Road Test: Ford Performance Vehicles GT

By Feann Torr - 19/May/2006

If I said to you "I drive my GT on Sundays" would you know what vehicle I'm talking about? There are many cars on the market labelled with these two mythic letters that usually denote a 'Grand Tourer' and instantly conjure up images of performance cars with lots of grunt.

Car's like the Mustang GT, Mitsubishi's old twin turbo 3000 GT, Porsche's Carrera GT and even the Bentley Continental GT instantly spring to mind, and there's many more besides.

Even Ford has more than one GT; the beefy 290kW Australian model that we're looking at here, and of course its American-built super car, also powered by a 5.4-litre V8 (though that one's supercharged).

But do all of the dozens of cars from different marques and makers deserve to wear the Grand Tourer badge? In some instances, the use of the acronym is not overly convincing, but I've made it my mission to find out if Ford Performance Vehicle's latest hero car is indeed a Grand Tourer.

It's off to a good start, as it can be had with two different 6-speed transmissions - one a T56 manual, the other a ZF auto, and in this test we punted the automatic. Sure, it's missing a clutch pedal and is not the purists first choice, but I can tell you right now that it's no slush box either, made in Germany but tuned for local conditions. Other changes to the $63,460 BF model FPV GT include some minor tweaks to the front and rear aprons, and some mechanical adjustments, like bigger wheels and Brembo brakes, and the inclusion of neat little GT badge on the grille.

But is the GT badge justified? History would say yes, as the Ford Falcon has been graced with GT badging since the late 1960s when the XR, XT, and XW models celebrated their racing victories with the GT, but with the name being bandied about like a seven-year-old child with a new toy, we must delve deeper to discover the 2006 car's true character:

Drive: 4/5

The FPV's big Brembo brakes sit behind 19-inch alloy wheels, both of which are now standard on GT

Hidden away underneath the power bulge is the GT's beating heart - a 5.4-litre V8 with quad overhead cams and 4-valves per cylinder

Dual exhaust pipes now adorn the rear end, while the V8 Supercar-inspired wing is back

Stepping into the muscular-looking GT is a treat. The heavily bolstered seats, trimmed in leather or cloth - the choice is yours - give you the feeling that you're hunkering down in some sort of race car, and the impression is reinforced when you slot the key in the ignition barrel and the starter button glows red.

Hit the button and the engine ignites, noticeably rocking the car as it's reciprocating parts exert their twisting forces on the chassis. Though this is the third GT built by Prodrive-backed Ford Performance Vehicles I've driven in as many years, I must admit that there's always something special when you first get in and take off (it could be the screeching, smoking tyres).

The major mechanical upgrade for the rear wheel drive BF GT is the ZF 6-speed auto gearbox, and it's a sweet piece of kit. Plain and simple, really.

It gives the GT a little bit more straight-line performance when compared to the 4-speed auto of yore, and it's a more intelligent gearbox too, and isn't left searching for the correct ratio in 'D' mode if you decide to slam the throttle at any given moment.

And if you do hit the throttle, be prepared for some serious stomach-slamming episodes as the engine nears its chubby 500+ Newton meter torque peak.

The engine is a phenomenon, gurgling away beneath the GT's bulging bodywork at idle, it's acoustics rising to an reverberating angry snarl that thuds methodically as the 8-cylinders fulfill their firing order destiny. And it's an Australian-built donk too, whereas Holden and HSV get their V8 engine's from the States.

The aural delights that the V8 brings to the table are incredibly evocative, and a part of me prefers driving this 8-cylinder model to the 6-cylinder 'Phoon for that reason alone. And then there's the power that the 5.4-litre V8 makes. It loves to rev high, (but revving high for this thing is only 5500rpm, where peak power of 290kW hits the crankshaft) and from standstill the results of full throttle applications are delightful. The rear end squats on its haunches ever-so-slightly, followed by a touch of wheelspin and then the thing just takes off, as the engine's sonorous acoustics rising in bass as they find they way out the GT's stylised dual exhaust outlets. It took the GT about 6.1 seconds to reach 100km/h from standstill.

But you're not just buying an advanced quad cam V8 engine here, far from it. The chassis is highly accomplished for something of its size, but because of the heavier V8 engine pinching the front axle (compared to the lighter F6 Typhoon) this means the brutish GT is a little more ponderous when tipping into corners, but is still very controllable, and far from sluggish in the way it changes direction.

