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Ford1988–2016 Critical issues documented

Ford XR8 FG: common faults & what to check

The FG is the Ford XR8 built 2008–2017. The engines documented for it are the 2.0 EcoBoost, 4.0 inline-6 petrol, 4.0 turbo petrol, and 5.0 supercharged V8. Of the 13 faults documented for the XR8, 9 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Ford XR8

  • Money owing
  • Written off
  • Accident claims
  • Odometer history

An Australian plate goes to the A$17.90 Vehicle Check: money owing, write-off, stolen and rego. Full History adds past kms, accident claims and market value from A$24.99. The free fault check for this model needs the generation and engine, pick them below.

13

Documented faults

Critical

Most serious

≈A$770–2,320

Typical repair

6

Systems covered

You're looking at the FG

4 engine variants are documented for this generation. Pick yours to narrow further, or keep reading for the generation as a whole.

Choose a different generation

Now narrow it to the engine

A 1.8 and a 2.4 of the same car do not fail the same way, so the faults below narrow to the engine as well as the year. Free, no account needed.

A 2010 Ford XR8 is the FG generation (2008 to 2017).

Start your free check on this Ford XR8

No plate needed. You get the risk score, the buyer's checklist and the guided inspection for the exact car you picked above — not the whole nameplate.

Ford XR8 FGEngine not picked yet

Pick the engine above first: the XR8 came with 4, and without it the report has to show all of their faults. Pick the engine

Free. The paid plate check is separate, and stays optional.

Can't confirm for this car

Ford XR8 · 2010

Narrowed to the year. No engine is recorded for this vehicle. Pick an engine to see which faults apply.

Tell us the engine, or check the engine code on the car, before relying on this.

  • No engine is recorded for this vehicle.

matched on year only

What to look out for

The checks worth doing on a Ford XR8 before you hand over any money. Every documented fault is listed below, each with its own page.

  • Serious issue

    Lift front of car and check for play in lower ball joint by grasping the wheel at 6 and 12 o'clock and rocking firmly.

    See why

    Front lower control arm ball joint failure

    Front lower control arm ball joints on the BA through FG Falcon platform are a known wear item with a documented failure rate on higher-mileage examples. Joint failure allows the wheel to change camber unpredictably and in severe cases the joint can separate, causing loss of steering control. A failed joint is a critical safety defect. The lower arm includes the ball joint as a replaceable component on most variants, making repair more affordable than whole-arm replacement.

    What you would notice

    • Knocking or clunking from front suspension over bumps
    • Vibration through steering wheel over rough road
    • Uneven or rapid tyre wear on front axle
    • Vehicle pulling to one side

    Typically ≈A$320–1,100 to put right.

  • Costly issue

    Scan ECU for stored and pending fault codes.

    See why

    PCM (Powertrain Control Module) Failure

    BA and BF Falcon PCMs are prone to internal solder joint cracking and MOSFET failure due to thermal cycling and the PCM's location in the engine bay on some variants. Faults manifest as intermittent no-start, stalling, loss of injector pulse, and fault codes that cannot be cleared. A failed PCM will not communicate with a scan tool. The unit is not serviceable by the owner and requires either a new unit (programmed to the vehicle) or a specialist remanufactured unit. PIN/immobiliser data must be transferred or re-coded on replacement.

    What you would notice

    • Difficult starting or battery drain
    • Fault codes stored in ECU

    Typically ≈A$770–1,550 to put right.

  • Costly issue

    Spin the wheel by hand and listen for grinding or rumbling from the bearing.

    See why

    IRS Rear Stub Axle / Hub Bearing Wear

    The FG/FGX Falcon's independent rear suspension uses a stub axle that presses into the rear knuckle, retained by a large nut. The hub bearing integrated into the knuckle wears prematurely — particularly on higher-mileage cars or those used with sustained high rear loads — producing clunking, wheel wobble, and vague rear-end handling. The bearing failure can be rapid once noise begins, and a collapsed bearing can allow significant lateral wheel movement, causing a safety hazard.

    What you would notice

    • Droning or rumbling noise from rear that increases with vehicle speed
    • Noise changes tone or disappears when changing lanes (load shift off worn bearing)
    • Clunking from rear over bumps or during acceleration and braking
    • Detectable lateral play when wheel is grasped and rocked on a hoist
    • Rear tyre feathering or uneven wear pattern

    Typically ≈A$370–1,100 to put right.

