FPV GT 2008 Review

What we liked
>> V8 rumble and performance
>> GT E's refinement and style
>> Impressive fuel efficiency

Not so much
>> Trim elements in some models look chintzy
>> V8 lacks electrifying power delivery of F6
>> Tyre noise

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

About our ratings

OVERVIEW
FPV's drive program for the new FG Falcon-based range followed just a day after HSV's drive program for the new LS3 V8-powered E Series models. While there's a suspicion that HSV's timing was calculated, FPV will likely benefit from the 'regency effect' of having the newer range unveiled to the motoring press after HSV's news.

We've already covered the F6 models in FPV's new range in some detail (more here), but the V8 models are worth considering separately, for the very reason that they are the cars to compare directly with those of arch-enemy, HSV.

Most of FPV's V8 models are emblazoned with decals to convey their sports intent, but the new GT E proves the rule with just minimal badging. This car, with its more upmarket aspirations, could conceivably conquest sales from premium imported cars well beyond its own pricetag.

It is an important model for FPV and is the one car in the range with the potential to change people's perception of the FPV brand.

PRICE AND EQUIPMENT
For a complete run-down on pricing, see our story (here), but in short, prices for the V8 models range from $57,990 for the Pursuit Ute to $76,990 for the GT E sedan. The Super Pursuit Ute is $5000 over the cost of the Pursuit ($62,990) and the GT sedan is $3000 more again ($65,990). An even $10,000 more will put the buyer in a GT-P ($75,990) and the GT E costs $76,990.

All models are fitted as standard with the six-speed manual box -- other than the GT E which comes with the ZF auto box. The automatic transmission is a no-cost option for all other grades.

MECHANICAL
A full explanation of the FG model's mechanical changes is provided in our launch review for the F6 models (more here). Focussing on just changes to the Boss 315 engine, FPV has produced the extra 25kW via a number of detailed changes including new camshaft profiles and timing for additional lift and extended duration.

The engine's compression ratio has been lifted from 10.5:1 to 10.8:1. Further gains were procured via a new "Twin Plate" throttle body and the upper intake manifold plenum chamber has been optimised for improved air flow.

On the other side of the heads, the exhaust system now features stainless steel manifolds channelling into a twin system which has been developed to reduce back pressure.

The Boss 315 will now rev to a maximum speed of 6500rpm, 500rpm higher than previously. FPV has fitted the engine with a 'windage' tray to reduce pumping losses and this, combined with stronger pistons and crankshaft alterations, permits the higher maximum engine speed.

FPV claims that the new engine returns a fuel consumption figure of 14.0L/100km in combined cycle testing, with the automatic transmission. This is a 4.8 per cent improvement over the 14.7L/100km figure posted by the superseded model.

Recalibrating the ZF auto transmission and adopting cylinder cut-out results in improved acceleration and shifting.

PACKAGING
General remarks from the F6 story also apply to the V8 FPV models (more here).

Both the Pursuit Ute and Super Pursuit are trimmed in basic charcoal with 'Micro Mesh Black' on the dash and door panels. The Pursuit seats feature 'Silverstone' cloth trim and 'Ebony Lux' suede-feel cloth for the side bolsters.

While the seats in the FPV range are comfortable and provide good levels of grip and support, one co-driver felt the seat was too short under the thighs. This reviewer also felt there was nothing in the FPV range that could compare with the seats HSV fits to the GTS, but it's worth bearing in mind that the seats fitted to the GT E are probably more appropriate to the target buyer for this vehicle. As is the case with the Senator, the GT E will not appeal to the sort of person who might consider one over an Audi, BMW or Mercedes if the seats are too aggressively contoured.

The mock-woodgrain trim in the GT E is nice enough, by the standards of mock woodgrain; but the luxury GT E should offer some more modern alternative as well -- perhaps a coordinating metallic trim? A lacquer finish on the centre console and fascia looks good and should be quite durable.

The front passenger seat in the GT E lacked power adjustment and we would argue that this feature should be standard in such a car.

Overall, the GT E's whole interior was an exercise in restraint, compared with other FPV models. Would the same could be said of the Pursuit Ute interior. The screen-print-look plastic trim pieces in the Pursuit looked tacky.

As a final aside, FPV provided details of the Utes' payloads and towing capacities subsequent to the drive program.

We were surprised to learn that the F6 boasts the best payload of the FPV utes, at 486kg. The Pursuit is runner-up at 472kg and the Super Pursuit falls some distance behind with a figure of 427kg.

None of these figures match or improve on the on-paper figure of 500kg for the E Series Maloo. Towing capacities for the FPV utilities are uniformly 1200kg for the manuals and 1600kg for the autos. The latter figure matches the Maloo's towing capacity.

SAFETY
For information concerning the respective merits of the FPV variant's safety features, see our review of the F6 models here.

COMPETITORS
We keep coming back to this: The V8 FPV variants are good cars, but while the majority of FPV and HSV buyers steadfastly refuse to cross-shop against each other, the V8 Fords' strongest competitors remain the stable's own turbo six variants.

In a less partisan world, HSV would provide the obvious and logical competition to FPV. HSV's Maloo R8 must compete with both the Pursuit and Super Pursuit Utes. By virtue of its superior rear suspension, it may well suit many buyers better --presuming they don't need to carry any sort of load. And even that's in question, if you take at face value the payload figures quoted by FPV and HSV respectively.

ClubSport R8 fronts up to GT, and the GT-P nominally faces off against GTS. The GT E takes over from the Force 8 in the previous BF II model range as the Senator rival in the FPV range.

Given HSV's appeal to owners of prestige cars from certain European marques, we can't see why the GT E couldn't appeal to the same people (more here). It's fitted with an engine that lacks the Senator's all-alloy construction, but does offer the efficiency of DOHC valvetrain

ON THE ROAD
Step into a manual FPV after driving HSV's E Series models with manual shift and you immediately note that the shift quality. While the Ford is acceptable, swapping cogs in a HSV is a little like stirring a sticky date pudding mix with a Stillson wrench... There, it had to be said.

This reviewer found the Boss 315 engine's exhaust note preferable to the LS3, although both of them provide their own particular brand of aural tonic.

As with the F6 Ute, the leaf-sprung Pursuit and Super Pursuit did show a tendency to skip over mid-corner bumps. Steering for the V8 models was heavier than the F6's, although the GT E seemed 'softer', in keeping with its luxury aims. This is not to say it lacked feel or turn-in response; it just felt a bit slower and less direct.

It's not as if anybody will care, but the average fuel consumption on the trip computer of one car was up over 19L/100km, but with a bit of open-road driving, quickly dropped back to 17.2L/100km. An earlier car displayed an average fuel consumption as low as 10L/100km before we set off in that car.

Given the combination of heavy-footed hooning from the drivers and the open roads, we would think that 10L/100km would be unachievable for most owners, but nor is 17.2L/100km (or worse, a figure like 19L/100km) what one might call a 'real world' figure.

Our guess would be around 15L/100km, but the driving style will impact on individual results, of course.

In respect of performance, the V8 just didn't have the immediate response we quickly came to expect from the F6. The engine requires a bit of advance notice for overtaking, whereas the Turbo cars are on the boil at the speed of thought. The V8-powered cars also lacked the lighter steering and more nimble cornering of the F6 variants.

Despite that, we have little doubt that FPV will sell its V8 variants in the same proportions as before - that is, account for three quarters of all FPV volume. While these cars are not going to be as quick around a bitumen circuit as the F6 brethren, they do have that V8 sound -- and that's what it's about for the disciples.

To comment on this article click