SuperStretch18
Member
- :
- '07 CX-7 Sport, Black on Black; '04 Mazda3s
No engine pics?
2009 FPV F6 310 Road Test Review
- Thread starter mikeyb
- Start date
Not that I can find. As soon as I find them I'll post them up.
- :
- 2008 Mazda5 5MT Sport w/ Popular Package
Geee mate, those Aussies got a bloody cool FPV F6 down-under 
the ranchero and camino have been alive and well down under for years
i know. i lived there for a few months in 2005. but now with pontiac bringing back the el camino hopefully ford will bring back the ranchero and it'll be like the good old days
FPV 5th Anniversary GT Sedan Announced
Five years ago, Australia saw the debut of Performance Inc., the high performance arm of Ford of Australia. Celebrating this milestone in Australian performance motoring, Ford Performance Vehicles have today announced at Sydney's International Motor Show the launch of a new limited editon model - the FPV 5th Anniversary GT Sedan.
Limited to a run of just 200 examples and joining the collectable ranks of the Cobra and 40th Anniversary Edition GT, this limited edition model boasts a host of exclusive branded highlights and a generously upgraded spec sheet.
"In only five short years, FPV has grown to become an icon in Australian performance motoring," said FPV General Manager Rod Barrett. "[This Anniversary edition] will ensure that tradition continues."
Available only in Lightning Strike or Silhouette paint jobs and featuring a special striping package designed for the anniversary edition, the FPV GT Sedan also debuts a new 19-inch multi-spoke alloy design, rear decals and features a 6-piston Brembo brake package.
Inside, and the exclusive touches continue. Fifth anniversary badging and build number adorn the centre console, while Nudo leather finished sports seats also feature embossed logos. Some AU$9600 of additional equipment is thrown in, the limited edition model carrying only a AU$5300 premium over the standard FPV GT Sedan. Features include air con, sports leather steering wheel, power windows, alloy pedals and a premium audio package.
The Recommended Retail Price for the FPV 5th Anniversary is AU$71,890 (US$47,660).
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Five years ago, Australia saw the debut of Performance Inc., the high performance arm of Ford of Australia. Celebrating this milestone in Australian performance motoring, Ford Performance Vehicles have today announced at Sydney's International Motor Show the launch of a new limited editon model - the FPV 5th Anniversary GT Sedan.
Limited to a run of just 200 examples and joining the collectable ranks of the Cobra and 40th Anniversary Edition GT, this limited edition model boasts a host of exclusive branded highlights and a generously upgraded spec sheet.
"In only five short years, FPV has grown to become an icon in Australian performance motoring," said FPV General Manager Rod Barrett. "[This Anniversary edition] will ensure that tradition continues."
Available only in Lightning Strike or Silhouette paint jobs and featuring a special striping package designed for the anniversary edition, the FPV GT Sedan also debuts a new 19-inch multi-spoke alloy design, rear decals and features a 6-piston Brembo brake package.
Inside, and the exclusive touches continue. Fifth anniversary badging and build number adorn the centre console, while Nudo leather finished sports seats also feature embossed logos. Some AU$9600 of additional equipment is thrown in, the limited edition model carrying only a AU$5300 premium over the standard FPV GT Sedan. Features include air con, sports leather steering wheel, power windows, alloy pedals and a premium audio package.
The Recommended Retail Price for the FPV 5th Anniversary is AU$71,890 (US$47,660).
<script type="text/javascript">GA_googleFillSlot("Article_Top");</script>
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MazdaSpeeder
Member
- :
- Protege5 (5-spd)
every time there is a new post on this thread I want to move to AUS!
IN A COUNTRY OBSESSED with V8 performance cars, you might think that a car like the F6, with its blown six, would have a hard time establishing its credentials.
Sure, FPV still sells a lot more V8s than they do sixes and HSV doesnt even bother to go there. But being a volume seller in the muscle sedan category isnt a true measure of the F6s success.
The real measure is respect.
If there was a Fight Club for cars, the F6 would be the darkly brooding contender, waiting in the shadows for the competition to get serious. The one that all the competitors fear most.
Legend has it that the F6 will out-run the fancy V8s and that even more power is just a cheeky tweak away. School kids stare in awe, middle-aged men admire, but most telling of all, V8 drivers avoid eye contact.
Its a bona fide urban myth in the metal.