In a word, I'd describe the GT's handling character as progressive. Though it can be somewhat lumbering during initial turn in, and can understeer particularly when you're asking the 1.8 tonne beast to turn tightly with too much speed, it holds its line almost as well as the well-sorted ‘Phoon once it's settled in a corner. One of it's major handling drawcards is it's awesome traction when firing out of corners. It sometimes squirms a little as you request full power, but it always punches hard. The sorted rear suspension is the main factor in this regard, but one almost gets the feeling that the V8 engine's rhythmic beat contributes to its corner exiting abilities, perhaps creating a subtle pulsing that works it's way through the chassis, causing the wheels to bite just that little bit harder.

Honestly, I can't praise the rear suspension enough, as it lets you put the GT's unholy amounts of power to the road through almost any given corner without you having to worry about the rear end doing unpredictable things. Even when the rear does begin to slide out and fishtail, it all happens so smoothly and progressively that you'll be onto in no time, easing off the throttle slightly to let it regain grip. Of course you could also keep the accelerator pedal nailed, and traction control will kick in, but it can kick in somewhat abruptly, breaking your stride, if you will.

As well as it's brilliant rear suspension, the GT is no slouch either, and were it not for laws against speeding, people would be getting from A to B in record time with this vehicle. It is possible to build up extremely high straight line velocities - the engine is just fantastic, with a gloriously strong top end - and it can coaxed to track through a corner at speeds that would scare a lot of people shitless. Sure, it prefers long open sweepers the best (and feels incredibly planted and assured during such corners, itching to go quicker) but it’ll still tackle short, sharp flip-flops quite nicely if you don't try and hammer through them at illogical speeds.

As mentioned, the GT does tend to lean on its outside front wheels a little as you first tip the car into tighter corners, but the suspension is well adjusted to the point where it can handle this and still afford a bit more room to tighten its line. The tyres do squeal a little when your reaching the edge of adhesion, which is oddly reassuring at times, and in general there's a lot to like about how this big brute responds to being pushed hard.

The steering has a light feel and the communication between the tiller and front wheels isn't too bad either, and body roll is kept to a minimum, allowing you are able to look through your intended corner without your body tilting too much. This lack of body roll is even more impressive when one considers how well mannered the vehicle is during everyday driving in suburban back streets and through town. It's a very easy car to live with. Supple is a good way to describe it during such commuting situations, and in reference to the car being a real Grand Tourer, it appears that it's very close to living up to its name.

It's suspension is not as unforgiving as, say, the Audi S4's, or even the Nissan 350Z's, and is very smooth on freeways and highways with a just a touch of tyre noise from the uprated 19-inch wheels, and not too much wind noise. Together with its huge interior space and super-comfy, super-large seats, it loves long journeys just as much as quick blats through the forest on a frigid Saturday morn.

The steering ratio is very good, easy to get accustomed to, and the car doesn't mind minor corrections mid corner and this seldom upsets the chassis balance at all. Rear wheel drive makes the car steer very nicely, despite the fat wad of V8 machinery weighing down the front end. As you put the foot down with gradually increasing throttle through a corner, you can feel the weight load up the rear (and as a result the front end lightens up), which lets you turn in even more smartly and can hold and even tighten its cornering line better on gradual throttle inputs, rather than with neutral throttle.

Though it's quite supple for something with such overt performance, compared to it's donor car, the Ford Falcon, it's somewhat stiff. One does tend to feel the lumps and bumps in the road as the GT's suspension tries to dampen their presence while being weighed down with its heavy body, but the FPV engineers have found a wonderful compromise between ride and handling. This is not a hard car to live with on a daily basis, where something like the Mitsubishi Evo IX tends to bump your around on anything other than a smooth surface.

Road holding is very impressive. Very self-assured. Compared to the BA-based Ford Performance Vehicle, the BF GT is a slightly easier car to drive hard, and easier to extract its performance potential with the 6-speed gearbox (and a bit more fuel efficient too – always a good thing). Even in damp and wet conditions, the GT offers up impressive levels of grip once the tyres have warmed up. I know I talk about the car's weight a lot, but it's quite astonishing how much grip this big V8 vehicle has when the road is damp. I was amazed just how far I could push it in the wet before traction broke.

