FPV GT Reviews

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?WHAT IS IT?The ultimate Falcon GT and the last to come out of Ford Performance Vehicles which was recently brought back into the fold. From now on, they come off the same assembly line as other Falcons at Broadmeadows.HOW MUCH?Wait for it . . . $76,990. That's a lot of dosh for a car that doesn't even get power seats, let alone a driver's window with auto up. The question is . . . does the performance alone justify the price?WHAT ARE COMPETITORS?HSV's GTS and to a lesser extent Chrysler's SRT8 300. After that you can add in virtually anything that's fast and attractive.WHAT'S UNDER THE BONNET?5.0-litre supercharged V8, with 335kW of power and 570Nm of torque. RSPEC features recalibrated suspension, new wider 9-inch rears with 275/35 R19 Dunlop Sports Maxx tyres and, in an FPV first Launch Control.HOW DOES IT GO?A sleeping beast waiting to be stirred. Punch the accelerator and thing unwinds like a big cat, with a roar and plenty of sound effects from the Harrop supercharger.IS IT ECONOMICAL?Hardly. Most of our time was spent travelling up and down the motorway, with an all too brief session stretching its legs on some twisty back roads. Rated at 13.7 litres/100km we were getting 14.8 at the end of 500km it takes premium too.IS IT GREEN?Gets 3 out of 5 stars from the Govt's Green Vehicle Guide (Prius gets 5).IS IT SAFE?No probs. Just like the Falcon it gets a maximum five stars, with all the same safety gear including electronic traction and stability control.IS IT COMFORTABLE?It's a Falcon and that means yes. But little has been done to isolate the driver from the noise, vibration and harshness that comes with car like this it wears you down after a while.WHAT'S IT LIKE TO DRIVE?In black with red highlights including red wheels it looks simply amazing and attracts plenty of attention. Other drivers also pay the car plenty of respect too, moving out of the way without waiting to be asked. The handling in this model is superb, with plenty of grip in corners that inspires confidence.IS IT VALUE FOR MONEY?Not really. This kind of money puts you behind the wheel of plenty of other cars, but arguably none with the same kind of appeal.WOULD WE BUY ONE?They'll be talking about cars like this in reverent terms in years to come. The environment just can't sustain them anymore, so if you want one you'd better get in quick. Something to tell your grand kids about.FPV GT RSPEC Limited EditionPrice: from $76,990Warranty: 3 years/100,000kmCrash rating:  5-star ANCAPEngine: 5.0-litre 8-cyl, 335kW/570NmTransmission: 6-speed auto; 6-speed manual RWDDimensions: 4970mm (L), 1868mm (W), 1453mm (H)Thirst: 13.7L/100km 324g/km CO2

They are the latest – and the greatest – of their current breed: the HSV GTS 25th anniversary edition and the supercharged FPV Falcon GT in its fittest form yet, the limited edition R-Spec.They represent the best from both brands before Holden’s updated Commodore arrives in showrooms in the middle of next year and Ford’s refreshed Falcon in 2014.Although the new-car sales race is more about the battle between Toyota, Mazda, Hyundai and others these days, many Australians still hold their childhood Holden-v-Ford rivalries close to their hearts – even if they’re driving an imported hatch or SUV that better suits their lifestyle.To help keep the dream alive we brought these two V8 kings of the road together for a final fling to the mecca of Australian motorsport: Bathurst.FPV GT R-SpecVALUEThe FPV GT R-Spec starts at $76,990, about $5000 more than the regular GT. For that, you get no extra power – but you do get reworked suspension and, crucially, wider rear tyres that provide much needed gripWhich is why the R-Spec is quicker than the standard GT to 100km/h – the fatter rubber at the rear means it launches better. Ford doesn’t make an official 0 to 100km/h claim but the GT now dips comfortably below the 5-second mark (internal testing showed a time of 4.5 seconds in ideal conditions), making it the fastest Australian-made car of all time.The black bodywork with orange highlights – and a “C”-shaped stripe along the flanks – are designed to pay homage to the iconic 1969 Boss Mustang. This is the most popular colour combination, with 175 made. The remaining 175 R-Spec models were red, white or blue with black stripes.Compared to a regular GT, the R-Spec price is steep – and FPV still charges $5995 for six-piston front brakes on the fastest Falcon ever made. It’s a moot point, however. Ford fans have snapped up all 350.TECHNOLOGYThe GT R-Spec saw the debut of launch control for FPV – on both manual and automatic versions (HSV only has launch control on manual cars). We drove the GT R-Spec manual a few months ago, but on this occasion had the automatic on hand.This may come as a shock to diehards but the automatic is the pick. The six-speed manual loses too much acceleration between gear-changes, and thumps and groans in the process. Muscle car fans may like the manual’s brutish feel but, by comparison, the six-speed automatic GT feels like you’re strapped to a rocket.ACCOMODATIONThe Falcon is roomy and comfortable, it’s just