FPV - When eight isn't quite enough

The GT-P offers a 335kW powerhouse with 570Nm of torque. Photo / Supplied

While there's really nothing quite like the sound of a grumpy V8 in full cry, Ford's FPV performance offerings in recent years have left the line-up of force-fed six cylinder Falcons as the brand's real stars.

The turbo sixes like the F6 Typhoon and F6E have proven far more engaging drives than the big, lazy 5.4 litre eights fitted to vehicles like the flagship GT-P - but that's all just changed.

The Aussie blue oval boffins acknowledged the enthusiasm for the thrilling ride delivered by the straight six engines, and set about shifting the balance of power - with the welcome addition of superchargers.

Binning the 5.4 litre Boss engine in favour of the lighter all-alloy 5.0 DOHC V8 a la Mustang 'Coyote', with a cleverly placed blower deep into the 'vee', has proven to be muscle car magic.

There's 45kg less weight in the much-lauded Coyote, meaning sharper turn-in and a more balanced feel to the car as a whole. And, of course, a lot more power.

Two different tune states are on offer - a 315kW version fitted to the $73,990 GS 'entry level' sedan and its tail-happy counterpart for brave tradespeople, the GS Ute. But the real mumbo comes in the GT range, which offers a 335kW powerhouse pumping out a solid 570Nm of torque.

"We used to call it a torque curve, but now it's pretty much a torque line," joked FPV's Paul Cook, before letting a bunch of motor noters loose on the Hampton Downs circuit under the more sensible guidance of NZV8 champ John MacIntyre.

Despite all carrying hints of the heritage Ford 'hockey-stick' graphics, each of the cars in the range have distinct personalities - the bottom-of-the-rung GS models are much softer on the road and track, 20kW down and, Cook said, pack more interruptive traction control systems that call for a lighter touch than the fire-breathing $95,500 GT-P.

"The really serious guys are going to want the GT-P," said Cook. And he's right. Given the option, I'd either take the big eight option or stick to those highly-rewarding and very rapid 310kW turbo sixes.

Off the line, the GT-P and its more refined yet highly-motivated executive brethren GT E are savage. The traction control gives them enough rope to be fun, but not quite enough to get too loose. If that's your thing, though, total freedom is a button push away. In the GS, it interrupts just at the point of getting interesting.

The expected supercharger whine was basically non-existent, with the Eaton and Harrop-sourced custom blower barely audible.

"A lot of that sound has now moved in frequency - it's now mostly out of human audible range," Cook said.

While the unnaturally-aspirated five-litre still makes the right noises at the steeper end of the rev range, most owners would be happy to let the HSV drivers hear that extra 10kW that they can't buy straight from the factory.