FPV GT v HSV GTS 2008 Review

Comparison: GT v GTS

Mount Gambier Airport, 11:00pm. Water is streaming across the runway, rolling down the HSV GTS's silver flanks and over the FPV GT's black eye patches. It's enough to make you cry. Having driven day and night to get here in Australia's two highest horsepower production cars, we're rewarded with this. The farmers are happy and we're happy for them. But why did it have to rain now?

The precipitation has cost us the chance to add another chapter to the enduring legend that is the Holden versus Ford V8 rivalry. Like it or not, for all the millions of dollars invested in crumple zones, dust sealing, noise minimisation and ergonomic iPod adaptors, when it comes to these cars, it's all about who's top dog. That's quantified on the strip, where every tenth of a second counts.

And on this two-day run from Melbourne to Adelaide the schedule says it's on this evening, on the main 1.5km runway of Mount Gambier airport that we find that out.

But then, the schedule didn't take into account the low that started dumping its load. It's no isolated shower either; we've been dodging rain ever since we collected the FG GT from outside Ford's national headquarters in Broadmeadows about, oh, 11 hours ago.

Melbourne, early afternoon. It only takes a few minutes to realise that the GT has progressed markedly from its BF predecessor and the impression is made - surprise, surprise - by what's under the bonnet.

Relative, of course, to the GTS, which now has the LS3 6.2-litre V8 under its bonnet and the 317 badge on its rump. All-aluminium, ohv and 16-valve like its close relation the LS2 6.0, its increased bore and extra 195cc add 10kW, meaning it now makes 317kW at the same 6000rpm. Torque is unchanged at 550Nm, the peak now arriving 200rpm higher at 4600rpm.

Geelong Freeway, early afternoon. Trundling in the GT with cruise control set to just above 100km/h, the linkage from this car to the mainstream XR8 and FG range is obvious. With its 1km/h increments, cruise is a worthy carry-over, as is the excellent trip computer in the centre of the instrument panel that allows two separate fields of information to be shown at once.

The start button - a meaningless affectation - is now located in a panel at the bottom of the centre stack along with a build number and FPV badge. Indeed, FPV badges have replaced the blue oval externally and internally, in the same way only HSV badges appear on the GTS.

Yet the GT is clearly still a Falcon. Yes, the black patches and gaping lower intake are new, but it doesn't have the same degree of separation from an XR8 that the tougher, stronger GTS has from an SS Commodore.

That's the advantage hacking into the sheetmetal gives you, as well as 20-inch wheels that fill up the guards in a way the GT's 19s just can't.

But step inside and it's the HSV that's less dramatic. The gauges at the top of the binnacle and the white-faced dials are distinguishing, but otherwise this is a regular high-end Commodore with a low-mounted media screen, legible buttons and darker interior presentation than the brighter, lighter FPV.

Skenes Creek Rd, mid-afternoon. On the Princes Highway the GT has been the epitome of good manners. The ride quality provided by the new virtual pivot front-end, re-tuned multi-link rear suspension and Sachs monotube dampers has been far better than traditionally expected from an Aussie sports sedan.

The most obvious reminder of days gone by comes when the rear-end thunks gutturally accelerating moderately down a freeway on-ramp. It's an isolated case though; the drivetrain is otherwise clunk-free. The new TR6060 six-speed manual gearbox is clean-shifting and clutch weighting agreeable.

There hasn't been much noise intrusion, either, reflecting FG's NVH improvements. Tyre roar from the Dunlop Sport Maxx rubber is more filling a void than creating a din. The engine note is almost too diluted.

Inevitably, as the road turns south, the rain arrives. It's prudent to be easy on the throttle, but the engine's improvements are still clear. It sprints more cleanly and quickly across its rev range, exploiting its taller ceiling effectively. There's still plenty of gear changing to be done and the relocated shifter is drawing mixed reviews. It's too far back for some, cramping the constant 2-3-4 changes.

On these bumpy, off-camber and closing radii corners the GT is feeling competent rather than confident. It's unique-to-FPV suspension tune is better than the XR8's, which we sampled along here a month ago, but the intimacy a great handler delivers is lacking. The high and heavy iron-block engine is a big factor in this, yet the car has actually done nothing wrong. The new-for-FG stability control hasn't even engaged yet.

The steering is still quite light, yet there's more weighting off-centre and more consistency, too. The old tendency to over-respond to inputs is gone. There's no rack rattle and only a hint of bump steer out of the back-end, although the big wheels are thumping noisily into holes. The carry-over four-pot Brembos are doing well, offering both strong retardation and feel.

Transfer to the HSV for the first time and the GT's composure immediately becomes obvious. The GTS rattles, thumps and bangs over imperfections - especially in the Magnetic Ride Control's firmer Track mode. In Performance mode, the GTS simply mirrors the surface.

If it's good, the ride is good, if it's bad, the ride is bad.

But the engine banishes such inconveniences. With a bellow, the LS3 leaps into action. Midrange grunt is more evident, gearchanges hardly required once you're into third and fourth. It sucks up the road, woofling meatily and addictively on the over-run. The Boss simply pales in any atmospheric comparison.

