FPV F6 Typhoon

It has long been a human dream to be able to command thunder into being or to have the speed of lightning at your finger tips. And with the Ford FPV F6 Typhoon, you'll be able to unleash a storm of power, sound and passion.

The Ford FPV F6 Typhoon packs colossal muscle underneath the beautifully tapered bonnet line. The twin headlights have a sophisticated yet purposeful appearance. The low front air dam on the Ford FPV F6 Typhoon is sculptured in such a way that airflow cools the engine and, at very high speeds, pulls the front nose hard against the tarmac, giving levels of grip that are not far from that found on the big Aussie V8 Supercars. The 4 litre DOHC inline-6 turbo engine in the Ford FPV F6 Typhoon sucks huge amounts of air into the high-performance unit but it'll take your breath away. On the move, the Ford FPV F6 Typhoon has scintillating pace and tenacious grip which makes for one heck of a fast car. With a thumping 270 kW at 5250 rpm, the torque figures for the Ford FPV F6 Typhoon stand at a huge 550 Nm. But this is not a peaked torque curve; this has a flat torque curve spreading across 2000-4000 rpm. Translation: stick the aluminium pedal to the floor and you will kick some serious butt.

To drive, the Ford FPV F6 Typhoon is sublime and gives endless hours of driving pleasure for the enthusiast. The close-ratio six speed manual gearbox, which alerts you when optimum gear change is reached, is delightfully quick and therefore taps into the awesome power of the engine with ease. The Ford FPV F6 Typhoon sits on 19" alloy wheels, and the alloys have the best from Dunlop, offering excellent road handling that is quiet and grip levels that would be far beyond the average driver's nerve (and the spoked alloys look great, too). The four-piston front and single piston rear Brembo brakes allow you to rein in the storm of power possible in the Ford FPV F6 Typhoon with utmost safety and stability. The limited-slip differential sports tuned suspension gives class-leading poise and balance.

Inside, the four-door sedan version of the Ford FPV F6 Typhoon is packed with state-of-the-art mod cons such as power windows and a driver's seat which is adjustable at the touch of a button. The dual zone climate control air conditioning unit gives a nice ambience inside the cabin even when the mercury is soaring. The Interior Command Centre is one of the best on-board computers around. And to boot the Ford FPV F6 Typhoon around the back roads with the premium CD player pounding out superb sound is one of the best experiences you can have by yourself. And, as is crucial in a car as fast and powerful as the Ford FPV F6 Typhoon, there are airbags all round

The Ford FPV F6 Typhoon is waiting. The power is there - if you dare to drive it.

Ford Performance Vehicles GT & GT-P Part 8

The Verdict: Overall: 4.5/5

After driving the XR6 Turbo, which is the first BA Falcon I've driven, I didn't think it could get much better, but Ford Performance Vehicles proved me well and truly wrong with the tuned GT and GT-P.

First is the value: Both these cars represent better value than their 300kW HSV equivalents, and the new BA Falcon's depreciation rate is improving compared to that of the outgoing AU.

Second is performance: Both these FPV sports sedans go, stop and turn with such ease and composure, you began to forget your in large car - both cars have a feel that belies their abundance of bulk. The drive is always involving and it's hard not to smile when punting these cars around.

Third is the look: They are tough, yet slightly understated and could well become the thinking man's hooligan car, with the brawn to backup such subtle beauty.
At the end of the day, there's a lot to like about these two FPV V8s and the only major gripe will be when it comes time to refuel and the lack of ground clearance. The manual is more efficient when driven softly, but this shortcoming can be overlooked in the face of everything else, and for a 5.4-litre V8, it doesn't too badly.

In terms of bang for your buck however, these two have outdone themselves, and the Pursuit Ute at less than $55,000 is an absolute bargain. Ford Performance Vehicles has unleashed a pair of muscle cars that, for its first effort, are wickedly potent in every respect. HSV, it's your move.

"Respect the bulge."

Ford Performance Vehicles GT & GT-P Part 7

Extras

Starting with the sub-$60k GT, the entire family gets 'leccy windows, heaps of leg, head and shoulder room, not to mention a single-CD stereo with steering wheel controls.

The stereo is same item fitted to the XR6 Turbo and is good, but not a patch on the GT-P's premium setup, with woofer, amp and more speakers and 6-CD in-dash stacker.
Both FPV sedans get cruise control [with steering-wheel mounted controls], a trip computer, air-con, drilled alloy pedals and the hallowed GT (or GT-P) crest on the seats, floor mats and door sills.

The single in-dash CD player of the more cost-effective GT is adequate, but the stereo distorts at higher volumes. Both cars get 60:40 split fold rear seats, so you can throw long and unwieldly stuff in the boot, and the steering wheel adjusts by tilt and reach, which is good.

There's also suede covering the central storage box/front arm rest in both models, power steering, traction control, ABS, EBD, plus drivers, front passengers and front side (thorax) airbags.