I found very little to complain about when driving the GT - it's a very well conceived sports sedan. It's desire for 95 RON petrol can make refueling expensive, likewise it's ability to burn fuel like it's going out of fashion. Also, it doesn't handle rapid changes in direction with much responsiveness, but is still up to a good performance level with the 19-inch rims shod with low profile 245/35 tyres. Perhaps even more rubber is needed?

The car looks tremendous, but it's ground-hugging bodywork is more than just window dressing. It's relatively aerodynamic body also ensures that high speed driving doesn't get all woolly, as sometimes happens when air builds up underneath a car's front end, lifting it and making the steering unresponsive; as your road speed increases this thing hunkers down and almost begs for more!

Slowing the car's considerable bulk is taken care of by very sexy-looking Brembo brakes. The discs measure 355mm up front and 328mm at the rear, and are ventilated, cross-drilled and slotted, which helps with cooling. These Brembo anchors are now standard on the GT, and despite it's massive weight they provide the car with serious stopping power, and coupled with 4-channel ABS they offer superb deceleration. Just knowing that there's four-pot Italian calipers gripping the significant rotors is a huge confidence boost whenever you approach a corner.

At the end of the day, the GT may not be the quickest vehicle through a corner, but it's a huge amount of fun to drive and eternally gratifying. There's something about hammering through corners with a rear-wheel drive overweight large car that is just so incredibly enjoyable. Granted, there's many other cars that would be faster through a given corner, even in a straight line, but this thing makes you smile – it's very rewarding to punt hard.

The GT handles itself very nicely for something so dauntingly large, and even with luggage and passengers it'll happily do your bidding – and whether that's good or evil it cares not. It's a muscle car through and through this thing, with massive lungs and a hearty voice, but a Grand Tourer?

Engine: 4.5/5

While the GT has more power than the F6, it has less torque, which is an interesting fact to note. The F6 could have easily been boosted to beyond 300kW, but methinks FPV wanted to keep its flagship GT as the 'most powerful' in the range.

In practice I think the GT is almost as quick in a straight line (and infinitely better sounding), however it's the cornering where the GT gives ground to its upstart younger brother.

The engine provides the GT with deceptive levels of acceleration. Sure, it feels strong and pins you into your seat as the torque builds, but it's not until you glance at the speedo that you realise how quickly this Aussie sports car can go in such a short space of time.

The engine starts to pick up its note at about 2500rpm, then really starts to bellow at about 4-5000rpm, and by this time you will be entering dangerous territory as the car slings itself forward at manic velocities.

The big V8, coupled to the ZF 6HP26 6-speed automatic (which is capable of handling more than 650Nm of torque), will sit on 1500rpm at 100km/h in sixth gear, which can provide you pretty good fuel consumption figures for a 5.4-litre V8.

Though it's not quite as torque smashingly instantaneous as the F6, the power is still enough to override the TC when you flex your right foot, and builds in a more traditional (dare I say more satisfying?) way. The gearbox a delight to use, particularly in tiptronic mode, and the new ZF tranny comes with reinforced outer casing, ensuring less driveline noise enters the cabin.

One noise that I personally don't mind entering the cabin is the sound of the exhaust. It's kind of like a muted bellow – deep and bassy. It's a soul-stirring sound that you'll want to revisit very regularly. It’s got a lot of presence, but it is subdued enough at lower revs that long-distance driving won't become be an aural nightmare.

I think the aural aspect plays a big part in connecting with the vehicle, as it's immeasurably evocative. Not only will you and passengers smile every time the tacho needle dances towards 5000rpm, but most people nearby will be well aware that you're in control of a very urgent V8 mill when you floor it. Fuel consumption is a concern, particularly if you're named Larry the Lead Foot, but the thirst for gasoline is almost a given when you're talking about big Aussie muscle cars.

Exterior: 4/5

Our test GT was quite a sight, sporting a striking paintjob. It's yellow base contrasted vividly with the black GT stripes and bonnet decals, and together with a massive rear wing, the vehicle was stealing more looks than your average European exotic. It's got truck loads of road presence; people just seem to look and stare – from other cars, from the street, wherever. There are few cars I've driven that have attracted as much attention as this dangerously coloured GT.

The five-spoke 19-inch wheels contribute to the car's strong stance on the road, giving the car a brilliant profile and convincingly filling out the wheel arches. The dirty great big bulge in the bonnet also adds to the cars aggressive attitude that insinuates 'just try me'.

