Aussie ute comparison

[Jason[98.EL]]

Aussie ute comparison

Aussie ute comparison


words & photos - Joshua Dowling

Holden and Ford utes are loaded with creature comforts, but they still get the job done. Here's how the workhorses compare
FG Falcon XT v VE Commodore Omega

OVERVIEW
Australian-made utes have been copping a flogging in the past few years from the rush of imports.

Holden and Ford have told us that the sharp decline in sales has also been driven by the fact that both the Commodore and Falcon utes were nearing the end of their respective life cycles. Now that both brands have all-new models on the block, will that be enough for them to bounce back?

And can these more sophisticated locals cut it against the rapidly improving body-on-frame brigade, such as the Toyota HiLux, Nissan Navara and Mitsubishi Triton et al?

To find out, we’ve assembled the base models from both brands to see how they compete.

And stay tuned, as next week will follow up this test of the new Falcon and Commodore base models with a full comparison of their up-market sports versions as well...



FORD FALCON XT

What we liked
>> Interior presentation and cabin space
>> Larger side mirrors and the option of side airbags
>> Plenty of grunt from the 4.0-litre in-line six

Not so much
>> No auto down or up power windows
>> Small door pockets, no illumination on steering wheel controls
>> Heavy duty rear-end bit stiff over the bumps, smaller tray bed than Commodore

Overall rating: 3.5/5.0
Engine/Drivetrain: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 2.5/5.0
X-factor: 2.5/5.0

About our ratings

What's with the black bumper-ettes and side moulds? That was our reaction when we first clapped eyes on the base model XT Falcon ute. We didn't see them coming, because they weren't in any of the fancy pre-release pictures we saw of the new ute.

Ford doesn't hide the fact that the Falcon ute is a workhorse. In fact, it's something of which the maker is rightly proud. According to Ford, about 70 per cent of all utes are trade vehicles and the remainder are the sports variety. With Holden, the figures are the other way around.

Even so, we reckon Ford could have at least stumped up a few bucks for a splash of paint on the bumpers and lower sill moulds. Surely things can't be that tight.

It's a shame the beancounters got the better of us on that one because the new Falcon ute is actually a good thing. It gets most of the good stuff from the new Falcon sedan (new front suspension, better steering feel, more power, better economy and a classier, roomier cabin) and it is still as practical as ever.

The wheel arch skins on both sides of the ute tub are new, and taper near the back of the cab to reduce the gap. But the tub liner is carryover, as are the tailgate hinges – and the tailgate itself. That's probably how Ford could afford to design a new set of taillights.

However, at long last, the pop rivet marks and external tie-down points are gone and Ford has adopted a similar clip-on soft tonneau set-up to the Commodore ute. Inside the tray, replaceable hooks slot into an edge along the rim and can be positioned anywhere along each side. (The Holden has six tie-down hooks, and they're replaceable, but Holden has pre-determined where they're located).

If you've got a canopy from the old model Falcon, it should fit on the new ute tub, says Ford. The tray size is unchanged except that it is a few centimetres taller than it used to be thanks to the aluminium rails for the new soft-tonneau.

The Falcon ute tub is wider between the wheel arches (1230mm on our tape measure) and wider overall (1370mm on our tape measure) than the Holden ute, but the Holden tray is 100mm longer at 1900mm and 70mm taller at 490mm (see spec panel for full details).
Significantly, though both manual models can carry the same payload (775kg), the automatic Omega can carry slightly more at 794kg than an auto Falcon, whose payload is also listed at 775kg. However, the Falcon ute is available with an optional one-tonne payload tyre and suspension package for $495. There is no one-tonne option for the Commodore ute.

The old leaf spring rear suspension is still under the new Falcon ute but it's been given a few minor tweaks to work with the smoother and more sophisticated front suspension. It steers well enough but the rear end can feel a little firm over corrugated surfaces.

Unfortunately, Ford hasn't yet made a stability control system standard on the basic Falcon ute range. Ford insiders have admitted that Holden caught Ford by surprise by making stability control standard on the new Commodore ute and it subsequently expedited the development of that technology. It remains an option -- we reckon it should be standard as the Falcon has plenty of poke – and a rudimentary rear end to keep under control.

