XR8 Ute petition

[BFYOOT]

Gday all. Well I never thought Id be one of those people that started a petition, but with the finish of FPV and the sold-out status of the GT-F, I am seriously surprised at the lack of a ute variant for the XR8 in the final falcon when its released. With the XR6 and turbo utes still available, I wouldnt have thought it to be a crazy idea to release the final XR8 as a ute also. The ute platform is there, the engine is there, the interior is there, surely it wouldnt be an expensive operation to do the V8 also. On a personal note, I am hoping to finally upgrade/renew my ute, and after failing to get one of the Pursuit utes, I would love the possibility of getting my hands on one last V8 ute before they bury it for good. So, I finally decided, what harm would it do to test other Ford fans and ute supporters interest and you never know, if there is enough of an interest, Ford might decide to have a change of heart on the matter. The petition is done, it has been published online, however if anyone has any advice on what email address would be the best to notify Ford of the petition? (even the big bosses email at Ford if anyone has that on the downlow!)
Only early days, but hey if ya dont ask, you'll never know
Cheers Paul
The link to the petition if ya want to get on it is:
http://chn.ge/1oQ4Vzq

[dirtyclevo]

I'm not saying there will be one or not. But!, you would think that there would be a special limited run or something. its just a matter of fitting the driveline to a xr6 turbo ute and putting the matching seats and badges on. I can't see it being a no no. the v8's and Turbo 6's share the same tranny.


I'll just say this. I wonder how many of those GT-F's will be driven. some old coot buys one and just stores it away and brags about it. just for the money value. sad really.

I've got a mate that drives a xb gt as a daily driver. its been restored. he just says that its a car and you drive cars. im with him on that.

[BFYOOT]

Im with you mate, my ute gets driven every day, and that would have been the purpose of the pursuit if I could have gotten one. Kind of a waste to have such a great drivers car and not be used.

[Top_Ghia]

Australia is about to lose a great thing with death of local manufacturing. The Aussie ute.
Think about the amazing utes we build and have built in this country. From our base model 6 cylinder work horses, to our performance turbo and V8 sleds and the stunning FPV and HSV flagships, F6, Pursuit and Maloo.
We are about to loose these amazing vehicles forever. No one else in the world makes cars like these. No one.
Loosing commodore and falcon sedans is sad but there's a lot of great sedans made all over the world. But nobody makes utes like we do. Sure there's plenty of great trucks out there and many of them, like the Ranger, are good rigs. But I don't like them. They don't go, handle or stop anything like an F6 or Maloo ute.
The Aussie V8 ute is our heritage and it will be lost forever. Very sad.
I've never actually owned a V8 ute but I did buy a new BA XR6 turbo ute. I had a blast in that thing. Just a joy to own.
I would look at a XR8 ute if it became available. Like you say, it's all there. Just bolt it together. S/c v8 ute would be great, and be a keeper I think.

[Bossxr8]

The problem is engine supply. They can't build enough of them, and apparently Ford have already stockpiled 6 speed ZF's for the V8's and turbos, so there will not be enough autos to go around either. Something had to give.

But I think they should have done an XR8 ute.

[XR Martin]

Yeah I was hoping to get one if they made one.
So now its either an SS ute or XR8 sedan

[Charliewool]

I doubt that the fh xr6 turbo ute will be a patch on my xr50t ute? And no xr8 ute.
Looks like maloo for me, which will bloody hurt like hell..

[BFYOOT]

I know it's a long shot, but it's worth a crack, sign the petition and we'll see how we go. At the end of the day, Ford are still a business and if something is in demand enough, it makes it more viable.

[Crazy Dazz]

NOTHING Ford has done lately makes any sense.
They discontinue the GT (now being built by Ford) but will keep making at as the XR8?

I think one of the problems is compliance, with Euro 6, etc. I gather they have to separately comply the Ute & Sedan.

[Top_Ghia]

Signed it.
I would suggest putting it up on Facebook and sending it to fords face book.

[Adamz Ghia]

The time for a petition was when they actually made them and everyone had the opportunity to buy as many as they wanted. Not many did and the rest is history...

[b0son]

Originally Posted by BFYOOT

I know it's a long shot, but it's worth a crack

the odds are about as good as wishing on a star. product mix was decided months ago, no petition is going to change things now.

[Top_Ghia]

Originally Posted by Adamz Ghia

The time for a petition was when they actually made them and everyone had the opportunity to buy as many as they wanted. Not many did and the rest is history...

