There is something almost hypnotic about a V8 engine at idle, even today's sanitised versions.

For real down low and basic grumble, there is no match for a leaded fuel V8 slurping its politically incorrect petrol through a big 4-barrel Holley carburettor, but the cleverest engine management computer can not completely eliminate that rumbling sound.

Which is just a devious way of eating my own words, as I state elsewhere in these pages that six cylinders might equal eight (I was all excited by Holden's new supercharged V6 - see Calais review).

All it took for me to recant was a few days in Ford's new XR8 Falcon.

A big question mark still hangs over the `all-Australian' Falcon, but the current EL model must have scored some points in favour of Ford Australia being allowed to continue their own development.

Sleeker body panels and visibly improved build quality make even the entry-level Gli a much more acceptably attractive car, but for real pose-value the prize goes to the Tickford-modified XR models, whether the 4.0 litre XR6 or 5.0 litre XR8.

The internal picture is good too, especially the seats, which are fiddly to get right with no less than five different starwheels (two just for the lumbar), but worth the effort for the support they provide, and the steering wheel adjustment is a bonus despite the wheel's extensively sculpted shaping.

Appointments are pretty good, though I do not have great faith in the hinged-arm drink holders which have to be securely locked in place, yet still might spill a drink all over the place (damn!), yet at the same time I applaud the sunvisors for being big enough to screen the length of the side window.

2. The wheel takes some getting used to, but not a bad office at all.)

You actually feel it more than hear it, a visceral sensation beginning somewhere south of the kidneys and travelling through the entire body as the engine gains revs (oh no, he's got V8 fever again).

But seriously, folks, there is some indefinable quality about a V8, even with this one's comparitively modest power and torque output.

Acceleration just happens, at any speed, so effortlessly it could lose you demerit points at every urban speed camera trap unless the right foot is kept firmly connected to the brain, but where the XR8 feels completely at home is on the open road.

Tickford's suspension tuning, and the low-profile tyres, keep it tautly tied to the bitumen, and just boodling along on WA's 110kmh highway limit sees the rev-counter sitting steady on 2250 rpm, feeling like the engine is still not really awake, an impression easily disproved by pressing the throttle.

The 5-speed manual shifter is no rubbery slide-about affair, but responds best to a firm guiding hand when swapping cogs (a real man's gearshift - there, that should get me in trouble!).

Fuel consumption, incidentally, averaged out at 13.9 L/100km (20.3 mpg), which could doubtless be improved with a lighter foot and the stronger brain connection mentioned earlier.

There are of course strong logical arguments in the XR8's favour and - aargh, it's happening again!

Burble, burble, burble....