For those who aren't aware of the difference between traction control and stability control, it goes something like this: traction control will stop the rear wheels from spinning when the system detects they're going faster than the front wheels. Stability control goes one step further by being able to detect when the car is travelling too fast in a corner (thanks to steering angle sensors, a yaw sensor and sensors in the wheels) and applies the brakes or cuts engine power accordingly to bring the car under control. It won't change the laws of physics if you're going way too fast, but it will save minor indiscretions.

We look forward to Ford making stability control standard, given that utes are over-represented in crashes, according to Australian crash data.

The technology will be handy to tame the Falcon's 195kW and whopping 391Nm of torque. The power is the same as Holden's high-output six-cylinder engine but it has 51Nm more torque than the Commodore. You can feel the difference.

According to our satellite assisted timing gear the base model Falcon ute stopped the clocks in 6.9 seconds in our 0 to 100kmh test, and the best we could squeeze out of the Omega was 8.5 seconds.

Incredibly, the Falcon uses slightly less fuel, according to the rating label on the windscreen. In the real world, though, the Falcon was thirstier in our assessment, using closer to 14L/100km and the Commodore closer to 12L/100km.

The Falcon's five-speed auto is a smooth operator and there is the option of a five-speed column shift at no extra charge if you need a three-seater. A column shift is not available on the Commodore ute.

The new Falcon ute cabin is a nice place to be. It gets the sedan's newer dash, which is a much cleaner design, with most functions in more logical positions than before. For example, the hazard light switch isn't hidden behind the steering wheel any more, it's in the middle of the dash below the air vents.

The steering and seating positions are unchanged from the previous model but to create the impression you're sitting lower in the car Ford has simply raised the height of the centre console and the window line in the doors. If you can't raise the bridge, lower the river…

Steering wheel-mounted audio controls and cruise control are standard, but the switches themselves aren't illuminated (as they are on the Holden) which can be a bugger at night. And Falcon utes still don't have auto-down power window switches. Argh! At least the Holden does.

There are still acres of space behind the Falcon seats and, in fact, the floor is wider and more even than the space behind the Commodore's seats (but the Commodore has a couple of hidden cubbies). The new Falcon ute is marginally quieter than before but it still lets more road noise into the cabin than does the Commodore ute.

The new, larger side mirrors are a welcome addition as the previous Falcon's mirrors were woefully small. They're even bigger than the Holden mirrors now.

Dual airbags are standard (as they are on the Commodore ute) but the Falcon has the option of seat-mounted head-protecting curtain airbags, which are $600 extra. At the moment, the Holden ute doesn't have these as an option, but the Lion says they are coming. Holden was developing seat-mounted side airbags and roof-pillar mounted curtain airbags for the still-borne US-market Pontiac version of the ute.

The Falcon's side impact airbag is a pretty neat piece of kit. The system relies on pressure sensors in the doors so the airbag can inflate in about 60 milliseconds, before the driver has even realised he or she is about to be T-boned. To date, it's the only ute on the Australian market to offer this level of protection.

Once again, it's a pity it's not standard given that Ford beat its chest over the fact that this exact same airbag is standard on all new Falcon sedans. Why aren't ute drivers deemed worthy of getting the same level of safety protection as sedan drivers?

One other whinge while we're here: air-conditioning is an option on both the base model Falcon and Commodore utes. It's $2295 on the Ford and $2000 on the Holden. How is it that air-conditioning can still be an option on the one of the hottest continents on earth? How long can ute drivers continue to be taken for a ride? Clearly, it's a way to add $2000 or so to the bottom line for both brands as we reckon you'd struggle to find a single ute built without air-conditioning.



HOLDEN COMMODORE OMEGA

What we liked
>> Roomy cabin, if a little grey
>> Good driving position, ample adjustment
>> Good driving dynamics for a humble workhorse, massive tray bed

Not so much
>> Small side mirrors
>> No side or curtain airbags
>> V6 could do with more grunt

Overall rating: 3.5/5.0
Engine/Drivetrain: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.0/5.0

About our ratings

The Holden Commodore Ute's first full year on sale was one of the few highlights in the Holden story last year. Indeed, the Holden ute now accounts for one in five of all Commodore sales.

