- Doors and Seats
4 doors, 5 seats
- Engine
5.6i, 8 cyl.
- Engine Power
250kW, 500Nm
- Fuel
Petrol (95) 11.2L/100KM
- Manufacturer
RWD
- Transmission
Manual
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Balance of power
The Aussie muscle car is making a pretty serious comeback as the millennium draws to an end. HSV, Holdens performance partner, has pretty much had free rein in the prestige V8 stakes for the past decade or so.
In the background, Ford has been slowly working away at matching, or at least catching, the pace set out front.
Sure, Fords grunted out a couple of limited runs of GT Falcons to keep the diehards happy. But, in the bigger scheme of things, theyre less significant for outright sales. The image of HSV is enormous and Holdens continuous line of V8 models has made it a favorite with many Australians.
But now Ford has its own weapon in the form of the T-Series. Based on Falcon-Fairlane bodies, the T-Series is a range of three performance luxury cars designed to steal some of Holdens muscle-car thunder. While Ford is adamant its new cruising V8 beast is no direct match for HSV, there are obvious similarities, not the least of which is a prestige price-tag and boosted V8 performance.
Drive has put two of the fastest sedans in the world head-to-head in an exclusive first comparison. But its not just a drive around the burbs followed by a country cruise. Its only fitting to put two such thorough sports tourers well and truly through their paces.
Using professional performance timing equipment, we pitted Fords TS50 against HSVs ClubSport at Melbournes Calder Park raceway. From there, we headed north to Shepparton to give each car a thorough track test under controlled conditions exactly what you need to really evaluate the potential of these high-performance machines.
The final test involved more than 300 kilometres of on-road driving that included everything from freeway to secondary country roads and stop-start congested conditions. While we would have preferred a better-equipped ClubSport R8 from HSV, timing and logistics meant we had to make do with the standard model, the basic ClubSport.
At the time of our comparison, we didnt know the price of the mid-spec TS50 we had requested from Ford. But given its the only one with the stonking 220-kilowatt V8 20kW up on the other two T-Series models it made sense to test the Blue Ovals best.
Almost 500 kilometres including track testing, skid pans and on-road testing. The result? Read on.
PRICE AND EQUIPMENT
Price could be considered a sore point when youre talking basically spruced-up local family transport. But its when you consider whats under the bonnet that these local favorites start to show their worth.
Just as a ticket to the grand final costs more than one to a regular game, a top-whack Falcon or Commodore will set you back a fair bit more than a standard model.
About the closest big-car performance youll get will set you back about $150,000 and will carry a European badge, probably German.
While at $75,000 the Ford is more expensive than the HSV, it also comes appropriately specified. For starters, its based on the upper model Ford, the Fairmont, whereas the HSV started its General Motors life as a lowly Executive.
That means the TS50 comes with full electrics, cruise control, an electric drivers seat, floor mats, a trip computer, dual airbags, climate control air-conditioning, an alarm, fog lights and an above-average CD sound system with a sub woofer for better bass reproduction.
Mechanically, the TS50 has a more potent 220kW V8 engine mated with a standard automatic transmission that features change buttons on the standard Momo airbag steering-wheel. It also has traction control and anti-lock brakes (ABS).
And what the TS50 lacks in attention-pulling wings and spoilers it makes up for in touches of leather and chrome inside. But its not overdone and on the dash theres a strip of imitation carbon fibre, instead of the Fairmonts plastic tree.
The HSV had more humble beginnings, but its been well tweaked along the way. Just about every Holden option box has been ticked, and now it matches the Ford in electrics, cruise, foglights, ABS and traction and a CD player.
However, it runs on only 17-inch wheels and the only leather is on the steering wheel. Plus the HSVs air-con isnt automatic, its sound system isnt as good and it doesnt have features such as buttons on the steering wheel.
Still, at $55,000, the ClubSport is much more affordable. But our test model came with upgraded brakes ($5550) and a very expensive electronic road map (sat-nav) bringing the total price to $64,777.
Ford TS50 - 3 stars (out of 5)
HSV ClubSport - 4 stars (out of 5)
PERFORMANCE
Before we go into the finer points, lets get one thing straight: neither of these V8 vehicles is underpowered, nor will you be left wanting for overtaking attributes.
