FPV Falcon GS 2010 Review

FPV Falcon GS

Not so much
>> XR8-spec brakes
>> Suspension still a little soft
>> Obvious road and tyre noise

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0
X-factor: 3.5/5.0

OVERVIEW
--

The FPV Falcon GS Ute now starts at $51,990, undercutting arch nemesis HSV Maloo R8 by $12,610 (or $14,610 for the automatic). FPV offers its razor sharp ZF six-speed automatic transmission gratis, further bolstering the value argument.

Running close to Falcon family cousin, the now extinct XR8 ute, an entry-level FPV GS ute tops its workhorse shadow by $10,300 in manual guise and $8,300 for the automatic -- pricing certain to make the step up to an FPV even more appealing for V8 ute fans.

On the sedan front it's a similar story; priced at $56,990, the FPV Falcon GS trumps HSV's ClubSport R8 by $10,610 in manual and $8610 for the self-shifter.

Keeping the family ties, FPV GS sedan is only $8600 more than the recently retired manual Ford Falcon XR8 sedan and $7000 more than the automatic -- a pretty compelling argument considering the 25kW and 25Nm of extra mumbo on offer. 

The Ford Falcon XR8 range was retired in June this year after its 5.4-litre Boss V8 engine failed to meet tightening emissions regulations.

To view the entire FPV GS and GT range pricing, click on this link.

MECHANICAL
-- The vehicle is all about the engine: FPV
As heart transplants go, the new supercharged 'Coyote' engine in the revised FPV range is arguably the biggest news for Aussie V8 fans since Holden shoved its Chevrolet-sourced 5.7-litre Gen III LS1 into the VT Commodore Series II late last century.

The new mill hasn't come cheaply for FPV and performance partner Prodrive, but with export hopes looming on the horizon, and an undertow of interest from Ford both here and in the US (especially now the 5.4-litre Boss V8 has been retired), the future of the new supercharged eight shows a great deal of promise at the heady end of our full-size favourite.

Prototype testing began three years ago when Prodrive commenced trials of a 5.4-litre equipped XR8 with custom made manifolds and bolt on supercharger. The mule allowed early calibration work including the development of an appropriate cooling system before three prototypes were later built around Mustang-sourced 'Coyote' 5.0-litre V8s.

Progressing with hand-made componentry, the engineering team experimented with a number of configurations before eventually deciding on final specifications, engine power levels, torque curves and the resulting CO2 emissions and fuel economy figures.

After verification, prototypes then covered an exhaustive 170,000 kilometres of durability testing, both on the road and in the lab, before the engineering program was signed off.

The net result: two model specific outputs.

FPV Falcon GS sedan models received a version of the five-litre mill, dubbed V2X and developing 315kW at 5750rpm and 545Nm from 2000 to 5500rpm. Combined fuel consumption figures for vehicles mated to the Tremec TR6060 six-speed manual are 13.6L/100km and 13.7L/100km in the case of the revised Sachs ZF 6HP26 six-speed ZF automatic variant. CO2 emissions are 324g/km and 325g/km respectively. The automatic GS sedan is capable of 0-100km/h times of 5.1 seconds (manual acceleration figures not supplied).

In GS ute models, power and torque figures are unchanged though fuel economy falls to 14.0L/100km in manual and 14.2L/100km in automatic. CO2 outputs rise to 333g/km and 335g/km respectively.

But the big news is for FPV's self proclaimed "king of kings", the new Falcon GT. The muscular sedan scores the highest output of any production Falcon yet with its V2G variant delivering 335kW at 5750 to 6000rpm and 570Nm from 2200 to 5500rpm, or enough to shoot the auto version from 0-100km/h in 4.9 seconds (again, manual acceleration figures were not supplied).Fuel economy and CO2 emissions figures rank the same as those on GS sedan models.

The engine itself is of aluminium construction with double overhead cams (32 valves) and a new firing order said to reduce crankshaft vibration, for less transfer through the supercharger's impeller gears, which themselves feature torsional decouplers to limit the transfer of belt shock through the system.

An Eaton HTV 1900 front drive / rear entry supercharger unit, which was developed in conjunction with Harrop, is the firm's sixth generation unit and features an advanced Twin Vortices System (TVC) to improve flow, a computer controlled bypass valve (developed by Prodrive) for improved thermal efficiency and a four-lobe impeller with a revised (60-degree) helix angle that allows more compact packaging (the supercharger unit is mounted in the valley between the heads) and less 'siren' noise, a trait common to many supercharger units. The unit uses a 75mm electronically controlled throttle body and develops 1.9-litres per revolution for between 6 and 10psi of boost.

Complementing the engine's respiratory system, new high-flow exhaust manifolds made from cast stainless steel are optimised for cylinder flow balance and emissions performance, the new engine using a twin-brick metal-matrix catalyst (often found on higher end sportscars) for compliance with new EU 4 emissions regulations. On sedan models, the quad-outlet exhaust system uses an ECU-controlled, vacuum-operated solenoid to minimise 'drone' at freeway speeds while still providing the aural aesthetics V8 customers demand.

A new high-flow cold air intake system also joins the under bonnet package, the conical filter looking decidedly aftermarket in the front passenger-side of the engine bay, but delivering the required result all the same.

Packing restrictions also meant a revised sump system was required, the cast aluminium high-volume winged pan featuring moulded baffles for improved oil control under high g-force manoeuvres. The lubrication system is aided by a G-rotor style pump and external oil cooler.

On manual models, the ratio for 2nd gear has been revised for smoother shifts while a twin-plate clutch comes from US counterpart, the Mustang GT500.

