Ford Falcon XR8 Sprint road test review

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Ford Falcon XR8 Sprint road test review


Swansong Falcon offers plenty of sizzle and sentimentality, but it also shows up the Falcon's age.


Toby Hagon
20 June, 2016













So, here it is: the last ever V8-powered Ford Falcon. And one of the last Falcons before the nameplate is retired in October, 2016.

Many have speculated on whether it's worth buying a Falcon with the hope its value may appreciate in future, and the Sprint certainly seems one of a handful that could indeed live up to that rare expectation. People snapped them up, and it seems some may rarely see road use, instead being tucked away in a garage.

Not that the Sprint is particularly special in its mechanical layout. The 5.0-litre supercharged V8 has been lightly tickled to produce some extra power and there's a sticky set of Pirelli tyres. But it's mainly about the sticker pack and styling tweaks – and the fact just 750 will be produced.

Indeed that limited number – and that it is the last ever V8 Falcon – is a huge part of its appeal. And it's something Ford isn't hiding from, claiming on its website: "This one's for the collectors".

So, is the collector's Falcon really collectible?


What do you get?

The biggest thing you get with the Sprint is desirability and exclusivity; just 750 XR8 Sprints will be produced for Australia and a few more for New Zealand. It's clear there are plenty who think the prospect of the last of a legend is worth more than the metal that makes the machine.

No doubt some of those clambering to own the final V8 Falcon are speculating they could make some money from those prepared to pay even more than the $59,990 asking price for the manual and $62,190 for the auto. Incidentally, that's about $7000 more than the price of the regular XR8.

Valuation company Glass's Guide predicts the XR8 Sprint will retain just 43 per cent of its value after three years and 60,000km (hence the low rating in our scoring). The figure seems unrealistically low and doesn't appear to take into account the very real chance that the Sprint could be one of the few recent Falcons to perform very well when it comes to residual values. Our bet would be it would do much better than 43 per cent given its desirability.

Taking that out of the equation, though – and many will say you just can't do that – the Falcon XR8 Sprint isn't particularly special in terms of what it offers. The basic package relies on the Falcon XR8, which gets partial leather seats, dual-zone ventilation, satellite-navigation, reversing camera, parking sensors front and rear, rain-sensing wipers, an electric driver's seat and extensive voice operation as part of the Sync connectivity system.

The Sprint predominantly adds styling extras, including a sticker pack on the lower section of the doors and various Sprint badges, even on the instrument cluster and scuff plates on the insides of the front doors. Much of the chrome and shiny finishes have been replaced with black for a more sinister look; the stripe along the bootlid, for example, as well as the small rear wing and mirror covers. Even the roof is a contrasting black, while the 19-inch alloy wheels are black, topped off by gold-coloured brake calipers to highlight the sizeable Brembo brakes (six-piston at the front, four-piston at the rear).

Ford also produced a Falcon XR6 Sprint, which utilised a higher output (325kW/576Nm) version of the 4.0-litre inline six-cylinder turbo engine. It is the most powerful six-cylinder car ever produced in Australia. It is very similar to the XR8 Sprint aesthetically, but gets a slightly different sticker pack and the regular Falcon bonnet (rather than the raised one used for V8 models).


What's inside?

There's plenty of regular Falcon in the Sprint. And from the second you step in it gives the impression of a car heading towards retirement. The basic layout is looking tired, and there are Falcon hangovers; the buttons on the steering wheel aren't illuminated at night, for example, and the steering wheel doesn't lift high enough, the start of a compromised seating position that somehow never really feels right (sure, it's a personal thing, but experience in the Drive office suggests I'm not alone).

The central touchscreen is well organised and easy to navigate, with its quadrant of main controls for darting between audio or nav settings, phone or ventilation. Similarly, the main buttons that are nicely placed on the dash make for easy operation of main functions.

Space, too, is one thing the Falcon isn't lacking, especially in the rear. The seats are broad and accommodating, and there's no shortage of head or leg room, making it easy to fit plenty in. It's a shame Ford doesn't fit the top tether mounting point as standard on the outer points, instead requiring families to buy the special bolt and screw it in themselves.

The boot, too, is spacious, and while some may not like the lumpy boot floor (shaped around the spare tyre) it's surprisingly handy for ensuring things don't slide around.


Under the bonnet

The 5.0-litre supercharged V8 is more a masterstroke of marketing than engineering. It's 345kW peak output means it has 10kW more than the regular XR8s that are no longer available. But, crucially, it's 6kW less than the last of the FPV Falcons, the GT-F, which goes down as the most powerful Falcon ever produced.

Unsurprisingly it feels almost identical to the garden variety XR8. And while I'm sure a back to back comparison would yield differences, they'd be tiny.

Besides, it's torque that defines this engine. And while there's only another 5Nm over the regular XR8 – for 575Nm in total – it's still a mighty wallop, and one that all too often is keen to send the rear tyres into wheelspin. Being supercharged – which forces extra air into the engine to allow more fuel to be added, all with the aim of boosting power – the XR8 Sprint delivers fantastic grunt across the rev range. So even on light throttle applications there's plenty in reserve.

