2008 Ford Performance Vehicles F6X Review

The first non-Falcon product from the FPV very nearly didn't happen. While the intent was there to build on the success of Ford's own SUV almost from the day Territory was launched as a mainstream product, it took until last February for the vehicle that would become the F6X to get the green light. Just eight months later it was unveiled at Sydney motor show, and a month after that it was signed off for production.

In the end, the development budget was less than FPV's opposition spent on the wing vents and taillights of the E-Series range of Commodore hotties. Well, maybe not exactly, but you get the idea.

So if, like us, you lament the fact that the F6X looks half done, understand why. It was this or nothing.

But don't for a moment think that the FPV boffins didn't spend their development pennies wisely. Save for the fact the F6X is seriously under-tyred (the result of the cost in both time and money to certify new 19-inch or larger rubber for the Tearaway Territory), in dynamic terms the end product is arguably still one of the best SUV-based performance packages in the world today.

Inside the F6X you get all the Ghia's goodies plus a light FPV makeover. Chiefly this comprises new instrumentation and re-trimmed seats that feature monogrammed two-toned black and white leather (Shadow and Pumice). And yes, the $2455 more expensive seven-seat variant extends the flash leather and F6X logos to the third row.

The F6X's new instrument cluster features the FPV logo, a tacho with redline and FPV blue illumination. Other go-fast cues include FPV-logoed pedals and scuff plates and a centre console mounted build plate. More useful is the addition of power-adjustable pedals as standard fit.

The F6X's centre console swaps the piano black of the Ghia for a unique 'Molten Metal' gunmetal finish and boasts Ford's premium Interior Command Centre (ICC) unit comprising six-disc in-dash CD player, colour screen and dual-zone climate control air.

With rumours FPV would upgrade the exterior after the car's Sydney show unveiling, the finished car's exterior differentiation (over the standard Ghia Turbo) is, frankly, still underwhelming.

FPV points to alloy running boards (with unique body colour inserts), a hatch-top rear spoiler and mesh grille insert. Molten Metal accenting also features externally on the front and rear skid plates, hood scoop inlet and mirror scalps. As noted above, the body side striping is optional.

In a perfect world, we'd liked to have seen more aggressive front and rear bumper treatments -- if for no other reason than such changes would give the F6X the standout appeal the chassis deserves. In the end, however, FPV insiders say the budget wouldn't stretch to this, given the F6X's limited 1000 unit (two year or so) lifespan.

At least there's a choice of paint colours -- after Sydney we thought we'd be saddled with white!

Eight colour options will be offered: Ego, Lightning Strike, Nitro, Seduce, Sensation, Silhouette, Velvet and Winter White. Some colours will be phased in during the first year of production -- Sensation from March 2008, Nitro from April and Velvet from August.

Though in Territory guise the turbo six's intercooler has been relocated from behind the front bumper to above the engine (as is the case with the Territory Turbo), FPV quotes identical power and torque figures for the SUV version of the powerplant.

Ford's go-fast arm is promoting the F6X as the most powerful six-cylinder SUV in the local market but it is the most powerful six-cylinder SUV in the world by our reckoning. With 550Nm of torque, it also challenges some much more expensive V8 models.

That 550Nm is not so much a peak as a plateau (it's available from 2000 to 4250rpm) with max power at a usable 5000rpm. Official fuel consumption is 14.9L/100km and the engine emits 357g/km of CO2.

FPV has specified the same six-speed ZF auto fitted to the Ghia Turbo 'donor' car but has tweaked its calibration. Gear ratios are common to all six-speed automatic Territory models, and the final drive ratio of 3.46:1 is unchanged from the Territory Ghia Turbo, FPV says.

The F6X's full-time 4WD system is also pure Territory, but boasts unique engineering in respect of suspension calibration and braking and stability system upgrades. It also dumps Territory's optional Hill Descent Control.

In hardware terms the F6X gets the GT-P's top-notch Brembo six-piston calipers and 355 x 32mm ventilated front discs -- a hefty upgrade over the standard Turbo's set-up. Single-piston calipers and 328 x 26mm ventilated disc rotors are fitted at the rear.

The result is a seriously powerful and confidence inspiring braking system. Were it every performance vehicle had binders as capable and confidence inspiring as these.

Also evidence of the depth of smarts in the development departments of FPV/Prodrive is the F6X's suspension. Though budget once again dictated the F6X retain the same damper bodies as the standard car, the boffins have re-valved the units and upgraded spring rates (around 10 per cent) all around.

These changes combine to decrease initial roll when the F6X changes direction and contribute to "a more direct steering response and linear feel". We reckon some more fancied SUV builders could learn something from the F6X's blend of ride and handling.

Lack of suitable larger Ford-approved rubber sees the FPV retain 18-inch wheels and the same 235/55 R18 Goodyear Fortera that are fitted to the Ghia Turbo. This ultimately hampers the F6X's sporting ability -- albeit at elevated levels of commitment.

