Review: Ford FG.I Falcon Ute (2008-11)

Overview

Released in May 2008, the Ford FG Mark I (FG.I) Falcon Ute was available as a cab chassis or utility (‘Styleside’) model. Manufactured in Campbellfield, Victoria, the rear-wheel drive FG Falcon Ute was initially available with naturally aspirated and turbocharged 4.0-litre inline six cylinder petrol engines, 4.0-litre six cylinder LPG engines and 5.4-litre V8 engines. However, the 4.0-litre LPG and 5.4-litre V8 petrol engines were discontinued in 2010, while a 4.0-litre ‘EcoLPi’ dedicated LPG engine was released in July 2011.

Engines: Barra 195, Barra 270T, E-Gas, EcoLPi and Boss 290

Of the engines,

• The 4.0-litre Barra 195 inline six-cylinder petrol engine had a cast iron block, a cast aluminium cylinder head, double overhead camshafts (DOHC, simplex chain-driven), dual independent variable camshaft timing, four valves per cylinder, Duratec-style finger followers, a dual resonance inlet manifold, coil-on-plug ignition, electronic throttle control, exhaust gas recirculation, twin knock sensors and a compression ratio of 10.3:1. Compared to its Barra 190 predecessor, changes for the Barra 195 engine included
  • A new ‘fast-burn’ cylinder head which used revised intake port profiling and combustion chamber geometry to increase the swirl of the incoming fuel/air charge for a quicker rate of combustion; and,
  • A new dual-mode, split plenum composite intake manifold with a new electronic throttle body and fuel rail assembly;
• For the Falcon XR6 Turbo, the Barra 270T engine added a Garrett GT3576R turbocharger which had engine oil-lubricated and water-cooled bearings, an air-to-air intercooler and an electronic single bypass wastegate. The turbocharger was mounted off a cast stainless steel exhaust manifold and provided maximum boost pressure of 7 psi (10 bar). Compared to the Barra 195 engine , the Barra 270T engine had ‘dished bowl’ shaped pistons, more temperature tolerant exhaust valves and increased fuel pressure (4.0 bar, compared to 2.4 bar). Relative to its Barra 245T predecessor, introduced
  • A ‘fast-burn’ cylinder head (described above);
  • A new GT3576R turbocharger which provided boost pressure 30 per cent faster;
  • A new intercooler – with bar and plate construction – which was 50 per larger, provided a 40 per cent improvement in heat rejection and a 34 per cent reduction in air low restriction;
  • A new single runner intake manifold;
  • A new exhaust manifold which provided a 14 per cent reduction in flow restriction;
  • An increased compression ratio 8.8:1 (previously 8.7:1);
  • Two cam timing strategies: 1) a primary VCT strategy which balanced maximum power with fuel efficiency, and 2) a secondary strategy which optimised turbocharger response for wide open throttle acceleration events; and,
  • A transient overboost function which enabled the engine to increase boost pressure by up to 10 per cent for several seconds.
• Compared to the Barra 195 , the 4.0-litre Barra E-Gas dedicated LPG engine had a Vialle closed-loop single-point carburetion system, stronger connecting rods, a compression ratio of 10.3:1 and hardened valves and valve seats. For the FG range, the E-Gas engine had new inlet and exhaust systems, a re-tuned throttle map and optimised engine calibrations;
• Released in July 2011, the 4.0-litre Barra EcoLPi engine had liquid-phase LPG injection whereby liquid LPG was injected directly into the intake port. Compared to its E-Gas predecessor, changes for the Barra EcoLPi engine included a new high-pressure rail and injectors, new lightweight pistons, a 12.0:1 compression ratio, new polymer fuel lines, fuel line and in-tank filters, fuel tank internals, high-pressure fuel pump, catalytic converter (now shared with the Barra 195 engine) and fuel priming strategy;
• For the Falcon XR8, the 5.4-litre Boss 290 V8 engine was assembled by hand in Campbellfield and had a cast iron block, a cast aluminium alloy cylinder head, high compression pistons with domed tops, sintered conrods, a forged steel crankshaft, double overhead camshafts, roller finger followers, four valves per cylinder, a 75 mm throttle body with drive-by-wire linkage and a compression ratio of 10.5:1. Compared to the Boss 260 V8 engine , the Boss 290 engine had high-lift inlet and exhaust camshafts that increased valve lift to 13 mm and 12 mm, respectively (compared to 10 mm and 10 mm in the Boss 260 ) for improved inlet flow and exhaust gas clearance.

In June 2010, a new catalytic converter was introduced and the powertrain control module (PCM) had new calibrations for Euro IV emissions compliance.

Transmissions

The FG Falcon Ute was available with the following transmissions:

• for the E-Gas engine, the four-speed 93-4AT automatic transmission;
• for the 4.0-litre petrol, the six-speed Tremec TR6060 manual transmission, Ford’s five-speed 5R55S automatic transmission (discontinued in June 2010) or the six-speed ZF 6HP26 automatic transmission;
  for the EcoLPi engine, the six-speed ZF 6HP26 automatic transmission; and,
• for the Barra 270T and Boss 290 engines, six-speed Tremec TR6060 manual or six-speed ZF 6HP26 automatic transmissions.

The five-speed 5R55S and post-June 2010 six-speed ZF 6HP26 automatic transmissions were available with column-mounted gearshift levers so that these models could have three-seat front benches.

The ZF 6HP26 transmission was available in two versions: a standard version with a torque capacity of 450 Nm and a high-performance 600 Nm version (for use with the Barra 270T and Boss 290 engines) which had upgraded clutches with extra plates in the clutch packs. For the Barra 270T and Boss 290 engines, the 6HP26 transmission had a cylinder cut function whereby the fuel injectors would be deactivated during gearshifts to reduce shift times and better control turbo boost pressure during gearshifts.

Development and dimensions

In addition to powertrain changes, the FG Falcon Ute introduced the following developments:

• A stronger body structure which made increased use of high-strength steels and ultra high-strength Boron steel and included a new front subframe, additional reinforcement inside the front rails, new high strength floor cross members, transmission tunnel reinforcement and a larger, stronger B-pillar;
• New Virtual Pivot Control Link front suspension (described below);
• A forward-mounted, Y-shaped steering rack with variable-ratio steering gear;
• Upgraded static sealing and triple-sealed doors;
• Larger, 81 litre fuel tanks; and,
• A self-adjusting park brake (except for models with the column-mounted gearshift lever).

Compared to the BF Falcon Ute , the FG Falcon Ute with the styleside body was 10 mm longer (at 5096 mm), 63 mm wider (1934 mm), 28 mm taller (1499 mm) and had a 9 mm longer wheelbase (3104 mm).

The Styleside Box (SSB) was redesigned to reduce the gap between the rear of the cab and the front of the box, while the top lip of the box featured black powder-coated aluminium rails. The styleside cargo area was 1843 mm long, 442 mm deep and, between the wheel arches, 1224 mm wide.

Suspension

The FG Falcon Ute’s double wishbone front suspension had two lower ball joints that connected the separate lower arms to the suspension knuckle. These two lower links created a virtual pivot of the lower arm – hence the ‘Virtual Pivot Control Link’ name – and allowed the suspension to behave as though the lower pivot point was at the intersection of the two arms. Due to the use of aluminium and high strength steels, the Virtual Pivot Control Link suspension was 22 kg lighter than that in the BF Falcon Ute .

At the rear, the Hotchkiss rear suspension consisted of a live rear axle with leaf springs. For the FG Falcon Ute, the rear suspension was revised with stiffened three-pin leaf spring shackles.

For the FG Falcon Ute, monotube front shock absorbers were fitted as standard across the range, while the R6 SSB and XR utes also had monotube rear shock absorbers. Twin-tube rear shock absorbers, however, were fitted for the standard Falcon Ute, R6 cab chassis and R6 styleside with one-tonne suspension. Furthermore, the cab chassis Falcon Ute and Falcon Ute R6 had one-tonne suspension as standard.

Safety equipment

Standard safety equipment for the FG Falcon Ute included dual front airbags, ABS, electronic brakeforce distribution and front seatbelt pretensioners; the XR6, XR6 Turbo and XR8 variants were also fitted with traction control. Side head/thorax protecting airbags were optional.

From September 2008, the petrol-engined XR6, XR6 Turbo and XR8 variants were also fitted with electronic stability control and brake assist as standard; from May 2009, the E-Gas XR6 was also fitted with electronic stability control and brake assist as standard. On both occasions, these additional items were available as options for the other variants. From June 2010, the XR6 and XR6 Turbo were fitted with side head/thorax airbags as standard.

Brakes

The standard braking package for the FG Falcon Ute consisted of 298 mm by 28 mm vented front brake discs with twin-piston callipers rotors and 303 mm by 16 mm solid rear discs with single piston callipers.

However, the Falcon Ute XR8 and XR6 Turbo were fitted with a premium braking package which had 322 mm by 28 mm vented front brake discs and 328 mm by 26 mm vented rear discs.

ANCAP crash testing

In ANCAP crash testing , a 4.0-litre Falcon Ute equipped with dual front airbags received a four star adult occupant protection rating with a score of 29.51 out of 37. In the offset crash test, there was a slight risk of serious chest injury for the front occupants and a slight risk of serious lower leg injury for the passenger. In the side impact test, there was a moderate risk of serious chest injury.

When fitted with side airbags and electronic stability control, a five star adult occupant protection rating was awarded with a score of 33.58 out of 37. In the side impact test, the side airbags reduced the risk of serious chest injury from moderate to ‘slight’. Models with a column transmission selector, however, had a four star rating as a result of a two point deduction for knee hazards.