a pity there isn’t more visual differentiation between the GT and the standard models inside (a logo on the instrument cluster and a red starter button).Despite the price the GT misses out on other touches such as auto-up power windows and fully electric adjustment on the front seats (both standard on the HSV GTS).The seats are the same as those used in XR Falcons, but with unique stitching. There’s modest under thigh and lateral support but the lumbar adjustment is good.SAFETYStability control, six airbags and five-star safety mean the fastest Falcon is also the safest ever made. The wider rear rubber improves road holding.But six-piston front brakes should be standard, instead it gets the regular four-piston brakes. Apart from a rear camera, there are no other safety gadgets.DRIVINGThis is the Falcon GT that should have bowed in 2010 when the supercharged V8 was installed – but the extra chassis development and wider rear wheels were delayed by the Global Financial Crisis of 2008.Thankfully, FPV engineers forged ahead to give their mighty supercharged V8 the traction it sorely needed. The suspension is a lot firmer than before – and slightly more so than the HSV – but the net result is a car that has a significantly higher threshold of grip.(The wheels are still 19-inch in diameter as the Falcon can’t house 20-inch rims and still meet Ford’s clearance requirements. HSV has had 20-inch, “staggered” wheels since 2006).The shifts in the six-speed auto are smooth, enabling you to extract the most from the engine, although sometimes it doesn’t kick-down to a low-enough gear.The characteristic supercharger whine sounds superb, as does the V8 Supercar-like exhaust system, which does a good job of drowning out the intrusive tyre noise on coarse-chip surfaces.Overall, though, this is the first Falcon GT I’m genuinely excited about – and the first time I’d consider Ford’s supercharged V8 over its awesome turbocharged six-cylinder sibling.HSV GTS 25VALUEAt $84,990, the 25th anniversary edition of the GTS is $2000 more than the standard GTS and, as with the Ford, gets no extra power. But HSV has added $7500 worth of equipment including six-piston front brakes, blind-zone warning and new, lightweight wheels.The “Darth Vader”-style bonnet scoops and fender vents are borrowed from the anniversary edition HSV Maloo of two years ago. It also gets black highlights and exhaust tips, and 25th anniversary stitching in the seats and badging on the boot and door sills.Only 125 have been made (in yellow, black, red and white). All are sold, and no more GTS models will be built until the updated Commodore arrives in June.TECHNOLOGYIn addition to the aforementioned blind-zone warning (the first on an Australian-made car, it detects nearby vehicles in the adjacent lanes) the GTS has a raft of gadgets that not even Nissan’s hi-tech GT-R and Porsche’s 911 have.The GTS has an onboard computer than enables you to track the vehicle’s engine and suspension performance, G-force, fuel economy and track-trace lap times on every race circuit in Australia – with room to add more.Unlike the two-mode exhaust on the Ford, the HSV’s exhaust system can be switched to loud or quiet via the same interface. Launch control is only available on the manual GTS, but its stability control has two settings: standard, and a track mode that loosens the leash a little.The magnetically-controlled suspension (also used on Corvettes, Audis and Ferraris) has two settings: performance and track mode. A little known feature: the HSV’s cruise control will automatically apply the brakes to control speed downhill (other systems control only the throttle, not the brakes, and the speed can creep).LED daytime running lights and the LED tail-lights were firsts on Australian-made cars when introduced.ACCOMODATIONThe Commodore is roomy, with ample adjustment in the steering and seating to find the perfect driving position. The bulging steering wheel, unique instrument cluster and gauges provide important differentiation from the standard car.The lower seat cushions have good under thigh and lateral support but not as much lumbar adjustment as the Ford. The optional sunroof fitted to the test car robbed our 187cm-tall (6ft, 2in) test-drive companion of headroom. As much as he enjoyed the GTS, it became too uncomfortable and did the majority of his time in the Ford.SAFETYStability control, six airbags, five-star safety and ample grip – and the biggest brakes fitted to a locally-made car – have all the bases covered.Side blind-zone alert is a handy feature (especially given that the Commodore’s mirrors are so small) and the rear camera helps squeeze into tight parking spots. But the thick windscreen pillars still block your view in some bends – and pedestrian crossings.DRIVINGThe HSV GTS is not as quick as the FPV GT R-Spec – especially when the Holden is a manual – but it’s still fun to drive, and capable of a low 5-second dash to the speed limit.The lightest 20-inch rims ever made by HSV trim 22kg from the overall weight and subtly improve steering feel. My favourite part, though, is the crackle and burble of the bi-modal exhaust on over-run and between