Styling
There is no going past the Dash Green of our test vehicle. This particular F6 didnt attract attention, it demanded it.
Hunkered down over a set of optional graphite 19-inch wheels, the chiseled F6 looks menacing.
There are no flared guards, no bonnet scoops or bulges, no overt body kit. The F6 doesnt need the Tupperware to look tough.
To further accentuate that minimalist toughness, FPV has removed the grille on the lower air intake, putting the beefed up intercooler on display. Not great for stone protection on the open road, but raunchy nonetheless.
FPV badges take pride of place on both the front grille and rear bootlid, with unique F6 310 badges positioned on the sides and rear of the vehicle.
New graphite headlight accents now match the standard 19 inch machine faced alloy wheels with Graphite accents, and the optional F6 Graphite wheel as fitted to the car we drove.
Sure, there has been plenty of online debate concerning the FGs styling. Some appreciate the clean, sharp and almost minimalist look (that has some competitors looking like cartoon characters), while others simply dont think it has evolved enough from the BF.
We like it, especially in F6 and GT guise.
Mechanical Package
The F6 is all about that syrupy smooth, boosted 4.0-litre straight six.
The 4.0 litre turbo-charged DOHC 24 valve in-line six now produces maximum power of 310kW at 5500 rpm, and maximum torque of 565Nm across the range from 1950 to 5200 rpm. Thats enough to have FPV claiming (and its not hard to believe) that the F6 sedan is one of the best performing six-cylinder vehicles on the Australian market.
Its also a 40kW and 15Nm increase over the previous BF model.
To achieve such a significant increase, FPVs engineers strengthened the piston and conrod design, dropped the compression ratio (from 8.7.1 to 8.5.1), re-profiled the camshafts, fitted a larger intercooler and improved turbo, recalibrated the engine management and turned up the boost to 0.91 bar (13.3 psi).
A new intake system has improved airflow from the air intake to the engine head inlet. The result is not only more power but much improved driveability.
FPV says you can expect to achieve an average of 12.1L/100km for the ZF auto-equipped F6 (12.3L/100km for the six speed manual).
Our average over the course of the week that the F6 was in our care was 14.8 L/100km, but we expect that normal driving will result in a significant improvement to the figure.
The F6 buyer has a choice of the either the performance TR6060 six-speed manual transmission (replaces the BFs T56) or the excellent ZF six-speed automatic transmission with Sequential Sports Shift at no extra cost (yes, you read that correctly).
The auto has a cylinder cut feature during wide-open throttle gear changes, which shortens the torque off, torque-back-on time between gear changes. In-gear acceleration is best described as brutal.
Power aside, one of the defining features of the F6 on test, was its ability to stop quickly.
Braking duties in standard form are handled by the premium FPV Brembo performance brake package, which features 33532mm front rotors with four-piston calipers and 32826mm rear rotors with single-piston calipers.
Our test car on the other hand was fitted with the excellent optional Brembo brake package which includes larger 355 x 32mm cross drilled and ventilated front rotors with 6 piston calipers up front and 330 x 28mm cross drilled and ventilated rear rotors with 4 piston calipers in the rear.
Underneath the F6 are the same ZF Sachs dampers that are standard on the XR6T, however FPV has recalibrated the valving and revised the XR6Ts spring rates to offer what it says is a performance suspension system that suits both road and track driving.
For those concerned about the reliability of previous turbo-charged FPVs, then it will be comforting to know that the FG F6 has seen more than 23,000 hours spent in design and validation, with durability testing and calibration conducted across Australia and track testing performed at Winton Raceway in regional Victoria.
Interior & Equipment
Inside the F6, the FG Falcon roots are obvious, however some nice detail touches remind the driver that this is no ordinary Falcon. In fact, its not really a Falcon at all.
In a charcoal-dominated environment, our test car featured the optional Technique Leather sports seats, the standard sports seats being a combination of Technique cloth with suede-feel bolsters and silver stitching.
While perfectly comfortable, they are built with wide Aussies in mind and perhaps dont provide enough lateral support.
An attractive optical check accent trim is a feature across the dashboard and doors. There are also the usual FPV extras: leather-bound steering wheel, FPV starter button, individual build number and blue illumination instrument cluster with unique FPV graphics, helping to set the F6 apart from the XR6T.
As you would expect (given the price), the interior features a premium kit including steering wheel mounted cruise control and audio switches, dual-zone temperature control air-conditioning, front and rear power windows and alloy pedal covers.
