2004 HSV Avalanche Reviews

It might have been born to work, but the humble Aussie ute has evolved into a much more sophisticated car that is now used more for recreational pursuits than it is for slogging it out on the job site.  Vehicles like the HSV Maloo are the ultimate expression of this new-age ute possessing a level of performance, safety and refinement never imagined by the original ute's creators in their wildest dreams.Gone are the days when utes were uncomfortable, evil handling and sometimes downright dangerous; today's utes do everything just as well as their sedan siblings.  They're so good, in fact, that Holden even describes its Ute as a two- door sports car. If that were true the HSV Maloo would have an even greater claim to that moniker.Model WatchWhile the ute began life as a humble working class vehicle it has over the years become something of a cult car with true-blue Aussies of all ages.  It's no longer just a working class vehicle; all sorts of people use it in all manner of activities.Holden and Ford long ago recognised the trend to the ute as a recreational vehicle and have both moved to satisfy the demand with a series of stylish sports models aimed more at out-of-hours pursuits than those on the job site.  To put this into some sort of perspective Holden said when releasing the VE ute that some 70 per cent of all VE Holden utes sold were the sportier models, the SS and SV6.It's a reality that today's ute is more likely to carry sports or camping gear than it is bricks, timber and tools.  If the Holden ute set the bar for sports utes higher, the HSV Maloo took the concept to an even loftier performance plain again.Like all HSV models the Maloo builds on the Holden ute with a unique set of body front and rear parts, along with a unique hard tonneau cover, that give it its own distinct muscular look without cutting into the basic Holden body structure.It's a craft HSV has perfected over more than 20 years of building hotter Holdens and the result is that the Maloo looks as tough as nails.  Matching the muscular look is the Maloo's musclebound 6.0-litre LS2 V8 engine that turns out a whopping 307 kW at 6000 revs and 550 Nm at 5100 revs.Two rugged gearboxes are offered to Maloo buyers. One is a six-manual 'box, the other a six-speed auto that channels the V8's muscle to the rear wheels.  With all that grunt under the bonnet HSV was wise to ensure the chassis was up to the task of handling it, and with independent suspension front and rear, sports shocks, monster brakes, and huge 19- inch wheels and tyres, it is more than capable to taming the beast.But while the Maloo has the credentials needed for a place on the performance car grid it doesn't lack anything in refinement either.  Inside the cabin the driver and passenger have leather sports seats, steering wheel, and dials, and well as a full array of features like air, cruise, power windows and mirrors, automatic wipers, as well as rear parking sensors to ensure those special bumpers don't get scratched.In The ShopGenerally the Maloo is a tough and reliable unit, the issues it can have are the same that an equivalent Holden ute might also have.  The LS2 V8 engine appears to give little trouble, same goes for the transmissions and diff.Look for signs of abuse, the Maloo will stand up to hard driving, but like all cars won't cope well with abusive driving.  Check for a service record to ensure oil changes have been carried out as recommended.In A CrashThe E Series Maloo is fitted with a comprehensive array of safety gear, including dual front airbags, electronic stability control, anti-skid brakes, traction control, and brake assist with brake-force distribution.At The PumpThe E Series Maloo is no fuel miser and the fuel consumption achieved is heavily dependent on the weight of the driver's right foot.  HSV claimed an average fuel consumption of 14.9 L/100 km.Anyone put off by the Maloo's high fuel consumption might want to think about fitting a dual-fuel vapour-injection system, which has the potential to almost halve the running costs based on the current pricing of unleaded and LPG.  Vapour-injection systems are configured to use unleaded petrol to the start the engine and for the first few seconds of warm-up before automatically switching over to gas.That way they start quickly and run smoothly while the engine comes up to its running temperature.  Once it has switched over to LPG gas is used almost exclusively, and the system only switches back to unleaded if the demand for fuel exceeds the LPG system's capacity to supply. That means there is no loss of performance.A dual-fuel Maloo will run just as hard as one running on petrol, but the running cost will be much lower. Look ForHead-turning looksBlistering performanceCar-like handlingLimited load carrying capacityThirsty for fuelGood candidate for LPGThe Bottom LineHSV's hot ute looks the goods, goes hard, and doesn't have to be expensive to run.Rating80/100