gearchanges.The brake pedal feel is superb, too. I prefer the HSV’s slightly better damped suspension, and the car is quieter at cruising speeds.VERDICTIn many ways the outcome of this exercise is academic because buyers from both camps rarely switch sides. The good news is that true believers in Ford and Holden have world-class cars to choose from – which wouldn’t exist without the fleet versions of the Falcon and Commodore on which they’re based.Nevertheless, this result may make for difficult reading for Holden fans. HSV has had the upper hand in performance and handling over its Ford rival for some time, but the latest FPV GT R-Spec finally turns the tables.HSV still leads with technology, equipment, all-round refinement and overall capability – but if power and control are the primary criteria, the FPV GT R-Spec wins this contest. Being several thousand dollars cheaper than the HSV simply seals the deal.FPV GT R-SpecPrice: from $78,990Warranty: Three years/100,000kmService interval: 15,000km/12 monthsSafety rating: 5 starsEngine: Supercharged 5.0-litre V8, 335kW, 570NmTransmission: Six-speed automaticThirst: 13.7L/100km, 324g/kmDimensions (L/W/H): 4970/1864/1444mmWeight: 1857kgSpare wheel: Full size alloy (front)HSV GTS 25th anniversaryPrice: from $84,990Warranty: Three years/100,000kmService interval: 15,000km/9 monthsSafety rating: 5 starsEngine: 6.2-litre V8, 325kW, 550NmTransmission: Six-speed manualThirst: 13.5L/100km, 320g/kmDimensions (L/W/H): 4998/1899/1466mmWeight: 1845kgSpare wheel: Inflator kit. Spare wheel $199

Ford Performance Vehicles (FPV) is no longer a standalone operation, it’s now in the process of being incorporated into the mainstream part of Ford Australia’s business as part of the cost trimming necessary to keep Ford in operation locally. Our test GT Falcon came from FPV directly as we picked it up just before the announcement of the changes to the company’s structure.VALUEWhen first launched last year, the new hot Falcon was the first supercharged V8-powered GT in its 43-year history. With 335 kW of peak power and 570 Nm of top torque, the 5.0-litre Boss V8 is fitted to four models – the GS, GT, GT-P and GT E – ranging in price from just under sixty-grand to $83k. The GT test car comes in at a tad over $71,000 – a stunning bargain when compared with similar cars from the like of Audi, BMW and Mercedes-Benz.With minor changes on the outside, the main game inside has been upgraded with the latest in smart automotive technology, including a new command centre, the focus of which is an 8-inch full colour touch screen. Centrally placed on the dashboard, the screen lays out an array of important vehicle information from air-con, audio, phone to satellite navigation systems. Unfortunately the angle of the screen makes it particularly prone to reflection in bright sunlight making it difficult to read too often.The luxury Falcon GT E, GT-P and F6 E models also feature a new integrated satellite navigation system with Traffic Message Channel as standard equipment. This includes 2D or 3D map modes; ‘junction view’ graphical representation of the road; ‘green routing’, which works out the most economical route, as well as the fastest and shortest routes available; advanced lane guidance and signpost information indicating which lane to use; street house numbers left and right; ‘Where Am I’ feature to show nearby points of interest and over-speed and speed camera warnings.Already standard on the big Ford GT E and F6 E, a reversing camera is now part of the package on the GT, adding to the convenience of the reverse audio sensing system which now displays a graphic on the command centre screen to supplement audible warnings.TECHNOLOGYAt 47 kg lighter than the all aluminium 5.4 litre Boss 315 kW engine it replaces, the new 335 kW engine is the result of a $40 million program put together by Aussie-based company Prodrive, a major operator of the FPV organisation at the time. Taking a lead from the Coyote V8 first introduced in the latest American Ford Mustang, the base of the new FPV engine is imported from the US in component form and hand assembled locally by FPV, using extensive Australian-made componentry.The heart of the Australian engine is a Harrop Engineering-developed supercharger utilising Eaton TVS technology. Fuel consumption figures held no surprises, the test GT using 8.6 litres per 100 kilometres during a cruise on the motorway, while in town gulping 18-plus litres over the same distance.DESIGNOn the outside the Falcon GT is fitted with new lighting complete with projector headlamps. Cabin comfort is good, with plenty of room all round, driver visibility to match and pretty good support during hard cornering.Interior upgrades include the addition of FPV floor mats, while added exclusivity of the GT comes with each car individually numbered – in the case of the test vehicle ‘0601’. Collectors please note. We loved the triumphant power bulge rising above the bonnet; the figures ‘335’ on the flanks spruiking the power plant’s potential in kilowatts (450 horsepower in real money); and Boss announcing the engine’s station in life.SAFETYSafety is in the hands of driver and