New HSV suspension

Four million bucks worth of gee-whiz suspension gear might well be the star of the current HSV range but to quote Shania Twain, that don't impress me much. While the Magnetic Ride Control does tame the ride of the VE/WM-based HSV models, it is also just another thing to go wrong.

HSV owners have had problems with the cutting-edge suspension system, but in the “entry-level” HSV Clubsport R8 you don't have to worry about that.

All you have to worry about is keeping your licence. The ride-quality is good enough for a powerful V8 sedan, with the HSV engineers working from a good VE donor platform for structural strength. The ride comfort is not quite to the GTS's standard but you also don't get the noise that sometimes accompanies the MRC.

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Although the capacity hasn't changed, the outputs have. The 6.0-litre LS2 V8 produces 307kW at 6000rpm; a 6kW increase and it has 550Nm of torque peaking at 4400rpm, up by 20Nm. It delivers it with lungfuls of enthusiasm, not quite bellowing like a V8 of ye olde times but certainly proving aural inspiration.

The soundtrack benefits from the four rear exhausts, two either side of the under-bumper diffuser, giving the rear end a purposeful look.

HSV went to the trouble of changing the rear lights to further differentiate its sedan from the VE range.

The V8's low-end torque helps during the mundane driving duties around town, enabling the driver to short-shift in the city and make full use of the top two ratios on the open road.

With more than 400Nm on offer from just above idle and 500Nm twisting the driveshaft from 3000rpm through until 5500rpm, clever use of the six-speed manual has real benefits at the pump. The fuel use was reasonable for a high-performance V8 showing in the 13-14 litres per 100km range, down on the ADR figure of around 15 litres per 100km.