Not so long ago, full-size Aussie sedans followed the American pickup-truck philosophy: “There’s no replacement for displacement,”…but no more. Ford’s new EcoBoost Falcon – the world’s first rear-wheel-drive application of Ford’s 2.0-litre I-4 GTDi engine – while delivering 179kw/353Nm (63Nm more than Holden’s 3.0-litre V6) and 8.1l/100kms fuel consumption, is powerful, fast and refined while retaining Ford Falcon’s standout qualities like interior space and cargo capacity.
As well as undercutting Holden’s 3.0-litre Commodore on running costs (fuel consumption 8.1l/100kms to 8.9l/100kms), Ford’s EcoBoost Falcon also requires less coin to buy (starting price $37,235 for the XT Falcon to $39,990 for the Commodore Omega).Best of all, smart engineering by Ford Australia – revised suspension for the 74kgs weight reduction, better 56/54 front-rear weight distribution and a new ZF six-speed automatic transmission – means there’s no compromise on driving dynamics and the Ford Falcon EcoBoost with strong, smooth, linear acceleration and hallmark refinement matches the six-cylinder Falcons and in some areas is better.
Ford Falcon EcoBoost Engine
More than 90 per cent of Ford’s worldwide model range will have EcoBoost powerplants available by the end of next year. The 2.0-litre GTDi engines fitted to the local Ford Falcon EcoBoost come from Ford’s plant in Valencia, Spain.
The key to EcoBoost’s success is the combination of the three technologies – for example the twin variable camshafts provide maximum overlap under hard acceleration for maximum air induction which in turn allows a smaller capacity Borg-Warner turbocharger.
The stats are impressive. Maximum power is 179kW at 5500rpm and peak torque of 353Nm arrives from 2000rpm. But again there’s technology at play here with Ford’s 2.0-litre delivering more torque and a flatter torque curve that Holden’s naturally aspirated 3,0-litre six-cylinder.
The key to EcoBoost’s success is the combination of the three technologies – for example the twin variable camshafts provide maximum overlap under hard acceleration for maximum air induction which in turn allows a smaller capacity Borg-Warner turbocharger.
The stats are impressive. Maximum power is 179kW at 5500rpm and peak torque of 353Nm arrives from 2000rpm. But again there’s technology at play here with Ford’s 2.0-litre delivering more torque and a flatter torque curve that Holden’s naturally aspirated 3,0-litre six-cylinder.
Fuel consumption is rated at 8.1l/100kms for the Falcon EcoBoost XT and 8.5l/100kms for the G6 and G6E models. Exhaust emissions score 192g/km and 201g/km.
Drive is to the rear wheels via a new, lighter version of ZF’s six-speed automatic transmission.
But a Falcon isn’t a Falcon if its performance is accompanied by a lot of fuss, popping, banging and screaming revs, so an important aspect of the EcoBoost driveline is its refinement...this thing feels just like the silky-smooth 4.0-litre, six-cylinder Falcons.
Drive is to the rear wheels via a new, lighter version of ZF’s six-speed automatic transmission.
But a Falcon isn’t a Falcon if its performance is accompanied by a lot of fuss, popping, banging and screaming revs, so an important aspect of the EcoBoost driveline is its refinement...this thing feels just like the silky-smooth 4.0-litre, six-cylinder Falcons.
Ford Falcon EcoBoost The Interior
No changes inside for the EcoBoost models, however underneath are extensive additions to the soundproofing including double thickness insulation around the dashboard.
Ford Falcon Eco Boost On The Road
We drove both entry-level XT and mid-grade G6 versions of the Ford Falcon EcoBoost over a variety of excellent roads from Hobart and through central Tasmania. Showing real confidence in the EcoBoost Falcon’s capabilities, Ford didn’t shy away from performance-type roads familiar to competitors in the Targa Tasmania rally (which finished just hours before we hit the road).
Ford reckons ‘fun-to-drive’ is part of its DNA, so local engineers drew-up a job list to ensure the Falcon Ecoboost delivered - basically it is lower, firmer and lighter. Weighing-in 74kgs lighter than a six-cylinder Falcon, the EcoBoost models are better balanced with a 56/54 front-rear weight distribution, run a ride height reduced by 13mm and sit on low rolling resistance 16-inch Goodyear tyres, re-tuned shock absorbers and thicker 32mm anti-roll bars, revised suspension geometry and new-rate springs (rears are 40 per cent stiffer than six-cylinder models).
So over the twists and curves of Tasmania the Ford Falcon EcoBoost was delightfully responsive, refined (acoustic windscreen and extensive extra sound-deadening) and balanced. This matched the goal of Ford engineers for the EcoBoost to deliver NVH and performance equivalent to six-cylinder models in the light throttle/mid-range area (most used by everyday drivers).
And to reinforce the point we wrapped-up by doing some zero to 100km/standing start runs at Baskerville Raceway – where the EcoBoost, six-cylinder EcoLPI and 4.0-litre I6 Falcons were separated by mere tenths of a second.
Make no mistake the Ford Falcon EcoBoost shares the driving dynamics of its six-cylinder stablemates. Strong acceleration (combination of engine performance and gearing) for freeway merging and overtaking and hallmark Falcon chassis dynamics in the twisty stuff means even hard-core six and V8 drivers should consider the EcoBoost – you will be surprised.
Make no mistake the Ford Falcon EcoBoost shares the driving dynamics of its six-cylinder stablemates. Strong acceleration (combination of engine performance and gearing) for freeway merging and overtaking and hallmark Falcon chassis dynamics in the twisty stuff means even hard-core six and V8 drivers should consider the EcoBoost – you will be surprised.
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