As we've already mentioned, 70 per cent of Commodore utes sold are the sports variety, but Holden says the Omega is selling better than expected. Contrary to perception, Holden says many of its ute buyers still use the Omega as a workhorse, and point out that the payloads of the base model Commodore and Falcon utes are almost identical.

It turns out some customers want the Holden's slightly longer tray but more often than not it's simply a preference for the way it drives. Whereas the Falcon ute has a rudimentary leaf spring rear end, the Commodore ute is based on the same underpinnings as a luxury Statesman sedan and features a sophisticated independent rear end. Indeed, both the Holden ute and Statesman share the same, giant 3009mm wheelbase.

Because the Holden ute has a car-like body (instead of the separate styleside ute tub on the Ford), the Commodore is better at insulating road noise.

The difference when switching from the Falcon to the Commodore is quite apparent. The Commodore feels smoother and quieter to drive, although it should be pointed out that you can also feel the Holden's power deficit. Squeeze the accelerator and wait for something to happen. By comparison, the Ford is already gone.

The Omega is available with a choice of two V6 engines, not because Holden was feeling generous but because it didn't want to calibrate all new engine and transmission combinations for the ute. Thus the base model ute comes with a 180kW V6 with a four-speed auto (which is what we've tested here) or a high output 195kW V6 and a six-speed manual.

If you choose the 180kW engine, you get one exhaust pipe out the back. If you get the 195kW engine, you get two exhausts…

The 3.6-litre V6 is relatively smooth and refined and even has a hi-tech whir at higher revs. But the four-speed auto is a bit of a let down in a couple of ways: shifts are abrupt and the lack of a taller ratio (the base Falcon ute has a five-speed auto) hurts open road economy. And there is no sports-shift function, where you can quickly and easily select the gears at the flick of the lever as can be done in the Falcon.

The cabin is still roomy, although dominated by dark grey materials. The seat fabrics seem to be hard-wearing and durable, and the cabin layout and instruments are clear and straightforward.

We're a fan of the Commodore's large door pockets (which can squeeze larger bottles in them than the Falcon's), big centre console and massive glovebox.

The steering feels good, too. In fact, it's easy to forget you're in a ute. It handles bumps a lot better than the Falcon, partly because of the greater distance between the front and rear wheels, and partly because of the car-like rear suspension.

The Commodore ute also feels more composed in corners. It doesn't get as upset by bumps and thumps as the Falcon does. In slippery conditions, the Commodore ute's standard stability control system is there as a safety net.

There were a few bug bears, though. The Commodore's wide windscreen pillars can block your front three-quarter vision on winding roads, and you can even briefly lose sight of pedestrians on crossings. It takes some time to get used to them. And we'd prefer a convex ultra-wide view mirror on the driver's side to compensate for the poor over-shoulder view thanks to the wide seatbelt pillar.

At least dealer-fitted factory-backed rear parking sensors are an option on the Holden ($594); they're not available on the Falcon, which is odd given that the Falcon sedan is available with optional rear sensors and/or a rear view camera.

One final whinge: a six-disc CD player is optional on both base models, but the sound quality of both systems is so average you'd wonder why you'd bother.

THE VERDICT
No doubt Ford and Holden fans have already made up their minds before they get to this part. For any swinging voters out there, however, here are our thoughts for what it's worth.

On price and equipment, both models are line ball, even down to their optional air-conditioning systems. As for safety, that depends on what type of crash you plan on having. The Holden Commodore ute is better at avoiding crashes in the first place because of its superior on-road dynamics and standard stability control system. But the Ford Falcon would likely better protect you in a side impact if you paid for the optional head-protecting side airbags.

Alas, this test showed us that no-one yet makes the perfect ute.