The GT-P get's everything the GT has, plus it gets a fancy central control unit that displays what is often a confusing amount of telemetry, such as outside temperature, distance to empty, average fuel consumption and so forth.

Our test GT-P had all the bells and whistles, with a good GPS-based sat nav system and the premium audio option. We also had a rather sketchy blowout on the Great Ocean Road, but this was the result of a well-hidden and fairly deep pot hole, which easily scarred the low-profile tyres. Ergo, the full-sized spare was a godsend.

Ford Performance Vehicles GT & GT-P Part 6

Engine

The Boss 290 engine is special for a number of reasons. To start with, it's the only quad-cam small block V8 engine in Australia for under $100 large. Secondly, it's arguably the most powerful Australian-built V8 on offer. It may be trailing the expensive Callaway-tuned 300kW 5.7-litre mill of the HSV GTS models by 10kW, but it spits out more torque - 10Nm more.

The quad camshafts really do make this mill worth it's weight in gold, which would be a lot, 'coz this engine's massive! But even with an 80-odd kilogram increase over the Falcon's Turbo six, it still moves with lightning pace.

While peak torque of 520Nm doesn't arrive until 4500rpm, the engine is very flexible, offering a large glut of usable torque from as low as 2000rpm. But in addition to the copious amounts of torque, the Boss likes to rev, and all the way until the 5800rpm redline the engine will be baying for more, pouring on speed at an exponential rate.

Peak power of 290kW arrives @ 5500rpm and at this engine speed the clearly audible roar is profoundly moving. With a legit stainless steel exhaust sytem with extractors, this V8 warbles, rumbles and then barks ferociously at anyone who tries to dominate. Try being the operative word here.

The engine has 4-valves per cylinder [32 in total], chain-driven quad overhead camshafts, variable valve timing, a cast-iron block, aluminium alloy head and a 'premium fuel only' 10.5:1 compression ratio.

While the manual gearbox makes better use of the available torque, the auto slusher is still a very nice piece of kit, able to hit almost 90km/h in first and about 140 in second. The sport shift mode works very well with the larger engine [when compared to the turbo six] and puts the power down nice and fluently.
Known internally as the M97-019, the auto 'box is built by BTR and uses improved internals when compared to the standard Falcon automatic. A new low-stall torque converter is also fitted and when throttling off in the upper reaches of the rev range, there's a very V8 Supercar-esque transmission whine that adds to the experience.



The five-speed manual gearbox, supplied by Tremec and codenamed the TR3650, was used on the TS50 AUIII model - it's ability to cope with massive torque one of the reasons behind its implementation.

The shifter itself is a classy Momo stick, and it shifts between gates quite nicely, though the 1st-2nd upchange and 3rd-2nd downchange would sometimes get snagged slightly. There's a little bit of notchiness involved, but generally speaking it's a joy to use.

The feedback from the variable-valve timing capable engine via the gearstick is quite intense, and is a constant reminder of the rampant power on tap.

The clutch is nicely weighted [I was expecting it to be heavier] and engaging gears was seldom a problem, nor even a chore, thanks to a large 280mm clutch plate.
You get a slippery diff as part of the package and beyond the performance aspect of this brilliant engine, the sensory characteristics will put a smile on your face every time you bury the foot.

Ford's bad-boy Boss 290 mill is a real winner. It's got an abundance of power and torque right across the rev range, it's tractable and responsive, it sounds spectacular and it's highly refined, giving it more appeal than other low-tech V8s on the market.

Ford Performance Vehicles GT & GT-P Part 5

Comfort and Handling

Around town, the automatic transmission wins out. While both transmission types will happily meander in and out of dense traffic and navigate around obstacles at low speeds (the low-end torque is useful here), the auto is just easier.
While it's not a hassle with the manual, it's more responsive nature means you'll have to be light on the throttle and quick with the shifts.
Parallel, reverse and general parking duties can be daunting with the low ride height of the car and wide assortment of bodykit extras, but the turning circle of 11 metres kerb-to-kerb is pretty good for a car of this magnitude and helps reduce the anguish.

If commuter traffic is a regular part of your driving regime, the automatic gearbox again gets the nod, with its ability to quickly drop gears for overtaking and lane changes. The manual won't protest in heavy traffic, but your left foot will after repeated applications of the fairly well-weighted clutch.

The driving position in both the FPV GT-P is good, but I found that the GT is better suited to hard driving. While the latter doesn't have the GT-P's taller seats, for me the GT offered a more supportive driving position. That said, there's very little difference between the two, and both have multi-direction electrically adjustable drivers seats.



The automatic GT-P we drove also had the adjustable foot pedals. While I personally found the factory setting to be fine, the level of adjustment is impressive, and will be a godsend for those who prefer to driver with the seat pushed back or have short limbs.