Our test car was also fitted with the optional (on auto equipped cars only) adjustable pedal box, making achieving the perfect driving position extremely easy.
A roomy and comfortable place to spend some time, the F6 is also more than capable of swallowing a family-sized load of luggage. The boot space is massive, a point noted by our photographer whose equipment usually fills a boot and a back seat.
Safety Features
Unbelievably (and thankfully) for the first time, the F6 is equipped with Dynamic Stability Control (DSC) and side curtain-airbags, both of which are now standard across the entire FPV range.
Other safety features include Electronic Brakeforce Distribution (EBD), and four-channel Anti-lock Braking System (ABS), driver and passenger airbags, and Beltminder technology for the driver.
Keeping thieves at bay is a remote alarm and FPVs ID Datadot identification.
The Drive
At TMR weve recently driven the FPV 5th Anniversary GT and HSVs Clubsport R8, both highly capable, powerful and FAST Aussie performance sedans, so this was always going to be an interesting test drive.
Its easy to get comfortable in the F6. In my case (Im 6ft tall) drop the seat, move the steering wheel up to its maximum height position, drop your wrists over the wheel to get the right distance and then adjust the pedal box to suit: perfect.
Turn the key, hit the starter and youll be pleasantly surprised at just how smooth the 4.0-litre inline six is. Out on the road, itll take a few kilometers to adjust to the brake feel. There is plenty of pedal feel but those big Brembos are keen to reveal their might and you find yourself backing off the pedal pressure earlier than normal, in order to stop smoothly.
You can however, be guaranteed that stopping will never be a problem. Once you have adjusted to their feel, the big Brembo brake package does nothing but inspire confidence. We didnt try them on a track but suspect plenty of new owners will and they will not be disappointed.
Our time with the F6 included a run from Melbourne central out to the Dandenongs, a round trip that provided a mix of winding roads and straight freeway miles, a combination that revealed just what a Jekyll and Hyde the F6 is.
You can amble along in 60 zones, cruise at 100km/h on the freeway and gently nudge your way through the tourist traffic in the Dandenongs and frankly never realise the potential of the car you are driving. In fact youll find yourself prodding the accelerator just to check that all is still as it should be.
There is no real exhaust note, no grumbling V8 gently rocking the car, nothing aside from a faint turbo whine at low rpm to even hint at this cars potential.
If you want to really get to know the F6, youll need to find the right stretch of road and grab it by the scruff of the neck.
Bumping the shifter into sports mode is the first step, allowing that trick ZF gearbox to get serious. It will hold revs longer, find the perfect gear for corners and constantly adjust as it learns your driving style.
Acceleration from a standing start is phenomenal. Like a jet, the turbo relentlessly builds boost between gears, topping out a little north of 6,000rpm.
Your senses cop a pounding. The turbo whines, the waste-gate flutters as it dumps excess boost on gear changes, the induction roar is glorious and you very rapidly find the legal limit.
What really impresses is the F6’s mid-range punch. Forget those big capacity V8 competitors because nothing that we have driven can match the F6’s ability once on the move (or even from a standstill for that matter).
Bump the shifter across to sports mode, nail the throttle and the effect is instant and vicious as the ZF drops down a couple of gears, dropping the big six right into its torque-laden sweet spot.
Where the FPV GT feels like a brawny grand tourer, the F6 feels nimble and lithe.
That ‘feel’ is largely because the F6’s powerplant is lighter and sits lower in the engine bay than the GT’s. As a result, the F6’s front dampers have an easier life than those in the GT and the handling is better balanced.
For a big sedan, the F6 inspires confidence when cornering with excellent turn-in, minimal body-roll and good feel through the wheel. Like all of our big Aussie performance sedans, the F6’s chassis is no technological tour-de-force, but it is certainly highly effective.
For the majority of driving situations, the F6 displays a composed ride and predictable handling, only rail crossings and patchy bitumen will ruffle its feathers and send a little unwanted feedback to the driver through the wheel: but just enough to remind you that this is a performance sedan first and foremost.
That’s the refined Dr Jekyll in the F6 equation.
In true F6 tradition, Mr Hyde though is never far away and he demands your full attention.