For the past decade, the event has run from Darwin to Adelaide as a solar car race every second year, but in 2009 the organisers added a production-car ‘Eco Challenge’ category which won a lot of support from car brands - with entries from Mini, Hyundai, Holden, Ford, Suzuki and others - but sparked controversy over the judging and procedures.Competing vehicles were assessed by how much better their crews could drive them in comparison to their official fuel-economy ratings.  Since the Green Challenge runs down the Stuart Highway, one of Australia's straightest and flattest roads, the advantage fell instantly to cars with relatively-poor showroom rankings.The road conditions made it much easier to get a percentage improvement on a poor overall rating than a good rating, since running at a constant, low average speed boosts the relative efficiency of big engines.The run down the Red Centre was won by an HSV Maloo R8 ute, which used 7.74litres/100km to fuel its 6.2-litre V8 engine over the entire 3000km route, notching up a 48.76 per cent reduction on its official figure of 15.1litres/100km.However, the Maloo’s consumption was still double that of some of the smaller cars, with the Suzuki Alto, Ford Fiesta Econetic and diesel Mini all coming in under 4litres/100km.  So the South Australian Motorsport Board, that oversaw the event, is meeting at the end of next month to analyse and review the event to set the rules and regulations for the next running of the Global Green Challenge in 2011.“Obviously this was the first event of its type, and the board is looking to improve it in every possible way. The event was a success, with plenty of interest – but there is room for improvement,”  Challenge spokesman Mike Drewer says.“They will consider whether there need to be changes in procedure, route and even the types of car that enter.  There has been a reasonable amount of criticism from the manufacturers who participated, and the board is going to discuss that and make decisions for the future.”Apart from the method of judging, Drewer says the board will also discuss the route and types of competing vehicles – which last year included large car and medium SUV categories.“There was considerable criticism about whether some of the cars were of the types that should be in the Eco Challenge,” Drewer says.“There will be an analysis of whether they are really what the public perceives as ‘eco’ cars – and whether the format should be changed to encourage other kinds of vehicles, such as hybrids.  The board wants to improve the event both for participants and for public perception of eco-friendly cars."

The prized cluster of Holdens, Fords and Chevrolets has been trucked to Sydney to be auctioned in two weeks. It includes one of just two Holden Special Vehicles HRT 427 coupes which fetched a record $920,000 price tag two years ago. The auction follows two companies associated with Shawn "Chooka" Ryan, Ausco Firestop (NQ) Ptd Ltd and Ryan Group Holdings Pty Ltd, being placed in receivership by PriceWaterhouseCoopers with debts of $10 million. Pickles Auctions auctioneer David Hyde said it was the finest collection of muscle cars to go under the hammer in his 30 years experience. He said since the auction on June 7 was advertised there had been "an absolute frenzy". "The phone has gone into meltdown and the internet has gone crazy," Mr Hyde said. "The competition for these cars is huge," he said. "These cars are absolute top shelf, many with extremely low kilometres. Some of the cars have low build plate numbers." Receiver Guy Edwards confirmed the auction and the debt. He said the major creditor was the National Australia Bank. Read the rest of this article at cairns.com.au.