Take the time to drive these beasts out of town and their mild-mannered personas fly out the window as the lusty V8 siren song takes over your senses.

The new 5.4-litre V8 engine is a work of art. Sure, it looks good, with numbered FPV build plates, 'Boss 290' badging on the engine cover and the biggest cylinder heads this side of a maritime mill, but it's the crisp sound and physical response of the powerplant that is most pleasing.

While the GT was quicker, due to the manual transmission, the GT-P was no slouch and the sports shift tip-tronic mode works brilliantly with the V8; it's ability to hold gears even at the rev limiter is commendable, giving you more control when firing out of corners.

Approaching corners at speed in the GT and GT-P feels a lot better and safer than you would think for such a huge car, and Ford has really done well getting such a reassuring 'feel' to the way the car sits on the road.

Tickle the brakes (or feather them lightly if you've opted for the rip-snorting Brembo package), set up your line and revel in the way the car grips: The FPV's track wonderfully through even the tightest of corners, and the chassis dynamics are so good that small corrections mid-corner won't upset them.

Once you've reached the apex of the corner and can clearly see your exit, it's time to get back on the loud pedal, and both cars respond predictably, with a hint of oversteer if you push a little hard as the the rear hoops step out, only to be persuaded back to the land of adhesion thanks to the non-intrusive (for Australian cars) traction control.

The FPVs can hold a much higher corner speed than I anticipated their attitude on the road is very confidence inspiring.

While there are limits to the vehicle's grip, you'll have the push the über-sticky Dunlop SPs extremely hard to do so. To be honest, I was surprised at how focussed and planted the car felt around corners - the word 'racecar' springs to mind here.
The FPV engineers have done stellar job tweaking the suspension, with both front and rear ends getting stiffer spring rates, retuned dampers and improved anti-roll bars. There is mild bodyroll during high-gee cornering, but the lardy cars keep most of the weight transfer under control, and you'd be surprised at how quickly and effortlessly these big brutes change direction at speed.



Turn the traction control off and you'll have to have your wits about you, because the way the cars put their power down is frightening. The auto is very much the softer sibling and will suit drivers who like to go fast, but who don't like getting all crossed up with over-ambitious throttle prodding.

With traction control turned off in the five-speed manual however, second gear fishtails are common, such is the sheer grunt available under your right foot. But even when things go a little pear shaped, the brilliant chassis dynamics will talk you through the whole thing in slow motion, allowing you to calmly re-correct and slot back into line.

In manual form, the GT will go from 0-100km/h in about 5.8 seconds in good conditions and though we didn't get to test it on the quarter mile, word on street suggests a sub 14 second pass. We timed the 80-120km/h roll in just under 4.0 seconds in the auto, which indicates how powerful and flexible the powerplant is when cruising.

Deceleration was gob-smacking (literally) in the GT-P, equipped with dinner-plate sized disc brakes of Italian origin. Up front, the GT-P makes use of 355mm cross-drilled, pillar vented discs, clamped with Brembo four-pot calipers that bite harder than a pit-bull at dinner time.

At the rear are 330mm ventilated, cross-drilled discs again shod with four piston calipers, and to top it all off, you get stainless steel brake lines, and the now-obligatory EBD and ABS systems.

The GT gets the 'standard' brake package, though the discs are too big to fit in anything less than a 17-inch wheel.

They're not as fade-free and instantly arresting as the stoppers on the GT-P, but they still do a good job: Up front are 325mm grooved discs with twin piston calipers, while at the rear a large single piston caliper works on 303mm discs, supploed by PBR.

As far as vehicle handling goes, the way the two FPV sedans behave is at odds with their sheer size and weight - they are serious drivers cars with serious potential.
If you want the ultimate V8 sports tourer, you'd be hard pressed to find an Australian car that performs as well as this - and at this price.

Ford Performance Vehicles GT & GT-P Part 4

Interior

Stepping into the red GT-P, I was instantly confronted with what those three letters mean. The 'GT' stands for Grand Tourer - she sure is roomy and comfy - and it is also a throwback to another Ford hey-day when the iconic GT name first entered the Australian domain in 1967 with the XR Falcon GT.

And the 'P' stands for posh. Or premium, as stepping into the cockpit is an experience unto itself. The leather bucket seats have lovely side bolsters to keep you secure during high-gee cornering and the headrests are much bigger (and better) than those found in the GT.

Then there's the satellite navigation, dual zone climate control, auto headlights, classy multi-function display, six-stacker CD stereo with seven speakers, a 150W amplifier and tasty rear-mount subwoofer just for good measure. While many of these, such as the sat-nav and sub-woofer are cost options, they make driving the GT-P that much more of joy - a complete package if you will - and so come highly recommended.
Is this GT-P worth an extra 10,000 clams over the GT model though? It all really depends on what means most to you as a driver. Both offer almost identical drives, but if you don't mind spending the extra cash, the premium options are more than worth it.