The 5.4 was a bit of a dud if you ask me. It was a bit more lively with the later 315 tune but the damage was done by then.
But this XR8 should be a cracker.

[xxx000]

Originally Posted by b0son

the odds are about as good as wishing on a star. product mix was decided months ago, no petition is going to change things now.

especially with only 5 signatures so far

plus how many of those 5 would be willing to buy a brand new one if they were produced as you request?

[Charliewool]

One here!

[stevefreestyle]

Originally Posted by Top_Ghia

The 5.4 was a bit of a dud if you ask me. It was a bit more lively with the later 315 tune but the damage was done by then.
But this XR8 should be a cracker.

That is a typical comment from someone who has never owned or driven (properly) an XR8, and only read inaccurate Reviews unjustly maligning the XR8 & GT from incompetent motoring "Journalists".

Driven correctly, the 5.4 XR8s absolutely fly, and go ballistic over 3500 RPM, revving hard & fast to the 6000 Rpm redline / cutout, although they do require a slightly different driving style - they do not respond well to idiots just mindlessly planting the Go pedal to the metal (which unfortunately, is what most do) - without some finessing - throttle modulation. Driven incompetently, it dies in the **** with too much go pedal too soon.

And with 500 - 550Nm, there is more than enough Torque down low to easily lay rubber with both 8" wheels without even trying - and mine is only a 260 (XR8).

Let me quote someone of 2014Falcon Supporters FB (yesterday) - who is absolutely spot on:

Scott Keith Pepper : "Everyone knocks the Boss 5.4 but most of them have never driven one and only go off reports from others that don't know how to drive them properly. The 5.4 Boss doesn't make any great power until 3500-RPM, although it still has very good low end power and cruses around hardly ever over 2500-RPM. It is very capable of laying rubber 1st & 2nd gear if you plant it from a stand still. The engine really comes alive when it reaches 3500-RPM and just keeps pulling harder and harder all the way to the 6000-RPM red line cut out, my experience with fairly standard V8's over the years is that it's typical of a high revving high top end powered V8 and very similar characteristics of the old 4V clevo and the 302 clevo, you had to flog the crap out for them for it to perform.

The Holden V8 made good low end power and nothing up top, the Chevy v8 made good mid-range power but had less up top than the clevo.

The Boss engine basically has a tunnel ram type set up incorporated into it’s inlet manifold, it's an extreme long way for the air to go until it reaches the cylinder, it needs some engine speed to create air flow velocity for it all to start flowing correctly. You can re-cam them if required and this gives them much better performance, but that's not cheep either.

Personally I think it's fine and with 349hp you just have to find it's power range...it's not for jokers who don't know how to drive such an engine, when it starts making power it comes on really hard and with nice low toque to putt around on its economical when cruising. Yes there a heavy car and it's not a turbo....no ****........ I've had mine at some unbelievable speeds, it's a very fast highway car and anything from 80kph to over 200kph at full noise with the 6 speed auto it just gets faster and faster, it would leave most average performance cars for dead.....tried and tested.... drive it like you stole it and there’s no issues at all.

The Boss 260 is only the start of the Boss series and still quite capable of keeping up with the current VE-VF 270 kw no worries, let alone the Boss 290 (389hp) - Boss 315 (422hp) So anyone that tells you the 5.4L Boss is ****, has no idea what they’re talking about."

[stevefreestyle]

Originally Posted by Bossxr8

The problem is engine supply. They can't build enough of them, and apparently Ford have already stockpiled 6 speed ZF's for the V8's and turbos, so there will not be enough autos to go around either. Something had to give.

But I think they should have done an XR8 ute.

It could also be an indication that the XR8 will get the 335KW GT tune, which was never an option in a ute.

However Ford could have just re-badged the GS Ute as an XR8 - only with 315 Kw. There is a precedent for this with the AUII & III 220 Kw XR8 Sedan, when the XR8 Ute kept the previous 200 Kw motor (never got the 220 Kw motor).

[aussie muscle]

luckily i love my xr8 ute (BF) as i'm not in a position to replace it atm.

[stevefreestyle]

Originally Posted by aussie muscle

luckily i love my xr8 ute (BF) as i'm not in a position to replace it atm.