Calling them Australian, though, may be stretching the truth somewhat given the V8 "muscl" parts of the Ford and Holden equations are sourced from the United States.
While refinement is neither engines strong suit, its not exactly the primary aim. However, the Ford 5.0-litres trademark rough idle is a little too much in stop-start traffic. Anyone used to a prestige German marque might at first be shocked at the relative harshness and noise emanating from beneath the bonnet. But they will be equally shocked at how well the car travels from a standing start.
The HSV jumps faster off the line and continues its momentum well past the bounds of legality. Under controlled conditions, the HSV reached 100kmh in a little over six seconds a legacy of its massive 250kW at 5600rpm and covered the standing 400 metre dash in close to 14 seconds.
Thats fast in any language, and theyre times the Ford couldnt match. The Ford is a brisk V8 but the HSV is genuinely fast. Still, the TS50 with its 220kW, was far from disgraced, posting a 0-100kmh of 7.5 seconds and a 15.4-second 400-metre time.
In everyday driving, the differences are perhaps less obvious, although the HSV is still noticeably more responsive. Even in the all-important 60-100km/h bracket, the HSV outperforms the Ford, although gearing means the TS50 is only 0.3 of a second off the pace.
Neither car has the super low-down grunt found in other engines from their respective stables. Peak torque in both is produced at 4000rpm, high for any engine, but particularly high for a V8. Sure, the peaks are quite tall (at 473Nm for the HSV and 435Nm for the Ford) but the hunt for outright kilowatts has meant a higher rev limit and an appropriate shift in the engines response curves.
That tuning means both engines thirst for the more expensive premium unleaded fuel, but the HSV has a knock sensor to control engine "pinging".
The final downside of the Fords engine were the fuel figures we achieved over our test loop. The TS50 used 18.6 litres per 100km while the HSV slurped a still-substantial 17.2.
Its not all good news for HSV in the performance stakes. The dressed-up Holden still suffers from its donor cars poor points, the most notable of which is a dead ordinary transmission. While Ford has used an impressive four-speed auto with adaptive shift and steering wheel-mounted up and down buttons, HSV has stuck to the same old nail thats developed a reputation for ordinary shifts and average selection times.
Although HSV has reworked the shift points, the transmission is still the only real disappointment in what is otherwise a great driveline ... and it doesnt sound V8-ish enough from the cockpit, something the TS50 has well worked out.
Outside, its a different story, the HSVs tuned exhaust has a more enthralling sound than the Fords hidden pipes can muster.
Ford TS50 4 stars (out of 5)
HSV ClubSport 4.5 stars (out of 5)
ON THE ROAD
Public roads are not the right place to explore the handling limits of an HSV or T-Series, because these two cars can get you into a few years worth of trouble with both your insurance company and the law.
So we headed to the controlled confines of the Driver Education Centre of Australia (DECA) to learn more about these performance vehicles.
For the TS50, luxury was certainly part of the goal. But looking at the massive 18-inch wheels on each corner, theres little doubt performance was also a fairly high priority.
Throw the TS50 at a corner and itll more than likely make its way around, such is the impressive grip from both ends. Particularly from the rear, where the TS50 sends its power through Fords impressive independent rear suspension set-up, the Ford sticks brilliantly, even on wet roads. Yes, it can be provoked to break traction, but it also works hard at staying stuck to the bitumen.
Peer through the seven-spoke alloys on the Ford and youll notice something thats been a long time coming better brakes. Performance Falcons have been lacking in decent stopping power for some time, and now Tickfords come to the party with twin-pot callipers and a unique swirled groove on the disc to keep the surfaces clean and better dissipate heat.
Its just a shame the brakes dont work quite as well as they look. Sure, the TS50s brakes pull you up pretty well, but the pedal feel is marginal, being too firm and generally lacking feel. The HSV is worse still when it comes to pulling up.
In standard guise, the ClubSport comes with nothing more than Commodore anchors, something well out of synch with the rest of the performance package. The ClubSports brakes are well underdone for a car capable of reaching about 250km/h and screaming to 100km/h in less than seven seconds.
If youre prepared to pay extra, though, things soon shape up. The ClubSport we tested came with HSVs finest, a premium brake package costing a fairly hefty $5550. The massive drilled discs do a superb job of hauling-up 1.7 tonnes of fast-moving metal.