If you want the toughest, most powerful workhorse, we'd go for the Falcon, and if you want the most comfortable, most economical and most sure-footed of the two, we'd go for the Commodore. Look out for our comparison of the Commodore and Falcon sports utes soon…



BEAUT UTE FACTS OF LIFE

Ford Falcon Ute
Price: $32,695 (auto).
Engine: 4.0-litre in-line six-cylinder.
Power: 195kW at 6000rpm.
Torque: 391Nm at 3250rpm.
Transmission: Five-speed auto (floor or column shift is no-cost option) or a six-speed manual is $30,695.
Consumption and emissions: 11.5L/100km, 276g/km.
Weight: 1735kg to 1745kg.
Towing capacity: 2300kg (auto), 1200kg (manual).
Payload: 775kg with three-quarter tonne suspension and 1075kg with optional one-tonne suspension package ($495).
Tray size: 1800mm long, 1370mm wide, 1230mm wheel arch to wheel arch, 420mm high.
0 to 100kmh (measured): 6.9 seconds.

Holden Omega Ute
Price: $35,490.
Engine: 3.6-litre V6.
Power: 180kW at 6000rpm.
Torque: 330Nm at 2600rpm.
Transmission: Four-speed automatic. Six-speed manual is a no cost option and comes with high-output V6 (195kW/340Nm).
Consumption and emissions: 10.9L/100km, 259g/km.
Weight: 1697kg to 1711kg.
Towing capacity: 1600kg (auto or manual).
Payload: 775kg (manual), 794kg (auto).
Tray size: 1900mm long,1250mm wide, 1210mm wheel arch to wheel arch, 490mm high.
0 100kmh (measured): 8.5 seconds.








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Aussie ute comparison


words & photos - Joshua Dowling

Holden and Ford utes are loaded with creature comforts, but they still get the job done. Here's how the workhorses compare
FG Falcon XT v VE Commodore Omega

OVERVIEW
Australian-made utes have been copping a flogging in the past few years from the rush of imports.

Holden and Ford have told us that the sharp decline in sales has also been driven by the fact that both the Commodore and Falcon utes were nearing the end of their respective life cycles. Now that both brands have all-new models on the block, will that be enough for them to bounce back?

And can these more sophisticated locals cut it against the rapidly improving body-on-frame brigade, such as the Toyota HiLux, Nissan Navara and Mitsubishi Triton et al?

To find out, we’ve assembled the base models from both brands to see how they compete.

And stay tuned, as next week will follow up this test of the new Falcon and Commodore base models with a full comparison of their up-market sports versions as well...



FORD FALCON XT

What we liked
>> Interior presentation and cabin space
>> Larger side mirrors and the option of side airbags
>> Plenty of grunt from the 4.0-litre in-line six

Not so much
>> No auto down or up power windows
>> Small door pockets, no illumination on steering wheel controls
>> Heavy duty rear-end bit stiff over the bumps, smaller tray bed than Commodore

Overall rating: 3.5/5.0
Engine/Drivetrain: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 2.5/5.0
X-factor: 2.5/5.0

About our ratings

What's with the black bumper-ettes and side moulds? That was our reaction when we first clapped eyes on the base model XT Falcon ute. We didn't see them coming, because they weren't in any of the fancy pre-release pictures we saw of the new ute.

Ford doesn't hide the fact that the Falcon ute is a workhorse. In fact, it's something of which the maker is rightly proud. According to Ford, about 70 per cent of all utes are trade vehicles and the remainder are the sports variety. With Holden, the figures are the other way around.

Even so, we reckon Ford could have at least stumped up a few bucks for a splash of paint on the bumpers and lower sill moulds. Surely things can't be that tight.

It's a shame the beancounters got the better of us on that one because the new Falcon ute is actually a good thing. It gets most of the good stuff from the new Falcon sedan (new front suspension, better steering feel, more power, better economy and a classier, roomier cabin) and it is still as practical as ever.

The wheel arch skins on both sides of the ute tub are new, and taper near the back of the cab to reduce the gap. But the tub liner is carryover, as are the tailgate hinges – and the tailgate itself. That's probably how Ford could afford to design a new set of taillights.

However, at long last, the pop rivet marks and external tie-down points are gone and Ford has adopted a similar clip-on soft tonneau set-up to the Commodore ute. Inside the tray, replaceable hooks slot into an edge along the rim and can be positioned anywhere along each side. (The Holden has six tie-down hooks, and they're replaceable, but Holden has pre-determined where they're located).

