Battery 54Ah 54Ah 54Ah

Engine – E-Gas

Feature G6 G6E G6E Turbo
Engine size (cc) 3984 3984
Compression ratio 10.3:1 10.3:1
Maximum power (DIN)45 156kW @ 4750rpm 156kW @ 4750rpm
Maximum torque (DIN)46 371Nm @ 2750rpm 371Nm @ 2750rpm
No. of valves 24 24
Bore x stroke 92.25 x 99.31mm 92.25 x 99.31mm
Engine management Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control

Fuel

Feature G6 G6E G6E Turbo
Fuel tank capacity (L) (petrol) 68 68 68
Fuel tank capacity (L) (E-Gas) 93 93
Fuel consumption: ADR 81/01 (L/100km – rounded) – 6-speed automatic transmission 10.251 10.2 11.7
Fuel consumption: ADR 81/01 (L/100km – rounded) – 5-speed automatic transmission 10.5
Fuel consumption: ADR 81/01 (L/100km – rounded) – 6-speed manual transmission
Fuel consumption: ADR 81/01 (L/100km – rounded) – (E-Gas) 14.9 14.9
Recommended fuel (petrol) ULP or PULP E10 Compatible ULP or PULP E10 Compatible ULP or PULP E10 Compatible
Recommended fuel (E-Gas) LPG only LPG only

Brakes

Feature G6 G6E G6E Turbo
Front Standard vented disc brakes with twin piston caliper Standard vented disc brakes with twin piston caliper Performance brakes
Rear Standard solid disc brake with single piston caliper Standard solid disc brake with single piston caliper Standard solid disc brake with single piston caliper
Anti-lock Braking System (ABS) – Petrol 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA) 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA) 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA)
Anti-lock Braking System (ABS) – E-Gas 3-Channel ABS with Electronic Brakeforce Distribution (EBD) 3-Channel ABS with Electronic Brakeforce Distribution (EBD)
Dynamic Stability Control (DSC) Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only

Maximum Towing Capacity (Subject to State & Territory regulations)

Feature G6 G6E G6E Turbo
Manual
Automatic 2300kg 2300kg 2300kg

Exterior Dimensions (mm)

Feature G6 G6E G6E Turbo
Overall length 4967 4967 4967
Overall width 1868 1868 1868
Overall height 1433 1433 1433
Wheelbase 2838 2838 2838
Front track 1583 1583 1583
Rear track 1598 1598 1598
Front overhang 950 950 950
Rear overhang 1179 1179 1179

Interior Dimensions (mm)

Feature G6 G6E G6E Turbo
Front headroom 1012 1012 1012
Front legroom 1073 1073 1073
Front shoulder room 1523 1523 1523
Front hip room 1486 1486 1486
Rear headroom 989 989 989
Rear legroom 989 989 989
Rear shoulder room 1518 1518 1518

Luggage Capacity (L)

Feature G6 G6E G6E Turbo
Petrol 535 535 535
E-Gas 408 408 408

Engine and Transmission

Feature G6 G6E G6E Turbo
4.0L DOHC DI-VCT I6 S S
6-Speed manual transmission
5-speed automatic transmission with Sequential Sports Shift S
ZF 6-speed automatic transmission with Sequential Sports Shift O S
4.0L DOHC DI-VCT TURBO I6 S
6-Speed manual transmission
ZF 6-speed automatic transmission with Sequential Sports Shift S
BOSS 290 5.4L DOHC 4V V8
6-Speed manual transmission
ZF 6-speed automatic transmission with Sequential Sports Shift
E-Gas 4.0L DOHC DI-VCT I6 (Dedicated LPG)1 O O
4-Speed automatic transmission with Sequential Sports Shift S S

Words Ben Dillon, photos Darren Cottingham

ford-fg-g6-fq

Looking through an old family photo album with my beautiful girlfriend the other day, I noticed one feature that had remained constant throughout the passage of time reflected in the pictures. It wasn’t the bad hair (I haven’t had a hair cut since I was 12 anyway) or my uncle’s daggy fashion (very 1979), it was the automotive backdrop.

Of all the photos (especially holiday ones) we took when I was a kid, the family Falcon was the one constant that appeared in many. Sure it had changed colour and shape as new models came and went, but it was still the same straight six engine in a big roomy car that appealed to so many families.

From the late sixties till the rise of the MPV and SUV, nothing could combine the practicality and economy of the big Aussie six.

