2004 HSV Avalanche Reviews

They are the latest – and the greatest – of their current breed: the HSV GTS 25th anniversary edition and the supercharged FPV Falcon GT in its fittest form yet, the limited edition R-Spec.They represent the best from both brands before Holden’s updated Commodore arrives in showrooms in the middle of next year and Ford’s refreshed Falcon in 2014.Although the new-car sales race is more about the battle between Toyota, Mazda, Hyundai and others these days, many Australians still hold their childhood Holden-v-Ford rivalries close to their hearts – even if they’re driving an imported hatch or SUV that better suits their lifestyle.To help keep the dream alive we brought these two V8 kings of the road together for a final fling to the mecca of Australian motorsport: Bathurst.FPV GT R-SpecVALUEThe FPV GT R-Spec starts at $76,990, about $5000 more than the regular GT. For that, you get no extra power – but you do get reworked suspension and, crucially, wider rear tyres that provide much needed gripWhich is why the R-Spec is quicker than the standard GT to 100km/h – the fatter rubber at the rear means it launches better. Ford doesn’t make an official 0 to 100km/h claim but the GT now dips comfortably below the 5-second mark (internal testing showed a time of 4.5 seconds in ideal conditions), making it the fastest Australian-made car of all time.The black bodywork with orange highlights – and a “C”-shaped stripe along the flanks – are designed to pay homage to the iconic 1969 Boss Mustang. This is the most popular colour combination, with 175 made. The remaining 175 R-Spec models were red, white or blue with black stripes.Compared to a regular GT, the R-Spec price is steep – and FPV still charges $5995 for six-piston front brakes on the fastest Falcon ever made. It’s a moot point, however. Ford fans have snapped up all 350.TECHNOLOGYThe GT R-Spec saw the debut of launch control for FPV – on both manual and automatic versions (HSV only has launch control on manual cars). We drove the GT R-Spec manual a few months ago, but on this occasion had the automatic on hand.This may come as a shock to diehards but the automatic is the pick. The six-speed manual loses too much acceleration between gear-changes, and thumps and groans in the process. Muscle car fans may like the manual’s brutish feel but, by comparison, the six-speed automatic GT feels like you’re strapped to a rocket.ACCOMODATIONThe Falcon is roomy and comfortable, it’s just a pity there isn’t more visual differentiation between the GT and the standard models inside (a logo on the instrument cluster and a red starter button).Despite the price the GT misses out on other touches such as auto-up power windows and fully electric adjustment on the front seats (both standard on the HSV GTS).The seats are the same as those used in XR Falcons, but with unique stitching. There’s modest under thigh and lateral support but the lumbar adjustment is good.SAFETYStability control, six airbags and five-star safety mean the fastest Falcon is also the safest ever made. The wider rear rubber improves road holding.But six-piston front brakes should be standard, instead it gets the regular four-piston brakes. Apart from a rear camera, there are no other safety gadgets.DRIVINGThis is the Falcon GT that should have bowed in 2010 when the supercharged V8 was installed – but the extra chassis development and wider rear wheels were delayed by the Global Financial Crisis of 2008.Thankfully, FPV engineers forged ahead to give their mighty supercharged V8 the traction it sorely needed. The suspension is a lot firmer than before – and slightly more so than the HSV – but the net result is a car that has a significantly higher threshold of grip.