  • Costly issue

    Lift all carpet sections and inspect floor pan for rust, especially around the firewall base and under rear seat.

    See why

    Floor pan and sill rust on high-mileage examples

    High-mileage Falcon sedans and wagons, particularly those operated in higher-rainfall or coastal areas of Australia, develop rust in the floor pan around the firewall base, under the rear seat, and along the inner sill sections. Water ingress through door seal degradation and blocked drain holes traps moisture in these areas. While the Falcon is not as rust-prone as Japanese vehicles of similar age, rust in structural sill sections can affect roadworthiness and roadworthy/RWC compliance.

    What you would notice

    • Visible surface rust or bubbling paint on sill panels
    • Soft spots or perforations in floor pan when pressed
    • Damp interior smell or wet carpets without obvious cause
    • Rust staining on inner sill seen through door aperture

    Typically ≈A$740–4,600 to put right.

All 9 issues for this one

Documented for the exact year and engine you picked. Tap an area to open it.

2 rated critical
Electrical1

01PCM (Powertrain Control Module) Failure

Scan ECU for stored and pending fault codes.petrolElectrical
CommonElectrical ≈A$770–1,550 to fix

BA and BF Falcon PCMs are prone to internal solder joint cracking and MOSFET failure due to thermal cycling and the PCM's location in the engine bay on some variants. Faults manifest as intermittent no-start, stalling, loss of injector pulse, and fault codes that cannot be cleared. A failed PCM will not communicate with a scan tool. The unit is not serviceable by the owner and requires either a new unit (programmed to the vehicle) or a specialist remanufactured unit. PIN/immobiliser data must be transferred or re-coded on replacement.

Symptoms to notice

  • Difficult starting or battery drain
  • Fault codes stored in ECU

What to check

  1. Scan ECU for stored and pending fault codes.
  2. Test all electronic functions.
  3. Check battery voltage and alternator output.

Parts involved: Fuel injector.

Body, brakes, suspension & interior1 critical3

02Front lower control arm ball joint failure

Lift front of car and check for play in lower ball joint by grasping the wheel at 6 and 12 o'clock and rocking firmly.petrol2002–2014Suspension
CommonSuspension ≈A$320–1,100 to fix

Front lower control arm ball joints on the BA through FG Falcon platform are a known wear item with a documented failure rate on higher-mileage examples. Joint failure allows the wheel to change camber unpredictably and in severe cases the joint can separate, causing loss of steering control. A failed joint is a critical safety defect. The lower arm includes the ball joint as a replaceable component on most variants, making repair more affordable than whole-arm replacement.

The front wheel of a car splayed outward with the lower control arm hanging down after a ball joint separation.Example of the part — not this vehicle

A separated lower ball joint: the control arm has dropped and the wheel has splayed out under the guard.

Elfix · CC0 · Wikimedia Commons

Symptoms to notice

  • Knocking or clunking from front suspension over bumps
  • Vibration through steering wheel over rough road
  • Uneven or rapid tyre wear on front axle
  • Vehicle pulling to one side

What to check

  1. Lift front of car and check for play in lower ball joint by grasping the wheel at 6 and 12 o'clock and rocking firmly.
  2. Any vertical play indicates ball joint wear.
  3. Check ball joint boots for tearing and grease loss.
  4. Inspect both sides.

Where to look: Front suspension lower control arm, ball joint

Parts involved: Ball joint.

Ask the seller

  • “Has the front suspension been inspected recently?”
  • “Have the lower control arm ball joints been replaced?”
  • “Is there any knocking from the front end?”

03Floor pan and sill rust on high-mileage examples

Lift all carpet sections and inspect floor pan for rust, especially around the firewall base and under rear seat.petrol2002–2014Body & Rust
OccasionalBody & Rust ≈A$740–4,600 to fix

High-mileage Falcon sedans and wagons, particularly those operated in higher-rainfall or coastal areas of Australia, develop rust in the floor pan around the firewall base, under the rear seat, and along the inner sill sections. Water ingress through door seal degradation and blocked drain holes traps moisture in these areas. While the Falcon is not as rust-prone as Japanese vehicles of similar age, rust in structural sill sections can affect roadworthiness and roadworthy/RWC compliance.