My Dad was never a parochial supporter of locally (Australian) made cars with Austins, Datsuns, and Volvos gracing our driveway over the years, but there was always a Falcon as a mainstay. In fact it the last Falcon in our family was only put to rest recently after more than 500,000km in favour of a more economical 4 cylinder car.

End of an icon?

The new FG Falcon is set to be the last of the straight-six Falcons, a heritage that stretches back to 1960 when local production began. The current story is that from 2010 Ford Australia will be using the North American ‘Cyclone’ V6 for the Falcon range due to the implementation Euro 4 emission regulations. If so, it will be the end of an era.

Ford is already making changes however, as the new Ford G6 is no Falcon. The G6 name replaces the Fairmont badge with the G6E (and G6E Turbo) taking over from the Fairmont Ghia tag and only the base XT and sporty XR series still using the Falcon name plate. The Futura tag has also been dropped.
Even more confusing is the fact that Pontiac in the US has a mid-size car (by American standards) badged ‘G6’ and a G8 which is a Holden Commodore with an ugly face.

While the previous BF Falcon looked as hard and angry as a lion poked with a stick, the FG has a softer, more European look to it. It does seem to have more in common – looks wise – with the new Mondeo and Focus than the BF Falcon.

It’s still looks suitably tough but has a more mellowed look to it, like a sleepy tiger. You can see elements (however small) from the Maserati Quattroporte and the BMW M5 in the high, contoured waist-line which helps to make the Ford look more elegant.

The new FG is a very nice car for daily duties around town and on the highway. It has a very comfortable ride which shows decent control except over speed humps where the front can scrape, although if you go a bit quicker, the front strangely doesn’t make contact with road.

Under acceleration the car squats and pitches like a rocket firing into the sky but braking and cornering is much tamer with less body movement.

The suspension is soft at town speeds but seems to firm up a little at higher speeds, though Falcons have always been a little prone to wallow.

The new G6 doesn’t seem to have as much legroom in the back compared to the previous model but it has ample headroom for all passengers. Ford claims an increase of 9mm in rear legroom, but agreement in the Car and SUV offices is that it feels smaller — perhaps this is because of the driving position required, and anyway, 9mm is only a large distance for an amoeba.

Adjustable pedals are a nice touch to create a better driving position but the electric/manual combination for seat adjustment seems a little strange. Overall the G6 has a good driving position despite being a little high.

The fit and finish of the interior plastics is better than the Holden Commodore with no gaps between surfaces and a strong feeling of solidity about the dash architecture.

The trip computer display is limited in that it only shows one reading at a time and the buttons to scroll through the menu are located inconveniently on the side of the instrument cluster.

The central screen, despite not being colour, is easy to use and has all relevant stereo and temperature info on the one screen. The centre binnacle is well-sized and can swallow quite a few CDs, while the iPod friendly stereo sounds decent enough.

At the back end the boot floor is shaped strangely being sunken around the spare tyre well. This probably offers good storage space for certain items, but a flat floor is more convenient for large loads.

The only real interior issue on our test car was the fabric on the seats looking and feeling like a velour tracksuit from 1991.

While in the past most people bought a Falcon or Commodore ‘cause Dad drove ‘em’, we now know that such reasoning is ill-advised given current petrol prices. It is still an emotional argument to buy a Falcon and Commodore as until big cars become much more economical their appeal will be limited. If you are looking at this option and hereditary disposition hasn’t swayed you one way or the other then it is difficult to go past the G6 for interior quality. Externally it comes down to taste, but I prefer the Falcon, sorry, G6. The question is in 30 years when you look back through your photo albums, which car do you want to see in the background?

Price from: $45,990 for the G6 and $39,990 for the XT Falcon.

What we like

  • Euro styling
  • Torquey engine
  • Smooth handling

What we don’t like

  • Strange boot space
  • Velour cloth seats

Engine

Feature G6 G6E G6E Turbo
Engine type 4.0L DOHC DI-VCT I6 4.0L DOHC DI-VCT I6 4.0L DOHC DI-VCT TURBO I6
Engine size (cc) 3984 3984 3984
Compression ratio 10.3:1 10.3:1 8.8:1
Maximum power (DIN) 195kW @ 6000rpm 195kW @ 6000rpm 270kW @ 5250rpm41
Maximum torque (DIN) 391Nm @ 3250rpm 391Nm @ 3250rpm 533Nm @ 2000rpm – 4750rpm44
No. of valves 24 24 24
Bore x stroke (mm) 92.25 x 99.31mm 92.25 x 99.31mm 92.26 x 99.31mm
Fuel Management system Sequential multipoint electronic fuel injection Sequential multipoint electronic fuel injection Sequential multipoint electronic fuel injection
Engine management Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control
Battery 54Ah 54Ah 54Ah