There's leather everywhere in both models, with a smattering of suede on seats and in the door inserts, faux carbon fibre (it's the thought that counts), electric everything including fuel filler opener, and who could forget that very special starter button.

Some hate it, but for mine, it's the dogs bollocks. It reminded me - every time I started the car - that yes, this is something special. It adds a twinge of excitement before you drive off and is far more pleasing than just turning a key.




The GT gets slightly different seats to the GT-P: Not quite as plush, but I found them better suited to enthusiastic driving.
It also misses out on the 100W stereo, sat-nav, fancy information display centre and climate control, but this by no means relegates its to cheap and nasty -- it is still a very nice place to spend your driving hours.

Interior space, like all other Falcons, is commendable, and the idea of having such a highly-strung sportscar with enough room to cart around the entire family and lug a great big trailer is a bloody good one.

While the car's are primarily designed to hard and fast, created to eat up corners like a hungry goldfish slurping down pond scum, they offer remarkably good slow speed control, and your passengers in the back will be more than happy with the plush rear bench.

In the rear, there's also a fold-down armrest, which houses two cupholders.
The steering wheels in both FPV sedans are identical, and have been crafted with solid ergonometrics. They're quite curvy and contoured but are lovely to use, with lots of leather, which is also covering the handbrake lever and auto shifter. The manual stick is a good-looking polished steel Momo job.

The dials are tastefully finished with FPV decals, light up blue at night and have a 270km/h limit. Like the dials in the XR6 Turbo, you can quickly glance at them and be fully informed as to what the car and the engine are doing.



Like the XR6 Turbo, again, there's no redline marker on the bold tachometer and the manual models don't have a gearing guide, which is a little odd.

All things considered, and the GT has a very comfortable cabin with great front bucket seats and easy to use controls. The GT-P takes things to another level, with more creature comforts than you can shake a stick at, and is a fitting vehicle to sit atop Ford's reinvigorated locally made line-up.

Ford Performance Vehicles GT & GT-P Part 3

Exterior

There are three instantly eye-catching aspects to the GT-P: The alloy wheels, the bonnet bulge and the high-rise rear wing. Together they form the crux of what most will see when you hammer past in the FPV motors, followed by a big Blue Oval badge, but other notable extras include the sculpted side skirts, low front and rear aprons (bumpers) and snazzy fog lights.

As a whole, the GT-P looks tough, and while the GT has a more revered nameplate, the wheels really killed it for me. The five-spoke alloys of the GT are a little lacking in lustre when compared to the seven spoke mags of the GT-P, which suit the vehicles tough demeanour a lot better.



Both cars are unique, however. They command attention wherever they go, particularly when you've got plates that read "FPV-GT". I've never seen so many people looking at a car, but it is an iconic Aussie muscle car after all, and this proves better than I could put into words that Ford has delivered a tough, but oh-so-sweet-to-look-at vehicle to rival HSV's tricked-up troupe of V8s.

Almost all exterior aspects of the FPV sedans have been touched up over the XR8 Falcon, with which they share the intimidating bonnet 'bulge'. One admirer we met in Apollo Bay along the Great Ocean Road mentioned that the lump was more pleasing to him than any scoop or mesh insert from an Evo or a WRX, parting with the words: "Respect the bulge".

The front end has a much larger (lower) air-dam, complete with a mesh covering with FPV insignia. Flanking this are two deeply recessed fog lights, with classy bezels not seen in other XR models.

The side skirts give the car a more ground-hugging profile and help give the wheels a more integrated look, and come complete with faux brake coolers, while the GT/GT-P badging on the sides and the rear is appreciably big and bold.

The bodywork is big, bold, but not overly flashy

The rear wing is large, but not as impractical as you might think.
The wing itself is actually quite thin - yet sturdy - so your rearward vision doesn't suffer too much. There's also grey inserts in the both the front spoiler (lower bumper) and the rear bumper, which helps break up the prime colours and adds a modern touch.

As a whole, both cars look sensational and during a drive from Melbourne to Warrnambool, every time we stopped for a break or for some fuel, people would ask how it goes. "It goes off like a frog in a sock," I'd tell them.
But even when motionless, the cars look determined and aggressive and damn - they're big and imposing too.

The big, flat, low front end is race-car cool, and the rear wing isn't just for drying clothes, and while there is plenty of eye candy on offer, neither car has been overdone to the point of gaudiness.

Ford Performance Vehicles GT & GT-P Part 2

Drive





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.

Ford Performance Vehicles GT & GT-P Part 1

Over the next few days I'll be bringing you an extended review of the Ford Falcon GT-P. I have a motive.

The work belongs to Feann Torr

Ford is back with a vengeance. It doesn't matter where your loyalties lie - the facts speak for themselves.