Symptoms to notice

  • Visible surface rust or bubbling paint on sill panels
  • Soft spots or perforations in floor pan when pressed
  • Damp interior smell or wet carpets without obvious cause
  • Rust staining on inner sill seen through door aperture

What to check

  1. Lift all carpet sections and inspect floor pan for rust, especially around the firewall base and under rear seat.
  2. Check inner sill sections through the door aperture.
  3. Look under the car at sill seams and floor edges.
  4. Press on any suspect areas to check for perforation.

Where to look: Floor pan, inner sills, firewall base

Parts involved: Body corrosion.

Ask the seller

  • “Where has the car spent most of its life – coastal or inland?”
  • “Has the car ever had wet carpets or a water leak?”
  • “Has any rust repair been performed?”

04IRS Rear Stub Axle / Hub Bearing Wear

Spin the wheel by hand and listen for grinding or rumbling from the bearing.petrol2008–2016Suspension
CommonSuspension ≈A$370–1,100 to fix

The FG/FGX Falcon's independent rear suspension uses a stub axle that presses into the rear knuckle, retained by a large nut. The hub bearing integrated into the knuckle wears prematurely — particularly on higher-mileage cars or those used with sustained high rear loads — producing clunking, wheel wobble, and vague rear-end handling. The bearing failure can be rapid once noise begins, and a collapsed bearing can allow significant lateral wheel movement, causing a safety hazard.

Symptoms to notice

  • Droning or rumbling noise from rear that increases with vehicle speed
  • Noise changes tone or disappears when changing lanes (load shift off worn bearing)
  • Clunking from rear over bumps or during acceleration and braking
  • Detectable lateral play when wheel is grasped and rocked on a hoist
  • Rear tyre feathering or uneven wear pattern

What to check

Spin the wheel by hand and listen for grinding or rumbling from the bearing. During a test drive, listen for a droning noise that changes pitch with speed or when weight is transferred cornering. Check for uneven or feathered rear tyre wear caused by bearing-induced toe change. If a workshop inspection is possible: With the car on a hoist, grasp each rear wheel at 9 and 3 o'clock and attempt to rock it side-to-side; any detectable play indicates hub bearing wear.

Where to look: Rear suspension — both rear knuckles / hub carriers

Parts involved: Wheel bearing.

Ask the seller

  • “Have the rear hub bearings ever been replaced or inspected?”
  • “Has there been any clunking, droning, or unusual noise from the rear of the car?”
  • “Has any rear tyre wear been observed that is uneven across the tread face?”
Only with a certain gearbox: 1 issueEach one names the gearbox it affects, for example the CVT automatic. Check which gearbox this car has.

01ZF 6HP26 Automatic Transmission Solenoid Wear (FG/FGX)

During test drive, check all upshifts for smoothness from rest and at highway speed.petrol2008–2016Transmission
OccasionalTransmission ≈A$1,100–3,680 to fix

Can't confirm for this car

The ZF 6HP26 six-speed automatic fitted to FG and FGX Falcon is robust but the electro-hydraulic solenoids controlling gear selection wear and clog at high mileage when fluid is not serviced. ZF specifies lifetime fluid but this is not appropriate for Australian operating conditions; neglected fluid degrades and deposits varnish on solenoid bores, causing shift hesitation, harsh engagement, and fault codes. Solenoid replacement or valve body rebuild is the usual repair.

Symptoms to notice

  • Delayed or harsh 1-2 and 2-3 upshifts
  • Transmission warning light on instrument cluster
  • Hesitation or stumble pulling away from a stop
  • Transmission hunting between gears at cruise
  • P0750-P0770 range solenoid circuit fault codes

What to check

  1. During test drive, check all upshifts for smoothness from rest and at highway speed.
  2. Scan transmission module for stored or active solenoid codes.
  3. Check ZF fluid level and condition — ZF fluid should be pink or red; dark brown or burnt-smelling fluid indicates the transmission has been neglected.

Where to look: Automatic transmission valve body, solenoid pack assembly accessible via transmission sump removal

Parts involved: Mechatronic / valve body.

