Ford, Holden in power play

Visually, the VE Commodore Series II makeover is minor, but Holden has worked on the aerodynamics. Photo / Supplied

Ford's upcoming Falcon GT is set to replace the Holden Commodore GTS as Downunder's most powerful sports sedan, a move that will fire up the intense rivalry between the Australian carmakers.

Ford's go-fast division, Ford Performance Vehicles, has put a supercharged version of its new 5-litre Coyote V8 under the bonnet of the Falcon GT.

The all-alloy 335kW/570Nm engine FPV calls "Miami" eclipses the 325kW/550Nm power and torque of Holden Special Vehicles' naturally aspirated 6.2-litre V8.

Ford is likely to hold on to power bragging rights for the next couple of years, or until HSV introduces its new Chevrolet-sourced small-block V8, under development now.

Ford might even up the oomph ante again - an Australian-made supercharging kit for the Coyote V8 produces a claimed 465kW.

It hinted as much at the launch of the Coyote V8 in Melbourne this week. Bryan Mears, managing director of FPV majority shareholder Prodrive Automotive Technology Asia Pacific, said the development project factored in "futuring" for the V8. He said: "I think we would be silly to limit ourselves."

The new FPV V8 is based on the new Mustang engine in the United States. It is modified and assembled in Melbourne, using up to 40 per cent Australian-made parts.

It is not only 20kW more powerful than the larger and heavier 315kW 5.4-litre Boss V8 it replaces, but cleaner and marginally more fuel-efficient.

Ford claims town-and-around fuel economy of 13.6 litres/100km/h in manual GT form against 14.2 litres/100km for the Boss unit.

FPV is building the Miami V8 in two states of tune for its sedan and ute range - a 315kW/545Nm version for the entry-level GS, and the 335kW/570Nm unit for the GT, GTP and GTE vehicles.

Both engine variants hit peak power at 5750rpm, but the GS delivers peak torque at 2000rpm and the GT at 2200rpm. The GT engine hangs on to torque all the way to 6000rpm; the GS unit lets it fall away at 5500rpm.

The only difference between the two engines is the electronic calibration, say FPV engineers.

Chief engineer Bernie Quinn said that low-to-mid-range torque was the key achievement of the supercharged engine, giving the new GT class-leading 80-120km/h overtaking punch and strong every-day performance.

"Maybe once every six months you might get to peak power at 6000rpm, but every day you get into the car, you feel the torque," he said.

Both engines will be offered with a revised six-speed ZF automatic transmission or revamped Tremac six-speed manual transmission with a new ZF twin-plate clutch from the Mustang GT500.

Prices in Australia and New Zealand will stay under wraps until the car's media launch in the lead-up to next month's Bathurst V8 Supercar race.

The first production run of 252 GTs is already sold out. New Zealand will get 40 from next month.

FPV began its search for a new V8 five years ago when it found its 5.4-litre Boss V8 would be too expensive to modify to meet Euro 4 emissions regulations that came into force across the Tasman on July 1 this year.

It chose its parent company's then secret Coyote V8 and began its own development programme, ultimately costing around $50 million.

FPV took the Coyote V8 apart, fitting new high-performance components. Engineers decided on supercharging. It offered better low-down response and a more compact engine package.

The supercharger came from Harrop Engineering, the Melbourne company which also supplies blowers to HSV sister company Walkinshaw Performance and Ford Racing in the US.

While the supercharger adds 13kg to the engine's weight, the alloy V8 is still 47kg lighter than the outgoing Boss engine.

The Boss badge will stay, if only for tradition.

Unlike Holden, FPV has no plans to introduce alternative fuel variants of its new V8, saying it will be petrol only.

Holden will this month launch its updated VE Commodore Series II range with 3-litre V6 and 6-litre V8 engines tuned to run on 85 per cent ethanol-petrol. Its 3.6-litre V6 won't will flexi-fuel capable until 2012.

Holden says both engines can run on petrol from 100 per cent pure unleaded, up to 85 per cent bio-ethanol (E85) for an increase in performance and up to a 40 per cent reduction in CO2 emissions.

The carmaker admits it has no idea what the take-up for E85 will be.

Holden NZ corporate affairs manager Neil Waka says Holden wants to see more E85 fuel available. "We are talking with one or two of the fuel companies now," he said.

E85 is cleaner burning but has a lower energy rating than unleaded petrol, meaning the Commodore will use more fuel running exclusively on E85.

Holden believes early adopters, as well as people who want to reduce their CO2 emissions by around 40 per cent, will now consider the Commodore for the first time, thus boosting overall sales.

"It's definitely a process of education," said Holden chairman and managing director Mike Devereux.

"I think that reducing your carbon footprint by 40 per cent will make people think about their Commodores differently. It is a very green alternative. We see ethanol as an environmental play."

Visually, the VE Commodore Series II makeover is minor.

The new front fascia incorporates revised headlight shapes, there's a more prominent grille and bumper treatments, redesigned alloys on some models, and four additional colours.

Inside, there are three new console designs, depending on models, a more focused driving position, a restyled heater/ventilation/air-conditioning control centre, and more emphasis on quality and craftsmanship.

Holden has concentrated on improving fuel economy via improved aerodynamics, including better underfloor air flow panels, reduced trim height, airfoils fitted to the front of rear wheel housings, the redesigned boot lid, and a more aero-friendly front undertray.