Just a few years ago, Ford Australia wasn't exactly wowing Joe Public with its volume selling family car, the AU Falcon, and it's V8 Supercar entrants were being punished by an impeccable Mark Skaife and the well-drilled Holden Racing Team.
2003, however, has ushered in a new era for the Ford operation in Australia.
Sales of Ford's new BA Falcon are up, it's new AWD wagon is almost ready, the Blue Oval has just launched it's flagship sportscar brand [FPV] in direct answer to HSV's dominance of the performance car market, and Ford is now consistently winning races in Australia's premier racing category, the V8 Supercars.

This is an intriguing situation and begs the question: What was the catalyst for such a turnaround? In my humble opinion, the new BA Falcon. Plain and simple. It's an Australian car with a level of refinement and technology that belies it's humble origins and the benefits of the new car can be seen just as clearly on the racetrack as on the road.

Perhaps the superceded and much-maligned AU Falcon's styling was too radical and that was its downfall a few years back, or maybe the VX Commodore was just a better vehicle?

Whatever the case, the Falcon is back, and herein we'll take a look at the big chiefs - the flagship Falcons in the new 2003 BA range if you will - the GT-P and GT.

Make: Ford Performance Vehicles
Model: GT/GT-P
Price: $59,850/$69,850 (as tested)
Transmission: 4-speed auto, w/sports shift & 5-speed manual
Engine: 5.4-litre, Vee Eight-cylinder, 32-valves, quad camshafts, variable valve timing
Fuel Consumption: City cycle - N/A, Highway cycle - N/A
Seats: 5
Safety: Driver and front passenger SRS airbag, two side front (thorax) airbags, ABS, Traction control, EBD

FPV GT-P

The Ford FPV GT, released in March 2003 has given Ford a flagship sports vehicle to replace the Ford Tickford Engineering range of performance vehicles that were discontinued in December 2002. In the last quarter of 2002, Ford announced the creation of Ford Performance Vehicles, a collaboration of Ford, Tickford Engineering and Prodrive [Tickfords parent company].

The change was designed to reinforce Ford Australia's commitment to producing world class high performance vehicles.

The BA model Falcon represented an investment by Ford of over $500 million. The new range of models offered comprehensive styling, powertrain, suspension, interior and safety related improvements over the AU series. This put Ford into a better position to tackle its chief rival Holden, in the battle for market supremacy.

Prices start at $59,850 for the FPV GT sedan and top $69,850 for the FPV GT-P. The Ford option book has been opened, with the GT-P having a vast array of standard features. Power sunroof, parking distance control, satellite navigation and a premium sound system are the only options that are available.

The styling of the Falcon is a big improvement over the superseded AU series; however the most signigificent upgrades have taken place beneath the skin of the Falcon.

The new 5.4 litre engine [replacing the stroked 5.6 litre engine in the previous Tickford TE model] delivers significantly more power and torque, giving an improvement in performance that filters down through the whole Falcon range. The engine in the GT-P we tested, (designated the Boss 290), delivers 290 kW, 30 kW more than the BA Falcon XR8, and 40 kW more than the previous TE50. Engine torque has increased to 520Nm, 20 Nm more than the BA series XR8.

These impressive power figures are achieved by a series of detailed changes to the engine internals. The compression ratio has been raised to 10.5:1, high compression pistons, re- engineered conrods and revised camshafts with a higher valve lift have been fitted to achieve 290 kW. This power output increase over the XR8 was reached without the need to increase the engine capacity, which was done by increasing the engine stroke to 5.6 litres in the superseded Tickford performance models.

The braking system needs to be able to cope with the large reserves of power and torque. This is not a problem for the GT-P as it has a premium Brembo brake package fitted as standard equipment, with 355mm front rotors, 330mm rear and 4 piston brake calipers on all four wheels providing the necessary level of braking to match the high performance the GT-P has.

The Ford GT-P is easily recognised and distinguished from the XR6 and XR8 range. The fitment of a more aggressive looking body kit, with a larger rear wing, front grille and spoiler brings the external appearance of the vehicle as close to the Ford V8 Super Car race cars as is possible, for a road registered vehicle.

The striking exterior appearance can be further enhanced by the addition of a FPV stripe package [an option on the FPV GT] that has a customer take-up rate of around 40 per cent across the FPV range.
Sitting behind the wheel, it is immediately apparent you are seated in a special vehicle, not just another highly optioned Falcon. The leather trimmed sports bucket seats offer great support without being too firm.

A thick rimmed leather steering wheel, which is notched at the correct hand position, adds to the sporty feel. The large power bulge in the bonnet reinforces the sports pedigree. The GT-P has a novel engine starting procedure. Inserting the key into the ignition and turning to engine crank will not illicit a response. A start button, located to the left side of the instrument cluster is pressed to fire up the engine. Once started, the Quad cam V8 provides a strong aural sensation, completing the performance package feel.