But peak motoring body the Federal Chamber of Automotive Industries believes consumers are confused enough to warrant a broad-ranging education program about what ESC is and what it does.The Transport Accident Commission has already been running an ad highlighting the merits of curtain airbags and ESC. It has been endeavouring to lift awareness among buyers about what they do, via websites like howsafeisyourcar.com.au.But with Victoria moving ahead for the compulsory fitting of ESC to all passenger cars from January, the FCAI believes now is the time to increase awareness among car buyers.Despite TAC's efforts some carmakers like Honda believe consumers are still confused by the different acronyms used to describe the various systems. However, FCAI spokesman, James Goodwin, believes it will be difficult to mandate a single naming strategy."It comes down to marketing," he says. "All systems are different to some degree."Goodwin also believes it would cost too much to standardise the terminology on imported cars because the volumes are relatively small. Carmakers use different terms for the proprietary electronic stability program invented by Bosch and co-developed with Mercedes-Benz.Subaru Australia spokesman, David Rowley, says Subaru's own research shows a higher awareness among buyers of its own electronic stability control system, called vehicle dynamic control."Our customers tend to look in depth at the features of our cars," Rowley says. He backs an education program as “something worth considering" but balks at a name change. "A lot a brands have invested a lot of intellectual time in creating a point of difference with their various stability systems," he says.What they call it -Electronic Stability Control (ESC) - Holden, HSV, JeepElectronic Stability Program (ESP) - Hyundai, Kia, Mercedes Benz, Renault, Chrysler, Citroen, Dodge, Skoda, Peugeot, SuzukiDynamic Stability Control (DSC) - Ford, FPV, BMW, Mazda, Land Rover, Aston Martin, JaguarVehicle Dynamic Integrated Management (VDIM) - ToyotaVehicle Stability Control (VSC) - LexusVehicle Dynamic Control (VDC) - Nissan, SubaruDynamic Stability and Traction Control (DSTC) - VolvoElectronic Stabilisation Program (ESP) - Audi, VolkswagenActive Stability Control (ASC) - MitsubishiVehicle Stability Assist (VSA)- HondaAutomatic Stability Control + Traction (ASC+T)  MiniMaserati Stability Program (MSP) - MaseratiPorsche Stability Management (PSM) - PorscheStability and Traction Control - FiatStabiliTrak -Hummer

The spectacular demise of Peter Brock's HDT Special Vehicles in the wake of his infamous bust-up with Holden left a gaping chasm in the performance car market that was never going to be left unfilled for long. Brock had shown for all to see that there was a demand for cars that had a little more performance and panache than the regular production models could offer.His retuned and restyled Commodores instantly struck a chord with local go-fast fanatics and they sold like hot cakes. Having backed Brock for many years Holden too was aware of the demand and quickly found another partner, Tom Walkinshaw, to work with on a new venture, Holden Special Vehicles (HSV).The HSV Clubsport has been the mainstay of the HSV range over the years and remains so today. In the late 1990's the Clubsport was based on the popular and highly successful VT Commodore. It's now an affordable performance car on the used car market, an attractive choice for someone wanting a nice weekend driver with a touch of distinction.Peter Brock's formula for building his special cars wasn't new; Brock himself admitted he got the idea from people like the famous American racer Carroll Shelby who built hot Mustangs for Ford in the US in the 1960s. If the idea wasn't new, it was certainly simple. Brock took regular production models from the Holden production line and took them to a whole new level by modifying the things that could easily be changed without having to resort to major surgery.When Tom Walkinshaw picked up the Holden brief he really just took up where Brock left off, albeit without the Brock signature that made the HD/T Special Vehicles cars so special. Like Brock before him, Walkinshaw changed the appearance of the production Commodore by adding a bolt-on body kit, usually made up of fibreglass or plastic front and rear bumpers, a rear boot lid spoiler, side skirts, and special badging. Special alloy wheels completed the picture.Inside it boasted sports seats, special dials, cruise, CD sound with six speakers, as well as power windows and mirrors, and a trip computer. Mechanically it had uprated springs, shocks absorbers and sway bars, along with larger brakes and special HSV alloy wheels with low profile tyres.Under the bonnet the VT Clubsport had a 5.0-litre Holden V8, the last model to get the local V8, and with some special tuning from HSV the output was pushed up to 195 kW at 5200 revs and 530 Nm at 3600 revs. The transmission choices were a four-speed auto or a five-speed manual 'box, both of which were beefed-up to cope with the extra engine grunt.When the VT II upgrade arrived in 2000 a 5.7-litre Gen III V8 had replaced the old Holden engine, and a six-speed manual had replaced the five-speed gearbox. At its peak the 5.7-litre engine delivered 250 kW at 5600 revs and 473 Nm at 4000 revs.Buying a Clubsport requires a little more diligence than is needed when buying an ordinary Commodore. Pay attention to the details, that's what determines the value of a car. For starters it's important to make sure it is a real HSV Clubsport and not a clone made up to