Features: Falcon Ute, R6, XR6, XR6 Turbo and XR8

Standard features for the Falcon Ute included 16-inch steel wheels, a two speaker sound system with CD player, auxiliary input and MP3-compatibility, a four-way power adjustable driver’s seat (with manual lumbar adjustment), cruise control, Interior Command Centre (ICC) with a 5.8-inch LCD display, automatic headlights, steering wheel audio controls, remote central locking, power mirrors and windows, a trip computer and an immobiliser.

The Falcon Ute R6 was further equipped with 16-inch alloy wheels, a four speaker sound system, front fog lamps, contoured sports seats, front passenger seat lumbar adjustment, a leather-wrapped steering wheel and chrome exhaust tip; utilities were also fitted with a tonneau cover.

The Falcon Ute XR6 added 17-inch alloy wheels, climate control air conditioning and alloy pedal covers. The XR6 Turbo and XR8 were distinguished by their upgraded front brakes and limited slip differential.

2010 Falcon Ute XR6 and XR6 Turbo 50th Anniversary

In July 2010, 50th Anniversary editions of the XR6 and XR6 Turbo variants were released. These 50th Anniversary editions featured dual-zone climate control air conditioning and a leather-wrapped sports steering wheel; XR6 variants also had 18-inch alloy wheels and partial leather seat trim, while the XR6 Turbo had 19-inch alloy wheels, an eight speaker sound system with a six-disc in-dash CD player and leather detailed seat trim. Inside, there were embroidered XR50 logos on the seats, XR50 carpet mats and door scuff plates, ’50th Anniversary’ instrument cluster graphics and special interior trim for the centre console, instrument panel and front door spears. Visually, the 50th Anniversary editions could be identified by their XR50 body stripes, ‘Dark Stealth’ colour accents on the upper and lower grilles, fog light bezels and rear bumper insert, ‘Medium Stealth’ accents on the alloy wheels and door mirrors with integrated indicator lights.

2011 Falcon Ute XR6 Limited Edition

In August 2011, the XR6 Limited Edition was released; it was distinguished by its 18-inch alloy wheels, leather trim sports seats and seven-inch multi-function display. Visually, the XR6 Limited Edition could be identified by its sports bar, ‘Limited Edition’ badging and colour-accented grille and fog light surrounds.

Brochures

• Brochure: Ford FG.I Falcon Ute (August 2008)
• Brochure: Ford FG.I Falcon Ute (July 2009)

Related links

• Dimensions: Ford FG.I Falcon Ute (May 2008)
• Ford Newsroom: All-New FG Falcon Ute (May 2008)
• Ford Newsroom: All-New FG Falcon Ute – Model by Model feature walk (May 2008)
• Ford Newsroom: Dynamic Stability Control to be Introduced on FG Falcon Ute (July 2008)

Review: Ford FG.II Falcon Ute (2011-14)

Overview

Released in December 2011, the FG Mark II (FG.II) Falcon Ute introduced additional safety equipment, features and greater refinement, with a thicker inner dash insulator and front floor sound barrier.

Visually, the FG.II Falcon Ute could be identified by its new ‘tri-plane’ front end with trapezoidal grille, new bumpers and grille finishes, slim-line upper air intake with wing-form grille blades and a supplementary lower cooling slot. The XR variants were also fitted with a new lighting package with precision design projector headlights.

Safety equipment

Compared to its FG.I predecessor, standard safety equipment for the FG.II Falcon Ute was extended to side head/thorax airbags; the FG.II Falcon Ute was also fitted with a ‘Generation 9.0’ electronic stability control system as standard across the range.

As a result of the introduction of intelligent seatbelt reminders for both front seats (previously driver’s only), the FG.II Falcon Ute received an additional point under ANCAP’s assessment scheme , taking its adult occupant protection score to 34.58 out of 37.

Features

Standard features for the FG.II Falcon Ute were extended to include a USB audio input (with MP3-compatibility). Furthermore, all variants other than the entry-level variant were to be fitted with a new Interior Command Centre (ICC) which had an 8.0-inch colour touch-screen multimedia interface.

2012 Falcon Ute XR6 and XR6 Turbo Limited Editions

In July 2012, Limited Editions of the XR6 and XR6 Turbo variants were released. Compared to the standard variants, the Limited Editions were further equipped with 19-inch ten-spoke alloy wheels, leather seat trim, satellite navigation and XR carpet mats.

Brochure

• Brochure: Ford FG.II Falcon Ute (October 2012)

Related links

• Specifications: Ford FG.II Falcon Ute (October 2012)
• Wikipedia.org: Ford FG Falcon

Overview

Released in November 2014, the Ford FG X Falcon Ute was available in cab chassis and styleside bodies. Manufactured in Campbellfield, Victoria, the rear-wheel drive FG X Falcon Ute was available with 4.0-litre petrol, 4.0-litre dedicated LPG and 4.0-litre turbocharged petrol engines.

Engines: Barra 195, Barra 270T and EcoLPi (LPG)

Of the engines,

• the 4.0-litre Barra 195 inline six-cylinder petrol engine had a cast iron block, a cast aluminium cylinder head, double overhead camshafts (DOHC, simplex chain-driven), dual independent variable camshaft timing, four valves per cylinder, Duratec-style finger followers, a dual resonance inlet manifold, coil-on-plug ignition, electronic throttle control, exhaust gas recirculation, twin knock sensors and a compression ratio of 10.3:1.
• For the Falcon XR6 Turbo, the Barra 270T engine added a Garrett GT3576R turbocharger which had engine oil-lubricated and water-cooled bearings, an air-to-air intercooler, and an electronic single bypass wastegate. The turbocharger was mounted off a cast stainless steel exhaust manifold and provided maximum boost pressure of 7 psi (10 bar), though a transient overboost function enabled the engine to increase boost pressure by up to 10 per cent for several seconds. Compared to the Barra 195 engine , the Barra 270T engine had ‘dished bowl’ shaped pistons, more temperature tolerant exhaust valves and increased fuel pressure (4.0 bar, compared to 2.4 bar). The Barra 270T engine also had two cam timing strategies:
  • a primary VCT strategy which balanced maximum power with fuel efficiency, and
  • a secondary strategy which optimised turbocharger response for wide open throttle acceleration events; and,
• The 4.0-litre Barra EcoLPi engine was based on the Barra 195 but had liquid-phase LPG injection whereby liquid LPG was injected directly into the intake port. Other changes included a high-pressure fuel pump, rail and injectors, lightweight pistons and a compression ratio of 12.0:1.

Transmissions

Transmission options consisted of six-speed ZF automatic and Tremec TR6060 manual units. While the standard six-speed ZF 6HP21 automatic transmission was manufactured in China, the high-torque German-built ZF 6HP26 transmissions for the XR6 Turbo were stockpiled since production of these units was to end in late 2014.

Dimensions

The FG X Falcon Ute with the styleside body was 5056 mm long, 1934 mm wide and had a 3103 mm wheelbase. The cargo compartment had a 1843 mm load length, a tailgate opening width of 1356 mm, a wheelhouse width of 1224 mm and was 442 mm deep.

The FG X Falcon Ute cab chassis was 5358 mm long, 1897 mm wide and had a 3103 mm long wheelbase. The rear tray had a 2209 mm load length, was 1804 mm wide and 240 mm deep.

Suspension

The FG X Falcon Ute’s double wishbone front suspension had two lower ball joints that connected the separate lower arms to the suspension knuckle. These two lower links created a virtual pivot of the lower arm (a ‘Virtual Pivot Control Link’) that allowed the suspension to behave as though the lower pivot point was at the intersection of the two arms. At the rear, the Hotchkiss rear suspension consisted of a live rear axle with leaf springs.

Safety equipment

Standard safety equipment for the Ford FG X Falcon Ute included dual front airbags, side head/thorax airbags, ABS, electronic brake force distribution, brake assist, electronic stability control, traction control and front seatbelts with pretensioners and load limiters.

As standard, the FG X Falcon Ute was fitted with Ford’s SYNC2 ‘Emergency Assistance’ function. In the event of an accident in which the airbags deploy or the fuel cut-off switch is activated, Emergency Assistance can deliver a voice message to 000 operators and keep the line open for hands-free communication.

ANCAP crash testing

In ANCAP crash testing, the comparably-equipped FG Falcon Ute received a five star adult occupant protection rating with a score of 33.58 out of 37. Based on information provided to ANCAP by Ford, these crash test results were carried over to the FG X Falcon, though the FG X Falcon received a score of 34.58 due to the fitment of a front passenger seatbelt reminder (driver’s seat only for the FG Falcon Ute).

Features

Standard features for the FG X Falcon Ute included 16-inch steel wheels with 215/60 R16 tyres, a two speaker stereo with a CD player and MP3-compatibility, SYNC2 connectivity system with an eight-inch colour touch screen, voice control, Bluetooth mobile phone connectivity and audio streaming, auxiliary inputs (3.5 mm/SD card/USB), a WiFi hot spot, air conditioning, a four-way power adjustable driver’s seat, cloth seats, cruise control, automatic headlights, steering wheel audio controls, remote central locking, power windows and mirrors, a height and reach adjustable steering column, a trip computer and an immobiliser. The Styleside models were further equipped with climate control air conditioning.

From April 2015 production, the FG X Falcon Ute was fitted with satellite navigation as standard.

The Falcon Ute XR6 was further equipped with a 112 watt six speaker sound system, sports seats, projector headlights, front fog lights, rain-sensing wipers, leather-wrapped steering wheel, body-coloured door mirrors, front scuff plates, alloy pedal covers and a limited slip differential. While cab chassis models had 16-inch alloy wheels with 215/60 R16 tyres, Styleside models had 18-inch alloy wheels with 245/40 R18 tyres, an alloy sports bar and a soft tonneau cover.