front passenger airbags, plus front seat side thorax and curtain airbags, anti-skid brakes with electronic brake force distribution and brake force assist, dynamic stability control and traction control.DRIVINGFitted with a six-speed automatic transmission with sequential sports shift, a no-cost option on the GT, the whole package produces handling which belies the car’s bulk – the balance of an Olympic gymnast and snappy turn-in of a 200m sprinter – four-piston Brembo brakes making light of pulling up.Driving flexibility is way above that shown previously in a big V8.The Falcon GT will happily tootle around in town traffic. But plant the foot on the highway and the beast is unleashed, putting instant power to the road, while out the back, via a quad pipe bi-modal exhaust system, comes a deep engine note to match.VERDICTWe loved every minute of our time in this great Aussie muscle car.Ford FG Falcon GT Mk IIPrice: from $71,290 (not including government or dealer delivery charges)Warranty: 3 years / 100,000 kmSafety: 5 star ANCAPEngine: 5.0-litre supercharged DOHC V8, 335kW/570NmTransmission: ZF 6-speed, RWDThirst: 13.7L/100km, 325g/km CO2

The company's first supercharged V8 has put the GT range back at the top of the FPV food chain.

That may be shocking in a good way, or a bad way, but whichever way, there is no mistaking the car in the traffic. And there was no better case in point than the Ford Performance Vehicles GT in its aptly named shade of Toxic.People laughed and pointed, some joked with friends — and there were those who appeared to like the electric, Kermit-green colour. But we had thick skin and tinted windows and when the right foot hit the throttle it suddenly didn't matter what people thought.The GT starts from $62,210 for the manual. The car we tested came to $68,000 with the slick new six-speed automatic for $1250, stripes for $595, an extra $2795 for leather, a $950 performance steering wheel and $200 floor mats.The GT comes with a 5.4-litre quad cam 32-valve V8 under the bonnet that produces 290kW of power at 5500 revs and 520Nm of torque at 4500 revs.In "D", the six-speed auto is smooth with quick changes and is rarely left hunting.Flick it to the left and up comes PERF (performance) on the LCD display. The performance mode is a more aggressive automatic mode. Gear changes are held longer on the upshift, the intuitive system avoids nasty shifts in cornering and gears are held under braking.Move the lever forward or back and the transmission goes into manual mode.Push forward for a down-shift, pull back for an upshift. The result is simple (and fast) no-clutch gear changes.In the city the lack of the usually heavy V8 clutch made peak hour a lot more comfortable for the left leg.The BF's auto allows drivers to hold gears at redline without changing in manual.It does, however, have an in-built feature that allows for the need to punch quickly while cruising. An aggressive stamp on the accelerator will have the box searching for the meat of the torque curve to provide maximum urge.With traction control as a standard feature, grip in the wet is a lot more substantial than the previous model, making it easier to get the power on to the black stuff.It will still spin the wheels but the driver is not battling quite as much to keep it in a straight line. If you want to play, the traction control is switchable.What a disappointment it was to find the gentle rocking-at-idle of the previous model no longer exists.While it may seem a small thing, it was one of those delights that make V8s such a visceral experience. This feature has apparently been tuned out to meet new emission regulations. Despite the re-tuning, the GT has not lost the rumbling V8 note that turns into a wailing monster with little prompting.While the GT feels heavy on a tight road, it has a crisp turn-in and not too much body roll.On the open road it is a comfortable cruiser.Tyre noise was more intrusive than expected. And, as time went on, the tyre noise became more apparent rather than fading into the background.The big Brembo calipers and ventilated discs mean the GT stops time and time again, without hint of fading.On the outside, there is no mistaking the GT's pedigree from front to rear.The fog lamps with satin chrome surrounds, sculptured side skirts, three-pillar spoiler, V8 Supercar-inspired tri-slot front splitter and the new rear fascia with the beefy twin exhausts make sure there is no mistaking the GT is a GT from any angle.Care has to be taken, however, when entering or exiting driveways and moving over speed humps because of the tendency of the spoiler to scrub.Inside, the GT's reflective-style silver stitching on the trim looks cheap but the hugging four-way electrically adjustable driver's seat is comfortable and supportive.For $950, the sports steering wheel is more comfortable than the standard XR8-style offering but still unnecessarily chunky.The on-board computer showed an average of 19.4 litres of fuel used every 100km but that was mainly city driving. The optional stripe package should be standard on the GT, as it is on the GT-P, because it makes the car look more like the animal it can be.