The F6 is perfectly capable of scaring the pants off a ham-fisted or clog-footed driver. While it is substantially better to drive than its less well-sorted predecessors (overall a smoother and more predictable power delivery), it can be thoroughly brutal in the way it delivers that truck-load of torque… a quality that will appeal to some, and intimidate others.
Get this beast on boost mid-corner and there is potential for disaster, that’s just ‘physics 101’ when you have 565Nm arriving at the rear wheels in a rush. That mighty boosted six can and does carry a whip hand to the rear rubber and stability control systems, especially in the wet.
For the inexperienced who fail to exercise restraint, piloting the F6 can be a white knuckled ride.
The Verdict
Urban myth, a Jekyll and Hyde, a legend in the making, the F6 is all of those and more.
On the one hand, it is capable of lulling you into a perfectly comfortable sense of security on the daily commute. It can even have you questioning your $65k spend.
On the other hand, a rush of adrenalin, excitement and even fear are just a flex of the right foot away.
Is it better than a GT or R8? Well that depends on how you like your power delivered. It is dynamically superior to the FPV GT, on par with the Clubsport R8 and faster than both.
For some, bragging rights will be enough and the F6 will be their only choice. They’ll most likely be full-time family men and part-time adrenalin junkies.
Cashed up younger men will ‘understand’ the F6, they’ll appreciate its street cred and most likely have been brought up on a diet of turbo-charged Japanese grey imports.
The F6 will be their only choice of Australian performance sedan in this price bracket, a V8 would just be too old fashioned.
Then there are the ‘over 40’s’. Brought up on a diet of Aussie V8s, there will be some who will buy it simply because having the hottest ride in town is important in itself. Others will be content to respect it from a distance, safe behind the wheel of their ‘slower’ GT or R8.
Out on the road, they’ll give the F6 a wide berth, because with age comes wisdom.
In a few years, the straight-six powered F6 is to be consigned to history. Take a walk on the wild side and grab one while you still can.
Likes
- Cool streetfighter looks
- Brilliant drivetrain
- Big torque
- Brutal performance
- Highly effective (optional) brake package
- Refined and capable handling
- Adjustable pedal box (optional in auto only)
- Can feel like a Falcon in everyday driving
2009 FPV GT 5th Anniversary Road Test Review
Youre meant to give wood, not get wood, on your 5<sup>th</sup> Anniversary. Oops
To celebrate its 5<sup>th</sup> year in the hi-po Ford building business, FPV has turned the temperature up a notch on a limited run of GTs.
And we rather like the result.
In fact, shortly after picking up our test car, a roadside vote was called and we unanimously agreed that this particular version of the GT is the most horn looking Aussie performance sedan ever, bar none.
Available in Lightning Strike or Silhouette (Black) with a unique 5<sup>th</sup> Anniversary striping package, the 5<sup>th</sup> Anniversary also features a 5<sup>th</sup> Anniversary decal on the boot-lid, its own exclusive 19-inch multi-spoke alloy wheels and a set of premium Brembo brakes, with six-piston callipers up front and four-piston callipers out back. You can choose from a six-speed manual or the excellent ZF six-speed auto fitted to our test car.
FPV has chosen to leave the 5.4-litre Boss unmolested, so like the GT and GT-P there is 315kW and 551Nm on tap. Inside, FPV has finished its traditional sports seats in Nudo Leather and embossed the front headrests with a 5<sup>th</sup> Anniversary logo. There is also an exclusive build badge number mounted on the centre console and 5<sup>th</sup> Anniversary floor mats.
Photo courtesy FPV
Of course, there are the regular GT luxury inclusions such as dual-zone temperature-control air-conditioning, a sports leather steering wheel with mounted cruise-control switches, power front and rear windows, alloy pedal covers and a premium audio system with six-disc in-dash CD with iPod integration.
FPV has told us that 5<sup>th</sup> Anniversary buyers are receiving over $9600 worth of additional features for a premium of $5300 over the RRP of the regular GT, along with a healthy dose of limited edition FPV exclusivity. The smart buyer will also note that, like the GT-P, the 5<sup>th</sup> Anniversary GT runs the six-piston Brembo brake package, yet retails for $4,000 less
It is also a lot more exclusive, with only 200 examples to be built.
The end result is an Aussie performance sedan that oozes character. Its in-ya-face in a tastefully subdued way. Just enough power bulge, just enough black striping, just enough Euro about the alloys and just the right amount of machismo.