The Falcon Ute XR6 Turbo was distinguished by its 19-inch alloy wheels with 245/35 R19 tyres and satellite navigation system with traffic updates.

Related links

• Brochure: Ford FG X Falcon Ute (December 2014)
• Ford Australia: Ford Falcon Ute

Review: Ford BF.I Falcon Ute (2005-06)

Overview

Released in October 2005, Ford BF Mark I (BF.I) Falcon Ute was available with either a cab chassis or integrated Styleside box body. Manufactured in Campbellfield, Victoria, the rear-wheel drive BF.I Falcon Ute was available with 4.0-litre inline six cylinder engines (naturally aspirated and turbocharged) and 5.4-litre petrol V8 engines. As per the table below, the BF.I Falcon Ute range initially consisted of XL, XLS, RTV, XR6, XR6 Turbo and XR8 variants.

Engines: Barra 190, Barra 245T, E-Gas, Barra 220 and Boss 260

Of the engines,

• The 4.0-litre Barra 190 inline six-cylinder petrol engine had a cast iron block, a cast aluminium cylinder head, double overhead camshafts (DOHC, simplex chain-driven), dual independent variable camshaft timing, four valves per cylinder, Duratec-style finger followers, a dual resonance inlet manifold, coil-on-plug ignition, electronic throttle control, exhaust gas recirculation and a compression ratio of 10.3:1. Compared to its Barra 182 predecessor, changes for the Barra 190 engine included independent variable camshaft timing (i.e. each phaser could rotate each camshaft independently), a revised camshaft profile, a second knock sensor so that ignition timing could be optimised for each cylinder, revised piston crown profiles for a higher increased compression ratio, lower viscosity engine oil (5W30 GF3, previously 10W30 GF2), a lighter driveplate assembly, a new air intake and a revised exhaust system (with a new front resonator and retuned centre and rear mufflers);
• For the Falcon Ute XR6 Turbo, the Barra 245T engine added a Garrett GT3582R turbocharger which had engine oil-lubricated and water-cooled bearings, an air-to-air intercooler and an electronic single bypass wastegate. The turbocharger was mounted off a cast stainless steel exhaust manifold and provided maximum boost pressure of 6 psi (0.413 bar). Compared to the Barra 190 engine , the Barra 245T engine had ‘dished bowl’ shaped pistons, more temperature tolerant exhaust valves and increased fuel pressure (4.0 bar, compared to 2.4 bar). Like the Barra 190, however, the Barra 245T engine benefited from dual independent variable cam timing (VCT), a revised camshaft profile and dual knock sensors.
• Compared to the Barra 190 engine, the 4.0-litre Barra E-Gas dedicated LPG engine had a Vialle closed-loop single-point carburetion system, a compression ratio of 10.3:1 and hardened valves and valve seats. For the BF range, the E-Gas engine had a lower compression ratio since it shared its pistons with the Barra 190 engine , had a revised venturi (for better air/fuel mixing), throttle body and inlet pipe, and satisfied Euro III emissions standards;
• The 5.4-litre Barra 220 V8 engine had a cast iron block, a cast aluminium cylinder head, sintered connecting rods, a single overhead camshaft (SOHC), variable intake camshaft timing (over 60 degrees relative to the crankshaft), three valves per cylinder (two intake, one exhaust), roller finger followers, coil on plug ignition and a compression ratio of 9.7:1; and,
• Assembled by hand in Campbellfield, the 5.4-litre Boss 260 V8 engine had double overhead camshafts, four valves per cylinder and a compression ratio of 9.52:1, but omitted the variable cam timing of the Barra 220 . The Boss 260 engine combined the long stroke 5.4-litre block with Mustang Cobra R heads and changes included high-lift camshaft profiles, specific inlet camshaft to match the high-rise inlet manifold and exhaust header system, forged steel crankshaft, Boss fuel rail with upgraded injectors, 75 mm throttle body, low-restriction air-intake with a conical filter, 1 ⁷/₈inch stainless steel exhaust headers and an FPV oil pan and oil pick-up.

For the BF range, ‘transient’ rpm limits were introduced for the six cylinder engines which momentarily allowed engine speed to exceed the prescribed rev limit during upshifting – this enabled wide open throttle upshifting to occur at an engine speed closer to the rev limiter than would otherwise be possible.

Transmissions

Of the transmissions,

• The naturally aspirated six-cylinder engines were available with four-speed BTR M93LE (also known as ION 93-4AT) automatic, five-speed BTR T5 manual transmissions or six-speed Tremec T56 manual transmissions (the latter reserved for the XR6); and,
• The XR6 Turbo and XR8 were available with six-speed ZFHP26 automatic or six-speed Tremec T56 manual transmissions.

For the BF range, the four-speed BTR M93LE automatic transmissions were upgraded with:

• Stronger gearsets;
• Radial dead-end groove clutch plates and a second ‘Ball Check valve’ in the valve body for improved oil flow;
• The introduction of Grade Control Logic (previously introduced in the SX Territory );
• An accelerator pedal detent and kickdown switch;
• Revised software for improved shift schedules; and,
• Calibration improvements for more refined and consistent shift feel.

First introduced in the BMW E65 and E66 7-Series , the six-speed ZF 6HP26 automatic transmission was available in two versions: a standard version with a torque capacity of 450 Nm and a high-performance 600 Nm version (for use with the Barra 230, Barra 245T and Boss 260 engines) which had upgraded clutches with extra plates in the clutch packs. For its use in the BF Falcon, hardware changes for the ZF 6HP26 transmission included a unique transmission main case, torque converter, output/driveshaft flange and a new transmission cross member attachment (shared with the four-speed automatic). The ZF transmission featured adaptive ‘Driver Recognition’ behaviour, including brake support downshifts, gear holding when cornering, gear holding for uphill and downhill driving and gear holding for fast-off throttle driving situations.

For all automatic transmissions, a new remote transmission oil cooler (RTOC) – with a three-way coolant thermostat – was mounted to the engine block. Acting as a heat exchanger, coolant lines (or tubes) passed through the radiator to warm-up the transmission fluid on start-up and provide cooling under high load/high temperature operating conditions.

Development and dimensions

Since the BF Falcon Ute had the same platform as its BA Falcon Ute predecessor, greater refinement was a significant objective in its development. To this end, the following changes were made:

• The introduction of a two-piece, lofted outer dashboard;
• The addition of bitumastic pads to the body for damping of low- and mid-frequency noises;
• The introduction of an absorptive roof-liner;
• Improved static sealing;
• Body structure improvements through the fitment of a reinforcing box section to the transmission cross member and centre bearing body reinforcement;
• New engine and transmission mounts; and,
• Redesigned exhaust hangers to isolate muffler vibration from the body.

Other developments for the BF range included:

• The introduction of Bosch ABS 8.0 (previously 5.3) which included electronic brake force distribution;
• An upgraded traction control system and the introduction of electronic stability control and cornering brake control;
• A revised pedal map for the electronic throttle control; and,
• A higher-output alternator for improved fuel economy, lower rotational speeds and lower fan speeds.

The BF Falcon Ute had the same dimensions as the BA Falcon Ute such that the BF Styleside utility was 4938 mm long, 1870 mm wide, 1515 mm tall and had a 3096 mm long wheelbase. Compared to its BA predecessor, the BF Falcon Ute could be identified by its deeper front bumpers and new wheel covers and alloy wheel designs. Inside, all BF Falcon Utes were fitted with soft-feel door grab handles with satin chrome inserts and new seat fabrics, fabric inserts and door trims. 

Suspension

The BF Falcon Ute had double wishbone front suspension and a live rear axle that was suspended by leaf springs.

Safety equipment

Standard safety equipment for the BF.I Falcon Ute included a two-stage driver’s airbag and front seatbelts with pretensioners and load limiters; a front passenger airbag was optional.

The Falcon ute RTV, XR6, XR6 Turbo and XR8 were also fitted with ABS and electronic brake force distribution, while the XR6, XR6 Turbo and XR8 were equipped with traction control.

Brakes

The standard braking package for the BF Falcon Ute consisted of 298 mm by 28 mm vented front brake discs with twin-piston callipers and 303 mm by 16 mm solid rear discs with single piston callipers. However, the XR6 Turbo and XR8 were fitted with a premium braking package which consisted of 322 mm by 28 mm vented front brake discs and 328 mm by 26 mm vented rear discs.

ANCAP crash testing

Occupant protection for the BF Falcon Ute was comparable with its BA predecessor; in ANCAP crash testing, a BA.II Falcon Ute XR6 achieved a four star adult occupant protection rating with a score of 25.92 out of 37. In the offset crash test, protection from serious chest injury was weak for both occupants; there was also a slight risk of serious lower leg injury for both occupants and a slight risk of neck injury for the passenger. In the side impact test, there was a marginal risk of serious chest injury for the driver.

Features: Falcon Ute XL and XLS

Standard features for the Falcon Ute XL included a two speaker sound system with a CD player, a four-way power adjustable driver’s seat, manually adjustable front seat lumbar support, a speed alert, automatic headlights, steering wheel audio controls, remote central locking, a height adjustable driver’s seat, tilt and reach adjustable steering wheel, trip computer and immobiliser. Inside, the Interior Command Console (ICC) and centre console surround had a ‘Titanium Stone Metallic’ finish.

The Styleside XL was fitted with new silica-based 215/60 R16 99H tyres and standard suspension settings. The cab chassis XL, however, was fitted with Ford’s ‘One Tonne Suspension’ set-up, including heavier leaf springs and a raised ride height. The One Tonne Suspension package was optional for the Styleside XL.

