FPV GT-E track test 2010 Review

We came, we saw, we conquered. Well, we didn't really conquer as it wasn't a race per se... But during a recent drive day at Phillip Island racetrack the Ford Performance Vehicle's GT-E proved itself a remarkably competent performer for what is ostensibly a luxury car.

The way the car performed and the way the track day was organised were both very impressive, and even as I sit here writing the review, I can't wipe the smile from my face. But enough about the emotion -- here's how FPV's luxo-barge fared on one of the world's most respected racetracks.

Pulling out of pit lane after our orientation lap, I floor the throttle and the FPV surges forward at an inexorable pace, the boost gauge in the instrument panel fluttering wildly before I have to ease on the brakes into corner one.

With plenty of feel through the brake pedal, allowing for trailing brake through corners to keep the nose firmly planted, pushing through corner two is surprisingly easy. The GT-E is a big and heavy brute, no doubt about it, and there's a decent amount of body roll when pushed to its limit -- often resulting in the nose pushing wide and general understeer.

But by the time we complete a dozen or so laps and acclimatise to the weight of the car, the GT-E tracks cleanly through tighter corners, and absolutely eats up kinks and sweeping corners, of which there are several at Phillip Island.

Over Lukey Heights and the back section of the track the GT-E proves relatively settled, and that's a big surprise. Colleague Matt Brogan and myself were expecting a softly sprung limousine that could only perform on the main straight, but driven with a touch of respect the GT-E proves not only quick through the corners, but satisfying to boot.

The nose turns in fairly well, and is significantly sharper than the superseded 5.4-litre V8 models. Mid-corner grip is decent from the top-spec Dunlops, while feedback through the steering wheel and chassis is also clear.

But it's the way the GT-E fires out of corners that really takes my breath away. Talk about a concealed weapon! This understated luxury might look like Grandpa's choice, but the car is the ducks nuts at wide open throttle, and we overtake several cars during our sessions; even keeping pace with a bright orange Audi A8.

Suffice it to say, we can't wait to track test the more stiffly sprung FPV GT.

A six-speed manual gearbox would have suited the track work more than the auto. But by and large the six-speed ZF auto shifter is a neat piece of kit, the tiptronic mode providing good control over the engine.

Most of the drivers and spectators agreed it was one of the best-sounding cars on the track that day, although overall the Holden HQ with a 427 cubic inch engine probably took the cake for best engine note...

While the GT-E exhibits acceleration that beggars belief (we were eventually moved into the 'supercar' group) the stoppers aren't too shabby either. Dinner plate-sized 355mm x 32mm cross-drilled and ventilated discs sit either end of the front axle, clamped by Brembo six-pot calipers, and 330mm x 28mm cross-drilled and ventilated Brembo four-pot calipers at the rear.

Even with the GT-E's almost 2000kg mass, these burly brakes pull up the car quick-smart when pushed. We were tentative on the brakes early in the day, as 90 minutes of flat-knacker fanging (to use the technical term) around the Island can take its toll on even the best set of stoppers. But at the end of the main straight, with the car pushing 240km/h, it pulls up briskly whenever we ask.

By and large, the GT-E surpasses our expectations, and we're able to hustle the big beast around the challenging circuit with remarkable haste (sadly timing was not allowed) but there were a few issues to be had. Apart from the degradation of the street tyres later in the day, which was to be expected, the dynamic stability control (DSC) is a blessing and curse.

Sure, it helps keep the car in check and fixes up any minor wayward excursions, but it also inhibits engine power, and even on the straights under full throttle the DSC chimes in, reducing acceleration.

So I turn DSC off and things are much better, but I have to be exceptionally smooth when dialling in throttle after slicing apexes. But perhaps the most annoying thing when going at it hammer and tong is the premature intervention of DSC, which also outstays its welcome when the steering wheel is straight.

Rack rattle was also evident but it didn't hinder the car's ability to turn.

D.I.Y TRACK DAY
Arriving at the race track just before 8.00am, neither myself nor fellow scribe Matt Brogan knew what to expect from the $82,540 GT-E, save for the fact that the new supercharged 5.0-litre V8 engine should give it plenty of hustle down Gardner Straight. At the end of the day, it's safe to say our expectations were exceeded.

The track experience was organised by Drive Events, and cost $495 for the day, which included 90 minutes of track time (six seperate 15 minute sessions). The day began with registration and car scrutineering, which took the best part of 15 minutes. The Drive Events guys are a well drilled group, no doubt about that and they also made clear the importance about staying hydrated during the day, in what is essentially an aerobic workout. They even had potassium and salt tablets to help!

The Drive Events crew had professional race instructors on hand who would ride shotgun to assist drivers in everything from seating position set-ups to corner entry speeds.

Safety briefings and flag explanations followed and then drivers and their cars were split into four groups -- slow, medium, fast, and supercar -- to keep things civil. The beauty of the different groups is that drivers of any experience level can punt around one of the world's best race tracks with no pressure.

For any track day to work well, there have to be rules and regulations, and these were enforced via different coloured flags. Only a certain amount of cars were allowed on the track at one time, and passing was only allowed on the three straight sections of the track. You could only overtake if invited when the driver in front indicated left -- or if blue flagged you had to yield to faster cars -- and the system worked well.

What was also impressive about this particular track day experience was that you didn't need fire extinguishers, roll cages or even a CAMS licence. All you needed was a valid driver's licence, a crash helmet and a roadworthy car. It might pay to check your insurance policy though...

If you wanted to, you could rock up in the family car to see how fast it can go -- which several attendees did. Of the 30 or so cars present, there was a hugely varied selection of vehicles, from a 1983 Celica to a 2009 Audi R8 special edition.

One driver even brought his mum's Honda S2000!

A trio of Porsches -- one Boxster and a pair of 911s -- were lined up in pit lane, as was a seriously modified Nissan R34 Skyline GT-R wearing slick tyres, a supercharged  1968 Pontiac Firebird GTO, tricked out 1991 Nissan 180SX, even a recent model BMW 318i sedan.

Australian machinery was also well represented, with no less than three Holden VE SS Commodore sedans, and three FPV BA model GTs. The Holden HQ Monaro GTS sedan with a 427 big block V8 looked (and went) great, as did a modern CV8 Monaro thanks to a supercharger.

All told, it was an exceptionally enjoyable day, with the FPV GT-E showing blistering straight line speed and far better handling than we expected. The organisation was also top notch and with any luck, we'll see you at the next event!

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