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Ford1988–2017 Critical issues documented

Ford XR6 FG: common faults & what to check

The FG is the Ford XR6 built 2008–2017. It was sold here with the 2.0 EcoBoost, 4.0 inline-6 petrol, 4.0 turbo petrol, and 5.0 supercharged V8. Of the 19 faults documented for the XR6, 13 apply to this generation, each with its symptoms, what to inspect and a typical repair cost. Free, no account needed.

Check this exact Ford XR6

  • Odometer history
  • Money owing
  • Reported stolen
  • Ownership history
  • Official NZ vehicle register data
  • NZ owned and operated

Type the plate for the free basics. The full record is a paid check from $13.49, one car at a time, no subscription.

No NZ plate yet, or buying in Australia? Pick the generation and engine and start a free check below. New to KickTyres? How the check works →

19

Documented faults

Critical

Most serious

$600–$1,800

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 XR6 is the FG generation (2008 to 2017).

Start your free check on this Ford XR6

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 XR6 FGEngine not picked yet

Pick the engine above first: the XR6 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 XR6 · 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 XR6 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 $350–$1,200 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 $840–$1,680 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 $400–$1,200 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 NZ or AU, 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 WOF/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 $800–$5,000 to put right.

See all 13 issues for this oneDocumented for the exact year and engine you picked, including 3 rated critical.
Electrical1

01PCM (Powertrain Control Module) Failure

Scan ECU for stored and pending fault codes.petrolElectrical
CommonElectrical $840–$1,680 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 critical4

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 $350–$1,200 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 $800–$5,000 to fix

High-mileage Falcon sedans and wagons, particularly those operated in higher-rainfall or coastal areas of NZ or AU, 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 WOF/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 $400–$1,200 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?”

05Rear Differential Carrier Bushing Wear (IRS)

petrol2008–2016Suspension
CommonSuspension $300–$900 to fix

The FG/FGX Falcon'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.

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?”
Depends on the exact engine — 8 moreDocumented for a specific engine we could not confirm from what you picked. Check the engine code on the car.
Engine, transmission & cooling7

01Barra 4.0L Hydraulic Timing Chain Tensioner Failure

The Barra 4.0L I6 uses a hydraulic primary timing chain tensioner that is oil-pressure dependent.petrol2008–2016Engine
OccasionalEngine $1,200–$3,500 to fix

Can't confirm for this car

The Barra 4.0L I6 uses a hydraulic primary timing chain tensioner that is oil-pressure dependent. The one-way check valve inside the tensioner can fail, allowing the tensioner to bleed down when the engine is off and the chain to go slack on restart. High-mileage engines also see wear in the timing chain itself and the plastic chain guides, compounding the slack. A failed tensioner left unrepaired risks catastrophic timing chain jump or snap.

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

  • Loud chain slap noise on cold start, deeper and more rhythmic than VCT phaser rattle
  • Rattle or slap sound from front of engine that does not fully disappear on warm-up
  • Engine hesitation or misfire if chain has jumped a tooth
  • Check engine light with misfire or cam correlation codes after chain jump

What to check

On a fully cold start, listen for a loud chain slap (deeper and more rhythmic than phaser rattle) from the front of the engine that persists for more than 3–4 seconds. Check for any history of tensioner or chain replacement. Look for oil sludge on the dipstick which accelerates guide wear. Any example above 200,000 km should be considered high-risk without documented tensioner service.

Where to look: Front of engine behind timing cover, driver side

Parts involved: Timing chain.

Ask the seller

  • “Has the timing chain or tensioner ever been inspected or replaced?”
  • “Is there any record of oil sludge or extended oil change intervals that could accelerate guide wear?”
  • “Has the engine ever made a chain-slap noise on cold start?”

02Barra 4.0 inline-6 plastic intake manifold crack causing coolant loss

Check coolant level and inspect for white residue around the intake manifold.petrol2002–2014Cooling
CommonCooling $600–$2,500 to fix

Can't confirm for this car

The Barra 4.0L inline-six used in BA, BF, and early FG Falcons has a plastic lower intake manifold prone to cracking at the coolant crossover passage and lower gasket face. This causes coolant loss, overheating, and potential hydrolocking if coolant enters cylinders via intake ports. The failure is well-documented across Australian workshops and is one of the most common Barra failures on high-mileage examples. Replacement manifolds (or upgraded alloy units) are readily available in the AU aftermarket.