Around Town
The GT, in fact the entire FG Falcon range, offers excellent driver and passenger accommodation in the tradition of big Aussie sedans.
Photo courtesy FPV
Ford has put a lot of work into making the driver feel like they are sitting in rather than on the FG Falcon. Raised armrests and centre console, along with a revised windscreen angle being just some of the changes made. There are however two oddities, an instrument panel that appears to be unusually narrow, able only to accommodate relatively small (and cut-off) circular instruments, along with a steering column that is limited in height adjustment for taller drivers.
Firing up the Boss involves turning the ignition key and tapping the red starter button. Its a two part process thats more theatre than function. The extra action is rewarded with the distinctive throb of FPVs hand-built small block as it settles into a gentle rumbling idle that rocks the GT ever-so-slightly.
Around town, the GT is a pleasantly docile drive that offers typical big V8, relaxed, unruffled just brush the throttle driving. There is no doubt that this car will handle the daily commute with aplomb.
We were more interested in showing the GT a long stretch of bitumen and some winding mountain roads, and for those we headed up the Hume then east to Jamieson.
Youre meant to give wood, not get wood, on your 5<sup>th</sup> Anniversary. Oops
To celebrate its 5<sup>th</sup> year in the hi-po Ford building business, FPV has turned the temperature up a notch on a limited run of GTs.
And we rather like the result.
In fact, shortly after picking up our test car, a roadside vote was called and we unanimously agreed that this particular version of the GT is the most horn looking Aussie performance sedan ever, bar none.
Available in Lightning Strike or Silhouette (Black) with a unique 5<sup>th</sup> Anniversary striping package, the 5<sup>th</sup> Anniversary also features a 5<sup>th</sup> Anniversary decal on the boot-lid, its own exclusive 19-inch multi-spoke alloy wheels and a set of premium Brembo brakes, with six-piston callipers up front and four-piston callipers out back. You can choose from a six-speed manual or the excellent ZF six-speed auto fitted to our test car.
FPV has chosen to leave the 5.4-litre Boss unmolested, so like the GT and GT-P there is 315kW and 551Nm on tap. Inside, FPV has finished its traditional sports seats in Nudo Leather and embossed the front headrests with a 5<sup>th</sup> Anniversary logo. There is also an exclusive build badge number mounted on the centre console and 5<sup>th</sup> Anniversary floor mats.
Photo courtesy FPVOf course, there are the regular GT luxury inclusions such as dual-zone temperature-control air-conditioning, a sports leather steering wheel with mounted cruise-control switches, power front and rear windows, alloy pedal covers and a premium audio system with six-disc in-dash CD with iPod integration.
FPV has told us that 5<sup>th</sup> Anniversary buyers are receiving over $9600 worth of additional features for a premium of $5300 over the RRP of the regular GT, along with a healthy dose of limited edition FPV exclusivity. The smart buyer will also note that, like the GT-P, the 5<sup>th</sup> Anniversary GT runs the six-piston Brembo brake package, yet retails for $4,000 less
It is also a lot more exclusive, with only 200 examples to be built.
The end result is an Aussie performance sedan that oozes character. Its in-ya-face in a tastefully subdued way. Just enough power bulge, just enough black striping, just enough Euro about the alloys and just the right amount of machismo.
Around Town
The GT, in fact the entire FG Falcon range, offers excellent driver and passenger accommodation in the tradition of big Aussie sedans.
Photo courtesy FPVFord has put a lot of work into making the driver feel like they are sitting in rather than on the FG Falcon. Raised armrests and centre console, along with a revised windscreen angle being just some of the changes made. There are however two oddities, an instrument panel that appears to be unusually narrow, able only to accommodate relatively small (and cut-off) circular instruments, along with a steering column that is limited in height adjustment for taller drivers.
Firing up the Boss involves turning the ignition key and tapping the red starter button. Its a two part process thats more theatre than function. The extra action is rewarded with the distinctive throb of FPVs hand-built small block as it settles into a gentle rumbling idle that rocks the GT ever-so-slightly.
Around town, the GT is a pleasantly docile drive that offers typical big V8, relaxed, unruffled just brush the throttle driving. There is no doubt that this car will handle the daily commute with aplomb.
We were more interested in showing the GT a long stretch of bitumen and some winding mountain roads, and for those we headed up the Hume then east to Jamieson.