If you've got a canopy from the old model Falcon, it should fit on the new ute tub, says Ford. The tray size is unchanged except that it is a few centimetres taller than it used to be thanks to the aluminium rails for the new soft-tonneau.

The Falcon ute tub is wider between the wheel arches (1230mm on our tape measure) and wider overall (1370mm on our tape measure) than the Holden ute, but the Holden tray is 100mm longer at 1900mm and 70mm taller at 490mm (see spec panel for full details).
Significantly, though both manual models can carry the same payload (775kg), the automatic Omega can carry slightly more at 794kg than an auto Falcon, whose payload is also listed at 775kg. However, the Falcon ute is available with an optional one-tonne payload tyre and suspension package for $495. There is no one-tonne option for the Commodore ute.

The old leaf spring rear suspension is still under the new Falcon ute but it's been given a few minor tweaks to work with the smoother and more sophisticated front suspension. It steers well enough but the rear end can feel a little firm over corrugated surfaces.

Unfortunately, Ford hasn't yet made a stability control system standard on the basic Falcon ute range. Ford insiders have admitted that Holden caught Ford by surprise by making stability control standard on the new Commodore ute and it subsequently expedited the development of that technology. It remains an option -- we reckon it should be standard as the Falcon has plenty of poke – and a rudimentary rear end to keep under control.

For those who aren't aware of the difference between traction control and stability control, it goes something like this: traction control will stop the rear wheels from spinning when the system detects they're going faster than the front wheels. Stability control goes one step further by being able to detect when the car is travelling too fast in a corner (thanks to steering angle sensors, a yaw sensor and sensors in the wheels) and applies the brakes or cuts engine power accordingly to bring the car under control. It won't change the laws of physics if you're going way too fast, but it will save minor indiscretions.

We look forward to Ford making stability control standard, given that utes are over-represented in crashes, according to Australian crash data.

The technology will be handy to tame the Falcon's 195kW and whopping 391Nm of torque. The power is the same as Holden's high-output six-cylinder engine but it has 51Nm more torque than the Commodore. You can feel the difference.

According to our satellite assisted timing gear the base model Falcon ute stopped the clocks in 6.9 seconds in our 0 to 100kmh test, and the best we could squeeze out of the Omega was 8.5 seconds.

Incredibly, the Falcon uses slightly less fuel, according to the rating label on the windscreen. In the real world, though, the Falcon was thirstier in our assessment, using closer to 14L/100km and the Commodore closer to 12L/100km.

The Falcon's five-speed auto is a smooth operator and there is the option of a five-speed column shift at no extra charge if you need a three-seater. A column shift is not available on the Commodore ute.

The new Falcon ute cabin is a nice place to be. It gets the sedan's newer dash, which is a much cleaner design, with most functions in more logical positions than before. For example, the hazard light switch isn't hidden behind the steering wheel any more, it's in the middle of the dash below the air vents.

The steering and seating positions are unchanged from the previous model but to create the impression you're sitting lower in the car Ford has simply raised the height of the centre console and the window line in the doors. If you can't raise the bridge, lower the river…

Steering wheel-mounted audio controls and cruise control are standard, but the switches themselves aren't illuminated (as they are on the Holden) which can be a bugger at night. And Falcon utes still don't have auto-down power window switches. Argh! At least the Holden does.

There are still acres of space behind the Falcon seats and, in fact, the floor is wider and more even than the space behind the Commodore's seats (but the Commodore has a couple of hidden cubbies). The new Falcon ute is marginally quieter than before but it still lets more road noise into the cabin than does the Commodore ute.

The new, larger side mirrors are a welcome addition as the previous Falcon's mirrors were woefully small. They're even bigger than the Holden mirrors now.

Dual airbags are standard (as they are on the Commodore ute) but the Falcon has the option of seat-mounted head-protecting curtain airbags, which are $600 extra. At the moment, the Holden ute doesn't have these as an option, but the Lion says they are coming. Holden was developing seat-mounted side airbags and roof-pillar mounted curtain airbags for the still-borne US-market Pontiac version of the ute.

The Falcon's side impact airbag is a pretty neat piece of kit. The system relies on pressure sensors in the doors so the airbag can inflate in about 60 milliseconds, before the driver has even realised he or she is about to be T-boned. To date, it's the only ute on the Australian market to offer this level of protection.