look like one. Check for an HSV build plate, but even that isn't an ironclad guarantee that a car is genuine. A phone call to HSV is worthwhile to help verify a car's credentials.It's also important to check that all the unique HSV features are still on the car, a sure way to devalue a special car like the Clubsport is to fit regular Commodore or aftermarket parts when the genuine HSV parts break or wear out. It can be helpful to have someone knowledgeable in HSV models cast an eye over a car before purchase. An HSV club is a good point to start for info and assistance in buying a car.Once you've established the car is real carefully check it for signs of a hard life. Clubsports are often driven hard, so take careful note of transmission noises, clutch operation, and diff clunks and noises.The VT/VT II was renowned for heavy rear tyre wear, so look for worn tyres, and take particular note of any uneven wear across the tyre tread. The wear is a function of the independent suspension, and is made worse by towing. Kits are available from suspension specialists like Pedders to correct the problem, and it's worth fitting them to get more life out of the expensive tyres.The Gen III V8 was also renowned for its high oil consumption and rattles. Holden developed fixes for problem engines, so that should have been sorted out, but take note anyway.Solid body construction made for a good foundation for crashworthiness, which was boosted by a driver's airbag. Unfortunately there wasn't an airbag for the front seat passenger. It also boasted a good level of active safety with a sound chassis backed up by standard ABS antiskid brakes and traction control.HSV owners were not normally too fussed about fuel economy, performance was their priority, so they weren't too alarmed to find a VT/VT II Clubsport would do 13-16 L/100 km on average.AuthenticitySigns of hard drivingSports looksHigh performanceSharp handlingThirsty V8Potential collectability.A potential future classic Aussie musclecar that can be driven daily now.

It will join the three Heritage Retro series models that HDT Special Vehicles have produced since long-time Peter Brock friend Peter Champion bought the company in 2007. Heather Smith who manages Champion's Brock Experience, a museum in Yeppoon near Rockhampton, says the anniversary car will be limited to 30."We're still costing it up but it will be about $80,000 to $120,000 depending on options," she says. "There are no orders yet because people don't know it's coming. No one has even seen it yet. We have good security at our workshops."Smith says the anniversary car will feature the same performance package as the current series Blue Meanie. The Blue Meanie in standard trim has an 350kW V6 but can be optioned up with a supercharger and a seven-litre V8 engine, bringing peak power to as much as 800kW. By comparison the HSV Club Sport produces 325kW.The Holden Dealer Team was Holden's unofficial racing team from 1969 until 1987. In the 1980s, Brock produced modified high-performance Commodores under the HDT name until his break with Holden. The brand had been dormant since then with two different owners producing parts but not cars until Champion, a Central Queensland mining equipment millionaire, bought the company.Smith says that in the past 18 months they have produced about 70 vehicles in three models at their Smeaton Grange workshops in western Sydney. The Heritage Retro VC, VH and VK Blue Meanie are based on the VE Commodore SV6, SS and SSV models."We're going to do a VL next year and a Champion Series next year with a modern look. It won't be a heritage series as we have had. Our cars are not like a HSV, they are more powerful and exclusive. Only 250 Blue Meanies are being made. The Blue Meanie has been our most popular so far."HDT also makes spares and reproduction parts for the old HDT cars produced in the Brock years."Holden has a commercial relationship with HSV, but we're on our own," Smith says. "Our business is growing. We believe there is a market for performance vehicles. Most of our buyers are diehard Holden supporters who are passionate about the Brock name. Some Holden dealers sell cars for us but not HSV dealers. Holden tends to frown on dealers that sell them. We're not even a blip in the numbers that HSV or Holden sell, but we don't want to rock any boats."The Brock Experience museum features most of the HDT vehicles built by Brock, including a 1989 Ford EB Fairmont Ghia Brock built after the parting with Holden. The museum started as Champion's private collection of all things Brock over two decades. It was sitting in a Blackwater shed until Brock suggested to Champion that he should turn it into a public museum.The museum features many of Brock's race cars, including his first Austin A30, Bathurst winners, rally cars and his Bathurst 24-Hour Monaro. The only other Ford in the collection, apart from the HDT Fairmont, is his Sierra touring car.There are also trophies, race helmets and suits, videos, memorabilia and even an "Energy Polarizer", a mystical invention that Brock believed gave his cars more power and better handling. Smith says they are in the final stages of restoring the Daytona coupe rally car in which Brock died. Tour guide Emma Holmes says it will be exhibited in a separate extension yet to be built. "It will be a personal choice whether you want to see it as it may upset some people," she says. "People do get emotional. We have a man who has been to seven of our special events and he leaves here crying every time."The museum attracts 10,000 visitors a year.