(The wheels are still 19-inch in diameter as the Falcon can’t house 20-inch rims and still meet Ford’s clearance requirements. HSV has had 20-inch, “staggered” wheels since 2006).The shifts in the six-speed auto are smooth, enabling you to extract the most from the engine, although sometimes it doesn’t kick-down to a low-enough gear.The characteristic supercharger whine sounds superb, as does the V8 Supercar-like exhaust system, which does a good job of drowning out the intrusive tyre noise on coarse-chip surfaces.Overall, though, this is the first Falcon GT I’m genuinely excited about – and the first time I’d consider Ford’s supercharged V8 over its awesome turbocharged six-cylinder sibling.HSV GTS 25VALUEAt $84,990, the 25th anniversary edition of the GTS is $2000 more than the standard GTS and, as with the Ford, gets no extra power. But HSV has added $7500 worth of equipment including six-piston front brakes, blind-zone warning and new, lightweight wheels.The “Darth Vader”-style bonnet scoops and fender vents are borrowed from the anniversary edition HSV Maloo of two years ago. It also gets black highlights and exhaust tips, and 25th anniversary stitching in the seats and badging on the boot and door sills.Only 125 have been made (in yellow, black, red and white). All are sold, and no more GTS models will be built until the updated Commodore arrives in June.TECHNOLOGYIn addition to the aforementioned blind-zone warning (the first on an Australian-made car, it detects nearby vehicles in the adjacent lanes) the GTS has a raft of gadgets that not even Nissan’s hi-tech GT-R and Porsche’s 911 have.The GTS has an onboard computer than enables you to track the vehicle’s engine and suspension performance, G-force, fuel economy and track-trace lap times on every race circuit in Australia – with room to add more.Unlike the two-mode exhaust on the Ford, the HSV’s exhaust system can be switched to loud or quiet via the same interface. Launch control is only available on the manual GTS, but its stability control has two settings: standard, and a track mode that loosens the leash a little.The magnetically-controlled suspension (also used on Corvettes, Audis and Ferraris) has two settings: performance and track mode. A little known feature: the HSV’s cruise control will automatically apply the brakes to control speed downhill (other systems control only the throttle, not the brakes, and the speed can creep).LED daytime running lights and the LED tail-lights were firsts on Australian-made cars when introduced.ACCOMODATIONThe Commodore is roomy, with ample adjustment in the steering and seating to find the perfect driving position. The bulging steering wheel, unique instrument cluster and gauges provide important differentiation from the standard car.The lower seat cushions have good under thigh and lateral support but not as much lumbar adjustment as the Ford. The optional sunroof fitted to the test car robbed our 187cm-tall (6ft, 2in) test-drive companion of headroom. As much as he enjoyed the GTS, it became too uncomfortable and did the majority of his time in the Ford.SAFETYStability control, six airbags, five-star safety and ample grip – and the biggest brakes fitted to a locally-made car – have all the bases covered.Side blind-zone alert is a handy feature (especially given that the Commodore’s mirrors are so small) and the rear camera helps squeeze into tight parking spots. But the thick windscreen pillars still block your view in some bends – and pedestrian crossings.DRIVINGThe HSV GTS is not as quick as the FPV GT R-Spec – especially when the Holden is a manual – but it’s still fun to drive, and capable of a low 5-second dash to the speed limit.The lightest 20-inch rims ever made by HSV trim 22kg from the overall weight and subtly improve steering feel. My favourite part, though, is the crackle and burble of the bi-modal exhaust on over-run and between gearchanges.The brake pedal feel is superb, too. I prefer the HSV’s slightly better damped suspension, and the car is quieter at cruising speeds.VERDICTIn many ways the outcome of this exercise is academic because buyers from both camps rarely switch sides. The good news is that true believers in Ford and Holden have world-class cars to choose from – which wouldn’t exist without the fleet versions of the Falcon and Commodore on which they’re based.Nevertheless, this result may make for difficult reading for Holden fans. HSV has had the