The F6 is one of the most significant newcomers of the year and we had planned to give you the verdict today on the start of the turbo era at FPV, but that was before clutch troubles hit the fast Falcon division.All 80 Typhoons delivered to owners are about to get a new clutch and, to make sure there are no further mishaps after a pair of clutch failures during testing by Motor magazine, all company cars have been parked.That's why our test this week is a Mark II Falcon GT.It's a nice enough car, and has the six-speed manual gearbox the GT always deserved, but it's not a Typhoon. And we're also waiting for our first run in the F6 Tornado ute, also hit by the clutch drama.The GT has been a strong performer for FPV since it was born again for the noughties and it has been one of our favourites since John Bowe first showed us what it could do in 2003.Since then it has been our first choice among the Aussie muscle V8s, ahead of anything from Holden Special Vehicles and also up and away from a bunch of other performance cars, including a range of Alfas and even some of the Audi-BMW-Volvo hopefuls.It is good value in the $60,000 bracket and has hit the sweet spot with a bunch of customers who dreamed about a GT in the 1970s but were too young or too poor.Slipping into the GT MkII instantly reminds you of the strengths of the car: fine engine, well-balanced chassis, cushy seats. It is a top drive.But we were also struck by the lacklustre steering wheel and two cheap-looking gauges on top of the centre console, copying the cabin work in the latest HSV cars.The work on the MkII is a curious combination of engineering refinement and tweaking.The main mechanical upgrade is on the close-ratio, six-speed manual transmission. It's more than just a standard Tremec T56, and has been reworked by Prodrive engineers and given a direct-linkage shifter, linear bearings on the shift rail and unique ratios for the GT.The objective was six usable gears, without the "moon shot" top so common in six-speeders, and a smooth shift that doesn't require Popeye biceps.The suspension has come in for work, too, partly thanks to advice from Bowe.He thought the original GT front suspension was too soft, so the car is now 14 per cent stiffer in the front springs and 10 per cent in the rear. And the GTP model gets 19-inch alloy wheels.Inside, the MkII pack includes dual-zone automatic airconditioning, a large colour screen in the centre of the dash for sound and climate readouts and oil temperature and pressure gauges. A sound upgrade is courtesy of a 100-watt amplifier, subwoofer and six-disc in-dash CD player.Outside, the car is a bit more obvious in traffic, thanks to a Boss 290 Hood Decal and the new GT body stripes, which have a thinner strip over the fat base. It's a change from the double-banger stripes on the original GT, which were a big hit with owners.ON THE ROADTHE MkII is a sweeter GT to drive, thanks partly to the gearbox and partly to the suspension.Its ride is still impressively smooth and jar-free, and it stands up better in corners. It doesn't turn as instantly and enjoyably as the SV6 Commodore, our benchmark for locally made response, but it has a sharper feel than anything from the HSV family.The gearbox is really good, with well-chosen ratios and a slick shift. The clutch is still heavy, but the gear lever is light and easy to use.The six speeds mean it is easier to keep the quad-cam V8 running hard, which is part of the reason for buying a GT.It doesn't have the big holes between gears of some of its rivals and the cruising gait is nice and relaxed. It usually takes only a single downshift to turn more than 3000 revs for instant overtaking and access to the real power beyond 4000.The engine is a highlight, despite the recent introduction of a 6.0-litre Holden grunter in the HSV Senator, Grange and GTO Coupe.The Ford motor is keen to spin and that's why it has a rev limiter and a warning buzzer to stop the action at 6000 revs, a mark we're not keen to explore with the rival Holden motors.Our test car was fitted with the costly optional Brembo disc brakes, which add close to $6000 to the bottom line. They should be standard on any car with this pace, not just the GTP version.We also enjoyed the fuel economy, which was pretty good at 13.7 litres/100km. The result is better than FPV's tests at 15.3 litres, but we did a fair bit of highway running when the engine was barely working and consumption was better than 10 litres/100km.But we could never get really comfy in the seats, the extra dials on top of the dash look like a lash-up from Super Cheap and the steering wheel is a disgrace in a GT.It should look different and make you feel special, but instead it's a reminder that the GT is really just another Falcon.It's not just another Falcon when you turn the key and sample the lovely lumpy idle and gruff exhaust note, but the car deserves more.Still, there are people who want a Falcon GT and only a Falcon GT. What they will find in the MkII is a car that is even better and still a benchmark for local performance cars.THE BOTTOM LINETHE GT is even nicer to drive but we think the cabin looks cheap and the steering wheel has to go.