Interior space is the same as found in the Falcon range, generous head, leg and shoulder room is provided.

Around town the GT-P was docile and coped well with stop start driving and peak hour traffic, without displaying the peaky characteristics and crankiness that some high performance vehicles have displayed in the past. Accelerate hard and you will be rewarded with an electrifying ride. The chassis dynamics emphasise the sporting pedigree without sacrificing ride comfort. The 245/45 series tyres fitted to 18 inch rims were commendably quiet, and gave excellent grip on a variety of surfaces. On twisting secondary roads the GT-P felt confident and even when pushed, the GT-P has large reserves of balance and composure left in the chassis. One criticism is that at lower speeds the steering felt as though it was over assisted and did not convey any degree of feel. At higher speeds this sensation was not as apparent.

On the open road, the GT-P felt surprisingly sophisticated, more in the manner of a grand tourer, rather than an out and out sports sedan.

Summary
The Boss engine has given the GT-P class leading performance that more than matches its rivals. It's not just the engine however that sets this vehicle appart, but the whole package of superb brakes, excellent chassis dynamics, and the list of standard features that makes the GT-P an excellent package.

Test vehicle supplied by Ford Motor Company of Australia.

By NRMA Motoring, March 2004.

Luxury Performance

For the first time in this class, luxury high performance customers will have the choice of either a quad-cam Boss 290 V8 engine in the Force 8, or a high-tech intercooled F6 270 Turbo in-line six cylinder engine in the Force 6.

“The introduction of the Force 6 and Force 8 models will set the standard for locally produced, luxury high performance cars,” said Sak Ryopponen, Managing Director for Ford Performance Vehicles.

“The Force models will enable FPV to offer our customers a choice of high-performance powerplants – and we are the first to offer a turbo-charged six cylinder in a locally-produced luxury high performance vehicle.

“We recognise the market demands for a traditional V8 powerplant in this segment, which will be filled by the Force 8 powered by the quad cam Boss 290 V8.

“But FPV has always promised to bend the rules and the Force 6, with its 550Nm, high-torque F6 270 Turbo engine, breaks the mould. I am certain a significant portion of this market segment has been waiting for a vehicle such as this, but has never had the choice.

“I have no doubt that the Force models will find particular favour with corporate executives who want an Australian-built alternative to European luxury marques.”

The Force models join the GT-P as the flagships of the FPV range with a recommended retail price of $71,590* for the Force 6, with the Force 8 adding a small premium at $71,990*.

* Excluding dealer deliver and statutory charges

The Force 8 is powered by the quad cam 5.4-litre Boss 290 V8 – built on the only V8 engine production line in Australia – with 290kW of power at 5500 rpm and 520Nm of torque at 4500 rpm. The Force 6 is driven by the intercooled F6 270 Turbo in line six-cylinder that produces 270kW of power at 5250rpm and 550Nm of torque at 2000-4250rpm. The F6 270 powerplant is one of the most powerful production six-cylinder engines in the world.

Both models are available exclusively with the world-class ZF 6HP26 high-torque six-speed automatic transmission and feature Brembo 4-piston front and single-piston rear brakes (with the option of 6-piston front and 4-piston rear Brembo brakes), 19-inch chrome shadow alloy wheels, sports-tuned suspension, limited slip rear differential and a long list of luxury appointments as standard equipment.

A NEW STYLE OF PERFORMANCE

A subtle blend of classic performance car cues sets the Force 6 and Force 8 apart from its more overt siblings, the iconic GT and award-winning F6 Typhoon.

Both models utilise a variation of the modular exterior styling elements of the GT and F6 Typhoon, with colour-keyed bumper inserts and contrasting chrome-finished grille mesh, mirror scalps and driving lights surrounds. The Force 8, as with all Boss V8-powered vehicles, has the performance hood with its iconic bonnet bulge, while the Force 6 is clearly identified by its bright-finish turbo intercooler, visible in the lower air intake. Sports-designed side skirts with chrome-finished flutes and specific badging also provide a unique profile view of the Force models.

At the rear, both vehicles have a subtle lip spoiler mounted on the trailing edge of the boot and feature a chrome finish number plate surround. A reverse-parking sensor system is standard equipment. The Force 8 also has a twin-exhaust system with trapezoidal outlets.

Both the Force 6 and Force 8 ride on five-spoke, 19-inch wheels with unique chrome shadow finish, fitted with 245/35 ZR19 Dunlop SP Sport Maxx high-performance tyres. Each model is identified with exclusive Force 6 or Force 8 badges on the bootlid and rear doors.

THE FORCE BEHIND THE WHEEL

The cabin of the Force models is designed to enhance the pleasure of driving. Both vehicles offer a luxuriously-appointed interior with a host of unique features, including Regency Red leather seats available for the first time on any FPV model. Exterior colour selections are limited in line with the exclusive positioning of the model.