The Falcon Ute XLS featured new silica compound Dunlop 225/55 R16 95W tyres with sports suspension (20 mm lower ride height, stiffer front and rear springs and FPV-supplied sports shock) absorbers, stiff, a four speaker stereo with CD player, sports seats and cruise control.

Features: Falcon Ute XR6, XR6 Turbo and XR8

The Falcon Ute XR6 was further equipped with 17-inch alloy wheels (also with sports suspension), air conditioning, alloy pedal covers and a sports body kit, while the XR6 Turbo and XR8 were also fitted with a limited slip differential. Inside, the Interior Command Console (ICC) and centre console surround had a ‘Liquid Metal’ finish.

Features: Falcon Ute RTV

With respect to features, the Falcon Ute RTV (an acronym for ‘Rugged Terrain Vehicle’) was similarly equipped to the XL but added 16-inch alloy wheels. However, the RTV was fitted with raised suspension (67.5 mm at the front and 80 mm at the rear for 215 mm ground clearance), a wider track (by 30 mm), a Dana/Spicer Model 86 rear axle, heavy duty radiator and underbody protection. The RTV also featured a lockable rear differential which enabled the left and right sections of the rear axle to form a solid driving axle for speeds below 40 km/h. The RTV was fitted with the One Tonne suspension package, adding anti-tramp rods to prevent axle tramp.

2006 XR6 Special Edition cab chassis

In May 2006, a cab chassis XR6 Special Edition was released; it was fitted with half tonne XR sports suspension and 17-inch alloy wheels, though a one tonne suspension option with 16-inch alloy wheels was available as a ‘no cost’ option.

Limited Editions: 2006 Falcon Ute Tradesman, SE and Magnet

In May 2006, several limited-run variants and editions were released:

• Based on the XL, the cab chassis Tradesman variant added one-tonne rated 16-inch alloy wheels, aluminium tray (or $1000 towards a custom tray), cruise control and ‘Tradesman’ decals;
• The SE variant was also based on the XL utility, but added one-tonne rated 16-inch alloy wheels, air conditioning, cruise control and ‘SE’ decals; and,
• Magnet editions of the XR6, XR6 Turbo and XR8 featured 18-inch alloy wheels, sports/leather seats and a Momo sports steering wheel.

Review: Ford BF.II Falcon Ute (2006-08)

Overview

Released in October 2006, the BF Mark II (BF.II) Falcon Ute introduced the XR6 cab chassis as a permanent variant and the four-speed automatic transmission was upgraded with faster warm-up, reduced friction losses and a revised powertrain control module.

For the BF.II Falcon Ute, the 4.0-litre six cylinder LPG engines featured a new induction system – developed to work with the advanced Electronic Throttle Control – while a new balancer hose, ductwork and piping provided a better under-bonnet layout and improved reliability.

Visually, the BF.II Falcon Ute XL, XLS and RTV could be identified by their new tapered bonnets, more aggressive front bumper design and new headlamp treatments. Inside, the XR variants featured ‘Chicane’ metallic yarn seat trim, an updated instrument cluster design and satin alloy inserts in the instrument panel.

Features

Features were substantially the same as the BF.I Falcon Ute, though the RTV’s alloy wheels were replaced with more rugged steel wheels. The XR6 cab chassis was fitted with the half-tonne sports suspension and 17-inch five-spoke alloy wheels, though one-tonne suspension and 16-inch wheels were available as a ‘no cost’ option.

2007 Falcon Ute Tradesman

In March 2007, a limited-run Tradesman variant was released, in cab chassis and utility bodies; based on the XL, the Tradesman added 16-inch one-tonne rated alloy wheels, air conditioning and Tradesman decals.

2007 Falcon Ute XR6, XR6 Turbo and XR8 Rip Curl

In March 2007, ‘Rip Curl’ editions of the XR variants were released; these added 18-inch alloy wheels, upgraded sound system with six-stack CD player, Momo steering wheel, ‘Rip Curl’ branded waterproof seat covers and ‘Rip Curl’ decals.

2007 Falcon Ute XR6, XR6 Turbo and XR8 by Craig Lowndes

In October 2007, ‘by Craig Lowndes’ editions of the XR variants were released. These were distinguished by their 18-inch alloy wheels, one piece hard tonneau cover with power bulge, rear spoiler, upgraded sound system with six-stack CD player and iPod/MP3 inputs, Momo steering wheel and ‘by Craig Lowndes’ decals.

Related links

• Specifications: Ford BF.II Falcon Ute (October 2006)
• Ford Newsroom: BF Falcon MKII – Evolution of an icon (March 2007)
• Wikipedia.org: Ford BF Falcon

Review: Ford AU.I Falcon Ute (1999-00)

Overview

Released in June 1999, the Ford AU Series I (AU.I) Falcon Ute was available in three bodies: cab chassis, cab chassis with an optional factory-fitted drop-side tray and with an integrated style side box. Manufactured in Campbellfield, Victoria, the rear-wheel drive AU Falcon Ute was available with 4.0-litre six-cylinder petrol, 4.0-litre six-cylinder LPG and 4.9-litre V8 petrol engines. As per the table below, the AU.I Falcon Ute range consisted of XL, XLS, XR6 and XR8 variants.

Engines: Intech, E-Gas LPG and Windsor V8

Of the engines,

• The 4.0-litre Intech six-cylinder petrol engine had cast iron block, an alloy cylinder head, sequential electronic fuel injection, a single overhead camshaft (SOHC, chain-driven), two valves per cylinder, an EEC V control unit and a compression ratio of 9.65:1. Compared to its predecessors, the Intech engine had a more rigid block, a new cylinder head, triple-layered steel head gasket, more rigid crankshaft with larger bearings, lighter Teflon-coated pistons, lighter connecting rods, single conical valve springs, a cast aluminium sump (cross-bolted through the main bearing caps), electronic distributorless ignition system (EDIS) and a ‘limp home’ mode which enabled the engine to keep running without coolant fluid. Furthermore, a flexible decoupler between the exhaust manifold and new catalytic converter enabled a lower idle speed of 550 rpm;
• For the XR6, the 4.0-litre Intech HP (High Performance) engine had a unique cylinder head, reshaped inlet port, redesigned exhaust port, ‘open’ combustion chamber (shaped to restrict pre-detonation from hot spot areas), a unique camshaft, higher fuel pressure and recalibrated engine management system;
• The 4.0-litre Intech E-Gas dedicated LPG engine which had a single-point, venturi-style carburetion (rather than sequential injection as per the petrol engines). Compared to the 4.0-litre Intech petrol engine, the E-Gas engine had different spark plugs, inductive high tension leads and a unique engine management processor;
• The 4.9-litre pushrod Windsor V8 engine had a cast iron block and cylinder head, two valves per cylinder, EEC V engine management and a compression ratio of 9.1:1. For the AU range, the V8 engines were based on a later generation small block developed for the Ford UT Explorer. Compared to its predecessor, this V8 engine had GT 40 P cylinder heads with centralised platinum spark plugs, a ‘high flow’ fuel intake system, new inlet manifold and distributorless ignition; and,
• For the Falcon XR8, the 4.9-litre Windsor V8 engine had a unique camshaft profile, an aluminium trumpet device in the air filter to increase cold air flow, Tickford 4-into-1 headers, a ceramic coated exhaust manifold and a low back pressure exhaust system.

For models with petrol engines, the AU Falcon Ute had an 82 litre fuel tank. For dedicated LPG engines, however, two 55 litre gas cylinders were fitted.

Transmissions

The Falcon Ute was available with four-speed BTR M93LE and M97LE automatic transmissions for the six and eight cylinder models, respectively. Alternatively, both six and eight cylinder models were available with five-speed BTR T5 manual transmissions.

For the AU range,

• the automatic transmissions were upgraded with multi-groove C1 (clutch #1) plate friction elements for smoother gear engagements; and,
• the T5 manual transmissions had a new gearset with increased gear tooth contact ratios for reduced gear noise, while an isolator was added to the gearshift offset lever.

Development and dimensions

Developed in conjunction with the AU Falcon sedan and wagon, the AU Falcon Ute had a new, stiffer body structure with straightened side rails that were welded together to a beam behind the front bumper. As per the sedan and wagon range, innovations for the AU Falcon Ute included new headlights for a 30 per cent increase in light projection, triple weather-strip sealing for the doors (previously double weather-strips) and new sound proofing materials – sourced from OrbSeal Australia – which expanded during the paint baking process to fill gaps and cavities more effectively.

The AU Falcon Ute cab chassis was 4938 mm long, 1871 mm wide, 1437 mm tall and had a 3096 mm long wheelbase; for models with the integrated style side box, length increased by 139 mm to 5077 mm. Furthermore, the style side box had an integrated polyethylene bedliner, was wide enough to fit a pallet between the wheel arches and could fit 1.2m x 1.8m building sheets in the specially designed slots in the bedliner.

Inside, the AU Falcon Ute was available with two bucket seats or, for models with column shift automatic transmissions, a three seat split bench. Behind the seats, there was a 400 mm deep storage area.

Suspension

The AU Falcon Ute introduced double-wishbone front suspension and Ford’s ‘Wide Trac’ rear suspension which consisted of a live rear axle with shock absorbers located outboard of the leaf springs and angled towards the front of the vehicle. This rear suspension was based on the AU Falcon wagon, but with adjustments to shock valving and dual rate springs to cater for the extra load-bearing capacity.

Safety equipment and brakes

Standard safety equipment for the AU.I Falcon Ute included a driver’s airbag, while the XR6 and XR8 were also fitted with ABS.