Elsewhere throughout the car, the recipe remains familiar to that found in earlier FG FPV models. Suspension, steering, limited slip rear end and brakes have remained basically unchanged, though with 33kg less weight over the front end -- the result of a lighter all-aluminium engine -- one of the previous V8-powered Falcon's downsides has finally been addressed, resulting in improved steering feel and turn-in response. The total weight saving is some 47kg.

PACKAGING
-- Bar engine and stripes, it's groundhog day
With the obvious exception of a stonking new V8, the only real changes to the FPV GS range's packaging comes through a new colour palette and body stripes, the revised decals stretching along the lower section of the doors.

Reviving the GS nomenclature once more, the graphics also employ 'Boss 315' naming in a nod to the carry-over title of the engine and its output (in kilowatts, obviously).

Sedan models are available in eleven paint colours and ute models, ten. Three contrasting stripe colour options are available, while on the inside, trim colour choices also total three.

Sticking inside and GS models sport an increased presence through a number of FPV branding points, extra badging added to the steering wheel, instrument cluster (which incidentally now incorporates a boost gauge as per turbo models), key fob and redesign numbered build plate.

Five-spoke alloy wheels remain unchanged in design and size (still 19 x 8.0-inch) but are now finished in silver rather than graphite.

As we mentioned earlier, the choice of automatic transmission is a no cost option.
 
SAFETY
-- FPV scores Falcon's five from five
Like the rest of the current series FG Falcon line-up, FPV's GS models score five stars from a maximum possible five stars in independent ANCAP safety evaluations.

Offered standard with stability and traction control, anti-lock brakes with emergency brake assist and electronic brake-force distribution, sedan models also offer front, side and curtain airbags while ute models omit curtain airbags, but still carry a five-star rating.

Three point inertia reel belts are offered in all seating positions on either model, and are height-adjustable up front on sedan.

Additionally, FPV models also offer the peace of mind on Ford's Electronic Safety Emergency System (ESES) that shuts down the power to the engine and fuel pump and unlocks doors in the event the airbag is inflated.

Having been behind the wheel of the direct rivals only one short week ago, the figures tell us HSV should pip the Blue Oval rivals on the performance front, leading the output tally by 2kW and 5Nm. But on the open road it's the FPV that feels more athletic, the availability of every last newton metre from just off idle giving Falcon GS more drive from standstill and better roll-on acceleration -- overtaking is a non-event.

Braking however sways in HSV's favour, the four-pot (365mm front x 350mm rear) offerings on our two Red Lion rivals trouncing the GS' twin-pot (322mm front x 303mm rear) stoppers from the XR8 parts bin.

Suspension is too close to call without a back-to-back test, though higher up the scale, and after driving the new GT, it's obvious that HSV's Magnetic Ride Control has a distinct advantage.

Of course we can't wait to verify these claims without a back-to-back test, so believe us when we say, we're on the case.

ON THE ROAD
-- More go needs more whoa
That first run down the freeway on-ramp was all the indication we needed to confirm FPV's new mill meant business. The subdued but unmistakable supercharger whine and an apposite push in the back on the sprint to 100 was an imitable sign FPV had achieved something special -- and this was only two minutes into the launch!

Acceleration is undeniably purposeful, the sharp throttle response giving the driver little choice in the matter. It's a fun approach, but one that could get a little tricky in the wet, especially in ute variants.

Five seconds to 100 clicks is an impressive feat in any car, but in home grown Falcon the sensation is all the more impressive, truly grin-inspiring, and in the case of my co-driver, enough to summon a girlish giggle as we lifted off the loud pedal upon hitting the state prescribed limit.

With torque rolling on so early in the piece (around 2000rpm), it's imperative a gentle pressure is applied from the right foot, the GS is keen to break traction after a change in direction (i.e.  roundabouts), feeding the throttle is the order of the day, gents.

But more than straight line acceleration and brisk sprints to the speed limit, the new engine readily dispenses its power at any road speed, a wide torque curve ensuring drive to the rear wheels is only ever a moment away -- especially with the quick-thinking automatic models. Overtaking slower traffic is handled with consummate ease.

Cornering, too, is much improved, a twisty and somewhat damp section of road over Mt Macedon proving how a lighter nose has improved the once heavy V8 front end considerably. Steering feel is true and accurate, while handling is tenacious given the car's mass, remaining planted for the most part on smoother sections of road, provided of course that appropriate (read: restrained) throttle input is maintained.

Hit a few lumps and bumps mid-corner and the GS will unsettle itself a touch, the suspension not quite as sorted as that found higher up in rival HSV's model chain (and its acclaimed Magnetic Ride Control), but that said, and for this coin, the GS' compromise of ride comfort and control is a decent achievement.

And that brings us to braking. Sharing stoppers with Ford's XR8, you can't help but feel a little short changed. More bite would be a welcomed trait in a car capable of hitting the tonne in a shade over five seconds. The rear discs, shared with the BA Falcon XT from 2002, do want -- a lot. Up front, and in harder driving, a hint of fade creeps in with little provocation -- something we didn't notice in the GT.

FPV says that again this came back to budget, but given the step-up in price to its nearest rival (and the bigger brakes HSV offers), you can't help but wonder if this was a decision made entirely by the bean counters and without engineering consultation.

At the end of an enthusiastic day's driving the fuel economy was a flat 16.0L/100km, not a bad effort considering the number of times the boost gauge was sent northward, which should mean achieving the claimed ADR figures in routine driving is easily manageable -- assuming, that is, you can restrain yourself.

Since the only real downside to our drive was the road noise from the big wheel / lower profile tyre combination permeating the Falcon's cabin, you might say we're now as eager as ever to get behind the wheel for a seven day test.

A first drive of FPV Falcon GT models will follow soon.

The new FPV GS and GT range will make a public debut at both the Bathurst 1000 this weekend and Australian International Motor Show next week before being guest of honour at FPV headquarter's open day on October 28.

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