A small group of cars are Aussie icons. They set the heartbeat for local motoring.The born-again Falcon GT clears the bar with a handy margin and so does the HSV Senator. Both pump up the local action and raise the pulse for people who want the best of the best with a local badge.The fast new Ford scored a perfect five-star rating when we tested it earlier this year, so now we've balanced the scales with a long, hard look at the Senator Signature.It's a late look because Holden has just updated the VY Commodore with Series II models, but it will be a while before the HSV cars get their new tweaks, so we decided it was time for some hot Holden action.The Signature got the nod because of its icon status, confirmed by its mechanical package and luxury gear that lifts its price above $80,000.It's also the car of choice for Holden motorsport hero Mark The Boss Skaife.The Senator Signature costs a lot for a home-grown car, even a muscle car from HSV, and we wanted to know if it did the job. The short answer: yes.It has a 260kW engine that grunts and goes, specially set suspension that combines grip with comfort, and the sort of luxury and little surprises you'd expect more in the Audi-BMW-Benz price range.Even the people at HSV have a bit of trouble citing the differences between the $74,650 Senator and the $80,140 Senator Signature.But they confirm the dearer car with the extra name has better seats, premium brakes and 19-inch alloy wheels with Pirelli P-Zero tyres.The ventilated and cross-drilled brakes alone should be worth the extra to serious drivers.But it's the Signature badge that will do just as much convincing for people who want to go all the way.The Signature isn't the quickest or the costliest car in the HSV range, but it is the sort of car that a lot of locals would rate against the mid-level European luxury contenders.It has size as well as a proven brand name, but it's the depth of the action that makes the real case.The Senator comes with an engine that got a 5kW kick in the change to the VY and could easily get another tickle for VYII.It has everything from electric leather seats and monster alloy wheels to cruise control, automatic airconditioning and an eight-speaker sound system with a six-stack CD.But we were most impressed by the little things. The Senator has a pair of extra instruments stacked on top of the dash in a neat little housing, the steering wheel is a bit different from other hot Holdens, the dashboard dials have been given a special HSV look with white faces and different graphics, and the pedals have drilled alloy plates.The Senator has to get by with the same four-speed auto that holds back the whole Holden range. Most premium performance cars are moving to five-speed autos and Mercedes has just developed a seven-speeder for its S-Class. But otherwise you get all the fruit.On the roadIf you want to cut to the star rating, the Senator Signature gets four.It's very, very good and terrific value, even with an $80K bottom line, though it's not as balanced or complete as the GT.The fast Falcon gets a bull's-eye for every one of Ford's targets while the Senator just misses the mark in several areas.It's not by much, but a car has to be best-in-show to get the five stars we've given to the GT and Honda's latest Euro Accord this year.But there are lot of good things to say about the Signature star. We really like the way it drives and the comfort.The dials in the centre of the dash are a great touch, even for people who don't need to know about volts and oil pressure.The seats, too, are great. It took a while to get them set right, with sliding upper-body support similar to a Qantas business-class chair, but they are terrifically supportive.The sound system is fantastic, the final finishing work is very good, and we liked everything from the airconditioning to the alloy wheels.The body bits on the Signature are also matched well to its price, pushing the point without shouting. It's muscular, but not boy-racer silly.Turn the key and you remember what HSV is all about. The Senator has a meaty exhaust note and takes only a tickle to get hot and heavy.Our test car was an automatic and was great for city running. It really cracked away from the lights and the kick-down response was instant and brutal, though it needs an extra gear to provide the sort of driving enjoyment possible with a Euro car.The suspension is set surprisingly soft, but the brakes are brilliant. They easily match the power and make the car reassuring to push along quickly, despite its 1700kg.We liked the Senator Signature a lot and can see plenty of reasons to put one in the garage.It's a solid four-star performer that's another reflection of the classy work being down by local carmakers, especially at the muscle car end of the business.