Here it is: Ford's answer to Holden's big and old pushrod ohv V-8s; modern technology in a smaller 5.0 liter V-8 to challenge GM's 6.2 liters. Can the FPV GT-P really blow HSV's best into the weeds?
That's a very Australian perspective, but the bigger question is how the GT-P compares with more expensive muscle cars like the Jaguar XF and Mercedes-Benz C63 AMG or the E63 AMG? To be fair, the GT-P is a still a fairly large and tall sedan based on Ford of Australia's biggest sedan. Therefore, it is fairly heavy for its size, and owing to the fairly high centre of gravity you can't expect it to handle like a more sporty base car.
Ordinary looking body
The GT-P did not look that wonderful when I picked it up. Sitting there like a black phantom with gold go-faster stripes was not the car what I was looking for. However, the overdone grille of the original FPV V-8 in this colour has been toned down a bit. The problem with black is that it merges with many of the Western Australian roads to be almost invisible, especially in the forests. So you need to use the headlights in daytime when out in the country.
On the other hand, once I jumped into the car it looked better. Sensible and clear instruments, with a small electronic display in the middle which actually is easy to use, unlike in the Holdens. The seats have plenty of lateral support, and adjustable lumbar support, which I needed to get reasonably comfortable on a long journey.
The minor controls, for audio and air conditioning are not so good. They are straightforward, but their symbols are really too small to see in a hurry, and you need to do everything like that in a hurry in the GT-P.
I was surprised and pleased to see that the car had a manual six-speed box. A six-speed auto with sequential control is also available. I turned on the ignition to find that the GT-P has a button to start then engine, but you just switch it off with the key. Quite a good arrangement.
When you look forward, the first thing you notice is the traditional hump in the hood that goes with Boss V8s. It is probably not strictly necessary with the supercharged V-8, but some people think you've just got to have it
Deep rumble from the V-8
As soon as you start the supercharged 5.0 liter V-8 you're greeted with a deep rumble, which promises plenty of power. The output is quoted as 450 bhp at 5,750 rpm,with 420 lb ft (570 Nm) torque at 2,200-5,500 rpm. Maximum torque comes in slightly later than on some of the latest twin turbo engines, but I can't say I was ever starved of torque – far from it. You can see the belt drive to the supercharger, and the unusual air filter in the image of the engine.
The engine is a really new unit from Ford's new modular programme, and has been developed for the GT-P in Australia, having a twin-scroll supercharger sitting neatly between the banks of cylinders. It is an all-alloy unit with forged steel crankshaft and powder forged connecting rods. To keep the pistons cool there are oil jets directed at the undersides of the piston crowns.
Two other unusual features are the use of six bolts, with cross colts for the main bearing caps and a conical sports air filter, like those sold to improve performance in the after-market.
To start with it is the rumble that gets you! Really cool. But it is no empty sound. I just had to be impressed as soon as I pressed the loud pedal. It just took off like a rocket!
Oops! Watch the twitchy rear end
I was warned that the car could be twitchy on acceleration, and soon found that if you have just a bit of lock on when you floor the throttle in a low gear, the back end twitches. You are best to get pointing straight before you floor the throttle, which like the other pedals is up to the trend, being bare metal with lightening holes.
There is plenty of cornering power, so to get the best out of the car, you take advantage of its good cornering power to get round the corners, and then press the loud pedal when you are almost straight; in first and second, it's best to get it really straight unless you are showing off.
Amazingly powerful and tractable
Once you get the power on the road, that engine is just amazing. It's a question of take off, count to one, change up, count to one, change up and so on. Well, it gets a bit slower in fourth to sixth, but you get the point. It just howls it s way up the revs, and it is still going very strong when it hits the limiter at 6,300 rpm.
But the power train is just a part of a car like this, challenging supercars such as the Jaguar XFR and Mercedes-Benz AMG models. Does it handle? I soon found out that the steering is just as good as on the other FPV cars, as the car tracked beautifully round main road curves. It had also demonstrated its ability to tool along the motorway at 100 km/h with the engine little more than ticking over. In fact, this is an amazingly docile engine, capable of pulling from about 800 rpm in sixth gear, very smoothly, and of whispering its way through the city.
Twists and turns in like a champion
But that is not what the GT-P is about. It is about high-performance motoring. Having seen the civilised side, now I needed to find the hooligan, as much as one can and remain legal! The answer is to find some twisty roads where top speed is not what you need.
Here the GT-P turned into a real champion, tracking beautifully though the faster bends, turning in sharply at the slower ones, and cornering without much roll. To be sure, if you put your foot down a bit early coming out of a corner you can expect a bit of twitchiness, but it is controllable.
Another outstanding feature of the GT-P is the braking system. It has the usual bells and whistles but is built by Brembo, so the brakes are super powerful, with six-pot front calipers and 13.2 in (335 mm) diameter discs matched to four-pot calipers and 12.9 in (328 mm) diameter discsjat the rear. These brakes are just fantastic, bringing you down from any speed quickly, and with the minimum of fuss. They are just as good around town.
The car is shod with 245/35 Dunlop Sport Maxx tyres on 19-inch rims, and these seemed pretty good, but are rather narrow for so much power. It would be less skittish on 275/35s at the rear.
Fantastic overtaking power
Acceleration for overtaking is simply manic; in third the car just takes off like a rocket, the supercharger whining, and the rumble of the exhaust turning into a deep howl, which is just superb. You really do get pushed back into the seat, and find things coming up toward you very quickly!
Excellent wishbone suspension
All current Ford Falcons have double wishbone front and multi-link rear suspension, and in the GT-P it works very well at soaking up the bumps, and giving you the handling you want. It corners neutrally, but is keen to get into oversteering mode at low speeds.
Are there any faults? Well, the ratios on the manual box are fine, but the gear shift is heavy and notchy, and does not come near the best, although the actual shift speed is not that bad. Also, the cruise control takes a bit of getting used to, as it can appear to jump about a bit, but is fine if you adjust speed in very precise pushes on the paddle.
The steering is well weighted, there is a good lock, and it behaves very well, especially when on country roads. No problems there. The noise level is also very low when you want ity to be quiet, so overall this is a superb super sedan that well-and-truly knocks the HSV GTS off its perch. Welcome to Australia's best V-8 supercar!
