- Doors and Seats
4 doors, 5 seats
- Engine
5.4i, 8 cyl.
- Engine Power
260kW, 500Nm
- Fuel
Petrol (91) 10.3L/100KM
- Manufacturer
RWD
- Transmission
Manual
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Used car review: Ford Falcon XR8 2003-05
It's one of those peculiar Australianisms that cars such as the Holden Commodore SS and Ford Falcon XR8 are considered high-performance sporting models.
Sure, they're both beautifully adapted to this wide, brown land but in other parts of the world, their sporting credentials would be howled down. Ford's puzzling decision to drop its V8 engine option back in the 1980s cost it a lot of ground with enthusiasts, many of whom switched to Holden hardware at the time and have never returned to the fold.
This doesn't do Ford any favours in terms of selling new metal but for used-car buyers, it's a real bonus. While an SS Commodore from 2004 is likely to set you back about $22,000, its opposite number from Ford, a 2004 BA XR8, is closer to $19,000.
The price difference represents a fair chunk of cash, enough to keep petrol in the tank for many thousands of kilometres. And when you weigh each car up, there's really not as much between them as you might expect.
True, the Holden will be a little quicker in a drag race but the Ford is far from slow. And while the SS Commodore is the dream car for many, lots of owners tend to be less than completely mechanically sympathetic, so a high proportion of V8 Commodores have worked hard.
To be fair, XR8 Falcons also get driven hard but you're a bit more likely to find a cared-for, low-kilometre one with a full service history. From 2003 onwards, when Ford upgraded the Falcon from AU to BA specification, the XR8 got a relatively high-tech V8 engine for the first time.
It displaced 5.4 litres and used double overhead camshafts per bank of cylinders and 32 valves. On paper, that gave it the wood on the Commodore's pushrod, two-valve engine.
But in reality, there's not so much in it.
While the Falcon V8 revs, it really needs to because there's not a whole lot going on from idle to about 3500rpm. A four-speed automatic transmission was the smart choice but some buyers opted for the six-speed manual.
In truth, the manual is a pretty clunky thing to use and the automatic makes more sense as a day-to-day car. Based on the Falcon, the XR8 got bigger wheels, stickier tyres and firmer suspension.
It works but to drive a taxi-pack Falcon is to realise that both models are cut from the same cloth. This, however, is not really a criticism as the XR8 can still tow a boat, cart five adults and cover a lazy 1000 kilometres in a day in the process.
Inside, the XR8's base-model roots are obvious with what now would rank as a very basic interior presentation. A car that was optioned up with leather trim inside from new, lifts the vehicle's ambience enormously.
The other popular option at the time was the premium stereo, which is also worth having on board. Rather than look at the XR8 as a race-track warrior, the more relevant approach is to see it as a very comfortable, long-distance touring car.
The engine will stride along for hours at freeway speeds and the steering and handling are about right for covering kilometres with minimal fuss. Interior noise levels are low and, provided you find one that's been serviced correctly and driven appropriately, you might find in time that you're swinging towards the antipodean way of thinking when it comes to performance cars.
The XR8's V8 engine has proven itself to be pretty tough but there are still some checks to make. Start with the cooling system. Check the radiator for leaks and make sure there are no dribbles from anywhere where there are joins or junctions in the hoses or pipework.
Ford was fond of rubber O-rings to seal some of these joints and they have been known to fail and leak. Make sure the coolant is the right colour, too, because tap-water top-ups are bad for the internal bits of the alloy-headed engine. In transmission terms, the big thing to beware of is an automatic transmission on its last legs.
These typically last for about 160,000-180,000 kilometres before needing replacing or rebuilding. A car that's been babied and serviced religiously might squeeze a few more kilometres out of its transmission but a car that was driven hard or towed big loads may well have its gearbox die before this mark has been reached.
Either way, a lot of BAs are sneaking up on this sort of mileage, so it's worth checking carefully. BA Falcons are also notorious for consuming front brake rotors. The problem can be initially felt as a pulsing through the pedal when the brakes are applied.
Sometimes there's enough meat left on the rotors to machine them back to straight, other times there's not. It's all to do with the XR8 being a bit under-braked in the first place — the brakes get too hot and the rotors warp.
Ford's factory big-brake replacement kit fixes the problem, as does a bigger aftermarket rotor. Replacing the rotors with another standard set is absolutely no guarantee that the problem won't re-emerge.
Inside, the silver plastics can start to look second-hand with the usual sort of wear and tear a car like this can expect. But a bigger problem is the central locking.
Many a BA Falcon owner has emerged from their house one morning to find a car with a flat battery. Somehow the body computer (which controls all the electronic functions, including the central locking) gets confused and malfunctions, thinking the car has been left with a door open.
So, at some point in the middle of the night, it will unlock itself and turn on all the interior lights. The result? A flat battery a few hours later.
The door sensors are the first thing to check but sometimes it's as simple as having the body computer reset. We'd be wary of buying a car with any major modifications. As well as potential registration and insurance hassles involved in a non-standard car, an example with boosted engine performance is more likely to have been used hard.
Reliability and durability can also be casualties of modified cars. We wouldn't be too worried about modifications such as a brake upgrade, some different wheels and tyres and maybe a better breathing exhaust system. But bits including superchargers, 22-inch wheels and one-off paint schemes should ring alarm bells. So should an XR8 with a huge tow-hitch fitted.
Sure, a trailer-boat or small caravan shouldn't have worried an XR8 too much but bigger loads that require specialised hitching equipment can really wear a car down mechanically.
Need to know
- Front brakes cop a hammering and can die young. Factory optional big-brakes much better and last longer.
- Watch for water and oil leaks.
- Be wary of buying hard-driven or modified examples.
- Central locking can develop a mind of its own.
What to pay
New | Now | |
XR8 2003 | $51,050 | $16,300 |
XR8 2004 | $51,050 | $19,100 |
XR8 2005 | $51,275 | $21,200 |
Source: Glasses Guide