While the overall look is fairly similar to past model, there is a new front end, incorporating a dynamic new front fascia, which looks very sporty and keeps the FPV looking fresh and modern. The fog lights have thankfully been reduced in size to more discreet lamps, while at the rear the GT (and GT-P) gets twin exhausts and new look rear apron, the former adding lots of street cred. These exhaust pipes gives the rear a horizontal stretch of sorts, and while the twin exhausts probably don't help power output at the wheels (a single outlet is usually better at regulating exhaust pressure, which can affect power out) they finesse the rear end into something much more special than previous V8 FPV models.

Oh, and the bodykit is quite low, so don't expect to come away unscathed from the driveway when you're in a rush...

Interior: 3.5/5

Sitting at the helm of the GT is almost like being in control of a very agile stream train. With no tracks. Okay, so it's not really like train at all, but it provides you with a colossal amount of grunt, and makes a right royal racket to boot. Once inside the car, drivers will be greeted by impressively comfy deep bucket seats, the glowing ignition start button and extra dials such as the oil pressure and oil temperature (as opposed to the f6 with the turbo gauge).

All FPV's come with build plates too, and ours was P003, which we assume means it was third BF production vehicle.

The door inserts are finished with suede and fancy-looking white stitching. In fact, there's lots of bold white stitching all over the place, giving the car a semi-custom look and feel, adding greatly to the overall experience. I really like the adjustable brake and gas pedals on the 6-speed auto, and when combined with a tactile FPV steering wheel with tilt/reach adjust and 4-way electrically adjustable seats, finding a seating position that suits doesn't take long.

The back seats haven't been forgotten either, and provide comfort levels above and beyond most Australian-built large cars. It's very roomy in the rear, the cushions are very supple and welcoming and the FPV logo has been embossed on all seats.

The headlining material is quite nice, but the Falcon-ish dash does tend to detract a little from the car's otherwise regal trimmings. But while it's an unoriginal dash, it's highly functional. And if you've never driven a Falcon, you'll be stoked with the sporty trimmings. Decent dash plastics dominate, while the instrument cluster glows blue at night, featuring a technical speedo and tacho with FPV logos, and there's drilled alloy pedals and an LCD screen in the centre stack that displays all sorts of things, from radio stations, to climate control settings and trip telemetry, such as fuel remaining, distance travelled and the sometimes heartbreaking instant fuel consumption gauge. Floor the throttle and watch the consumption hit 99L/ 100km...

All told, the fit and finish inside the cabin is really quite good for a car of this price, with plenty of useful standard features, such as the climate control and the premium 150W, 6-stack CD stereo. The stereo pumps out high fidelity sounds waves, but you don't really need it on as there's often a very fine melody being projected out of the twin 'zorst pipes. Like most Aussie large cars, boot space is capacious, and the only quibble I had with the interior was that the vehicle we tested had a minor squeak coming from the rear somewhere, but with a bit more than 7000 journo kays on the clock, and knowing how hard these big Aussie performance sedans get slammed, that's a pretty good indication of build quality.

Overall: 4/5

The burning question: is the GT moniker on this Ford Performance Vehicle justified? It can certainly corner very sharply for something so big, seeming to relish white-knuckled sprints along winding roads, while also providing stylish, comfortable and roomy transport for up to five passengers across long distances. So to answer the question, yes, I reckon the GT badge is more than justified here. This Australian sports car is tops!

It's a premium sports sedan with some really nice trimmings, both inside and out, and it's a performance vehicle that won't protest when used everyday, while at the same can be put to task over demanding roads while rewarding the driver on a number of levels. The 6-speed automatic gearbox is a fantastic addition and works seamlessly with the powerful Boss 290 motor, and the new-look exterior upgrades give the car an angry - but sophisticated - attitude.

Ford's dedicated performance arm should be proud of the GT. It's a highly competent vehicle and, despite the competition heating up - HSV's new 6.0-litre V8 is now slightly more powerful - this big beast is very much at the cutting edge of Australian large performance sedans. It's a serious sports car, and with a good deal of practicality, it's hard not to enjoy driving it.

Indeed, sitting behind the wheel of the original FPV is eternally pleasing: whether squirming it's rear end as it fires out of a corner or just cruising down the Hume, this is a GT in every sense.