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The FPV GT-F – This Is The End (Part 2)

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3/2/2015 11:30:24 AM

And there’s plenty of that now too. The engine’s delivery is more polished, it’s smoother as it builds to its peak but it still needs revs to really get moving, coming good around 3,000rpm, on the rampage at 4,000rpm and going ape crazy at 5,000rpm. There’s plenty of charger whine in the cabin, but the exhaust note is too subdued. It sounds fine from the pavement however.

The ZF six-speed auto used to be the benchmark back in the latter stages of the 2000s, but self shifters have moved on. What we once viewed as prime auto programming now has us reaching for the manual selector to try and stir things along, and even then those changes aren’t that snappy. It has us wondering if those buyers that opted for the Tremec TR 6060 equipped manual might have made the better choice in terms of both collectability and driver enjoyment.

Falcon driving position is just plain weird, while the build quality is average too

Falcon driving position is just plain weird, while the build quality is average too

The V8 likes to party, drinking in the high teens but that’s better than the truly ravenous HSV GTS. And speaking of the enemy...the GT-F isn’t as fast as the most powerful Aussie car ever. The HSV clocked off the 0-100km/h sprint in 4.2sec, while the GT-F managed no better than 4.8sec. Course, the 6.2-litre LSA spews torque from right down low, whereas the GT-F’s double overhead cam eight needs a few thousand revs to really hike, and by then the GTS has already pulled a gap. The GT-F drives off the line cleaner than any previous iteration thanks to a better traction control system (courtesy of the new ECU) but still the TC light flickers all the way through the timed run on our usual chipseal surface. Once the 5.0-litre has hit its straps though, there’s not much between ’em, the GT-F clicking off the 80-120km/h run in 2.45sec, the GTS running it in 2.29sec.

There is frustrating super-high seating position

There is frustrating super-high seating position

We noted the GTS to be a few clicks quicker through some of our wider, more open reference corners too. The GT-F’s front end starts to push eventually, while the GTS equipped with rear torque vectoring is able to hang on longer. The GT-F has better steering though; it’s more feel some and direct, and the car’s more nimble in the tighter corners.

The upgraded ESP helps smooth out the delivery of the torque. You’ll hear a dut-dut-dutter as the spark is retarded to stem the flow but it keeps a fairly tight rein on the rear end. The ESP doesn’t allow much in the way of sideways play like the HSV product does however.

The rear wing and door handles are painted black

The rear wing and door handles are painted black

The GT-F has all that Ford Falcon DNA like the weird driving position, average build quality, so-so rear accommodation and the lumpy boot floor. But none of that matters as 48 NZ-bound GT-Fs have all been snapped up by the blue oval faithful at $99,351. This car, number 1, will be sold by Ford NZ via dealer auction, while build number 50 will be auctioned for charity, with proceeds going to Variety. So there are still two chances to own a GT-F if you’re willing to pay a premium. The GT-F doesn’t set any new standards in the realm of the super sedan, outgunned by newer machinery, but it’s still a character, a decent drive and a fitting end to the GT line. Vale Falcon GT, thanks for the memories.

 

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