Ask the seller

  • “Has the ZF transmission fluid ever been changed, and at what mileage?”
  • “Any hesitation, harsh shifts, or transmission warning lights?”
  • “Has the transmission been inspected or serviced for shift quality issues?”
Depends on the exact engine or version: 4 issuesDocumented for a specific engine or version we could not confirm from what you picked. Check the engine code on the car.

01Boss 5.4 V8 secondary timing chain stretch and guide failure

Listen on cold start for chain rattle from the front and top of the engine.petrol2005–2014Engine
OccasionalEngine ≈A$2,300–7,360 to fix

Can't confirm for this car

The 5.4L V8 Barra used in the GT and XR8 models (BF onwards) has a secondary timing chain between the two cam sprockets. These secondary chains and their plastic guides deteriorate over time and mileage. A stretched or broken guide allows the chain to jump, causing timing errors, rough running, and potential valve-to-piston contact on higher-revving examples. Failure often begins with rattling on cold start. Timing chain replacement is labour-intensive on the DOHC V8.

The front of a dual overhead camshaft engine with the timing cover removed, exposing the timing chain and sprockets.Example of the part — not this vehicle

The front of a twin-cam engine with the timing cover off — chain, sprockets and guides.

Logansenf · CC BY-SA 4.0 · Wikimedia Commons

Symptoms to notice

  • Rattling or clattering noise from engine on cold start
  • Check engine light with camshaft timing codes
  • Rough running or hesitation at all engine speeds
  • Engine misfire that worsens under load

What to check

  1. Listen on cold start for chain rattle from the front and top of the engine.
  2. Scan for P0016/P0017 or cam correlation codes.
  3. Ask if the car has had any timing work done.
  4. High-mileage V8 Falcons should have documented chain inspection.

Where to look: Front of engine – secondary timing chain and upper plastic guides

Parts involved: Timing chain.

Ask the seller

  • “Has the timing chain been replaced or inspected?”
  • “Has there ever been a rattling noise on cold start?”
  • “Are there any engine warning lights or fault codes present?”

02Boss 5.4 Oil Consumption and Piston Ring Wear

Check for oil leaks around valve covers, sump and gaskets.petrol2008–2016Engine
CommonEngine ≈A$3,540–7,080 to fix

Can't confirm for this car

High-mileage Boss 5.4 engines exhibit elevated oil consumption, typically above 1L per 3,000 km. Piston ring land wear and valve stem seal degradation are the primary causes. Blue smoke on overrun or hard acceleration is the visible symptom. This leads to fouled spark plugs, increased fuel consumption, and catalyst contamination. While ring replacement requires a full engine rebuild, valve stem seal replacement can be performed with the head in situ using a compressed-air hold technique.

Symptoms to notice

  • Blue or white smoke from exhaust
  • Fault codes or irregular readings when scanned

What to check

  1. Check for oil leaks around valve covers, sump and gaskets.
  2. Inspect coolant condition and level.

Parts involved: Catalytic converter.

03Boss 5.4 DOHC Cam Phaser Rattle and Failure

Check for oil leaks around valve covers, sump and gaskets.petrol2008–2016Engine
CommonEngine ≈A$2,060–4,120 to fix

Can't confirm for this car

The 5.4L DOHC Boss V8 uses variable cam timing phasers (VCT) on both intake and exhaust camshafts. Phaser vanes wear and the locking pins fail to seat under low oil pressure or at low RPM. The characteristic symptom is a loud metallic rattle from the front of the engine at idle or cold start, which may clear as oil pressure builds. Worn phasers can cause retarded cam timing, misfires, and rough running. Replacement of the phaser assemblies and associated VCT solenoids is required. This fault is closely linked to oil change interval compliance.

Symptoms to notice

  • Metallic rattle or knock from engine
  • Engine misfire or rough idle
  • Timing chain or belt related noise at startup
  • Low oil pressure warning light

What to check

  1. Check for oil leaks around valve covers, sump and gaskets.
  2. Inspect coolant condition and level.

04Boss 5.0L V8 Oil Consumption via PCV System

Check the engine oil level cold after a known mileage interval — ask the seller how much oil has been added between services.petrol2008–2014Engine
OccasionalEngine ≈A$370–1,380 to fix

Can't confirm for this car

The Boss 5.0L V8 in the FG GT/GT-P Falcon has a documented tendency toward elevated oil consumption driven by a positive crankcase ventilation (PCV) system that routes oil vapour back through the intake manifold. Over time the PCV hoses and baffle become oil-saturated and can allow liquid oil to be ingested, accelerating combustion chamber deposits and spark plug fouling. Affected engines consume 1 litre per 2,000–3,000 km and may exhibit blue smoke at start-up.