Miraculously, the clouds clear and the road dries and smooths out. The pace picks up and the GTS flies. Chassis and engine are meshing. Intimate? This thing's under your skin. Those huge 20-inch Potenzas are providing massive grip, steering feel is roughly on par with the GT, the front-end is more secure and the rear-end is having a bigger say. The AP brakes are confidence inspiring.

Great Ocean Road, late afternoon. Beyond Apollo Bay, the GOR opens up into big sweepers and open crests. It's perfect territory for these two. Their stability is supreme, their responsiveness a tribute to what can be achieved with fine tuning of electronic throttle control.

Nevertheless, with overdrive fifth and sixth gears it's necessary in both cars to shuffle back two cogs for a really rapid haul of speed to overtake or flatten hills. The GTS's Tremec T56 is still a blunt instrument, but it has been improved over the years to provide liveable shift quality.

Push hard in the rutted, winding approach to Lavers Hill and some rack rattle, bump steer and tram-tracking can be extracted from the HSV. Despite the sophistication of its chassis, there is still an evil Aussie edge to it.

But just an edge. The GTS weighs 1845kg and yet it feels far more lithe and controllable, a massively better car than its underdone, over-powered VZ predecessor. The GT is an even heftier 1881kg, yet over the same roads it manages to be more supple and almost as accurate and willing.

Mount Gambier Airport, 9:00pm. We arrive, hoping in vain that the surface will be dry in order to nail some revealing numbers. HSV claimed the GTS would be good for a 4.96sec 0-100km/h and 13.19sec 0-400m. FPV was typically less definitive, but 5.4/13.4 was said to be within reach.

Based on previous experience, these were optimistic times perhaps achievable one-up with low fuel (probably 100 RON) and perfect grip levels. We were going to go two-up with half a tank of 98 RON on a soaked surface.

Still, it was worth being here, just to line the cars up and have a go. We meet the airport manager Ian at the front gates and he leads us onto the property, then flicks a switch to turn the runway lights on. It's the automotive equivalent of kids in a candy store - with leaking plumbing.

At least the 80-120km/h numbers are unaffected by the conditions and clear proof of the GTS's midrange superiority. The ludicrous top-gear roll-on times for both cars are indicative of their moon-shot gearing. Inevitably, our standing-start times are well wide of the claims. But the GTS is still mighty impressive to run a slithery 5.5/13.7. Put its power down to a coarse surface, get all that rear rubber hooking up some traction and shaving another 0.5sec should be achievable.

The GT loses more time in spinning and tramping from launch, but it's still hard to see from where a full second is going to come. Boss 290s and 302s have run around 6.0/14.0; maybe the 315 has got high fives and 13s in it.

Coorong, the next day. The sun's out, and there's barely a cloud in the sky. It's frustrating the hell out of us. We're headed towards Adelaide now, knocking over the kays on a heavily policed, long and straight highway.

A chance, then, to consider another set of figures, the more mundane but no less important specs and pricing. Here, it's a clear win to the GT, although it's important to realise these two cars aren't actually in direct opposition. The $65,990 GT undercuts the GTS 317 by $11,000. In the FPV lineup it's the $75,990 GT-P that targets GTS.

Apart from the engine and new, no-cost option Pentagon wheels on our GTS, there are no equipment upgrades or changes from the 307. So, that means six airbags, ABS, stability control, stitched leather seats, dual-zone climate control, powered front seats, six-CD audio, cruise control, rear park assist, Bluetooth connectivity and a sliding lid for the centre bin. A six-speed auto is a $2200 option.

The GT's cheaper price is reflected in its cloth trim and semi-manual driver's seat. Yet it offers its own advantages, including a neat iPod integration in the centre lidded-bin and split-fold access to the boot - the HSV only has a ski port. The ZF six-speed auto is a no-cost option.

Both cars have good storage capacity, although the FPV misses out on rear door pockets (like all FG Falcons). The pair are hard to split on rear-seat access or space. The bench seat of the HSV is set up more as a two-seater, but both cars can fit three adults adequately. Both also have massive boots, although the GT's isn't as well shaped.

Adelaide, and after 1140km these two were separated by just 0.05L/100km in average fuel consumption. The HSV managed 14.05, pipping the GT's 14.1. For big V8s these are good results, even undercutting the ADR81/01 combined consumption figures.

Considering the amount of open-road cruising, that's no surprise. On the occasions when the opportunity presented itself to follow less direct routes, both GT and GTS demonstrated a clear and effective ability far superior to Aussie V8 musclecars of just a few years ago.

How much better the GT is isn't a surprise considering the improvements the generational change to FG Falcon brings. But the improvement in engine behaviour is unexpected. There's a liveliness and zest the Boss hasn't previously displayed.

Combine that with a supple chassis and the GT is a truly fine tourer, capable of maintaining a decent pace while looking after its passengers. It's also pretty good value.

But it's still overshadowed by the GTS. The LS3 engine is virtually indistinguishable from the LS2 and that's a good thing, because it still delivers booming, tractable power. And, as is now the E-Series tradition, it works hand-in-glove with a honed, hardcore chassis.

Sure, the GTS sacrifices ride comfort, is more in-your-face and costs more. But none of that denies its fundamental excellence. For all our frustrations with the weather, there's one low number the GTS still recorded on this trip. '1'.