The unique Regency Red leather seats are standard on vehicles finished in Winter White, Lightning Strike (silver), Silhouette (black) and Ego (dark metallic grey), and not available on Vixen (red), De Ja Vu (dark green) and Neo (blue). An alternative Dark Charcoal leather is available as a no-cost option and is the standard choice for Force models finished in Vixen, De Ja Vu and Neo.

All seats feature the FPV logo embossed in the front seat backs, and the driver’s seat includes eight-way power adjustment with in-built memory that is linked to the electronic mirror and pedal settings.

Building on the exclusivity of the Force models, both vehicles feature dark woodgrain dash inserts and door spears combined with door trims incorporating high chrome finishes.

Both models come equipped with a Performance Steering Wheel, FPV floor mats, Prestige Sound with 150-watt six-speaker system and six-disc in-dash CD player, automatic dual-zone climate control, unique FPV instrument panel, dash-mounted starter button, sports gauges and power adjustable pedals.

Buyers also receive a leather compendium, choice of exclusive gift and a one-day FPV Performance Driver Training Program.

FPV takes the lead in High-Performance

With six successive months of record retail sales, including an all-time record monthly result of 226 new FPV purchases in June, FPV has overtaken its direct rival in total volume with 1151 sales year to date - a 28 per cent increase over the same period in 2005.
FPV has dominated the short wheelbase high-performance sedan segment with its iconic GT, GT-P and MOTOR Magazine's 2006 Australian Performance Car of the Year, the F6 Typhoon, with 877 sales to the end of June. This figure is 34 per cent greater than that of its competitor, according to VFACTS. FPV also leads the high-performance utility segment by 20 per cent with 274 sales of its F6 Tornado, Pursuit and Super Pursuit utes.
"This is an outstanding result for FPV, particularly considering the brand has only existed for just over three years," said Sak Ryopponen, Managing Director of Ford Performance Vehicles.
"To achieve outright leadership in such a competitive segment of the market, particularly against a rival that has been in this business for over 15 years, is testament to the fantastic range of products that currently wear the FPV badge.
"This result cements the successful contribution that the award-winning F6 Typhoon and F6 Tornado have made to our business. Sales of our Boss 290 V8-powered vehicles continue to be as strong as ever, and the addition of the turbo-charged six-cylinder F6 variants has been instrumental in our growth by meeting the demands of a different type of performance car enthusiast."

FPV Wins Prestigious Performance Car Award

Ford Performance Vehicles has won the 2006 Australian Performance Car of the Year award from MOTOR Magazine.

The latest BF model FPV F6 Typhoon has finished first in the opening round of MOTOR Magazine's revised Performance Car of the Year award, topping a Ford trifecta ahead of its Falcon XR6 Turbo siblings.

The turbo-charged F6 Typhoon scored 350 points from a total of 400 to be judged the best Australian-built performance car by MOTOR's leading journalists and current V8 Supercar driver, Warren Luff."When FPV was established we promised to stretch the boundaries of the Australian high-performance car market," said David Flint, Managing Director of Ford Performance Vehicles.

"The F6 Typhoon has certainly created a new niche in the Australian high-performance car segment and provided our business with the foundations for even greater success in the future."

It is an honour to be recognised by Australia's leading performance car magazine, MOTOR, as producing the best locally-built high-performance car. It is even more pleasing to be leading a trifecta of turbo-charged Ford vehicles."MOTOR Magazine editor Jesse Taylor said "FPV's F6 Typhoon is equally at home on the road or getting belted around a race track. It does it all well and really is a complete package. That's why it wins the title of Australian Performance Car of the Year.""Now that FPV's Typhoon has won the Aussie round of PCOTY, it receives an automatic entry to the Grand Final testing where it'll do battle with the best performance cars in the world."

Not only has FPV kick-started the year in winning style with the Australian Performance Car of the Year, it has recorded the best start to a year in the showrooms with record sales in January and February resulting in a 44 per cent increase year to date over 2005.

FPV Gets the Drift

Ford Performance Vehicles will whip up another storm with its groundbreaking F6 Typhoon following the unveiling of an "unofficial" concept car at yesterday's ninth annual FPV Family Open Day.

"There is a tradition at each FPV Family Open Day for a group of volunteers from FPV and Prodrive to create a project car to showcase their abilities and generate some excitement among the visitors," said David Flint, Managing Director of Ford Performance Vehicles.

"This year, they have surpassed all previous projects."The team has created a specially-modified one-off version of the FPV F6 Typhoon sedan designed to tackle similar turbo-charged performance cars in the spectacular new form of motor racing; Drifting.

DRIF6 features a lightweight chassis, racing cockpit and uprated version of its critically-acclaimed intercooled and turbo charged 4.0-litre in-line six cylinder producing more than 380kW of power and 700Nm of torque.