Sorry to digress....but AussieMuscle, you might be interested in this on the FPV info on Boss 260 XR8:

Boss cylinder block

Key Features

Cast-iron for exceptional rigidity. Up to three times stronger than aluminium for extra durability reserves and refinement under high horsepower and torque loads. Maintains tolerances better. More stable over a wider temperature range. Less movement at critical sealing points for superior resistance to oil and coolant leaks. Regarded as the most rigid and stable starting point for a high performance engine as evidenced by V8 Supercar control engines.

Forged steel crankshaft for strength and refinement under high power and torque loads.

Oil pump is driven directly off the crankshaft. If the engine is running, the oil pump is pumping. Eliminates the potential for engine failure that can occur when a separate oil pump drive breaks and the engine continues to run.

Deep skirt block, which extends well below crankshaft centerline and encloses the crankshaft for maximum strength and refinement. This allows a non-structural low profile oil pan with single plane oil seal and fully enclosed one-piece rear main bearing seal.

Six-point main bearing location is comprised of two cross-bolts, two vertical bolts and two vertical locating dowels for each main bearing cap. Together, they provide six-point mounting with superior and more precise location compared to a six-bolt mounting. In combination with the rigid deep skirt cast-iron block, they deliver exceptionally stable and highly accurate crankshaft location for superior durability and refinement under high performance loads.

Highly accurate three-grade engine tolerance system measured in microns that matches crankshafts, pistons, block, conrods and bearings within three measurement grades for perfect fit. Accurate component matching by tolerances and weight improve performance, durability, refinement and fuel consumption.

Undersquare bore and stroke ratio delivers the flexibility, fast response and strong pulling power from low engine speeds expected from a premium performance V8.

Special high tensile bolts stretched under torque for maximum strength and extra resistance to loosening are used in critical engine joins.

Long life galvanized and stainless steel welch plugs.

Sintered conrods for uniform weight and high strength. Conrod big ends are separated by controlled cracking process for main bearing insertion leaving a highly accurate and multi-ridged join unique to each conrod that is exceptionally strong and virtually invisible.

Eight bolt flywheel clutch-mounting for uniform clutch attachment and strength.

Ford Performance Vehicles block upgrades for Boss 260

The FPV oil pan and oil pick-up shared with the Boss 290 features a front well to clear the cross member and to provide adequate ground clearance compared to the rear well of US engines. This oil pan was also subjected to exhaustive development under high "g" circle work to avoid oil starvation under high cornering loads.

Ford Performance Vehicles block upgrades for Boss 290

Locally supplied high performance pistons with domed tops lift the compression ratio from the Boss 260's 9.52:1 (91RON ULP) to the Boss 290's 10.5:1 (96 RON PULP only) for a major improvement in engine response. The Boss 290 revives the high compression edge and crispness for which the original Boss engine was renowned. It also improves overall engine efficiency and fuel economy under light throttle loads.

These high strength pistons feature a larger gudgeon pin, larger internal pillars to support the gudgeon pin and a special ring pack to match the higher compression, extra power and torque loads. The top piston ring is optimized for high engine speeds, higher compression and stringent internal oil consumption standards.

Each piston is graded according to Ford's original factory three-grade tolerance matching system to ensure exact compatibility with other engine parts.

Each conrod is re-engineered to accommodate the larger gudgeon pin and reshaped to clear the larger gudgeon support pillars inside each piston for significant gains in strength and durability.

Each Boss 290 crankshaft undergoes a special balancing process at FPV prior to assembly to match the new piston and conrod combination for exceptional refinement and reduced stress on engine components at all engine speeds.

Locally sourced high performance tri-metal main and big-end bearings are specified for extra durability under higher engine speeds and peak power and torque loads. All bearings are graded according to original factory three grade tolerance matching system.

The FPV oil pan and oil pick-up shared with the Boss 260 features a front well to clear the cross member and to provide adequate ground clearance compared to the rear well of US engines. This oil pan was also subjected to exhaustive development under high "g" circle work to avoid oil starvation under high cornering loads.

Cylinder heads and ancillaries

Key Features

Twin overhead camshafts per bank, four valves per cylinder to produce a deep breathing, high performance engine for exciting and consistent power and torque delivery right up to the red line. Although these heads add extra weight over a pushrod engine, this is more than offset by power and efficiency gains.

Cast in aluminium alloy to minimize weight increase of larger heads and extra valves and to reach operating temperature faster.

Improved Cobra R design with a better breathing, straighter inlet port.