The AU.I Falcon Ute had 287 mm by 24 mm vented front brake discs and 287 mm by 10.5 mm solid rear discs.

Features

Standard features for the Falcon Ute XL included a two speaker sound system, steering wheel audio controls, remote central locking, rake and reach steering wheel adjustment, power mirrors and ‘Smartshield’ immobiliser; a split bench seat was standard with the automatic column shift models. Inside, the XL had a ‘dark graphite’ colour scheme with speckled blue and grey ‘Chelsea’ trim for the seat cushions and plain ‘Vincent’ fabric on the bolsters.

The Falcon Ute XLS was further equipped with 16-inch alloy wheels with sports suspension, a four speaker 100 watt stereo, cruise control, variable intermittent wipers and power front windows; utility models were also equipped with a soft tonneau cover. Inside, the XLS had a ‘warm charcoal’ colour scheme and Jacquard trim with a darker pattern than the XL.

The Falcon Ute XR6 and XR8 featured 17-inch alloy wheels, ‘Sanderson’ patterned trim with ebony seat bolsters, a leather-wrapped steering wheel and a power antenna. The XR6 and XR8 were also fitted with a limited slip differential.

Review: Ford AU.II Falcon Ute (2000-02)

Overview

Released in April 2000, the AU Series II (AU.II) Falcon Ute introduced upgraded brakes, greater refinement, variable cam timing (VCT) for the XR6 variants and, from March 2001, more powerful XR8 engines.

Developments

The AU.II Falcon Ute introduced the following developments:

• Upgraded brakes: thicker front and rear discs (see ‘Safety equipment’, below), twin-piston aluminium-headed front calipers, bigger non-asbestos brake pads, changes to the master cylinder and a higher capacity booster;
• Structural upgrades to enhance offset front and side impact performance, including a laminated impact protection panel in the driver’s floor area for improved lower leg protection;
• A laminated firewall for greater refinement; and,
• Service intervals were also extended from 10,000 km to 15,000 km.

Engine: XR6 Intech VCT

For the AU.II Falcon Ute, the XR6 was available with Ford’s Intech VCT engine which, relative to the HP Intech engine, added variable cam timing (VCT) and a low back pressure exhaust system. Mounted on the front of the engine, the VCT module adjusted camshaft profiles via an oil pressure-driven helix. At engine speeds from 1000-3700 rpm, the camshaft profile would increase torque, while the camshaft profile beyond 3700 rpm provided greater power.

Engine: 200 kW XR8

Available from March 2001, the XR8 engine produced 200 kW due to the fitment of Ford Motorsport (FMS) 1.6:1 roller rockers (produced by Crane).

Safety equipment and brakes

Safety equipment for the AU.II Falcon Ute was enhanced as front seatbelts with pretensioners and load limiters were made standard across the range.

The AU.II Falcon Ute had 287 mm by 28 mm front brake discs with twin-piston calipers and 287 mm by 16 mm solid rear discs.

ANCAP crash testing

In ANCAP crash testing , the AU.II Falcon Ute received a four star adult occupant protection rating with a score of 25.18. In the offset and side impact tests, there was a moderate risk of serious chest injury for the driver.

Features

Standard features for the AU.II Falcon Ute were extended to include a 100 watt sound system with four speakers and a CD player, speed alert with steering wheel controls, variable intermittent wipers and an overhead sunglasses holder. There were also revised heater/ventilation controls, new cloth interior trim (with full cloth trim seats replacing the vinyl-backed seats of the AU.I Falcon Ute) and a dash-mounted digital clock. The immobiliser was also upgraded to allow entry via the driver’s door only or both doors and included a panic alarm.

The Falcon Ute XR6 and XR8 were further equipped with a six speaker sound system with a six-stack CD player, while the XR8 could be identified by its more aggressive front bumper and grille.

Limited Editions: Pursuit, XL Tradesman, XL Sports Edition and XLS Marlin

The AU.II Falcon Ute range included several limited edition models:

• Released in February 2001, Pursuit editions of the XR6 VCT and XR8 variants featured a more aggressive body kit and polished aluminium sports bar;
• Released in May 2001, the XL Tradesman was fitted with 16-inch alloy wheels and a factory aluminium tray (or $1000 towards a custom tray);
• Released in May 2001, the XL Sports Edition added 16-inch alloy wheels, air conditioning and SE decals; and,
• Also released in May 2001, the XLS Marlin featured a six-stack CD player, polished alloy ‘sports bar’, tonneau cover and ‘Marlin’ decals.

Review: Ford AU.III Falcon Ute (2002)

Overview

Released in February 2002, the AU Series III (AU.III) was a minor update for the Falcon Ute range. As part of the update, the XL variant was fitted with 16-inch one-tonne rated steel wheels, while the XLS was fitted with the more powerful 4.0-litre inline six cylinder engine previously used in the XR6.

Visually, the AU.III Falcon Ute could be identified by its smoked headlight surrounds, darker-tint dot matrix windscreen (for reduced sung glare) contrast colour headlight bezel and clear side indicator lenses. The XL was also fitted with a body-coloured grille, while the XLS added body-coloured mirrors and a chrome exhaust tip.

XR8 Pursuit 250 engine

Compared to the 200 kW 4.9-litre V8 engine, the stroked 5.6-litre Tickford V8 engine had CNC ported and machined GT40-p heads, bigger inlet (11.9 mm) and exhaust (12.0 mm) valves, Yella Terra 1.72:1 roller rockers, an 82 mm throttle body, increased fuel pressure (4.3 bar), three-piece tuned intake manifolds, a Mustang Cobra conical air intake, floating gudgeon lightweight pistons, shotpeened billet connecting rods, an engine oil cooler and a compression ratio of 9.6:1

The engine was available with four-speed BTR M97LE automatic and five-speed Tremec TR3650 manual transmissions (with a heavy duty Valeo clutch).

XR8 Pursuit 250

The newly-introduced XR8 Pursuit 250 featured a 5.6-litre Tickford V8 engine , 18-inch alloy wheels with high performance Dunlop SP9000 tyres, grooved front and rear disc brakes, unique bodykit (including front airdam spoiler, side skirts and rear bumpers), leather seats, and a Momo steering wheel and gearshift.

Limited editions: XL Tradesman, XL Sports Edition, XLS Marlin

The AU.III Falcon Ute range included several limited edition models:

• Released in March 2002, the XL Tradesman cab chassis could be identified by its 16-inchalloy wheels and factory aluminium tray (or $1000 towards a custom tray);
• Released in March 2002, the XL Sports Edition added 16-inch alloy wheels, air conditioning and ‘SE’ decals; and;
• Also released in March 2002, the XLS Marlin was equipped with a six-stack CD player, air conditioning, a polished alloy sports bar, tonneau cover and ‘Marlin’ decals.

Related links

• Wikipedia.org: Ford AU Falcon

Review: Ford BA.I Falcon Ute (2002-04)

Overview

Released in October 2002, the Ford BA Mark I (BA.I) Falcon Ute was available with either a cab chassis or integrated Styleside box body. Manufactured in Campbellfield, Victoria, the rear-wheel drive BA Falcon Ute was available with 4.0-litre petrol, 4.0-litre LPG and 5.4-litre petrol V8 engines. As per the table below, the BA.I Falcon Ute range initially consisted of XL, XLS, XR6, XR6 Turbo and XR8 variants, but was subsequently expanded with the RTV variant in September 2003.

Engines: Barra 182, Barra 240T, E-Gas LPG, Barra 220 and Boss 260

Of the engines,

• The 4.0-litre Barra 182 inline six-cylinder petrol engine had a cast iron block, a cast aluminium cylinder head, double overhead camshafts (DOHC, simplex chain-driven), dual infinitely variable camshaft adjustment (within a 60 degree range), four valves per cylinder, Duratec-style finger followers, a dual resonance inlet manifold, coil-on-plug ignition and a compression ratio of 9.7:1. Compared to its Intech predecessor, changes for the Barra six cylinder engine included a new cylinder head (50 per cent stiffer than its predecessor), forged camshafts (previously cast iron), new combustion chambers, port design, a single chain drive for the camshafts, electronic ‘drive by wire’ throttle control, internal exhaust gas recirculation, a crank-mounted oil pump, new knock sensors (for improved performance on premium unleaded fuel) and an upgraded Powertrain Control Module (PCM). The rev limit was also raised to 6000 rpm (previously 5700 rpm);
• The 4.0-litre Barra 240T engine added a Garrett GT3582R turbocharger which had engine oil-lubricated and water-cooled bearings, an air-to-air intercooler and an electronic single bypass wastegate. The turbocharger was mounted off a cast stainless steel exhaust manifold and provided maximum boost pressure of 6 psi (0.413 bar). Furthermore, the Barra 240T engine had a compression ratio of 8.7:1 and a 6000 rpm redline, while a knock sensor enabled the engine to run on regular unleaded fuel, though premium unleaded was recommended for optimum performance. Compared to the Barra 182 engine , the Barra 240T engine had new pistons with a ‘dished bowl’ shape and a fully floating gudgeon pin, more temperature tolerant exhaust valves, increased fuel pressure (4 bar, compared to 2.4 bar) and heavier duty lubricating oil. Heat shields were also installed to protect components such as the steering column assembly and the under floor area above the three-inch dump pipe and the catalysts;
• The 4.0-litre Barra E-Gas dedicated LPG engine had a Vialle closed-loop single-point carburetion system, hardened valves and valve seats, and a compression ratio of 10.7:1;
• Manufactured at Ford’s Windsor plant in Canada, the 5.4-litre Barra 220 V8 engine had a cast iron block, a cast aluminium cylinder head, sintered connecting rods, a single overhead camshaft (SOHC), variable intake camshaft timing (over 60 degrees relative to the crankshaft), three valves per cylinder (two intake, one exhaust), roller finger followers, coil on plug ignition and a compression ratio of 9.7:1. Compared to its 4.9-litre Windsor predecessor, changes included a stiffer block, reshaped pistons (with longer side skirts), magnesium cam covers, electronic throttle control, internal exhaust gas recirculation and failsafe-cooling protection (previously limited to inline six cylinder engines); and
• Assembled by hand in Campbellfield, the 5.4-litre Boss 260 V8 engine had double overhead camshafts, four valves per cylinder and a compression ratio of 9.52:1, but omitted the variable cam timing of the Barra 220. The Boss 260 engine combined the long stroke 5.4-litre block with Mustang Cobra R heads and changes included high-lift camshaft profiles, specific inlet camshaft to match the high-rise inlet manifold and exhaust header system, forged steel crankshaft, Boss fuel rail with upgraded injectors, 75 mm throttle body, low-restriction air-intake with a conical filter, 1 ⁷/₈inch stainless steel exhaust headers, and an FPV oil pan and oil pick-up.