upper hand in performance and handling over its Ford rival for some time, but the latest FPV GT R-Spec finally turns the tables.HSV still leads with technology, equipment, all-round refinement and overall capability – but if power and control are the primary criteria, the FPV GT R-Spec wins this contest. Being several thousand dollars cheaper than the HSV simply seals the deal.FPV GT R-SpecPrice: from $78,990Warranty: Three years/100,000kmService interval: 15,000km/12 monthsSafety rating: 5 starsEngine: Supercharged 5.0-litre V8, 335kW, 570NmTransmission: Six-speed automaticThirst: 13.7L/100km, 324g/kmDimensions (L/W/H): 4970/1864/1444mmWeight: 1857kgSpare wheel: Full size alloy (front)HSV GTS 25th anniversaryPrice: from $84,990Warranty: Three years/100,000kmService interval: 15,000km/9 monthsSafety rating: 5 starsEngine: 6.2-litre V8, 325kW, 550NmTransmission: Six-speed manualThirst: 13.5L/100km, 320g/kmDimensions (L/W/H): 4998/1899/1466mmWeight: 1845kgSpare wheel: Inflator kit. Spare wheel $199

Some have something simple, like squeaky brakes or weird tyre wear, but there are others with major dramas.Just this week I've had a Volkswagen owner who needed a new engine and a Range-Rover tragic, owner of close to a dozen of the top-end SUVs, who is heading for an all-new replacement off the back of more than 20 fruitless trips to the repair shop with his $100,000-plus pick.Every one of these problems reminds me that cars are complex. And even the best ones can go wrong. But the cars of today are so much better than the cars of just 20 years ago that it's almost beyond belief.The only truly bad car I've test driven this year is the Chery J1. The Chinese toddler has quality that's worse than the original Korean arrivals in Australia and, if I can pick the difference on day one, then it's going to be bad news once it's got a few years and some serious kilometres under its wheels.Flick the calendar back and things were much worse. I still have nightmares about the press preview of the original Holden Camira.The first 'global' car to land in Australia seemed like a good idea, but that was before the gearstick feel out in my hand. And the bonnet flew up for no reason. And the dashboard squeaked and groaned and flexed and wobbled.Every motoring journalist has some sort of Jaguar horror story, and I recall the luxury XJ that dumped all its oil on the brand-new floor of my garage. Then there was the Range Rover that dropped both of its external rear-view mirrors - for now apparent reason - as I overtook through the shock blast of a B-double truck.In recent year, though, the failures have been few and far between. Yes, I've had complaints about the operation of a variety of DSG gearboxes in a variety of Volkswagens, but every car has come through its Carsguide test program without failing.Which brings me to the HSV Commodore I was once driving down the Hume Highway to Melbourne. Everything was fine through the performance runs and cornering trials, so I was dribbling home at a steady 100km/h when the engine failed. No bang, no crash, just a complete absence of power that was eventually traced to a fault on the crankshaft.The real kicker to the story is that I was forced to take a tow to the nearest town from a motoring journalist friend who was making the same trip. And he was driving a  … Jaguar. 

The HSV Maloo, sold in the UK as the Vauxhall VXR pick-up, now holds the record for the fastest light commercial vehicle on a Worcestershire hill climb track called Shelsley Walsh (try saying that after a few beers). Somewhat appropriately, it was ex-pat Australian Steve Cropley, who is Autocar magazine’s editor-in-chief, who drove the brutish ute. “The plan was not just to set an LCV record time at Shelsley, but make it respectable enough to stick for a while,” Cropley says. “Despite the track being dampish, and littered with wildlife that thought the hillclimb season had ended, we managed a 38.65 second run. The Maloo’s huge torque, decent launch control and easy handling made the whole experience less of a chore than it should have been, too.”  