The Walkinshaw Performance 6.0-litre V8 gains a WP190 supercharger that lifts power from 270kW to 450kW with torque from 530Nm to 770Nm. The power pack supercharger uses Eton internals and the rest of the V8 is massaged with water-to-air intercooling, WP cold air intake, high-flow injectors and a bi-modal exhaust. Walkinshaw's sales and marketing manager, Tony Harris says the Superwagon is a first for them."We've never done a wagon before," he says. "We really wanted to showcase the family element. It's a really user friendly every day car."Harris says the car is aimed at some of the hot German performance wagons. To complete the upgrade there are special colour-coded bonnet scoops, lowered suspension, special 20-inch wheels and tyres and WP engine covers, mats and headrests. Walkinshaw Performance also adds on a high-end Rockford Fosgate stereo system, available on VE product for the first time. The audio upgrade does not compromise any of the car's existing electronic functions, like Bluetooth connectivity.The Walkinshaw tweaks are not limited to the Sportwagon. They are available on the VE Commodore SS, SS-V, Calais, the Statesmen and Caprice, sedans and utes. Packages start from $3590 but enthusiasts can spend as much as $50,000 upgrading their cars.Harris says the company "has never been busier" because of the peace of mind available with the no-cost warranty on performance upgrades."The warranty offer has been a catalyst for more business," he says. Harris says the company expects to modify about 1000 Holdens this year. The warranty deal applies equally to customers with a new Holden or Holden Special Vehicle car."More than 50 per cent of our inquiry is from Holden customers and the fact we are now offering a warranty on supercharged engines gives owners peace of mind," he says.The warranty extends for the balance of the manufacturers' new car warranty. If a customer brings in a three-month old car in for a performance upgrade, Walkinshaw will cover the driveline for the remaining 33 months. Walkinshaw has not yet released performance figures for the wagon but it's tipped to hit 100km/h in under 5 seconds.The full upgrade on the Sportwagon does not come cheap. The SS-V Sportwagon costs $57,290 but the full-blown WP treatment adds another $43,990."We had one customer who owned a 2008 HSV GTS who ended up spending $25,000 upgrading the car's performance," Harris says.

It seems puny today, but in 1994 when HSV unleashed its 215 kW GTS it was one of the most powerful cars on the road.  Today, even the most mundane family hack has close to 200 kW under the bonnet, but it took quite some time for the 200 kW barrier to be breached.Once the breakthrough was achieved the floodgates opened and as a result we now even have cars like the entry level Falcon and Commodore with peak power approaching the 200 kW milestone.With many of today's hero cars boasting more than 300 kW the 215 kW GTS is easily outpaced on the road, but it's now comfortably settled into the automotive afterlife as a classic car.MODEL WATCH With the 'Supercar' scare of the 1970s still ringing in their ears carmakers were still understandably nervous about building high- powered musclecars well into the 1980s.  The peak performance of locally made cars stayed relatively stable for many years, and it wasn't until the formation of new generation go-fast outfits like Holden's HSV and Ford's Tickford towards the end of the '80s that engine grunt started to rise more quickly.Even so the performance arms of the big two carmakers were careful about pushing the boundary too far too quickly. In an increasingly politically correct world both were keener to push the handling, braking and refinement of their cars than they were their ability to go fast. But fast they were.The 215 kW GTS was in a league of its own, it was clearly the fastest car ever built in this country. To find cars that had comparable performance you had to turn to exotic imports.HSV resurrected the GTS badge in 1992 when it launched its first 200 kW supercar based on the VP Commodore, but the VR-based model took the GTS to an even higher plane in 1994.  Road test writers of the day were quick to compare the reborn GTS to the classic musclecars of the 1970s, the original Monaro GTS 350, the Falcon GT HO and the Charger E49, but their comparisons were misguided.Where the rumbling old cars were a thrill-a-minute to drive, with questionable handling and ordinary brakes, the new GTS was just as fast, but it was also refined, comfortable, handled with aplomb and braked safely. The GTS 215 was a performance car for a far more sophisticated time.The heart of the GTS beast was the Holden 5.0-litre V8 that had been increased to 5.7 litres thanks to a stroker crankshaft.  