Symptoms to notice

  • Oil consumption of 1 litre or more per 2,000–3,000 km without external leaks
  • Blue smoke from exhaust on cold start, clearing once warm
  • Oily residue visible inside air intake duct or on throttle body butterfly
  • Spark plugs fouled with oil deposits or excessive carbon
  • Rough idle or misfire at cold start from oil-contaminated plugs

What to check

  1. Check the engine oil level cold after a known mileage interval — ask the seller how much oil has been added between services.
  2. Inspect the air intake duct and throttle body for oily residue.
  3. Start the engine cold and look for blue-tinged smoke from the exhaust for the first 30 seconds.
  4. Pull spark plugs and inspect for oil fouling or carbon deposits.
  5. Inspect PCV hose connections at the cam covers for swelling or oil weeping.

Where to look: Engine valley / intake manifold — PCV hose routing from cam covers to intake

Parts involved: PCV / oil separator.

Ask the seller

  • “How much oil does the engine consume between services, and does the owner top it up between changes?”
  • “Has blue smoke been noticed at start-up, particularly when the car has been sitting overnight?”
  • “Has the PCV system or intake manifold been inspected or cleaned?”
Other Ford XR8 engines and years4 documented issues that do not apply to the one you picked.
Engine, transmission & cooling3

015-Speed Automatic Torque Converter Lock-Up Shudder (BA/BF)

On the test drive, cruise at 80-100km/h on a smooth road with light constant throttle.petrol1998–2008Transmission
CommonTransmission ≈A$1,380–3,220 to fix

Does not apply

The BA and BF Falcon fitted with the 5-speed automatic transmission exhibits torque converter shudder — a vibration felt through the drivetrain at light throttle when the converter clutch applies in top gear. The fault is caused by glazed converter clutch friction material and is often temporarily suppressed by a fluid change using friction modifier additive. Persistent cases require torque converter replacement.

A cutaway automatic transmission torque converter showing the internal turbine and stator.Example of the part — not this vehicle

A torque converter, sectioned. The lock-up clutch inside is what shudders.

No machine-readable author provided. BerndB~commonswiki assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Shudder or vibration through the seat and steering wheel at 60-100km/h under light throttle
  • Vibration resembles rough road surface but occurs on smooth bitumen
  • Feels like brief drivetrain buzz during converter lock-up engagement
  • Disappears under hard acceleration or when converter unlocks
  • May temporarily improve following a transmission fluid change with friction modifier

What to check

On the test drive, cruise at 80-100km/h on a smooth road with light constant throttle. Any shudder through seat or steering wheel in this condition indicates converter lock-up shudder. Check transmission fluid for burnt smell or dark brown colour indicating heat damage.

Where to look: Automatic transmission torque converter, lock-up clutch friction material inside converter body

Parts involved: Torque converter.

Ask the seller

  • “Any shudder or vibration when cruising at highway speeds?”
  • “Has the transmission fluid been changed with friction modifier additive?”
  • “Has the torque converter been replaced?”

02BTR 4-Speed Automatic Valve Body and Servo Failure

Check fluid level and condition (colour, smell).petrol1988–2008Transmission
CommonTransmission ≈A$1,160–2,320 to fix

Does not apply

The BTR M93LE 4-speed automatic used in AU and early BA Falcons develops worn valve body bores and failing servo pistons over time. Symptoms include harsh or delayed 2-3 upshifts, converter shudder, and slipping under load. The servo bore for the 2nd gear band can wear oval, preventing the band from applying with full force. A valve body recondition or replacement resolves most shift quality issues; worn servo bores require a full rebuild. Fluid and filter service at the correct interval (every 40,000 km) significantly extends service life.