One look at the expensive set of tyres on either car points to the intentions of each car. Drive them hard and youll quickly chew through plenty of expensive rubber. After all, these are big, heavy cars.
But drive the HSV hard and it quickly eats the outside front tyres, leaning heavily as it pitches through corners. And theres also that lifeless, poor-feeling Commodore steering to contend with.
The TS50, conversely, not only has a more controlled steering feel but also takes better care of its boots, gripping tenaciously around corners.
It may surprise fans of a rear-wheel drive layout to discover that two cars with such enormous outputs have a tendency to understeer, or push at the front, when driven hard. Thats probably each manufacturer keeping safety in mind as much as anything.
Traction control on both is another safety addition, and if switched off, both the Ford and HSV can be made to spin their rear wheels.
At the back, its another victory to the Ford, which uses the better developed independent rear suspension to its maximum. The Commodores rear, on the other hand, seems more of a marketing exercise than a performance attribute particularly once its delivered the full 250kW.
While off the line the HSV jumps harder, it can squirm when pushed hard through corners and ultmiately let go with less warning at the back. The low-profile nature of the tyres means the ride wont rival that of most luxury cars.
But surprisingly, its the HSV, which has a sportier image, that makes a better meal of the bumps. Both cars absorb larger bumps well, but the TS50 tends to jiggle around on smaller imperfections, making the ClubSport a slightly more comfortable prospect.
Ford TS50 - 3.5 stars (out of 5)
HSV ClubSport - 3.5 stars (out of 5)
PACKAGING
Marketing each car as a more special version of a volume-selling model is achieved in quite different ways. For HSV, subtlety was not an issue, and this car quite simply shouts "Hey, look at me!". Its a car to show off in and doesnt need to driven hard to attract glances, thanks to a wild, but cohesive assortment of wings and spoilers.
From a distance, its easy to initially mistake the TS50 as a regular Fairmont with a good set of wheels and only a small rear spoiler is optional.
Inside, its a similar story. The TS50s Fairmont roots means it looks quite different to a Falcon, and the leather trim is a welcome addition. HSVs trim, on the other hand, looks as if its been lifted straight from a Boeing concept aeroplane, with its bright-orange pattern.
Comfort levels in both cars is impressive, although ultimately the ClubSports superbly supported pews make for a more sporting feel, and they grab you tighter in corners. The Falcon makes up some ground with its dynamic Momo tiller.
Each maker makes you feel youve bought something special by including plaques noting the vehicles build number. Ford even goes a step further by including the engine builders name under the bonnet.
As for space and versatility, there are obvious differences between the standard Commodore and Falcon packages. Each provides plenty of room for five people and a large boot, although the Fords is more accessible with a proper split-fold system. Theres height and reach adjustment on the drivers seat and steering wheel of both cars.
As for quality, its a bit of an unknown quantity. The HSV we tested was already starting to develop the odd rattle, although, to be fair, it had travelled further than the much newer Ford.
Ford TS50 - 3.5 stars (out of 5)
HSV ClubSport - 3.5 stars (out of 5)
VERDICT
Choosing a winner involved plenty of debate. Although the way the Ford TS50 and HSV ClubSport go about their duties is quite different, each has distinct strengths and weaknesses.
The Ford is better equipped, but significantly more expensive. And its grip, particularly from the rear end, is more composed and ultimately better.
From a handling point of view, the TS50 is an impressive machine, looking after not only the driver but its tyres. However, its 18-inch wheels make for a somewhat jittery ride.
The T-Series looks classier and more subdued than the way-out HSV. But styling is, ultimately, a personal choice.
The HSV, on the other hand, excels in attracting attention with every move it makes and when its parked. Its much more overstated and, for the most part, its looks live up to its performance claims.
However, the way the ClubSport sits on the road lacks the apparently better development poured into the TS50. The HSV is more prone to a rear-end slide and wheelspin can be more easily induced.
Ultimately, though, that characteristic can be partly attributed to the storming 5.7-litre Chevy V8 under the bonnet. Its an impressive device surrounded by occasionally less impressive "back-up" artillery.
But on the whole, those 250 kilowatts are enough to keep the HSV ClubSport a nose ahead of Fords new TS50. For now, the HSV is the pick of the Australian muscle-car crop.
Ford TS50 - 3.5 stars (out of 5)
HSV ClubSport - 4 stars (out of 5)