Symptoms to notice

  • Coolant loss without visible external leak
  • White smoke from exhaust
  • Overheating, particularly at highway speeds
  • Coolant smell from engine bay
  • Milky oil on dipstick in severe cases

What to check

  1. Check coolant level and inspect for white residue around the intake manifold.
  2. Look for evidence of coolant weeping at the lower manifold face and coolant crossover.
  3. Check oil for milky contamination.
  4. Inspect coolant for oily film.
  5. Request maintenance history for any overheating events.

Where to look: Lower intake manifold coolant crossover, top of engine

Parts involved: Intake manifold.

Ask the seller

  • “Has the intake manifold been replaced or inspected for cracks?”
  • “Has the car ever overheated or needed coolant top-ups?”
  • “Has any coolant leak been found or repaired?”

03Barra 4.0L NA Timing Chain Guide Wear

Check for oil leaks around valve covers, sump and gaskets.petrol2002–2017Engine
CommonEngine $1,680–$3,360 to fix

Can't confirm for this car

The naturally aspirated Barra I6 shares the same plastic timing chain guide design as the turbo variant. Guide wear and tensioner degradation produce a cold-start rattle that worsens over time. The AU-series Barra (pre-2002) used an earlier guide profile that is more prone to early cracking. Failure of a guide at high mileage can cause chain jump and bent valves. Inspection and replacement of the full timing chain kit is recommended at or before 200,000 km.

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

  • Metallic rattle or knock from engine
  • Timing chain or belt related noise at startup
  • Difficult cold start or unstable idle

What to check

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

Parts involved: Timing chain.

04Barra 4.0L VCT Cam Phaser Rattle on Cold Start

petrol2008–2016Engine
Very commonEngine $600–$1,800 to fix

Can't confirm for this car

The Variable Cam Timing (VCT) phaser on the Barra 4.0L I6 develops internal wear in the phaser locking pins and oil galleries over time, causing a pronounced metallic rattle at start-up before oil pressure builds sufficiently to engage the mechanism. The rattle typically lasts 2–10 seconds and worsens with age, high mileage, and infrequent oil changes. If left unaddressed the phaser can slip, retarding cam timing and reducing power, or fragment and damage the timing chain.

Symptoms to notice

  • Metallic rattle from front of engine for 2–10 seconds on cold start
  • MIL illuminated with P0011 (camshaft timing over-advanced) or P0016 (crankshaft/camshaft correlation) DTCs
  • Reduced power or rough idle once engine warms, indicating phaser slip
  • Rattling sound returns intermittently under hard acceleration when oil is hot and thin

What to check

  1. Start a cold engine (not warmed up at all) and listen immediately for a metallic tapping or rattling from the front of the engine lasting more than 2 seconds.
  2. Rev to 2000 RPM and check if rattle persists.
  3. Pull codes for P0011/P0016 cam correlation faults.
  4. Ask for evidence of regular 5,000–7,500 km oil change intervals using correct 5W-30.

Where to look: Front of engine, timing cover area — passenger side cam phaser on inlet cam

Parts involved: Timing chain.

Ask the seller

  • “Has the VCT phaser or phaser solenoid ever been replaced, and do you have the receipt?”
  • “What oil change interval has been followed and what viscosity oil is used?”
  • “Have any engine fault codes related to cam timing been present or cleared?”

05Water Pump Bearing and Seal Failure

Inspect coolant colour and level.petrolCooling
CommonCooling $455–$910 to fix

Can't confirm for this car

The OEM water pump on the Barra NA I6 uses a pressed-steel impeller and a bearing that is susceptible to wear from coolant contamination. Seal failure allows coolant to weep from the pump snout weep hole, which is a pre-failure indicator. Bearing failure produces a rumble or squeal from the front of the engine and can allow the pump to wobble, damaging the timing cover seal. Complete replacement is required. The pump is driven by the serpentine belt on Barra NA engines and is accessible without major disassembly.

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.

06Plastic Thermostat Housing Cracking

Inspect coolant colour and level.petrolCooling
CommonCooling $266–$532 to fix

Can't confirm for this car

AU and early BA Barra 4.0L NA engines use a plastic thermostat housing bolted to the aluminium engine block. Thermal cycling causes the housing to crack at the coolant outlet neck or the bolt boss, causing coolant loss. The crack is often on the underside and not immediately visible. Coolant loss is gradual initially, then sudden when the crack propagates. The fix is replacement with either an updated plastic housing or an aftermarket aluminium unit. Water pump failure commonly accompanies housing failure on high-mileage units.

An annotated photograph of an automotive engine thermostat identifying the wax capsule and both disc valves.Example of the part — not this vehicle

A double-valve engine thermostat, labelled: the wax capsule is what sticks.

Dougsim · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Coolant loss or steam from engine bay
  • Fault codes or irregular readings when scanned

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: Thermostat.