Transmissions

Of the transmissions,

• The naturally aspirated six-cylinder engines were available with four-speed BTR M93LE automatic or five-speed BTR T5 manual transmissions;
• For the XR6 Turbo, the turbocharged six-cylinder engine was available with four-speed BTR M95LE automatic or five-speed BTR T5Z manual transmissions; and,
• The 5.4-litre V8 engine was available with four-speed BTR M97LE automatic or five-speed Tremec TR3650 manual transmissions.

For the BA range, changes for the automatic transmissions included a higher contact ratio gear set, a new design alloy plate (finned) transmission oil cooler and upgrades for the valve body, pump assemblies and torque converters. For the XR6 Turbo, its M95LE automatic transmission had an additional clutch pack, stronger gear set, reinforced torque converter and a Kevlar front band. Furthermore, all automatic transmissions had an adaptive shifting program, while all floor-shift automatic transmissions had a ‘Sequential Sports Shift’ function.

Development and dimensions

Compared to the AU Falcon Ute , the BA Falcon Ute had a significantly stiffer chassis. Other developments included:

• An intelligent crash sensor and restraint triggering system;
• A new alloy cross member under the transmission with alloy mountings;
• A stainless steel exhaust;
• A stiffer steering column, revised steering gear and a faster steering ratio (2.8 turns lock-to-lock);
• New hydraulic engine mounts; and,
• New insulating foam between the body and carpets.

The BA Styleside utility was 5077 mm long, 1871 mm wide, 1515 mm tall and had a 3096 mm long wheelbase; for cab chassis models that were fitted with an aluminium tray, length increased by 263 mm (to 5340 mm) and width by 37 mm (1908 mm).

Suspension

The Ford BA Falcon Ute had double wishbone front suspension and ‘Hotchkiss’ rear suspension which consisted of a live rear axle suspended by leaf springs. For the BA Falcon Ute, the rear shock absorbers had a greater diameter (36 mm, previously 30 mm for the AU) and provided less friction for improved ride comfort and greater resistance to overheating.

The BA Falcon Ute was available with Standards, Sports and One Tonne suspension tunes; for information on payloads, please see the ‘BA.I Falcon Ute Specifications’ download link, below.

Safety equipment

Standard safety equipment for the BA.I Falcon Ute included a two-stage driver’s airbag and front seatbelts with pretensioners and load limiters; a passenger airbag was optional. The RTV, XR6, XR6 Turbo and XR8 were also fitted with ABS and electronic brake force distribution as standard.

Brakes

The standard braking package for the BA Falcon Ute consisted of 298 mm by 28 mm vented front brake discs with twin-piston aluminium callipers and 303 mm by 16 mm solid rear discs with single piston callipers. The optional premium braking package had 325 mm by 32 mm grooved front brake discs and 303 mm by 16 mm grooved rear discs.

ANCAP crash testing

In ANCAP crash testing , a BA.II Falcon Ute XR6 received a four star adult occupant protection rating with a score of 25.92. In the offset crash test, protection from serious chest injury was weak for both occupants; there was also a slight risk of serious lower leg injury for both occupants and a slight risk of neck injury for the passenger. In the side impact test, there was a marginal risk of serious chest injury for the driver.

Features: Falcon Ute XL and XLS

Standard features for the Ford BA Falcon Ute XL included a two speaker sound system with a CD player, a four-way power adjustable driver’s seat, manually adjustable front seat lumbar support, a speed alert, steering wheel audio controls, remote central locking, a tilt and reach adjustable steering wheel, height adjustable driver’s seat, trip computer and an immobiliser. Inside, there was a satin-finish centre console and ‘Interior Command Centre’ (ICC) with a large LCD.

The Styleside XL was fitted Dunlop 215/60 R16 tyres and standard suspension settings. The cab chassis XL, however, was fitted with the Dunlop 215/60 R16 C (Commercial) tyres and Ford’s ‘One Tonne Suspension’ set-up, including heavier leaf springs and a raised ride height. The One Tonne Suspension package was optional for the Styleside XL.

The Falcon Ute XLS featured Dunlop 215/55 R16 tyres with sports suspension (20mm lower ride height, stiffer front and rear springs and FPV-supplied sports shock) absorbers, stiff, a four speaker stereo with CD player, sports seats and cruise control. 

Features: Falcon Ute XR, XR6 Turbo and XR8

The XR6 was further equipped with 17-inch alloy wheels (also with sports suspension), air conditioning and body kit, while the XR6 Turbo and XR8 were also fitted with a limited slip differential.

Features: Falcon Ute RTV

With respect to features, the RTV (an acronym for ‘Rugged Terrain Vehicle’ ) was similarly equipped to the XL but added 16-inch alloy wheels. However, the RTV was fitted with raised suspension (67.5 mm at the front and 80 mm at the rear for 215 mm ground clearance), a wider track (by 30 mm), a Dana/Spicer Model 86 rear axle, heavy duty radiator and underbody protection. The RTV also featured a lockable rear differential which enabled the left and right sections of the rear axle to form a solid driving axle for speeds below 40 km/h. The RTV was fitted with the One Tonne suspension package, adding anti-tramp rods to prevent axle tramp.

Limited Editions: Falcon Ute Tradesman, SE and Marlin

In August 2003 and subsequently in May 2004, limited-run Tradesman, SE and Marlin variants were released. Of these,

• The cab chassis Tradesman was based on the XL but added one-tonne rated 16-inch alloy wheels and an aluminium tray (or $1000 towards a custom tray);
• The SE was based on the XL, but further equipped with one-tonne rated 16-inch alloy wheels, air-conditioning, a chrome exhaust tip and SE decals; and,
• Compared to the XLS, the Marlin was distinguished by its air conditioning, a polished aluminium sports bar (with compatible tonneau cover), side skirts, body-coloured side protection mouldings and ‘Marlin’ decals.

Related links

• Specifications: Ford BA.I Falcon Ute (October 2002)

Review: Ford BA.II Falcon Ute (2004-05)

Overview

Released in October 2004, the BA Mark II (BA.II) Falcon Ute introduced improved equipment levels and a six-speed manual transmission. The range itself was substantially unchanged, though the Tremec T56 six-speed manual transmission was available in the XR6 Turbo and XR8 variants.

Previously used in the Mustang Cobra R , the Tremec T56 manual transmission had double synchros in its forward gears and a single synchro in reverse. With the T56 transmission, the final drive ratios for the XR6 Turbo and XR8 were 3.73:1 (previously 3.46:1) and 3.46:1 (previously 3.23:1).

Features

Compared to its BA.I predecessor, standard features for the Ford BA.II Falcon Ute were extended to include automatic headlights, a second remote key fob and variable dwell and speed-sensitive wipers.

The Falcon Ute XLS was fitted with one-tonne suspension settings for the cab chassis models, new side skirts and body-coloured side protection mouldings.

The Falcon Ute XR6, XR6 Turbo and XR8 were fitted with new 17-inch alloy wheels and alloy pedal covers.

2005 Falcon Ute Tradesman and SE

In March 2005, limited-run Tradesman and SE variants were released, based on the XL variant. Compared to the XL, the Tradesman added 16-inch alloy wheels and an aluminium tray; the SE added 16-inch alloy wheels and air conditioning.

2005 Falcon Ute XR6, XR6 Turbo and XR8 Magnet

Magnet editions of the XR6, XR6 Turbo and XR8 variants were released in March 2005. The Magnet editions were distinguished by their 18-inch alloy wheels, sports leather seats and a leather-wrapped Momo steering wheel.

Related links

• Specifications: Ford BA.II Falcon Ute (October 2004)
• Wikipedia.org: Ford BA Falcon

Recalls: Ford FG Falcon Ute

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Ford FG Falcon Ute

2007-09 Ford FG Falcon Ute E-Gas: loss of power braking

In June 2009, a recall was issued for Ford FG Falcon Ute vehicles fitted with the ‘E-Gas’ dedicated LPG system/engine and manufactured from 16 January 2007 to 22 August 2008 (PRA 2009/10855); in February 2010, however, this recall was extended to vehicles manufactured from 20 October 2008 to 4 September 2009 (PRA 2010/11455). For these vehicles, the brake booster check valve may develop a vacuum leak at the check valve – this could result in reduced power assistance to the vehicle’s brakes.