On The Open Road
It is on the open road that the GT is in its element. Frankly, there are few better cars than our home-grown V8 performance sedans when it comes to effortlessly loping along a country road. Thanks to its ongoing development program, the long-stroke 5.4-litre Boss V8 is happier to rev than at any time in its past. The useable revs ceiling has been increased from 6,000rpm to 6,500rpm, in addition to a slightly higher compression ratio, revised camshaft timing, higher-lift cam profiles as well as improvements to air flow and volumetric efficiency. This explains the increase in power from 290kW to 315kW.
The result is a crisper, smoother response to throttle inputs. It’s also quicker than before, although it’s hard to pick from behind the wheel - the extra urgency is largely masked by the Boss’s improved manners. You do need some revs on board to get the best out of the Boss however. From idle, there is less torque available than you might expect from a big V8, but it’s a momentary concern, cured with a flex of the right foot.
The GT is quiet on the road, with only minimal tyre roar reaching the cabin, and surprisingly, even the Boss’s exhaust note is subdued, a fact that bothered more than one TMR tester. However, it’s not all bad news. Sink the boot in, keep the revs up and the Boss will reward you with a sonorous V8 bellow that fills the cabin. Oddly, for those standing on the side of the road it sounds less inspiring, even full throttle drive-bys sound better inside the GT than out.
Adding to the GT experience is its particularly decent on-road manners. The GT’s new virtual pivot front-end, revised multi-link rear and Sachs monotube dampers provide a ride that is almost plush.
Well-tuned monotube dampers can transform a car, and the GT is no exception. FPV has settled on some particularly effective damper settings, endowing the GT with a ride that is supple yet nicely-controlled in the vast majority of situations. Despite running 19-inch wheels and low profile Dunlop Sport Maxx rubber, the only time the suspension was ruffled was when trundling around at low speed on patchy suburban bitumen. For the greater part of our time behind the wheel there was little to find fault with.
An hour out of Melbourne along the Hume saw the outside temperature begin to rise rapidly and eventually settle on 46 degrees as we turned off the main drag and headed into Benalla to fuel-up. It was hellishly hot and a long way from being an ideal day to be road testing a car.
Fuelled up, we headed east, stopping for a brief and somewhat heat-soaked photo session around Lake Nillahcootie, before heading through to the township of Jamieson in the foothills of the ranges. Taking advice from the local garage owner, FPV and Ford enthusiast Scotty, we headed up to a quiet section of blacktop that wound its way up into the ranges and let the GT off the leash.
Through The Hills
For a car that weighs in at a portly 1852 kg, the GT is more than capable of carving up the corners, but it’s not without its quirks. That big cast-iron block Boss, sitting high in the engine bay, subtly dominates the way the GT goes about its business.
FPV’s suspension tuners have largely tamed the beast, but you can still sense the weight giving those Sachs dampers a good work out. Turn-in is superb, steering feel predictable and while it’s not razor sharp, it allows you to point the GT cleanly and accurately.
The big Brembos (six-pots up front on the 5<sup>th</sup> Anniversary remember) are unbreakable. They are well up to the task of hauling up the GT, but you do need to be decisive and smooth. You can unsettle things if you brake too early and have to lift off then on again. Do this, and the momentum shift and the weight of that Boss V8 in the nose can have the front end wallowing a little. Get the braking and the apex nailed, and the GT rewards with predictable power-on driving.
When pressing on, from the wheel you will notice that there is some body roll evident as a side effect of the compliant suspension tune. We found the best way to hustle the GT was by settling it hard into a corner and managing the power delivery on the way through. Get it right and you can give it a shoe-full on exit – for a large car, the GT is commendably well-balanced.
The GT comes with one of the better rear ends in the business and there is plenty of feedback on what the rear rubber is doing. Mid-corner bumps are dispatched with ease, but you’ll hear those big wheels belting into holes or patches of broken black-top.
With 315kW of Boss on-board, it could be argued that the 245/35 rear tyres are too narrow to provide the ideal amount of grip. Punt the GT hard, and on occasions you’ll sense the ESP kicking in, but it won’t necessarily spoil the fun. It’s a well sorted system that goes about its business largely unobtrusively, allowing a good driver to maintain the GT’s balance and momentum.
In short, if the driver desires it, the GT can be ferociously fast. You won’t pass too many cars in a day’s driving that the GT won’t show a clean pair of heels to.
