FPV GS 2009 Review

FPV GS

Road Test

Price Guide (recommended price before dealer and statutory charges): $54,950
Options fitted to test car (not included in above price): auto transmission $2000; Brembo brake upgrade $4904, leather seats $2100
Crash rating: five star ANCAP
Fuel: 95 RON petrol
Claimed fuel economy (L/100km): 14.2
CO2 emissions (g/km): 340
Also consider: HSV Clubsport R8, Chrysler 300C SRT8

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

About our ratings

Around 30 years ago the XW Falcon 'GS' was an affordable alternative to the iconic Falcon GT that everyone wanted. Now as then, Ford Performance Vehicles' (FPV) new GS represents the same ideal: you get the look and the feel of the top shelf performance models, minus a few fancy bits, and for a lot less moola.

"GS is another iconic badge in Ford's family history in this country," said FPV's general manager Rod Barrett.

"Our aim was to develop a model that provides the performance, prestige and individuality that is a signature of the FPV brand, with its own identifiable model personality, and all at a great price."

At just under $55k (not including statutory or delivery charges) for the sedan and the Ute coming in at under $50k, it puts the FPV brand into a new price bracket -- one that competes with Holden badged cars (as opposed to HSV) for the first time.

It looks like a modern-day Aussie sports sedan, it feels like one and certainly accelerates like one -- but as any Ford fan worth his or her salt will know, there's a bit of history to the GS nameplate.

Before settling into the pilot's seat, take a quick walk around the burly sports sedan and you'll notice the new GS decals which give the car a bit of distinction, not to mention the power bulge on the bonnet that dominates the front end.

Unlike the 315kW GT models, the new GS has a slightly lower power output, 302kW -- this is arrived at simply by lowering the engine cut-out speed. Peak torque is 551Nm, the same as the more expensive FPV models, indeed, all of the 5.4-litre V8-engined models powerplants are mechanically identical.

That 302 label is a longtime magic number for Ford and it's boldly promoted on the flanks of the low rise rear spoiler and bonnet bulge. Sitting on attractive 19-inch diameter Graphite alloy rims shod with low profile rubber, and boasting a pair of wide chrome exhaust outlets, the FPV GS makes almost as much of a visual impact as it's more expensive brethren.

The interior, like its donor car, is class leading. Soft touch dash plastics give it an up-market feel and the seats are very welcoming with supportive cushioning that will suit drivers of all sizes. The seats also feature increased lateral bolsters to keep bodies from moving around too much under increased g-forces. Charcoal cloth seats are standard, but our test model had optional leather pews.

A colleague complained about the seating position (he argued the seats were too high) but I had no such issues. Granted I do prefer a slightly higher perch -- being able to see the end of the bonnet is usually my guide -- but I think there is enough adjustability in the seats to accommodate most requirements.

The instrumentation is carried over from the FPV GT models, so you get the red starter button and the FPV emblems on the analogue speedometer and tachometer, plus plenty of extras such as a premium sound system with iPod and Bluetooth integration, not to mention dual zone climate control.

The centre stack looks good, and features a high resolution colour digital screen, while the contoured steering wheel feels great. It is quite thick though, and the missus did complain about its chunky proportions.

Our test car was finished in a gun-metal grey colour with black decals which helped to create a dark, somewhat sinister character that really suited the car, particularly as it felt just as eager as its more powerful V8 siblings. Nail the throttle from standstill and the FPV GS displays the kind of presence for which many drivers would happily pay six figures.

Leaving the automatic six-speed ZF transmission in 'D' is all you ever really need to do. Dropping the hammer results in instant motion, the rear wheels chirping momentarily as the electronics attempt to even out the power delivery. In commuter traffic and during highway cruising the six-speed auto does an good job of choosing the right gear to suit the circumstances. The German-made gearbox shifts very smoothly too, which adds a touch of sophistication to the drive.

When push comes to shove, the FPV GS doesn't shy away from a challenge, and in addition to good straight line speed it's not bad through corners.

Grip levels from the 245/35 ZR19 tyres are adequate but there's a lot of weight hanging between the front wheels, and it will understeer and push wide of its intended trajectory if you dial in too much steering lock or try to carry too much speed. Momentum gets the better of tyre grip in these instances but the DSC does a very good job of keeping you on the straight narrow, even if you end up making a dog's breakfast of a fast and tight corner.

The FPV GS is more disposed to long, open, sweeping corners where it can really stretch its legs while holding a firm line through the corner. For a vehicle with 19-inch alloy wheels, the FPV GS also has excellent ride quality. Kudos to Ford's suspension engineers, who have dialled in a very good balance between ride and handling.

The optional four-pot Brembo stoppers did a magnificent job of hauling in the GS's considerable bulk (more than 1800kg) but I'm not sure the standard brakes would fare so well given repeated punishment.

Perhaps the most rewarding (legal) business you can undertake in the FPV GS is getting hard on the gas exiting a corner, the sound of the V8 a rising crescendo as the torque pins you into your seat. It might not be as nimble as similarly priced Japanese hot fours, but given the right attitude and the driving experience can be tremendously enjoyable.

Indeed, bottom end power is impressive; a fat wave of torque hits just before 3000rpm and the stability control matches up well, allowing a bit of give before it kicks in so you won't be punished for mild power oversteer at the limit.

Living with the FPV GS for a week was a pleasant experience. Sure, it drinks a fair bit of fuel -- my figure was slightly more than 16L/100km which took in everything from gentle highway cruising to a couple of daily commutes and one white-knuckled thrash down the coast -- but it delivers the practicality of a large family sedan.

There's a cavernous boot that will swallow everything from mountain bikes and sports equipment to archaic PC servers, and passenger room is equally impressive. Transporting the family is a doddle with this vehicle and it can be lived with day to day, exhibiting the kind of road manners not too far removed from the entry-level XT Falcon. You can drive it with one finger (though it's not recommended).

Priced from $54,950 for the six-speed manual FPV GS sedan and another $2000 for the automatic six-speeder, the latest addition to the Ford Performance Vehicles range represents good value. Bear in mind that if you add Brembo brakes, leather seats and sat nav and you'll see that price rise by around $10k.

It's big and brash, and will reward the enthusiastic driver, but the GS is refined enough to raise the eyebrows of more exulted passengers, providing ample transport for five adults.

Building on the classic 1968 Falcon GS nameplate, which is the second most collectible Falcon behind the GT (according to Ford), the new model does a lot of things right.

It's been suggested that the GS may have put the final nail in the Falcon XR8's coffin, but if this is the alternative you won't hear any complaints from me. Costing a few grand more than the XR8 and featuring more kit, more power and a tougher look, the GS is a budget-priced V8 sports sedan that has the potential to win over buyers who may not have considered an FPV.

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