"We wanted to conjure up something unique and exciting for our new turbo fans," FPV Communications Manager, Andrew MacLean, says."Drifting is one of the fastest growing forms of motor racing in Australia - and certainly one of the most spectacular...so we let our imaginations drift in that direction."

Unlike previous Family Open Day projects, DRIF6 is a fully-operational concept vehicle and Ford Performance Racing's rising star, Mark Winterbottom, was involved in early development of the vehicle.
DRIF6 was built by a team of dedicated engineers and technicians at FPV's Campbellfield facility with the assistance and support of a number of key suppliers, including Prodrive, Autotek, Castrol, HIS Hoses, Robinson Racing Developments, Revolution Racegear and Dunlop.

At the heart of the DRIF6 project is an upgraded 4.0-litre turbo-charged in line six cylinder engine with modifications made to increase the efficiency of the turbo system and to boost power and torque. These include a significantly larger intercooler with a revised induction system that features a ram air box taking air from where the fog light is normally located on the production car, a hand made plenum manifold replacing the individual inlet runners, a unique engine management system calibration and three-inch straight through exhaust system with side outlet.

The transmission has an upgraded Tremec T-56 close-ratio six-speed gearbox and AP racing twin-plate clutch driving the rear wheels through a locked differential.

The braking system includes the optional Brembo brakes available on the F6 Typhoon with 355mm front and 330mm rear cross-drilled and pillar ventilated rotors and six-piston monoblock front calliper and four-piston rear calliper.

It has been modified especially for Drifting with high quality braided hoses, a brake proportioning valve and a WRC-style hydraulic handbrake.

The cockpit of DRIF6 has been stripped and replaced with world-class MOMO racing seats and racing harnesses, MOMO steering wheel, MOMO gearknob and a variety of ancillary gauges by VDO and Autron. These include a monster VDO tacho on the dash located in line with the twin-pod sport gauges that display oil temperature and turbo boost pressure, A-pillar mounted gauges to display volts and cabin temperature and Autron's latest high-tech tyre-press monitoring system located at the base of the Interior Command Centre. The cockpit also has a racing-style roll cage.The DRIF6 is a concept car designed to showcase the enthusiasm and expertise of FPV's engineering operations. There are no plans, at this stage, to participate in competitive events.

The FPV Family Open Day featured more than 300 of the best-loved performance Ford vehicles on display from car clubs across Australia and attracted approximately 10,000 visitors

DRIF6 Specifications

Body: Lightweight F6 Typhoon, Four-door sedan

Engine: Turbo-charged and intercooled 4.0-litre DOHC in-line six cylinder

Turbo charger: Garrett GT 35/40

Induction system: Hand-made twin-plenum manifold with custom three-inch pipes from turbo charger and intercooler. Ram air intake from lower front bumper into K & N pod filter

Engine Management System: Customised calibration

Exhaust: Stainless Steel three-inch straight-through with side outlet

Intercooler: Front mounted 600mm x 300mm x 75mm

Power: Aprox 380kW

Torque: Aprox 700Nm

Clutch: AP Racing twin-plate

Differential: Locked rear differential, 3.73:1 final drive

Brakes: Cross-drilled and pillar ventilated 355mm x 32mm front and 330mm x 28mm rear rotors with Brembo six-piston monoblock front and four-piston rear callipers. HIS braided hoses. Pull-operated hydraulic handbrake with Tilton brake proportioning valve.

Seats: MOMO

Steering wheel: MOMO

Harnesses: Four-point MOMO race harnesses

Battery: Optima; mounted in rear of cockpit with central-mounted kill switch

Gauges: VDO monster tacho, Autron tyre pressure monitoring system

Wheels: 19x8 inch five-spoke alloy in Dark Argent

Tyres: 245/35 ZR19 Dunlop SP Sport Maxx

Lubricant: Castrol Edge 0W-40

On Yer Bike!

Ford Performance Vehicles has added a pair of limited edition Mountain Bikes custom design exclusively for FPV.
For the elite cyclthe range-topping bike has a space age and lightweight carbon fibre frame with long-travel Manitou front suspension with 90mm of travel and hydraulically-activated Shimano dual disc brakes.
This bike is also fitted with a top-flight 27-speed Shimano drivetrain, including the latest dual-control gear levers and a heavy-duty crankset with an integrated bottom bracket.
The carbon fibre mountain bike, which features the FPV logo on the headstem and bottom bar, has a recommended retail price of $4400.00.
FPV will also introduce an entry-level mountain bike with a high-strength alloy frame, 27-speed Shimano gearing with Deore LX rear derailleur, RST front suspension with 80mm of travel and Promax cable-operated dual disc brakes with 160mm rotors.
This bike has a recommended retail price of $990.00.
Both mountain bikes can be ordered through all Ford and Ford Performance Vehicle Dealer Network and at the Ford Performance Racing headquarters in Campbellfield, Victoria. The bikes are scheduled for delivery in August, 2006.