Symptoms to notice

  • Transmission slipping between gears
  • Harsh or delayed gear changes
  • Transmission fluid leak

What to check

  1. Check fluid level and condition (colour, smell).
  2. Test shift quality through all gears.
  3. Look for slipping, delay or harsh engagement.

Parts involved: Mechatronic / valve body.

03Water pump rear O-ring seal leak (AU to BF Falcon 4.0 six)

Inspect coolant colour and level.petrol1998–2008Cooling
CommonCooling ≈A$420–840 to fix

Does not apply

The 4.0 inline six in the AU to BF Falcon is a known issue for coolant leaking from the rear O-ring seal of the water pump, where the pump meets the engine. The leak is often slow, shows as coolant crust or wetness behind the pump and a reservoir that needs topping up, and is easy to miss. Left alone, the coolant loss can lead to overheating. The fix is a new pump and seal, which is a routine job.

Symptoms to notice

  • Coolant loss or steam from engine bay
  • Timing chain or belt related noise at startup

What to check

  1. Inspect coolant colour and level.
  2. Check for white exhaust smoke or sweet smell indicating coolant in combustion.
  3. If a workshop inspection is possible: Pressure test the system.

Parts involved: Water pump.

Body, brakes, suspension & interior1

01Rear differential bush wear, clunk at low speed (BA/BF Falcon)

petrol2002–2008Suspension
CommonSuspension ≈A$280–830 to fix

Does not apply

The BA/BF Falcon sedan's independent rear suspension mounts the differential carrier to the subframe via large rubber bushings that deteriorate with age, heat cycling, and aggressive use. When the bushings degrade, the differential can shift under load, causing clunking on throttle application and lift-off, imprecise rear-end feel, and accelerated halfshaft CV joint wear from the resultant misalignment. Performance-oriented or high-mileage examples are most affected, and some 2002 to late 2003 BA cars had the differential replaced under warranty.

Symptoms to notice

  • Clunk or thud from rear on hard acceleration from rest
  • Clunk on lift-off or engine braking at low speed
  • Imprecise or vague rear-end feel during cornering
  • Vibration through floorpan under load, reducing at cruise
  • Accelerated CV joint wear or halfshaft vibration from differential misalignment

What to check

Have an assistant apply and release throttle in Drive while you observe differential movement — more than a few millimetres of shift indicates worn mounts. During a test drive, note any clunk or thump from the rear on hard throttle take-up from low speed. If a workshop inspection is possible: With the vehicle on a hoist, visually inspect the large front and rear differential mounting bushings for cracking, tearing, or visible separation of the rubber from the metal sleeve.

Where to look: Rear subframe — differential carrier front and rear mounting bushings

Parts involved: Differential.

Ask the seller

  • “Has the rear differential mounting bushings ever been replaced or inspected?”
  • “Is there any clunking or banging sound from the rear during hard acceleration or when lifting off the throttle?”
  • “Has the car been used for towing, track days, or performance driving that would accelerate bushing wear?”

Other Ford models

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Ford XR8 buyer questions

Is the Ford XR8 reliable?

Like any used car, it depends on the specific example and its service history. Across the 13 documented faults for the Ford XR8, the recurring problem areas are engine, suspension, and body & rust. A Ford XR8 with a full service history and no signs of the issues listed on this page can be a sound buy but each one needs to be checked individually before you commit.

What are the most common problems with a used Ford XR8?

We've catalogued 13 known faults for the Ford XR8, covering engine, suspension, and body & rust. All 13 are written out in full on this page, with the symptoms to notice, what to inspect, and typical repair costs for each. Free to read, no account needed.

How much do repairs cost on a Ford XR8?

Most single repairs on the Ford XR8 fall between ≈A$770–2,320 at independent-workshop rates (an approximate guide in Australian dollars). Some of the 13 documented faults cost less and a few cost considerably more, and no one car needs them all. Knowing which ones to look for before you view is what lets you negotiate the price down or walk away.

Should I get a pre-purchase inspection on a Ford XR8?

Yes. A Ford XR8 inspection focused on its known weak points is the single best way to avoid an expensive mistake. KickTyres gives you a guided, model-specific inspection with AI photo analysis from A$28.90, far less than the cost of missing one of the faults on this page. For a big purchase, a mechanic's pre-purchase inspection on the car you settle on is still worth it.