2003 FPV GT-P
Ford Performance Vehicles, or FPV, has unleashed what is a seriously focussed sportscar of historic proportions.
One of the things I had trouble with accepting after getting to grips with the way the car drives, was just how good FPV's premium muscle car is.
I'll be honest - I was expecting a fast car, but not with the levels of refinement found within.
HSV has been tuning humble Commodores for nigh-on 30 years, then in comes this upstart FPV group, and in its first year has unleashed a fire-breathing, giant-killing, take-no-prisoners, wob-wobbing V8 that pulls 0-100km/h sprints in under 6.0 seconds -- yet still has four cup holders, enough room for the entire family and wads of bootspace. E-gads!
And while price doesn't often come into play when we're on test, you'd be hard pressed to get this sort of quad-cam V8 performance for such a bargain price.
$70,000 may sound like a lot for the GT-P, and $60,000 for the GT ain't piecemeal either, but when the 300kW HSV GTS coupe and sedan fetch almost six figures, it's hard not to be impressed by the value on offer.
In fact, there are no other quad-cam V8s in the world offered at this price (at the time of writing). Jaguar's got quad camshafts in a number of its sporty models, but it's also got that ultra-premium 'image' thing going on, which means you'll be paying more than double the cost of one of these local lads, and getting perhaps two-thirds of the 5.4-litre capacity.
From the get go, it's evident that FPV has done it's homework. Despite a killer kerb weight of roughly 1.8 tonnes, the suspension setup is perfect - these cars can really be thrown around.
While the GT-P is a well sorted performance car that turns heads quicker than Danni Minogue wearing a pair of freshly dry-cleaned hot-pants, it's also a practical vehicle, one that loses few of the basic Falcon's sensible features.
But let's face it - most drivers will be handing over between 60 and 70,000 bones for one thing: the Boss 290 engine. And rightly so, because after hammering the GT-P all over the shop, it's evident that Ford is on to something here: It's a little scary to think what's going to be on offer from the FPV laboratory in the next few years if this is their first effort...
From the moment you press the glowing ignition button [a la V8 Supercars], you'll be instantly aware that this isn't your average Falcon. Cruise down the driveway - carefully mind, so as not to scrape the front spoiler - turn onto the road and ever-so-gently flex your right foot.
Power delivery is nice and linear with really good control via the electronic throttle, but it starts off feeling somewhat limp in the automatic: Blame that on a combination of the torque converter and the car's heavy weight.
At about 2000rpm the small black V8 mill starts to hit its stride and emits a lovely warble, and turns downright angry by 3500rpm, providing serious push and a much crisper note.
Heaven on Earth? It could be... but one thing's for sure - if God were an Aussie bloke, he'd drive one.
By the time you hit peak torque @ 4500rpm, you'll be grinning from ear to ear as the engine is now sucking in copious amounts of air, though the induction noise that is always present is now drowned out by a rising crescendo of eight fat cylinders pumping in perfect harmony, as the engine speed approaches it's 5800rpm redline.
If you decide to frequent such lofty revolutions, you'll be pleasantly, but firmly pressed into the lavish leather bucket seats, and turning the stereo down to listen the engine's amazing resonance is a must.
Two-hundred and ninety kilowatts at the fly-wheel is the number, and in real-world terms it feels about right in the auto, and the manual feels like a real 300kW+ weapon. We drove the GT-P in automatic guise for a week and then hopped in the lower-spec GT (with the same 290 Boss engine) sporting a manual shift for another five days and, it has to be said, both are flippin' brilliant.
The bonnet bulge looks sensational
We'll look at the different gearboxes and the storming engine in more detail on page two in the engine section, but it's safe to say that whichever one you choose, you'll be stoked.
Both drivelines offer noticable differences, and will suit certain types of drivers better -- granted, picking the GT stripe colours or wondering whether you need personalised plates are both considerable decisions, but the toughest part will be deciding which category you fit into: Manual or Auto.
On the road, the two FPV sports sedans respond to driver input with gusto, perhaps too much at times. The traction control comes in very handy in both auto and manual models, allowing you push the performance vehicles without too much fear of retribution from Dr. Physics.
Both the GT-P and GT track remarkably well round corners, feeling much lighter than their almost-1800kg dry weight would otherwise suggest. Body roll is kept to a bare minimum thanks to a more than competant suspension setup and the 18-inch Dunlop SP Sport 9000 tyres are incredible, gifting the FPVs with a level of grip that belies their hulking size.
The steering feel is good, and communication between front wheels and the drivers hands is reassuring. The overall feel of the suspension rig is very good.
The springs are quite tight which is a necessity in such a sportscar, and you will feel larger bumps and lumps at times, but the rebound and compression damping levels are such that they help soak up many bitumen blemishes, and even with the massive 18-inch wheels and thier miserly 40mm of sidewall, the big cars do a good job in tight urban driving and swift country cruising alike.
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