Once again, it's a pity it's not standard given that Ford beat its chest over the fact that this exact same airbag is standard on all new Falcon sedans. Why aren't ute drivers deemed worthy of getting the same level of safety protection as sedan drivers?

One other whinge while we're here: air-conditioning is an option on both the base model Falcon and Commodore utes. It's $2295 on the Ford and $2000 on the Holden. How is it that air-conditioning can still be an option on the one of the hottest continents on earth? How long can ute drivers continue to be taken for a ride? Clearly, it's a way to add $2000 or so to the bottom line for both brands as we reckon you'd struggle to find a single ute built without air-conditioning.



HOLDEN COMMODORE OMEGA

What we liked
>> Roomy cabin, if a little grey
>> Good driving position, ample adjustment
>> Good driving dynamics for a humble workhorse, massive tray bed

Not so much
>> Small side mirrors
>> No side or curtain airbags
>> V6 could do with more grunt

Overall rating: 3.5/5.0
Engine/Drivetrain: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.0/5.0

About our ratings

The Holden Commodore Ute's first full year on sale was one of the few highlights in the Holden story last year. Indeed, the Holden ute now accounts for one in five of all Commodore sales.

As we've already mentioned, 70 per cent of Commodore utes sold are the sports variety, but Holden says the Omega is selling better than expected. Contrary to perception, Holden says many of its ute buyers still use the Omega as a workhorse, and point out that the payloads of the base model Commodore and Falcon utes are almost identical.

It turns out some customers want the Holden's slightly longer tray but more often than not it's simply a preference for the way it drives. Whereas the Falcon ute has a rudimentary leaf spring rear end, the Commodore ute is based on the same underpinnings as a luxury Statesman sedan and features a sophisticated independent rear end. Indeed, both the Holden ute and Statesman share the same, giant 3009mm wheelbase.

Because the Holden ute has a car-like body (instead of the separate styleside ute tub on the Ford), the Commodore is better at insulating road noise.

The difference when switching from the Falcon to the Commodore is quite apparent. The Commodore feels smoother and quieter to drive, although it should be pointed out that you can also feel the Holden's power deficit. Squeeze the accelerator and wait for something to happen. By comparison, the Ford is already gone.

The Omega is available with a choice of two V6 engines, not because Holden was feeling generous but because it didn't want to calibrate all new engine and transmission combinations for the ute. Thus the base model ute comes with a 180kW V6 with a four-speed auto (which is what we've tested here) or a high output 195kW V6 and a six-speed manual.

If you choose the 180kW engine, you get one exhaust pipe out the back. If you get the 195kW engine, you get two exhausts…

The 3.6-litre V6 is relatively smooth and refined and even has a hi-tech whir at higher revs. But the four-speed auto is a bit of a let down in a couple of ways: shifts are abrupt and the lack of a taller ratio (the base Falcon ute has a five-speed auto) hurts open road economy. And there is no sports-shift function, where you can quickly and easily select the gears at the flick of the lever as can be done in the Falcon.

The cabin is still roomy, although dominated by dark grey materials. The seat fabrics seem to be hard-wearing and durable, and the cabin layout and instruments are clear and straightforward.

We're a fan of the Commodore's large door pockets (which can squeeze larger bottles in them than the Falcon's), big centre console and massive glovebox.

The steering feels good, too. In fact, it's easy to forget you're in a ute. It handles bumps a lot better than the Falcon, partly because of the greater distance between the front and rear wheels, and partly because of the car-like rear suspension.

The Commodore ute also feels more composed in corners. It doesn't get as upset by bumps and thumps as the Falcon does. In slippery conditions, the Commodore ute's standard stability control system is there as a safety net.

There were a few bug bears, though. The Commodore's wide windscreen pillars can block your front three-quarter vision on winding roads, and you can even briefly lose sight of pedestrians on crossings. It takes some time to get used to them. And we'd prefer a convex ultra-wide view mirror on the driver's side to compensate for the poor over-shoulder view thanks to the wide seatbelt pillar.