07ZF 6HP26 Automatic Transmission Solenoid Wear (FG/FGX)

During test drive, check all upshifts for smoothness from rest and at highway speed.petrol2008–2016Transmission
OccasionalTransmission $1,200–$4,000 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 and NZ 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?”
Body, brakes, suspension & interior1

01Barra 4.0L Power Steering Rack Leak and Hose Failure

Inspect the power steering fluid reservoir level and condition — burnt or low fluid indicates a leak.petrol2008–2016Suspension
CommonSuspension $350–$2,200 to fix

Can't confirm for this car

The hydraulic power steering system on the Barra-powered FG/FGX Falcon uses high-pressure hoses that are routed close to the exhaust manifold, causing the outer rubber to harden and crack over time. The steering rack seals also deteriorate, resulting in power steering fluid weeping from the rack ends or returning hose unions. Low fluid from undetected leaks leads to pump cavitation noise and eventually pump failure, significantly increasing repair cost.

Symptoms to notice

  • Whining or groaning from the power steering pump at full lock or during slow manoeuvres
  • Power steering fluid drops on the ground under the front of the car after parking
  • Low or discoloured power steering fluid in the reservoir
  • Stiff or inconsistent steering assistance, particularly when cold
  • Burning smell from the engine bay as fluid contacts the exhaust

What to check

  1. Inspect the power steering fluid reservoir level and condition — burnt or low fluid indicates a leak.
  2. With the car idling, turn lock-to-lock slowly and listen for whining or growling from the pump.
  3. Inspect the underside of the engine bay and front crossmember for red/brown fluid deposits near the rack and hose unions.
  4. Check the high-pressure hose for cracks or swelling, particularly where it passes near the exhaust manifold.
  5. Look for wet patches on the ground beneath the front of the car after it has been parked.

Where to look: Power steering rack (underneath front of engine bay) and high-pressure hose routing along firewall

Parts involved: Steering rack.

Ask the seller

  • “Has the power steering fluid level ever dropped or needed topping up, and was the source of any leak investigated?”
  • “Has the power steering rack or high-pressure hose been replaced?”
  • “Is there any whining noise from the steering when turning at low speed or on full lock?”
Other Ford XR6 engines and years6 documented issues that do not apply to the one you picked.
Engine, transmission & cooling6

014.0L Inline-6 Radiator Plastic End-Tank Cracking (EA-EL)

Inspect both radiator end tanks for hairline cracks, staining, or brittle discolouration.petrol1988–1998Cooling
Very commonCooling $300–$600 to fix

Does not apply

Unconfirmed. This entry does not match our record of which engines and years this model was sold with, and is awaiting review. Confirm it against the car before acting on it.

The EA through EL Falcon 4.0L inline-six uses a crimped aluminium-core radiator with injection-moulded plastic end tanks. The plastic becomes brittle with age and heat cycling, cracking at the crimp joint and failing to contain coolant. On any EA-EL Falcon retaining the original radiator, tank failure is a near certainty; collapse can be sudden rather than a gradual weep.

Symptoms to notice

  • Coolant loss without obvious external leak in early stages
  • Cracked or brittle plastic visible at top or bottom radiator tank
  • Rising temperature gauge
  • Steam from engine bay
  • Dried coolant residue or white staining around tank crimp joints

What to check

  1. Inspect both radiator end tanks for hairline cracks, staining, or brittle discolouration.
  2. Squeeze tanks gently when cool to detect flexing at cracks.
  3. Check coolant level and condition in reservoir.
  4. Look for coolant staining on nearby hoses and fan shroud.

Where to look: Engine bay front, radiator upper and lower end tanks at the crimp joint to aluminium core

Parts involved: Radiator.

Ask the seller

  • “Has the radiator been replaced since new?”
  • “Any coolant loss or overheating incidents?”
  • “When was coolant last replaced or inspected?”

02Barra 4.0T Head Gasket Failure

Check for oil leaks around valve covers, sump and gaskets.petrol2002–2017Engine
CommonEngine $2,450–$4,900 to fix

Does not apply

The factory composite head gasket on the Barra turbo is unable to reliably contain combustion pressure under sustained boost, particularly at factory boost levels above 8 psi. Failure modes include coolant ingestion into cylinders, coolant loss with no external leak, and white exhaust smoke. The aluminium head is susceptible to warping if the engine is run hot. Standard repair requires head removal, resurfacing or replacement, and fitment of an aftermarket multi-layer steel (MLS) gasket with ARP head studs. Turbo models with the stock single-layer gasket are at elevated risk, especially on BA and BF variants where the factory cooling capacity is marginal.