2009-10 Ford FG Falcon Ute with colum shift: park brake may release

In March 2010, a recall was issued for Ford FG Falcon Ute vehicles with three-seats, the column-shift automatic transmission and manufactured from 23 July 2009 to 22 February 2010. In these vehicles, the park brake lever may have had a manufacturing defect such that if the park brake were to be knocked when engaged, the park brake may inadvertently release (PRA 2010/11477).

2011-12 Ford FG.II Falcon Ute EcoLPi: omission of O-ring seal

In March 2014, a recall was issued for Ford FG.II Falcon Utes which had 4.0-litre ‘EcoLPi’ (LPG fuelled) engines and were manufactured between September 15, 2011, and July 18, 2012. In these vehicles, an O-ring seal located between the Fuel Delivery Module and the wiring connector insert of the LPG tank may be missing. If this occurred, gas may leak from the LPG tank to the atmosphere and pose a potential fire hazard (PRA 2014/14024).

2013-14 Ford FG.II Falcon Ute: ignition switch connector could disengage

In February 2015, a recall was issued for Ford FG.II Falcon Utes that were manufactured from 12 November 2013 to 13 October 2014. In these vehicles, the ignition switch electrical connector could disengage. If this occurred while the vehicle was being driven, the engine would stall, electrical functions would be lost and the vehicle could not be restarted – this posed a potential accident hazard to the driver and other road users (PRA 2015/14560).

Ford FG.II Falcon Ute: rear axle housing weld may crack

In October 2016, a recall was issued for Ford FG.II Falcon Ute vehicles because the rear axle housing weld may crack – this could result in an oil leak and, potentially, partial or full separation of the wheel assembly from the axle assembly. As a result, the driver may hear rear suspension noises, experience a loss of steering control, a reduction or loss of brake performance and a loss of motor power. Until the recall service was completed, Ford advised that the vehicle should be driven with caution and at a moderate speed (PRA 2016/15678).

Problems and faults: Ford FG Falcon Ute

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

BTR transmission

The four-speed BTR automatic transmission had a heat exchanger (or Remote Transmission Oil Cooler, RTOC) under the inlet manifold. However, the lines within the heat exchanger could deteriorate due to age, wear or corrosion, allowing coolant and transmission oil to mix. If this occurred, the fluid in the coolant reservoir would appear milky (hence the term ‘milkshake’) and damage to the transmission would require it to be rebuilt or replaced. To prevent contamination of the transmission fluid with coolant, a common modification was to fit an external air/oil cooler kit to bypass the heat exchanger.

5T55N/S transmission

For the pre-July 2010 five-speed 5R55N/S automatic transmission, there have been reports of:

• The bands snapping due to a worn servo bore. The servo bore wears because the servo piston is applied via an oil gallery inside the servo piston shaft and this requires a large area of the bore to be open to allow oil in as the shaft moves; and,
• Overdrive planetary gear set failure due to worn shims which cause the gears to wear into the housing.

ZF transmission

The six-speed ZF automatic transmissions used an external heat exchanger to cool the transmission. However, the lines within the heat exchanger could deteriorate over time, allowing coolant and transmission oil to mix. If this occurred, the fluid in the coolant reservoir would appear milky (hence the “ZF milkshake”) and, within the transmission, the friction linings would be pulled from their steel backings and the mechatronic control unit would be damaged. To fix, the transmission would have to be rebuilt and the mechatronic control unit replaced.

To prevent contamination of the transmission fluid with coolant, a common modification was to fit an external air/oil cooler kit to bypass the heat exchanger. In fitting these, however, it was important that the transmission fluid be filled to the correct level as the ZF transmission was sensitive to fluid levels and would enter ‘limp home’ mode if not within tolerances. Another modification was to replace the OEM heat exchanger and hoses/lines to the transmission with a more robust after-market product. Please note, however, that Ford Australia considered any modifications to the heat exchanger to void the warranty.

Battery voltage

Ford’s FG range introduced a new CAN Bus which can result in error messages and faults (such as the air conditioning not working, see below) if battery voltage drops below 9.6 volts during start up. While the original battery fitted by Ford was rated as 520 CCA, it is recommended that higher rated batteries be fitted.

Air conditioning not working

• The FG Falcon range had a different air conditioning than its BA/BF predecessors and poor performance could be due to a defective HIM module (most common for late 2009 to early 2010 models). For models with climate control, a faulty ambient temperature sensor – positioned on the left wing mirror – could also be the cause. A software upgrade was subsequently introduced which kept the compressor engaged for longer.
• In March 2011, the conditioning system was revised with a new HIM module, evaporator, condensor, compressor and pipework, though it cannot be retrofitted to earlier models.
• If the battery voltage drops below 9.6 volts during start up, the air conditioning compressor won’t operate (such that air conditioning will not work). If the battery has recently been disconnected or gone flat, the air conditioning must be reset by letting the motor idle with the air conditioning switched on for at least a minute.

Engine

• Belt squeal and rattling noises from the engine bay may be due to a faulty accessory belt tensioner which requires replacement. If the tensioner fails, the accessory belt may snap, causing the power steering, alternator and water pump to stop working.

Brakes

• Shuddering from the front wheels – which can be felt through the brake pedal – is indicative of warped brake discs.

Suspension

• Knocking noises from the rear suspension when driving over bumps may indicate that the upper shock bushes require replacement.

Problems and faults: Ford FG Falcon Ute

• The heater may stop working due to the mixer shaft or flaps breaking.
• The clear plastic on top of the gearshift knob may turn yellow and fall off.
• There have been reports of warped and ill-fitting gloveboxes.

Recalls: Ford FG X Falcon Ute

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Ford FG X Falcon Ute

No recall information is available for the Ford FG X Falcon Ute. To search for recalls of Ford models, please visit Product Safety Recalls Australia: Ford.

Problems and faults: Ford FG X Falcon Ute

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Problems and faults: Ford FG X Falcon Ute

No troubleshooting information is currently available for the Ford FG X Falcon Ute.

Recalls: Ford BA Falcon Ute

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Ford BA Falcon Ute

• In November 2002, a recall was issued for Ford BA Falcon Ute models fitted with front side airbags manufactured up to 1 November 2002 (inclusive). In these vehicles, the discharge of static electricity may cause the side airbags to inadvertently deploy when a person is alighting either the passenger or driver’s side front seats (PRA 2002/5825).

Problems and faults: Ford BA Falcon Ute

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Engine

• Belt squeal and rattling noises from the engine bay may be due to a faulty accessory belt tensioner which requires replacement. If the tensioner fails, the accessory belt may snap, causing the power steering, alternator and water pump to stop working.
• A rattling noise at idle may be due to a loose exhaust heat shield.
• The radiator was susceptible to leaking.
• The O-ring seal at the back of the water pump was susceptible to leaking.
• Low idle, stall or variable idle: for Ford’s BA/BF vehicles, engine speed may drop below the normal idle speed – the engine may then either stall or the ECU may intervene to raise engine speed, causing a variable idle. Ford Australia issued a service bulletin (TSB 20/05) regarding this problem recommending that the throttle body be cleaned and the ECU re-flashed.
• Knocking noises from the engine bay which are loudest near the glovebox may be due to the vacuum hoses vibrating against the body or other components – this can be fixed with a cable-tie.

Barra 220 and Boss 260 V8 engines: chain tensioners and rattling on start-up

The Barra 220 and Boss 260 V8 engines were initially fitted with plastic chain tensioners. Over time, the plastic chain tensioners would wear out and lose tension, causing a rattling noise on start-up (see video below) and oil to drain out. It is understood that metal chain tensioners were introduced late in the production of the Ford BA Mk II.

Transmission

• Four-speed BTR automatic transmission: the transmission cooler was located in the radiator and the cooling lines were susceptible to failure due to age, wear or corrosion. If this occurred, the fluid in the coolant reservoir would appear milky (hence the term ‘milkshake’) and damage to the transmission would require it to be rebuilt or replaced. To prevent contamination of the transmission fluid with coolant, a common modification was to fit an external air/oil transmission cooling kit which bypassed (and sealed) the cooler in the radiator.
• Difficulty selecting gears may be due to a loose gear selector linkage/mechanism.

Steering shudder

In December 2004, Ford Australia issued a technical service bulletin (TSB 98R/04) for Ford BA vehicles with six-cylinder engines due to fluid pulsations in the power steering system causing the steering wheel to shudder – this generally occurred during low speed manoeuvres like parking. To fix, the power steering system was to be bled; if that did not fix the problem, a new high-pressure power steering hose was to be fitted and the system bled.

Rear brake hose service campaign

In May 2007, Ford Australia initiated a ‘service campaign’ to replace the rear brake hoses of 200,000 Ford BA/BF vehicles that were produced from September 2002 to March 2007. In these vehicles, the rear brake hoses were susceptible to excessive wear and could leak. At worst, however, the hoses could rupture. According to Ford, the driver would generally experience reduced braking effectiveness and a warning light would illuminate in the instrument cluster to warn the driver. As part of the service campaign, the brake hoses were replaced during regular servicing performed by Ford dealers.

Brakes

• Shuddering from the front wheels – which can be felt through the brake pedal – is indicative of warped brake discs.
• Squealing noises from the brakes may be due to brake pad glazing (i.e. the friction material overheats on the pad surface and disc). Brake pad glazing may also result in increased stopping distances, brake shudder and vibrations.
• The ABS light may illuminate intermittently due to problems with the ABS sensors – this may be fixed by cleaning or replacing the sensors.

Suspension

• Knocking noises from front suspension may be due to worn lower ball joints.
• Clunking noises from the rear of the vehicle – particularly at low speeds – may indicate that the differential bushes require replacement. For a batch of vehicles produced from 2002 to late 2003, the differential itself was replaced under warranty.
• Knocking noises from the rear suspension when driving over bumps may indicate that the upper shock bushes require replacement.
• For noisy rear shock absorbers, a technical service bulletin was issued due to the bolts being incorrectly torqued on some 2003 models.