Holden’s fast-car division is studying the same type of hybrid technology used in Formula One – for possible use in road and race cars.  Holden Special Vehicles – which also runs the Holden Racing Team in the V8 Supercar category – is working on an “energy recovery system” for a one make racing series in India. But the technology could be adapted to a limited run of road cars, the company says. “We know how to adapt with race cars and the technology could be adapted to road cars,” says HSV managing director Phil Harding. “It’s early days but we are investigating it for our road cars. If it meets our quality, reliability and performance standards, it’s the type of thing we would consider.” The kinetic energy recovery system (KERS) gathers and stores energy when a car is braking, but then provides a brief power boost when accelerating. In Formula One, KERS is most commonly used for overtaking; drivers push a button for a six-second power boost. The system usually takes a lap or two to recharge. In road cars it could be used to boost acceleration, either from a standing start or on the move. The KERS device HSV is looking at is about the same size as a large can of fly spray and is fitted to the rear axles of the car. HSV says it is only experimenting with the technology for the race car export program to India – but if successful, the system could be used on road vehicles. HSV will ship the first of two race cars to India next week, the first of up to 30 to be used in a one-make racing series there. “We have identified an untapped market for the design, development and engineering of race-spec cars for the Indian market,” says Harding. “There is an affluent business community in India which is passionate about high performance cars and the potential to race them.” HSV exported 25 cars to the Middle East in 2005 for a one-make racing series there.  

With the introduction of an updated VF Holden Commodore pegged for early next year, HSV, official tuner to Holden, will be introducing its own new models based on the car in the form of the F Series range. Prototypes for HSV’s F Series are already testing, and according to some reports the noise emanating from under their hoods has the signature whine of a supercharger. With HSV’s direct rival FPV having won the local power stakes with its own range of supercharged Ford Falcon GT sedans, the decision to adopt supercharged power for its new F Series is a no-brainer for HSV, especially when Holden’s parent, General Motors, already has several supercharged V-8s in its parts bin. According to Go Auto, the most likely option for HSV is using the supercharged 6.2-litre LSA V-8 found in the Chevrolet Camaro ZL1, with which the Holden Commodore and HSV’s model range shares a Zeta platform. While output of the Camaro ZL1’s engine stands at 432kW of power and 753Nm of torque, for application in the HSV F Series the numbers will likely be toned down. HSV’s current flagship, the GTS, only develops 325kW and 550Nm, so expect only a gradual rise in output initially, probably enough to just eclipse the 335kW/570Nm rating of its FPV GT rival. www.motorauthority.com

The limited edition HSV 25th Anniversary car will be launched at the Australian International Motor Show in Sydney on October 18 and be available in HSV dealerships from that day. But we suggest you contact your favourite dealer as soon as possible as stocks are limited to 125 cars and they are likely to disappear quickly. The HSV 25th Anniversary GTS has a recommended retail price of $84,990, plus on-road costs. This is just $2000 more than the standard GTS. HSV tells us the value of the special equipment is about $7500 of added extras (including the added extra LCT they attract). Should you want the convenience of a six-speed automatic transmission add another $2000 to the rrp. It’s hard to believe that 25 years have passed since the infamous falling out between the late great Peter Brock and Holden stunned the Australian muscle car scene. One positive result of that public affairs disaster was the setting up of Holden Special Vehicles (HSV) to replace Brock’s Holden Dealer Team (HDT). As part of its ongoing celebration of an impressively successful 25 years in business HSV is releasing the limited edition GTS. The HSV 25th Anniversary GTS features a number of styling, performance and technology upgrades. These include all-new, lightweight, 20-inch forged-alloy wheels finished in Satin Graphite. These forged wheels give a weight saving of 22 kilograms over the standard GTS wheels. The weight saving is, of course, in the most important area of all, because reducing unsprung weight improves on the limit handling as well as making for a better ride. What HSV calls its “Vector” bonnet scoops and side vents also get the distinctive Satin Graphite that makes the new forged alloys stand out. HSV has added six-piston brakes with a huge 50 per cent increase in pad area. While many drivers will never experience the better brake on the road, those who take the hot Holden HSV GTS to track days will certainly appreciate the benefits in lowered lap times. Interior additions for the special HSV include seat embroidery, exterior badging, sill plates and an EDI start-up screen. It’s hard to imagine that any drivers of HSVs don’t adjust their door mirrors correctly, but just in case, HSV has added General Motors’ Side Blind Zone Alert to the 25th Anniversary GTS. This is a genuine limited edition car and only 125 units will be built for sale in Australia, Each with a build plate that’s individually numbered. HSV’s 25th Anniversary GTS will be available in a range of stand out paint colours: Heron, Sting, Phantom and Hazard. HSV’s general manager - sales, Darren Bowler is justifiably proud of his hot new GTS special edition, telling us that, “Twenty-five years is an important milestone in the HSV journey. We believe this 25th anniversary GTS truly embodies all that HSV stands for – race-bred performance, design and technology at a price that represents outstanding value.”  