Hollow camshafts for reduced weight, less inertia and faster response.

Low friction camshaft followers for more precise valve control.

Sealed high-quality timing chains are lubricated by the engine's oil supply for long life, giving a major reduction in maintenance costs compared to timing belt replacement and all but eliminating the possibility of engine damage through a missed timing belt change. They also feature hydraulic tensioners that automatically compensate for wear. While these timing chains add extra weight, they are especially reassuring with the Boss 290's high lift camshafts and long reach valve stems.

Ford Performance Vehicles head and ancillary upgrades for Boss 260

Specific inlet camshaft to match the Boss inlet manifold and exhaust header system. This camshaft matches the profile of the Mustang Cobra's inlet camshaft, an engine renowned in Australia for its thoroughbred sporty feel.

More upright long runner inlet manifold with tuned length intake trumpets to match straighter inlet port for strong torque at lower engine speeds, accessible power at everyday engine speeds and deep breathing at high engine speeds. Manufactured in Australia.

Specific Boss fuel rail with upgraded injectors to suit inlet manifold, camshaft and cylinder head characteristics. Specific high quality fuel lines with high-pressure unions.

A 75mm throttle body with drive by wire throttle linkage. This replaces a mechanical throttle linkage, which can generate a noise and vibration path into the cabin. It also reduces maintenance, allows more accurate throttle control and optional pedal adjustment on automatic models.

The Boss cast alloy plenum cover is profiled for optimum breathing and to fully exploit the raised bonnet clearance to meet the specific air flow and volume requirements of the Boss intake system. Manufactured in Australia.

Boss low restriction air-intake system developed and manufactured in Australia incorporating the high volume conical filter element from the Mustang Cobra. Positioned and shaped to deliver higher density cooler air with optimized air flow to meet volume requirements of the inlet system. Tuned induction system also generates deep-breathing sound commensurate with performance.

Fabricated stainless steel exhaust headers up from T3's 1 three quarter inch to 1 7/8 inch for a total breathing package to match the performance inlet manifold, high lift cam profiles and 32 valve heads. This exhaust system also contributes to the deep and purposeful sound that only a premium V8 performance engine can generate. Reduced weight compared to cast exhaust manifolds. Manufactured in Australia.

Cylinder head cooling system inlet pipes are sealed into the thermostat housing with dual O-ring sealing system to maintain cooling system integrity under high temperatures.

http://www.fpv.com.au/content/new-boss-born-australia

[Top_Ghia]

Originally Posted by stevefreestyle

That is a typical comment from someone who has never owned or driven (properly) an XR8, and only read inaccurate Reviews unjustly maligning the XR8 & GT from incompetent motoring "Journalists".



Driven correctly, the 5.4 XR8s absolutely fly, and go ballistic over 3500 RPM, revving hard & fast to the 6000 Rpm redline / cutout, although they do require a slightly different driving style - they do not respond well to idiots just mindlessly planting the Go pedal to the metal (which unfortunately, is what most do) - without some finessing - throttle modulation. Driven incompetently, it dies in the **** with too much go pedal too soon.



And with 500 - 550Nm, there is more than enough Torque down low to easily lay rubber with both 8" wheels without even trying - and mine is only a 260 (XR8).



Let me quote someone of 2014Falcon Supporters FB (yesterday) - who is absolutely spot on:



Scott Keith Pepper : "Everyone knocks the Boss 5.4 but most of them have never driven one and only go off reports from others that don't know how to drive them properly. The 5.4 Boss doesn't make any great power until 3500-RPM, although it still has very good low end power and cruses around hardly ever over 2500-RPM. It is very capable of laying rubber 1st & 2nd gear if you plant it from a stand still. The engine really comes alive when it reaches 3500-RPM and just keeps pulling harder and harder all the way to the 6000-RPM red line cut out, my experience with fairly standard V8's over the years is that it's typical of a high revving high top end powered V8 and very similar characteristics of the old 4V clevo and the 302 clevo, you had to flog the crap out for them for it to perform.



The Holden V8 made good low end power and nothing up top, the Chevy v8 made good mid-range power but had less up top than the clevo.



The Boss engine basically has a tunnel ram type set up incorporated into it’s inlet manifold, it's an extreme long way for the air to go until it reaches the cylinder, it needs some engine speed to create air flow velocity for it all to start flowing correctly. You can re-cam them if required and this gives them much better performance, but that's not cheep either.



