The FG XR8.
You have to feel sorry for the XR8, on all but a few occasions in its 15-year run did it have the upper hand over its younger brother. Those being the 220 kW AU II and AU III versions, and the last FGX models fitted with the FPV engine. On all other occasions, the XR6 / XR6T were the more logical choice, offering a lighter and more nimble driving experience without necessarily being any slower the V8 powered XR8.
But the thing is, people bought them! There is just something so mesmerizing about the feel and sound of a V8, in the words of David Flint, “its irreplaceable”. So, while a SS Commodore or XR6/T was faster, the thumpa thumpa of the V8 was all some people needed. And who am I to argue with that. And while the Boss 5.4 V8 did a lot wrong, it was easily one of the best sounding V8's available.
The FG XR8 launched with the rest of the FG Falcon lineup in early 2008, bringing all its improvements with it. The headline for the FG XR8 was the fitment of the Boss 290 which was previously used on BA to BF MK II FPV GT and Pursuit models. Power for the XR8 went from 260 kW and 500 Nm to 290 kW and 520 Nm. The engine got a new oil pan and exhaust manifolds in the transition to FG. Despite the same figures, for reason they were achieved at higher rpm's, with 5750 rpm instead of 5500 rpm for power, and 4750 rpm instead of 4500 rpm for torque.
The ZF 6-speed auto carried over, but included a new cylinder cut on gearshifts for improved shift timing and refinement. The T56 manual was replaced by the TR6060 6-speed with triple synchromesh on first and second, and double synchromesh on all other gears including reverse. Brakes were the same as the XR6 Turbo, with 322mm front rotors.
The FG update also brought a semi-active muffler (SAM) for the XR8. This used exhaust gas back pressure to open a valve at 2800 rpm. In reality, this exhaust feature didn’t actually make the XR8 any louder than it predecessor, rather the valve just made it quieter at idle and low speed driving. It was a waste of time and money in my opinion, why disguise the V8’s tone at idle? In effect, it actually made people drive the car harder to hear the exhaust note. It’s telling that FPV did not adapt their exhaust system to have this feature, and when it did do an active exhaust a two years later, it actually worked at giving a throaty idle AND a noisy top end.
Visually, the XR8 came with the now classic bonnet bulge and shared the 18-inch wheels with the XR6 Turbo. XR8 models had either a red or black “8” within the rear badging. Interior wise, the XR8 was exactly the same as the other XR models for both look and spec levels.
The Boss 290 powered FG XR8 continued in production until mid 2010. With the 5.4 Boss engines at their limit of naturally aspirated power, they were also in need of an emissions update. FPV, who assembled all Boss 5.4 V8’s for use in FPV and XR8’s, decided to move onto the new 5.0 Coyote V8 platform. The XR8 was originally slated for this new supercharged V8 engine, but it was changed to GS and sold through FPV dealers instead. The XR8 therefore went on holiday for four years, before reappearing with the 335 kW GT engine in 2014 for the FGX.
This image was also presented as a poster with the tag line "Own The Road", which was a T-Series tag line as well. I have a couple of these postors I scored at the Melbourne Motor Show that year.
This was the $5000 Luxury Pack interior which included leather, dual zone climate control with silver buttons set against a drab grey
ICC panel, colour screen and Premium Sound and 19-inch wheels. And check out that bulge proudly raising above the windscreen line.
For the FG Supercar, Ford decided to use the XR8's frontal design/headlights over the FPV-spec look.