Dinosaurs still stalk the earth - and they're as awesome as ever. In motoring terms V8s are a legacy system; evolving emission standards and more efficient downsized engines have forced a gradual retreat of the bent eights until they are now the preserve of performance cars.But when T-Rex roars, sensible smaller creatures get out of the way. Holden Special Vehicles' latest carnivore is the reintroduced standard ClubSport - and it's still something to cower away from.VALUEA driveaway price of $64,990 puts the base model HSV way up the pecking order in terms of outlay for acceleration.The Commodore-based Clubbie gives away a measly 8kW to the higher-spec HSVs and misses out on the enhanced driver interface, which includes the bi-model exhaust that has enough reverb to do structural damage to buildings. It picks up unique “Pentagon” 20-inch alloy rims, “competition mode” ESC, four-piston brakes, satnav and a reversing camera.TECHNOLOGYThe facelifted HSVs are rumoured to be the last to use the naturally aspirated V8, with a supercharged engine from General Motors' US catalogue tipped to go under the hood when the VF-based cars roll out this time next year.For now the 6.2-litre V8s' outputs of 317kW/550Nm are still enough to induce oversteer on demand - at least with the stability control loosened up in competition mode. The six-speed manual is also fitted with launch control to “maximise potential” off the line.DESIGNAggressive styling is one of the reasons the Commodore consistently outsells Falcon. HSV takes that to the ninth degree with an in-your-face front end that is impossible to mistake. It's the motoring equivalent of a breast enhancement: there's nothing subtle about it but it turns heads every time. The interior is still blinged-up Commodore but the bolstered seats hang on as tightly as the Bridgestone Potenza tyres.SAFETYThe VE Commodore is a five-star car in ANCAP's testing and that forms the starting point for the HSV. Upgraded brakes and a revised ABS/stability control set-up increase the safety threshold before the six airbags are required.DRIVINGBrutality is rarely this forgiving. The ClubSport takes just on five seconds to haul its 1800kg mass to 100km/h, yet it defies that supercar performance by being as tractable as car around town as the driver wants.It's old-school motoring at its modern best. The brakes resist fade - at least on the road - and there is unadulterated engagement with the steering wheel and rear wheels. The steering is more feedback-oriented than any Commodore and the back end lets you know when you're on the limit of adhesion - then lets you go a little farther before the dashboard lights start to flicker.The only downside is the fuel consumption. I don't care - if you can afford $65K to put this car on the road, fuel use in the mid-to-high teens is the least of your worries. I'd stake the manual as first choice, but if I was given an auto I'd leave it in sports mode - the near-instant gear-shifts are much cleaner and more responsive than the default mode. Add in the fact it takes five adults without them becoming too close for comfort and you're dealing with a genuine performance all-rounder.VERDICTThe HSV ClubSport isn't the sharpest tool in the performance shed, but there's not much that's going to argue with it on the road. The few compromises it makes are more than offset by the relative bargain price and the fact that owners are more interested in get-up-and-go grunt and that burbling V8 than they are in the most efficient way to get to 100km/h.HSV ClubsportPrice: from $64,990 (auto adds $2000)Warranty: three years/100,000kmResale: N/AService intervals: nine months/15,000kmSafety: six airbags, ABS with BA and EBD, TC and three-stage ESCSafety rating: N/A (VE Commodore five stars)Engine: V8, 317kW/550NmTransmission: 6-speed manual, 6-speed auto, RWDDimensions: 4.99m (L), 1.89m (W), 1.47m (H)Thirst: 13.5L/100km (95RON), 320g/km CO2Weight: 1795kgSpare: full size (front)