Personally I think it's fine and with 349hp you just have to find it's power range...it's not for jokers who don't know how to drive such an engine, when it starts making power it comes on really hard and with nice low toque to putt around on its economical when cruising. Yes there a heavy car and it's not a turbo....no ****........ I've had mine at some unbelievable speeds, it's a very fast highway car and anything from 80kph to over 200kph at full noise with the 6 speed auto it just gets faster and faster, it would leave most average performance cars for dead.....tried and tested.... drive it like you stole it and there’s no issues at all.



The Boss 260 is only the start of the Boss series and still quite capable of keeping up with the current VE-VF 270 kw no worries, let alone the Boss 290 (389hp) - Boss 315 (422hp) So anyone that tells you the 5.4L Boss is ****, has no idea what they’re talking about."

Mate, I'm a ford mechanic. I have driven every performance ford since Au(except the RS Focus).
Have you driven a 335 GT or even the old 5.4 315 GT? What about a FG F6?
The 315kw 5.4 FPV engine is pretty good. It feels alive compared to the ho-hum dead tune of the 260 kW XR8.
I think the 260 is really killed by the overprotective software.
Go and drive a new GT and then tell me how good your xr8 is.

[simon varley]

Originally Posted by Top_Ghia

Australia is about to lose a great thing with death of local manufacturing.

I'm surprised there hasn't been more fuss about this. Whatever Ford bring in to replace Falcon in 2016, there won't be a ute variant, and after 2017 there won't be a Holden ute either. The only choice you'll have for a utility will be a truck which, no matter how good, isn't car based.

Anyone fancy setting up a chop shop in your garage to do a Lewis Bandt mk2?

[Crazy Dazz]

Originally Posted by Adamz Ghia

The time for a petition was when they actually made them and everyone had the opportunity to buy as many as they wanted. Not many did and the rest is history...

Not really. Over the years the V8 Ute (in all guises) has been very popular. That's why they're going out with the LE Pursuit.
The problem reamins, that all other things being equal, XR8 production will be limited only by their production of Miami engines. It is simplest for them to continue producing the 335 only, and that eliminates the Ute (which has only been complied to 315kw.) If the new FZ Falcon requires more compliance, then thats another nail in the V8 Ute coffin.

[Agent86]

A dealer was telling me that there was an xR8 ute coming out whist discussing the GS today.


So either they know something we don't, or he was full of something brown and smelly..

[XD 351 Ute]

Originally Posted by Crazy Dazz

It is simplest for them to continue producing the 335 only, and that eliminates the Ute (which has only been complied to 315kw.) If the new FZ Falcon requires more compliance, then thats another nail in the V8 Ute coffin.

315 and 335 are the same except for the software based tune aren't they?

Ed

[Top_Ghia]

Originally Posted by XD 351 Ute

315 and 335 are the same except for the software based tune aren't they?



Ed

Correct.

[chrisandsharon]

BFYOOT.........mate if you really would like the pursuit ring around a heap of dealers and let them know you want one. I take it all are sold but let em' know if anyone's finance falls through to give you a call asap.............a dealer I spoke to has already said they're expecting finances to fall through on a few come 'pay up' time. Good luck .....cheers

[Elks]

Mmmmm. I signed it but I'm in two minds. I have my name down for a Pursuit but only because the FH won't have an XR8 ute. I wanted a V8 ute again, FH xr6 will not do. So an FH XR8 would be the last of not the car I've ordered. First world problems.

2015 would have suited me better.



I bought a BA 5.4 new and it was fantastic.

[mash again]

Originally Posted by Charliewool

I doubt that the fh xr6 turbo ute will be a patch on my xr50t ute? And no xr8 ute.
Looks like maloo for me, which will bloody hurt like hell..

Just stripped a vz ss ute, would never own a car built like that, what idiot sticks the pcm next to the headers and whacks a board between, looked like my mums cake board she uses for wedding cakes, i thought it was a homemade thing at first and the new ve commys use scotchgarded felt for the inner rear wheel arch, and it wont last on a dirt road, the rocks and mud end up in the boot, who thought that would be a good idea?

[XR Martin]

Camry and Aurions have felt inner gaurd linings.

[4stanger]

Originally Posted by XR6 Martin

Camry and Aurions have felt inner gaurd linings.

and the wife's 2007 Mitsubishi outlander.