It is on the open road that the GT is in its element. Frankly, there are few better cars than our home-grown V8 performance sedans when it comes to effortlessly loping along a country road. Thanks to its ongoing development program, the long-stroke 5.4-litre Boss V8 is happier to rev than at any time in its past. The useable revs ceiling has been increased from 6,000rpm to 6,500rpm, in addition to a slightly higher compression ratio, revised camshaft timing, higher-lift cam profiles as well as improvements to air flow and volumetric efficiency. This explains the increase in power from 290kW to 315kW.
The result is a crisper, smoother response to throttle inputs. It’s also quicker than before, although it’s hard to pick from behind the wheel - the extra urgency is largely masked by the Boss’s improved manners. You do need some revs on board to get the best out of the Boss however. From idle, there is less torque available than you might expect from a big V8, but it’s a momentary concern, cured with a flex of the right foot.
The GT is quiet on the road, with only minimal tyre roar reaching the cabin, and surprisingly, even the Boss’s exhaust note is subdued, a fact that bothered more than one TMR tester. However, it’s not all bad news. Sink the boot in, keep the revs up and the Boss will reward you with a sonorous V8 bellow that fills the cabin. Oddly, for those standing on the side of the road it sounds less inspiring, even full throttle drive-bys sound better inside the GT than out.
Adding to the GT experience is its particularly decent on-road manners. The GT’s new virtual pivot front-end, revised multi-link rear and Sachs monotube dampers provide a ride that is almost plush.
Well-tuned monotube dampers can transform a car, and the GT is no exception. FPV has settled on some particularly effective damper settings, endowing the GT with a ride that is supple yet nicely-controlled in the vast majority of situations. Despite running 19-inch wheels and low profile Dunlop Sport Maxx rubber, the only time the suspension was ruffled was when trundling around at low speed on patchy suburban bitumen. For the greater part of our time behind the wheel there was little to find fault with.
An hour out of Melbourne along the Hume saw the outside temperature begin to rise rapidly and eventually settle on 46 degrees as we turned off the main drag and headed into Benalla to fuel-up. It was hellishly hot and a long way from being an ideal day to be road testing a car.
Fuelled up, we headed east, stopping for a brief and somewhat heat-soaked photo session around Lake Nillahcootie, before heading through to the township of Jamieson in the foothills of the ranges. Taking advice from the local garage owner, FPV and Ford enthusiast Scotty, we headed up to a quiet section of blacktop that wound its way up into the ranges and let the GT off the leash.
Through The Hills
For a car that weighs in at a portly 1852 kg, the GT is more than capable of carving up the corners, but it’s not without its quirks. That big cast-iron block Boss, sitting high in the engine bay, subtly dominates the way the GT goes about its business.
FPV’s suspension tuners have largely tamed the beast, but you can still sense the weight giving those Sachs dampers a good work out. Turn-in is superb, steering feel predictable and while it’s not razor sharp, it allows you to point the GT cleanly and accurately.
The big Brembos (six-pots up front on the 5<sup>th</sup> Anniversary remember) are unbreakable. They are well up to the task of hauling up the GT, but you do need to be decisive and smooth. You can unsettle things if you brake too early and have to lift off then on again. Do this, and the momentum shift and the weight of that Boss V8 in the nose can have the front end wallowing a little. Get the braking and the apex nailed, and the GT rewards with predictable power-on driving.
When pressing on, from the wheel you will notice that there is some body roll evident as a side effect of the compliant suspension tune. We found the best way to hustle the GT was by settling it hard into a corner and managing the power delivery on the way through. Get it right and you can give it a shoe-full on exit – for a large car, the GT is commendably well-balanced.
The GT comes with one of the better rear ends in the business and there is plenty of feedback on what the rear rubber is doing. Mid-corner bumps are dispatched with ease, but you’ll hear those big wheels belting into holes or patches of broken black-top.
With 315kW of Boss on-board, it could be argued that the 245/35 rear tyres are too narrow to provide the ideal amount of grip. Punt the GT hard, and on occasions you’ll sense the ESP kicking in, but it won’t necessarily spoil the fun. It’s a well sorted system that goes about its business largely unobtrusively, allowing a good driver to maintain the GT’s balance and momentum.
In short, if the driver desires it, the GT can be ferociously fast. You won’t pass too many cars in a day’s driving that the GT won’t show a clean pair of heels to.
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