A removed multi-layer steel head gasket held up, showing staining around the cylinder bore.Example of the part — not this vehicle

A used multi-layer head gasket. Discolouration between a cylinder and a water gallery is the tell.

John Furman · CC BY-SA 3.0 · Wikimedia Commons

Symptoms to notice

  • Blue or white smoke from exhaust
  • Coolant loss or steam from engine bay

What to check

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

Parts involved: Head gasket.

035-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 $1,500–$3,500 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?”

04BTR 4-Speed Automatic Valve Body and Servo Failure

Check fluid level and condition (colour, smell).petrol1988–2008Transmission
CommonTransmission $1,260–$2,520 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.

054.0L Turbo Wastegate Actuator Failure (FG/FGX)

Locate the wastegate actuator on the turbocharger and check the actuator rod for freedom of movement by hand.petrol2008–2016Engine
CommonEngine $400–$1,000 to fix

Does not apply

The FG and FGX Falcon turbocharged 4.0L straight-six uses a pneumatic wastegate actuator to control boost pressure via a diaphragm and pushrod linkage. The actuator diaphragm perishes with age or the linkage corrodes and seizes, causing the wastegate to stick open (underboost and power loss) or closed (overboost risking detonation). The failure is progressive and more common on higher-mileage examples exposed to NZ/AU climate conditions.

Symptoms to notice

  • Significant loss of power and flat throttle response
  • Boost gauge reading lower than normal or zero under full throttle
  • Overboost or wastegate rattle audible under hard acceleration
  • P0234 overboost or P0299 underboost fault codes
  • Hissing sound from turbocharger area at boost pressure

What to check

  1. Locate the wastegate actuator on the turbocharger and check the actuator rod for freedom of movement by hand.
  2. Inspect the vacuum line to the actuator for cracks or kinks.
  3. During test drive under wide-open throttle, confirm full boost builds as expected — flat response indicates actuator or wastegate fault.

Where to look: Turbocharger wastegate, pneumatic actuator mounted on turbine housing with rod to wastegate flap

Parts involved: Turbocharger.

Ask the seller

  • “Has the wastegate actuator been replaced?”
  • “Any loss of power, flat response, or boost issues?”
  • “Any boost-related fault codes stored in the ECU?”

064.0L Inline-6 Plastic Intake Manifold Cracking (AU Series)

With engine running at idle, listen for hissing from the intake manifold area.petrol1998–2003Engine
CommonEngine $400–$900 to fix

Does not apply

The AU Falcon introduced a composite plastic intake manifold on the revised 4.0L inline-six. The manifold cracks at port runners and along the plenum body from heat cycling and material degradation over time. Cracks cause significant unmetered air entry, upsetting fuel trim and causing rough idle, lean misfires, and in some cases vacuum system failures affecting the brake booster. A well-documented and widely reported AU-generation specific defect.

Symptoms to notice

  • Rough or uneven idle
  • Lean misfire codes P0171 or P0174 stored in ECU
  • Hissing air noise audible from engine bay at idle
  • Hesitation or stumble under light throttle
  • Hard starting when engine is at operating temperature

What to check

With engine running at idle, listen for hissing from the intake manifold area. Spray a small amount of carburetor cleaner carefully along manifold seams and port runners — a change in idle speed indicates a vacuum leak at that point. Visually inspect the manifold plastic for cracks, particularly at port runners and plenum body joins.

Where to look: Top of engine, plastic intake manifold and plenum assembly spanning all six cylinders

Parts involved: Intake manifold.

Ask the seller

  • “Has the intake manifold been replaced or repaired?”
  • “Any rough idle or hesitation complaints?”
  • “Any lean-related fault codes in the ECU?”

What these repairs cost on other cars

Some of the Ford XR6’s documented faults are repairs other models share. Each page lists the documented NZ cost for every model it affects.

Other Ford models

Ford Ranger45 documented faultsFord Focus37 documented faultsFord Falcon36 documented faultsFord Kuga17 documented faultsFord Everest16 documented faultsFord Fiesta16 documented faults

Ford XR6 buyer questions

Is the Ford XR6 reliable?

Like any used car, it depends on the specific example and its service history. Across the 19 documented faults for the Ford XR6, the recurring problem areas are engine, cooling, and suspension. A Ford XR6 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 XR6?

We've catalogued 19 known faults for the Ford XR6, covering engine, cooling, and suspension. All 19 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 XR6?

Most single repairs on the Ford XR6 fall between $600–$1,800 at NZ independent-workshop rates. Some of the 19 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 XR6?

Yes. A Ford XR6 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 plus a market valuation and negotiation figure for $24.90 far less than the cost of missing one of the faults on this page.