Engine – E-Gas

Feature G6 G6E G6E Turbo
Engine size (cc) 3984 3984
Compression ratio 10.3:1 10.3:1
Maximum power (DIN)45 156kW @ 4750rpm 156kW @ 4750rpm
Maximum torque (DIN)46 371Nm @ 2750rpm 371Nm @ 2750rpm
No. of valves 24 24
Bore x stroke 92.25 x 99.31mm 92.25 x 99.31mm
Engine management Powertrain control module incorporating electronic throttle control Powertrain control module incorporating electronic throttle control

Fuel

Feature G6 G6E G6E Turbo
Fuel tank capacity (L) (petrol) 68 68 68
Fuel tank capacity (L) (E-Gas) 93 93
Fuel consumption: ADR 81/01 (L/100km – rounded) – 6-speed automatic transmission 10.251 10.2 11.7
Fuel consumption: ADR 81/01 (L/100km – rounded) – 5-speed automatic transmission 10.5
Fuel consumption: ADR 81/01 (L/100km – rounded) – 6-speed manual transmission
Fuel consumption: ADR 81/01 (L/100km – rounded) – (E-Gas) 14.9 14.9
Recommended fuel (petrol) ULP or PULP E10 Compatible ULP or PULP E10 Compatible ULP or PULP E10 Compatible
Recommended fuel (E-Gas) LPG only LPG only

Brakes

Feature G6 G6E G6E Turbo
Front Standard vented disc brakes with twin piston caliper Standard vented disc brakes with twin piston caliper Performance brakes
Rear Standard solid disc brake with single piston caliper Standard solid disc brake with single piston caliper Standard solid disc brake with single piston caliper
Anti-lock Braking System (ABS) – Petrol 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA) 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA) 4-Channel ABS with Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA)
Anti-lock Braking System (ABS) – E-Gas 3-Channel ABS with Electronic Brakeforce Distribution (EBD) 3-Channel ABS with Electronic Brakeforce Distribution (EBD)
Dynamic Stability Control (DSC) Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only Dynamic Stability Control (DSC) incorporates Traction Control System (TCS), Emergancy Brake Assist (EBA) and 4-channel ABS with Electronic Brakeforce Distribution (EBD) – Petrol Only

Maximum Towing Capacity (Subject to State & Territory regulations)

Feature G6 G6E G6E Turbo
Manual
Automatic 2300kg 2300kg 2300kg

Exterior Dimensions (mm)

Feature G6 G6E G6E Turbo
Overall length 4967 4967 4967
Overall width 1868 1868 1868
Overall height 1433 1433 1433
Wheelbase 2838 2838 2838
Front track 1583 1583 1583
Rear track 1598 1598 1598
Front overhang 950 950 950
Rear overhang 1179 1179 1179

Interior Dimensions (mm)

Feature G6 G6E G6E Turbo
Front headroom 1012 1012 1012
Front legroom 1073 1073 1073
Front shoulder room 1523 1523 1523
Front hip room 1486 1486 1486
Rear headroom 989 989 989
Rear legroom 989 989 989
Rear shoulder room 1518 1518 1518

Luggage Capacity (L)

Feature G6 G6E G6E Turbo
Petrol 535 535 535
E-Gas 408 408 408

Engine and Transmission

Feature G6 G6E G6E Turbo
4.0L DOHC DI-VCT I6 S S
6-Speed manual transmission
5-speed automatic transmission with Sequential Sports Shift S
ZF 6-speed automatic transmission with Sequential Sports Shift O S
4.0L DOHC DI-VCT TURBO I6 S
6-Speed manual transmission
ZF 6-speed automatic transmission with Sequential Sports Shift S
BOSS 290 5.4L DOHC 4V V8
6-Speed manual transmission
ZF 6-speed automatic transmission with Sequential Sports Shift
E-Gas 4.0L DOHC DI-VCT I6 (Dedicated LPG)1 O O
4-Speed automatic transmission with Sequential Sports Shift S S

Words Ben Dillon, photos Darren Cottingham

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