At least dealer-fitted factory-backed rear parking sensors are an option on the Holden ($594); they're not available on the Falcon, which is odd given that the Falcon sedan is available with optional rear sensors and/or a rear view camera.

One final whinge: a six-disc CD player is optional on both base models, but the sound quality of both systems is so average you'd wonder why you'd bother.

THE VERDICT
No doubt Ford and Holden fans have already made up their minds before they get to this part. For any swinging voters out there, however, here are our thoughts for what it's worth.

On price and equipment, both models are line ball, even down to their optional air-conditioning systems. As for safety, that depends on what type of crash you plan on having. The Holden Commodore ute is better at avoiding crashes in the first place because of its superior on-road dynamics and standard stability control system. But the Ford Falcon would likely better protect you in a side impact if you paid for the optional head-protecting side airbags.

Alas, this test showed us that no-one yet makes the perfect ute.

If you want the toughest, most powerful workhorse, we'd go for the Falcon, and if you want the most comfortable, most economical and most sure-footed of the two, we'd go for the Commodore. Look out for our comparison of the Commodore and Falcon sports utes soon…



BEAUT UTE FACTS OF LIFE

Ford Falcon Ute
Price: $32,695 (auto).
Engine: 4.0-litre in-line six-cylinder.
Power: 195kW at 6000rpm.
Torque: 391Nm at 3250rpm.
Transmission: Five-speed auto (floor or column shift is no-cost option) or a six-speed manual is $30,695.
Consumption and emissions: 11.5L/100km, 276g/km.
Weight: 1735kg to 1745kg.
Towing capacity: 2300kg (auto), 1200kg (manual).
Payload: 775kg with three-quarter tonne suspension and 1075kg with optional one-tonne suspension package ($495).
Tray size: 1800mm long, 1370mm wide, 1230mm wheel arch to wheel arch, 420mm high.
0 to 100kmh (measured): 6.9 seconds.

Holden Omega Ute
Price: $35,490.
Engine: 3.6-litre V6.
Power: 180kW at 6000rpm.
Torque: 330Nm at 2600rpm.
Transmission: Four-speed automatic. Six-speed manual is a no cost option and comes with high-output V6 (195kW/340Nm).
Consumption and emissions: 10.9L/100km, 259g/km.
Weight: 1697kg to 1711kg.
Towing capacity: 1600kg (auto or manual).
Payload: 775kg (manual), 794kg (auto).
Tray size: 1900mm long,1250mm wide, 1210mm wheel arch to wheel arch, 490mm high.
0 100kmh (measured): 8.5 seconds.

[mk2xr6]

I Have a 2012 XR6 falcon ute with 19inch tyres getting a lot of tyre noise in the cabin,is there any way of reducing tyre noise.

[trentski]

I saw a new falcon ute on the freeway on Saturday, geez they've made it ugly. Slab sided, just didn't look right

[mik]

It would appear they tested the utes empty only? for my money I think having a load might show a whole different ball game in the economy, I ask the question is a less torquey engine going to work harder and use more fuel when loaded?
three seater column auto no cost option in the falcon= win, one ton option in falcon = win , towing capacity falcon = win, falcon more room behind the seat for couriers crap = win, low maintenance live rear axle = win..................guess which one I would buy.

[FPV GTHO]

Originally Posted by mk2xr6

I Have a 2012 XR6 falcon ute with 19inch tyres getting a lot of tyre noise in the cabin,is there any way of reducing tyre noise.

If a different brand tyre isnt quieter, you might need to either change wheels to 18's or 17's or simply fit a 40 profile tyre, which do fit on the front of FG's

[mik]

Originally Posted by mk2xr6

I Have a 2012 XR6 falcon ute with 19inch tyres getting a lot of tyre noise in the cabin,is there any way of reducing tyre noise.

Agree with FPV GTHO, bigger wheels with low profile tyres do seem to create more road noise.

[Auslandau]

Holy thread mine ..... Reading a post about a 5 year old comparison think WTF! They cant even put new pics up of the FG11!!!

mk2xr6 ..... I would ask this question with a new thread in the appropriate area to get a better response. Even somewhere like in this section. http://www.fordforums.com.au/forumdisplay.php?f=350 Cheers