2003-2007 Ford Fairlane used car review

Perhaps we should have paid more attention when Ford axed its long-wheelbase range, the Fairlane Ghia and LTD, back in 2007.

Looking back, it's pretty plain to see that the move was the precursor to the ultimate shut-down of Ford's entire Australian production operation, an unthinkable situation back in 2007, but one that became reality late last year.

At the time, Ford quoted falling demand for the big Falcon-derived Limos and, again, we should have all seen what was coming next as the full-sized Falcon (and its Holden opposite number) also fell from grace among consumers.

Still, getting used to life without a Fairlane or LTD in showrooms was a lot easier than not having access to home-grown Fords at all, and the backlash was minimal.

Fast forward a decade and those last Fairlanes and LTDs are not threatening to become collectible models (not at all, in fact) so they're still ridiculously cheap.

And assuming you're after a big, big family car with plenty of kit and a price-tag that won't scare the bank manager, then one of these local limos can be great buying.

There was a surprising amount of choice, too, and even towards the end of production, you could still pick and choose a fair bit when it came to the driveline in your long-wheelbase Ford.

The plum buys now are the very last of the Fairlane/LTD line, so we'll include the 2003 BA model as well as the later (and last) BF version in our target basket.

In Fairlane Ghia terms, the main choice consisted of a six-cylinder or V8, the former the familiar Falcon-sourced OHC four-litre unit making 182kW.

The alternative was the 5.4-litre V8 with the unusual three-valves-per-cylinder layout and 220kW of power. Both were hooked up to Ford's equally familiar four-speed automatic transmission.

To be honest, the V8 got you a little more power and a fraction more smoothness, but you'd hardly call the four-litre six harsh or gutless in the first place.

And the V8 will definitely use a bit more fuel in the normal run of things.

For reasons known only to Ford Australia, the excellent turbocharged six-cylinder from the Falcon XR6T was never fitted to the Fairlane/LTD and that's a real shame as that would have absolutely been the combination to have then and now.

The transformation of the Falcon to BF specification was followed by the Fairlane and LTD in 2005. In V8 terms, that meant a power hike to 230kW, while the six-cylinder version now had 190kW.

But the big step up was the adoption of the six-speed automatic transmission. The newer gearbox gave not just better performance, it also stretched each litre of fuel a bit farther.

On top of that, it's simply makes for a nicer, quieter car, so a later, six-speed is definitely worth seeking out and paying a little more for.

The nice thing about the Fairlane/LTD of this era is that the mechanicals were all Falcon-sourced, meaning they were tough, dependable and relatively easy and cheap to fix and maintain.

The faults are pretty well known, too, so we'd start with a check of the engine bay.

On either the V8 or six-cylinder, it's important to check for oil leaks, particularly around the area where the gearbox joins the back of the engine. A leak here is a roadworthy item and fixing it can be a bit tricky and, therefore, expensive depending on where you take it to be fixed.

Make sure any V8 engine starts easily and idles smoothly and there should be no excessive noise from the top of the engine.

The six-cylinder should also sound and feel smooth and make sure there's no coolant leaking from the back of the water pump.

If there is, that's not the end of the world as the fix is usually a cheap, little O-ring that becomes perished.

Make sure the radiator is not leaking, also.

On four-speed automatic versions, you might notice a whining noise from the gearbox as you take off from rest. At the risk of sounding like a used-car salesman, they all do that and it really is nothing to worry about.

The six-speed is quieter, but either gearbox needs a very close inspection once the car's mileage starts getting up around the 170,000km mark or more. Plenty manage to go a lot farther than this mark, but, equally, plenty don't and a new gearbox is often the only fix. In fact, this is probably the biggest potential fix money-wise.

It's also important to check the radiator for signs of an oily substance as this is the first sign that the transmission's cooling system (which uses the engine's coolant) has sprung a leak. When that happens, the engine coolant can enter the transmission and wreak permanent and costly havoc.

A transmission that is shifting strangely, clunks, jars, slips or flares between shifts is probably already damaged beyond economical repair.

The other big check is the braking system.

These cars were notoriously under-braked and while they stop okay in normal use, they can quickly wear out brake pads and rotors. Brake pads are easy enough to change, but rotors either need machining or replacement.

The first sign of trouble is a pulsing through the brake pedal or the whole car when you hit the brakes. If that symptom exists, budget for a brake job. But at the price being asked for these things, even that shouldn't break the bank.

The other thing worth mentioning is that many hotels and chauffeur services used these cars when they were new.

That's okay, but bear in mind such a car will have more rear-seat wear, potentially worn boot hinges and more general wear and tear.

On the plus side, it will probably have been converted to run on LPG which can slash running costs and seems to agree with the six-cylinder version in particular.

Our rating: 3/5

Nuts and bolts

Engine/s: 4.0-litre six-cylinder/5.4-litre V8 petrol

Transmissions: 4-auto/6-auto

Fuel economy (combined): 12.4 litres per 100km (4.0)/14.5 litres (V8)

Safety rating (courtesy of www.howsafeisyourcar.com.au): 3 stars

Likes:

• Big and roomy inside.
• Huge boot.
• Mechanically tough.
• Cheap as chips now.

Dislikes:

• Many are well past their prime.
• V8 will be thirsty.
• Four-speed auto is second-best.
• Not exactly a looker.

Competitors:

Holden Statesman/Caprice - The Holden-made opposite number was also popular with fleet operators so be careful what you buy. Rugged, durable but watch out for oil-burning, rattling early 5.7-litre versions. 3/5

Chrysler 300C - Not everybody loved the bad-guy image of the original 300C, but those who did, really took to it. Station-wagon version is tempting and there was even a diesel-powered model. Iffy interior plastics. 3.5/5

What to pay (courtesy of Glass's Guide):

Model                   Year       New       Now

Fairlane 4.0         2003       $54,950    $4100

Fairlane V8          2003       $59,700   $5500

LTD                     2003       $72,070    $5700

Fairlane 4.0         2004       $55,500   $5300

Fairlane V8          2004       $60,250   $7000

LTD                      2004       $72,790   $5700

Fairlane 4.0         2005       $56,000   $5900

Fairlane V8          2005       $60,750   $8000

LTD                      2005       $72,790   $6100

Fairlane 4.0         2006       $58,625   $6600

Fairlane V8          2006       $64,761   $9300

LTD                      2006       $75,525   $6500

Fairlane 4.0         2007       $58,625   $6700

Fairlane V8          2007       $64,761   $9500

LTD                      2007       $75,525    $6900