FORD XR6 SPRINT v FORD XR8 SPRINT v HOLDEN SS-V REDLINE
@wheelsaustralia 71
ski-port originated in a Falcon? It was one
of the ‘new’ features on the 1984 XF...
Where the Commodore has truly had
the upper hand in recent years is chassis
dynamics. While the sweet spot in the
Falcon line-up has long been the atmo
XR6, the Commodore has traditionally
shone brightest in its most powerful V8
form, and that still applies to the VF
Series II. It will be no secret to Wheels
readers that in areas such as driving
position, front-seat comfort, mid-corner
grip and corner-exit power-down, the
Commodore offers solutions to the Falcon’s
compromises. But Ford’s comprehensive
rethink of the Sprint’s underpinnings has
definitely closed the gap.
The biggest surprise, however, is that the
XR8 is more polished than the XR6. While
feedback from the Sprint media launch
on snaking Tasmanian roads nominated
the XR6 as the pick, the reality in the real
world is the opposite.
Indeed, it’s only on really twisty roads
that the XR6 clearly holds a dynamic edge.And that’s down to its lighter nose. Where
the XR8 can wash wide if your cornering
approach lacks patience and placement,
the XR6’s affinity with nailing tight corner
apexes is stronger, and it tucks in tighter
until its rear end inevitably lets go.
While the turbo six feels more on its
toes in corners, with excellent balance, it
suffers from a nervousness that isn’t there
in its more planted, less-boosty V8 sibling.
The XR6’s poise on corner exit, however, is
dependent entirely on the condition of its
265/35R19 rear Pirellis and the efficacy of
its ESC, rather than the inherent purchase
of Ford’s ‘Control Blade’ rear-end.
Slightly worn tyres and stability control
switched off results in an oversteer arc
perfectly in tune with the XR6’s ballsy
engine ramping up boost. But it does this
vigorously, without the desired throttle
progression, making an enthusiastic strafe
without an electronic safety net all about
oversteer minimisation.
Leave ESC on, however, and the XR6
Sprint keeps it together when pushinghard, with much less electronic intrusion
than a non-Sprint XR due to its greater
dynamic finesse. But you still need to
be considered when it comes to steering
inputs because the XR6 is very keen to
change direction. Perhaps too keen.
In terms of flat-knacker precision and
placement, the XR8 Sprint isn’t quite
the six’s equal, but that’s arguably a good
thing. Its chassis feels more settled, its
power delivery is more progressive, and its
steering is meatier, making it an easier car
to live with.
There’s a cohesion to the XR8’s dynamics
that the XR6 somehow lacks. Even though
it concedes ultimate change-of-direction
agility, it loves being hustled on faster
roads and actually comes alive the harder
you drive it. Chuck it really hard into a
corner and you can feel the additional
weight up front, but it’s so easy to
neutralise with a squeeze of the throttle.
And the bond between man and machine
grows even stronger the more time you
spend with it.The Commodore has traditionally shone
brightest in its most powerful V8 form