It'd be even better if its bark matched its bite; there's more supercharger whine than enticing V8 sound, from inside the cabin, at least.

There's also an overboost function that automatically kicks in and unleashes up to 400kW and 650Nm in 10-second bursts. It'll only do it if the intake temperatures are cool enough, otherwise reverting to the lesser (claimed outputs). For most people, most of the time, then, you're looking at 400kW/650Nm, which is a big hit, and one that makes for fantastic performance.

One area the Sprint loses big points, though, is fuel use. Claimed consumption is a hefty 14.0 litres per 100km, and it wants premium unleaded. So, assuming you won't just be parking it in the garage, expect to spend plenty on juice. It's not difficult to use more than 20L/100km if you really start enjoying that V8, although our week yielded a less frightening 16.8L/100km.


On the road

The Sprint picks up a unique stiffer suspension tune, something that amplifies repeated smaller bumps. And the low profile 19-inch tyres can also send a shock into the cabin on sharp edges.

But neither are game changers, and the Falcon is still compliant enough for respectable comfort in most situations. Indeed ride quality is one area the go-fast Falcon has had improvements in, ensuring it is purposeful without being uncomfortable.

And, of course, the focus is handling, something edging towards the sporty side of the large sedan ledger. The biggest change is with the rubber; gone are the Dunlops and in are stickier Pirelli P Zeros. They're a decent set or tyres and help the front wheels turn with adequate sharpness; the steering, too, is linear and predictable.

But it's the rear-end that lets the side down, partly because of the engine's power, and partly because there seems to be a general struggle to get the grunt to the ground. It's nothing new to the Falcon - and is something most obvious on a wet road - but can make it difficult to make the most of that engine.

Luckily there are well calibrated stability control electronics that help contain the wheelspin and temper the tail's propensity to break traction. The Sprint needs those electronics aids in the wet, too, because the propensity of the tail to break traction is huge. If you wanted a car to fry rear tyres in, the XR8 Sprint is it.

No complaints with the brakes, though. Those sizeable Brembos resist punishment admirably and comfortably arrest what is a heavy performance machine.


Verdict

Lusty, old school and borderline brutal: All things we love about an Aussie V8, and it's no different with the XR8 Sprint, which ticks plenty of boxes.

Yet the reality is once you look beyond the heart – and it is a big, bold heart – there's a car that's showing its age and let down in some key areas.

Whether the Sprint is a fitting farewell for a nameplate that has helped shape Australia will be the subject of BBQ debates for years. It's certainly more parts-bin-special than engineering excellence.

But at the very least it ensures the Falcon signs off with a big, tyre-frying full stop – which, for many, will be plenty.

The XR8 Sprint's appeal really lies in its exclusivity and the fact it's the end of a very long line.


2016 Ford Falcon XR8 Sprint price and specifications

Price: $62,190, plus on-road and dealer costs

Country of origin: Australia

Engine: 5.0-litre supercharged V8 petrol

Power: 345kW at 5750rpm

Torque: 575Nm at 2220rpm

Fuel use: 14.0L/100km

CO2 emissions: 333g/km

Transmission: 6-speed auto, rear-wheel-drive

Weight: 1872kg

Safety: 6 airbags, stability control


Drive Rating

Value: 6/10

Performance: 9/10

Economy: 1/10

Safety: 7/10

Handling: 6/10

Comfort: 5/10

Connectivity: 6/10

Space: 8/10

Servicing costs: 4/10

Resale value: 2/10

Overall rating: 5.5/10

Pros:
Grunty V8 engine
Spacious body
Potential to be worth more years from now

Cons:
Ludicrously thirsty
Struggles to get power to the ground
Seating position
Looking tired inside




The Competitors


Ford Falcon XR6 Sprint

Price: $54,990

Engine: 4.0-litre inline six-cylinder turbo petrol; 325kW/576Nm; 6-speed auto; rear-drive

Fuel use/CO2 emissions: 12.8L/100km, 303g/km

Safety: 6 airbags, stability control

Pros: Strong engine; excellent brakes; spacious cabin; collector's potential

Cons: Dated interior; poor ergonomics; price premium

Our score: 5.5/10


Holden Commodore SS-V Redline

Price: $56,690

Engine: 6.2-litre V8 petrol; 304kW/570Nm; 6-speed auto; rear-drive

Fuel use/CO2 emissions: 12.9L/100km, 300g/km

Safety: 6 airbags, stability control

Pros: Fantastic sound; gets its power to the ground brilliantly; great dynamics; value

Cons: Auto transmission lacks smarts of some

Our score: 6.5/10


HSV ClubSport R8 Black Edition

Price: $65,990

Engine: 6.2-litre V8 petrol; 340kW/570Nm; 6-speed auto; rear-drive

Fuel use/CO2 emissions: 12.9L/100km, 307/km

Safety: 6 airbags, stability control

Pros: Last of the naturally-aspirated HSV V8s; aggressive looks; flexible V8

Cons: Overshadowed by more powerful supercharged (LSA) models; misses out on HSV seats

Our score: Not yet rated

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