Problems and faults: Ford BA Falcon Ute

• A malfunctioning body computer may turn on the interior lights and drain the battery; if so, the computer needs to be reset.
• Problems with the door locks are usually due to the actuators failing.
• Low battery voltage can make the gearshift indicators flash and the transmission enter ‘limp home’ mode, requiring the battery to be replaced.

Recalls: Ford BF Falcon Ute

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Ford BF Falcon Ute

• In April 2007, a recall was issued for Ford BF Mk. II vehicles fitted with the ‘E-Gas’ dedicated LPG system/engine and manufactured from November 2006 to March 2007 (PRA 2007/9199). This recall, however, was subsequently extended to models manufactured up to 23 July 2007 (PRA 2007/9580,PRA 2007/9625). In these vehicles, the LPG tanks may have a service valve hand tap fitted with undersized O-rings. As a result, the service valve hand tap could fail, causing LPG to leak from the hand tap spindle and creating a potential fire or explosion hazard.
• In June 2009, a recall was issued for Ford BF Mk. II and Mk. III vehicles fitted with the ‘E-Gas’ dedicated LPG system/engine and manufactured from 16 January 2007 to 22 August 2008 (PRA 2009/10855); in February 2010, however, this recall was extended to vehicles manufactured from 20 October 2008 to 4 September 2009 (PRA 2010/11455). For these vehicles, the brake booster check valve may develop a vacuum leak at the check valve – this could result in reduced power assistance to the vehicle’s brakes.

Problems and faults: Ford BF Falcon Ute

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

BTR transmission

The four-speed BTR automatic transmission had a heat exchanger (or Remote Transmission Oil Cooler, RTOC) under the inlet manifold. However, the lines within the heat exchanger could deteriorate due to age, wear or corrosion, allowing coolant and transmission oil to mix. If this occurred, the fluid in the coolant reservoir would appear milky (hence the term ‘milkshake’) and damage to the transmission would require it to be rebuilt or replaced. To prevent contamination of the transmission fluid with coolant, a common modification was to fit an external air/oil cooler kit to bypass the heat exchanger.

ZF transmission

The six-speed ZF automatic transmissions used an external heat exchanger to cool the transmission. However, the lines within the heat exchanger could deteriorate over time, allowing coolant and transmission oil to mix. If this occurred, the fluid in the coolant reservoir would appear milky (hence the “ZF milkshake”) and, within the transmission, the friction linings would be pulled from their steel backings and the mechatronic control unit would be damaged. To fix, the transmission would have to be rebuilt and the mechatronic control unit replaced.

To prevent contamination of the transmission fluid with coolant, a common modification was to fit an external air/oil cooler kit to bypass the heat exchanger. In fitting these, however, it was important that the transmission fluid be filled to the correct level as the ZF transmission was sensitive to fluid levels and would enter ‘limp home’ mode if not within tolerances. Another modification was to replace the OEM heat exchanger and hoses/lines to the transmission with a more robust after-market product. Please note, however, that Ford Australia considered any modifications to the heat exchanger to void the warranty.

Engine

• Belt squeal and rattling noises from the engine bay may be due to a faulty accessory belt tensioner which requires replacement. If the tensioner fails, the accessory belt may snap, causing the power steering, alternator and water pump to stop working.
• The O-ring seal at the back of the water pump was susceptible to leaking.
• A rattling noise at idle may be due to a loose exhaust heat shield.
• The radiator was susceptible to leaking.
• Low idle, stall or variable idle: for Ford’s BA/BF vehicles, engine speed may drop below the normal idle speed – the engine may then either stall or the ECU may intervene to raise engine speed, causing a variable idle. Ford Australia issued a service bulletin (TSB 20/05) regarding this problem recommending that the throttle body be cleaned and the ECU re-flashed.
• Knocking noises from the engine bay which are loudest near the glovebox may be due to the vacuum hoses vibrating against the body or other components – this can be fixed with a cable-tie.

Rear brake hose service campaign

In May 2007, Ford Australia initiated a ‘service campaign’ to replace the rear brake hoses of 200,000 Ford BA/BF vehicles that were produced from September 2002 to March 2007. In these vehicles, the rear brake hoses were susceptible to excessive wear and could leak. At worst, however, the hoses could rupture. According to Ford, the driver would generally experience reduced braking effectiveness and a warning light would illuminate in the instrument cluster to warn the driver. As part of the service campaign, the brake hoses were replaced during regular servicing performed by Ford dealers.

Brakes

• Shuddering from the front wheels – which can be felt through the brake pedal – is indicative of warped brake discs.
• Squealing noises from the brakes may be due to brake pad glazing (i.e. the friction material overheats on the pad surface and disc). Brake pad glazing may also result in increased stopping distances, brake shudder and vibrations.
• The ABS light may illuminate intermittently due to problems with the ABS sensors – this may be fixed by cleaning or replacing the sensors.

Suspension

• Knocking noises from front suspension may be due to worn lower ball joints.
• Clunking noises from the rear of the vehicle – particularly at low speeds – may indicate that the differential bushes require replacement.
• Knocking noises from the rear suspension when driving over bumps may indicate that the upper shock bushes require replacement.

Other problems and faults: Ford BF Falcon Ute

• A malfunctioning body computer may turn on the interior lights and drain the battery; if so, the computer needs to be reset.
• Problems with the door locks are usually due to the actuators failing.
• Low battery voltage can make the gearshift indicators flash and the transmission enter ‘limp home’ mode, requiring the battery to be replaced.
• The combination switch for the headlights may only work in the ‘auto’ position or may stop working due to the wires for the manual and automatic operation snapping.

Recalls: Ford AU Falcon Ute

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: Ford AU Falcon Ute

• In February 2001, a recall was issued for Ford AU Series I and Series II models fitted with six cylinder engines (including LPG engines) and manufactured from 2 October 1999 to 31 January 2001. For these vehicles, the throttle cable grommet was susceptible to failure – if damaged and not replaced, the accelerator may be rendered inoperative, resulting in a sudden loss of power (PRA 2001/4640).
• In August 2001, a recall was issued for Ford AU Series I and Series II models fitted with accessory-fitted heavy duty (1600kg and 1800kg) towbar goosenecks; factory-fitted goosenecks were not affected. The accessory-fitted goosenecks were susceptible to becoming brittle, which may result in the gooseneck fracturing in service and the trailer separating (PRA 2001/4856).
• In April 2002, a recall was issued for Ford AU Series II and Series III models fitted with ABS and manufactured on 5 December 2001, 6 December 2001, 13 December 2001 and 14 December 2001. In these vehicles, the ABS modules may lose all brake fluid from the front braking circuit (PRA 2002/5303).
• In June 2004, a recall was issued for Ford AU Series I and Series II models manufactured from 1 June 1998 to 22 May 2001 (inclusive). For these vehicles, inappropriate servicing of the steering rack retaining hardware may affect the integrity of the steering rack mounting stud. Furthermore, over-tightening of the steering rack mounting hardware may degrade the thread-locking compound (PRA 2004/7066).

Problems and faults: Ford AU Falcon Ute

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

Engine

• Head gasket failures were less common than previous generations, but coolant loss still posed a risk of overheating the engine.
• Belt squeal and rattling noises from the engine bay may be due to a faulty accessory belt tensioner that requires replacement. If the tensioner fails, the accessory belt may snap, causing the power steering, alternator and water pump to stop working.
• A rough idle may be due to a loose inlet manifold which requires tightening or the spark plug leads may need to be replaced.
• AU.II and AU.III models were fitted with aluminium radiator cores with resin header tanks that were susceptible to failure.
• An extremely low oil pressure reading when the engine is hot and idling may actually be due to an electrical earthing problem.
• A ticking noise from behind the left headlight may be due to a failed purge valve solenoid.
• The O-ring seal at the back of the water pump was susceptible to leaking.
• Variable build quality for the V8 engines could result in rattling lifters, dropped valves, bore distortion and oil-burning.

Transmissions

• Oil may leak from the rear transmission seal.

Suspension

• Knocking noises from front suspension may be due to worn lower ball joints.
• Knocking noises from the front of the vehicle, vague steering and squeaking noises when turning are indicative of steering rack failure.

Brakes

• Shuddering from the front wheels – which can be felt through the brake pedal – is indicative of warped brake discs.
• The level of power braking assistance may decrease due to the brake booster deteriorating – this was primarily a problem for AU.I models.

Problems and faults: Ford AU Falcon Ute

• For manual models, the firewall and pedal box could crack, enabling water to leak into the driver’s footwell. Reinforced brackets may help prevent further cracking in the firewall.
• The horn may stick when depressed or not sound at all, requiring the horn pad and airbag module (a single unit) to be replaced.
• The six-stack CD changers were susceptible to failure.
• Problems with the door locks are usually due to the actuators failing.Inaccurate fuel gauge readings may require the fuel sender unit to be replaced.
• The front power windows may stop working due to dust within the switch blocking the contact points. Dissembling the switches and cleaning the contacts may fix the problem; alternatively, an aerosol contact cleaner could be sprayed into the switch via a nozzle. However, pressing the window switch up and down thirty-one (31) times may reset the window motor/regulator and restore operation.
• The front power windows may be slow to raise or may do so on an angle due to the glass sticking against the rubber seals – this can be fixed by lubricating the inside of the door frames with silicon spray or graphite powder.
• The fuel gauge may provide inaccurate readings due to faulty fuel senders.