The base model ClubSport and Maloo join the Holden Special Vehicles' lineup to lead a new value drive and start celebrations for the brand's 25th birthday. Prices have been pegged at $58,990 for the Maloo ute and $64,990 for the ClubSport, with no loss of punch from their 6.2-litre V8 engines. The only thing missing, compared with the R8 version of the ClubSport, is HSV's high-tech Enhanced Driver Interface system. But the cars do get a new 20-inch alloy wheel called Pentagon. The born-again ClubSport is much the same as the short-run GXP Commodore but, says HSV managing director Phil Harding, this time it's a "real HSV, all the way around". "We brought the ClubSport back as a GXP a couple of years ago and there was a desire to bring it back in a more solid way. It satisfies a need," Harding tells Carsguide. "It won't be significant volume, but it helps bring people to the marque. It's for the sort of guy who perhaps had an HSV but fell off the ladder and wants to come back." He admits the pricing is an important reason for the ClubSport and Maloo tweaking, but says HSV is happy with its sales despite the large-car downturn that has hit the Holden Commodore and Ford Falcon. "The biggest change to get to a ClubSport from the R8 is the loss of the EDI system. It helps us get down to a price poiint. With the Luxury Car Tax, once you take something out it has an added effect. "As for sales, we're about where we wanted to be at this time of the year. We're not panicking and we're doing alright." The new starter car comes as HSV goes public with a range update called MY12.5, although there will be other significant 25th anniversary action. "There is nothing that's public yet. Watch this space," Harding says to deflect any extra questions. The 12.5 changes are very minor, although the ClubSport R8, Maloo R8 and ClubSport Tourer R8 pick up a power boost to 325 kiloWatts in addition to the 20-inch alloys and leather seat trim. Power in the Senator Signature also improves to 325kW, together with optional 20-inch forged alloys and `Vector' hood scoops and side vents. The 25th anniversay is refected in a special `start-up' screen in the infotainment system, build plate, internal identification and sill plates.  

...Drool. Check your bank balance. Sigh.

"The clearance yard has been set up to clear trade-ins, government, rental and off-lease cars," Motorama Group chief executive Mark Woelders said."This means high volume sales, low margin business offering customers a great opportunity to buy a vehicle at close to wholesale prices."A large volume of vehicles are coming into stock due to the success of the new car market and a high number of company car role overs."The price range for vehicles on sale is predominantly in the $10,000 to $25,000 range with vehicles provided with a 110 point check and road worthy certificate, and a three month guarantee. "Motorama is a 52-year-old family business. We stand behind the products we sell," Mr Woelders said."The newly created clearance car centre has taken pride of place in the previous Toyota showroom." The management team of the Motorama Clearance Centre is being headed up by a young and enthusiastic customer-orientated team.Manager Clayton Smith is happy to field any questions or inquiries with the clearance car centre located at 1160 Ipswich Rd, Moorooka. Motorama has a large number of brands and operates Toyota, Holden, HSV, Mitsubishi and Kia sales on the Magic Mile at Moorooka."Toyota has now moved into a new complex with Motorama City Holden, which is Brisbane's first green, sustainable dealership." Holden will reveal its new Holden Colorado this month and Toyota will debut its new sports coupe called the 86 next month."The investment by Motorama in sustainable green dealerships is second to none in Queensland," Mr Woelders said. The Motorama Group has been a Queensland icon since 1959 when the business came from the humble beginnings of a Gold Coast service station.Jan Woelders started to help people with their motoring needs and over the years, it has expanded to become one of Queensland's largest private family-owned motor groups, with multi-franchise dealerships all across Brisbane.