Looking under-tyred in this 'big-wheel' world, this is perhaps the most obvious evidence of the belt tightening in terms of the F6X's development. At least the F6X does get a unique five-spoke alloy wheel design, finished in Alpine Silver.

If we were listening at the right time we'd be able to tell you exactly how many storage compartments the top Territory boasts -- we stopped counting at 372… Seriously, there are no packaging compromises in the change from Ford to FPV nameplate -- even the donor car's full size spare wheel is retained in the F6X.

Indeed, Ford's homegrown SUV is one of the packaging success stories of the Australian motor industry. It's easy to forget how clever the Territory is when you've not driven this Ford lately. (And if it's still attractive with the F6X's $70K-plus pricetag attached, how good does that make some of the 'drive-away-priced' cooking model Territorys on sale as this review is written in February 2008?!?)

Ultimately we're not fans of the gaudy black and white trim colours chosen for the f6X but that does little to affect the amenity of the package (save for the fact the pumice panels in the front seat cushions were already grubby in the press cars).

Unlike some performance variants of existing SUV, the F6X matches the standard car's 180mm ground clearance and its towing capacity has not been degraded -- or wiped out --via a pointless centerline exhaust… Are you paying attention Jeep?

Towpacks are available in both 1600kg and 2300kg configuration. It would be interesting to ascertain, however, if the latter retains the FPV-spec dampers so important to the F6X's fast road poise.

Antilock brakes are standard as are Traction control and Electronic Brakeforce Distribution (EBD).

To match the higher engine outputs, sportier suspension and bigger brakes, FPV engineers also developed a unique Dynamic Stability Control (DSC) calibration for the F6X.

An aside re 'security' rather than 'safety', the F6X joins the rest of the FPV clan with the installation of Datadot anti-theft microdot identification.

Do we see prospective Touareg V6 or XC90 V8 Sport buyers jumping ship for the current offer then? No, not many…

We reckon the main 'competition' for the F6X will be FPV's own sedans and perhaps cars like HSV's Grange… If you're an exec that 'politically' can't choose imported and want the 'top of the local tree' you could do worse.

The second number is even more telling. In back-to-back dry testing at Winton Raceway, the FPV-fettled SUV is just a couple of seconds slower per lap than its big-wheeled sedan counterparts. In the wet, the FPV boffins are confident the margin would be reversed!

That points to real world ability and it's an impression that was borne out during our launch drive on Victoria's Great Ocean Road. With the narrow sinuous coastal landmark seemingly beset by road crews and tourist coaches, we had but a brief chance to give the F6X its head, but when a gap materialised, the news was almost universally good.

The 270kW version of the turbo six is a stonking powerplant and works especially well with the F6X's fettled six-speed ZF autobox. No manual variant is offered, or needed.

It's no fuel miser, but even when pushing on, the average figure seemed no more profligate than the donor Turbo Ghia -- around 16L/100km. Back in legal territory it was relatively easy to return a figure much closer to 13L/100km.

The big brakes, while a touch vocal (the pads squeaked and squealed like a competition car's on at least two of the F6Xs we drove), are super strong but at the same time easy to modulate. You might able to get them to 'go away' but after a spirited 10km or so the pedal was as high and as sure as when we first stepped in the car. Ten out of ten here...

Steering response is sharper than we remember from the standard Territory Turbo and quite un-SUV-like. FPV's engineers say back-to-back, the ride is noticeably firmer when compared to the standard Turbo Ghia but in isolation the ride-handling balance feels pretty close to perfect.

Indeed, the F6X has a nimble, quick-on-its-feet feel in comparison to say our long-term V6 TDI Touareg yet rides almost equally well.

No, the main dynamic handicap is the rubber. Though a few more pounds of air pressure might have helped the cause, the Goodyear hoops caterwaul at the slightest provocation -- at much lower speeds than the European rubber on our VW for instance.

And given the car's competence in the twisties, the tyres' lateral grip levels are quite easily exceeded. The stability control system (DSC in Ford parlance) doesn't intervene too aggressively and the transition is very predictable and controllable (and fun!) but it all occurs at a lower speed than you'd expect from a SUV with such performance pretensions.

Our guess is it is simply a factor of the size of the tyre contact patch. We'd be interested to drive a F6X with, say, the same 255/50 section 19-inch rubber that's fitted to BMW's 261kW 4.8-litre V8 X5. Not only would we bet progress would be quieter -- it'd be substantially quicker.

In the end the underdone tyre and wheel package is a symptom of the disease that afflicts the F6X and threatens to strike down what could be an Aussie performance icon -- pennypinchingitis.

Rubber aside, the F6X has dynamic capabilities that are well above the rest of the package and for that reason alone its hard to justify the $76K pricetag. Ironically, even at an near $80K sticker, if the F6X was a Force6X, say with serious wheels, rich dark red leather with contrasting stitching, piano black dash, privacy window tinting and bright gunmetal roof rails, accents et al things might be a touch different.

Are we the only ones of the opinion that in going halfway with the F6X, FPV hasn't done itself any favours? Above all, it's just a damn shame such a competent and engaging vehicle presents as little better than a 'move-em-quick' dealer special.