As well as the crankshaft there was a hot camshaft, new valves and valve springs, and a new flywheel, all to suit the bigger motor.New pistons were used to lower the compression ratio to ensure it would run on regular unleaded fuel.  A cold air intake and free-flow air cleaner packed more into the engine, while exhaust headers and low restriction pipes got the gas out efficiently.By the time the engine guys were done the big V8 was putting out 215 kW at 4800 revs and 475 Nm at 3600 revs.  A heavy-duty clutch was fitted to handle the extra grunt on its way to the Borg-Warner six-speed manual gearbox.From there it was fed to the rear wheels through a locally developed limited-slip diff.  To match the high performance of the GTS HSV fitted big new brakes, with larger brake rotors and larger callipers, along with ABS.  It also had HSV's sports suspension package, which included independent rear suspension, uprated springs, shocks and roll bars, and 17-inch alloy wheels with low profile Bridgestone tyres.The GTS was a very fast car, at least for its time. It would accelerate through the standing 400-metre sprint in under 15 seconds and had a top speed of almost 250 km/h.  While it has been eclipsed in the 16 years since it was launched the GTS was truly a special car in 1994.It was not only very fast, it had the handling and braking to match, and it looked the part with its nicely integrated body kit that set it apart, and its sports interior that enhanced the feeling of being in something quite special.IN THE SHOP For starters make sure the car you are thinking of buying is genuine; it's not hard to create a fake and there are plenty of wannabes around.It's also worth checking for any modifications from the original specification. Mods can affect the value and need to be carefully assessed for the quality of the workmanship and the impact on the performance of the car.Cars that have been regularly driven since they were new would have done more than 200,000 km by now, some of them very hard, others will have been pampered and might have done just a few kays.Shop around for those that have been well cared for and be wary of those that have had a hard life.  Make the usual checks for crash damage and a regular service routine.ON THE ROAD The GTS 215 wasn't just a dressed-up Commodore; it was a fully developed package with a high performance engine matched with a well- balanced chassis.  That match of engine and chassis came through loud and clear on the road where, given the situation, the engine's performance could be fully exploited.The special limited-slip diff was one of the keys to the chassis balance that was achieved, while the Bridgestone tyres generated amazing grip on the road.  The GTS 215 could be driven hard with generous amounts of throttle without losing its composure.While performance was central to its character the GTS was also comfortable and boasted all of the features expected of a high-end sports sedan.IN A CRASH There were no airbags in the VR-based GTS, the passive safety was provided by the basic body structure and seat belts.  Its active safety was in its chassis with its sports tuned suspension, large powerful brakes, and ABS anti-lock system.AT THE PUMP If you're concerned about fuel economy it's best you turn away now, because the GTS 215 is a gas-guzzler. That shouldn't be surprising given its high performance capability.But if you're not planning to drive it daily the impact on your bank balance won't necessarily be high.  Expect 15 L/100 km on average when driven around town with a light right foot, more if you're a lead foot.LOOK FOR . Exhilarating performance.. Finely tuned handling.. Powerful braking.. No airbags.. Hot looks.. Collectable Aussie musclecarRATING 85/100

So is the potential of a right-hand drive conversion on the Chevrolet Camaro.  Even though the HSV line-up is currently full, thanks to the arrival of the starting-price GXP models, company chief Phil Harding, is continuing to scout for new metal.He says his enthusiasm for an HSV Cruze to sit below the Commodore-based lineup remains strong, and he can also see potential in the Camaro.  But Harding says the Cruze is the more-likely starter at HSV's headquarters in Clayton, Melbourne, although he needs local production to begin before he can create a workable business case for the car."We'll look at torsional rigidity, suspension and all that,'' Harding says.However, there is no urgency.  "I don't have a timeframe. What we'll do is get the package together and if it works we'll look at doing it.  So I don't think it has to be done by 2012 or 2013.''Harding says local production of the Cruze sedan and hatch in Adelaide will make it an easier job for HSV.  "My target is to make sure the package works. If it works then we'll have a target of a model year introduction."However, he says that the Cruze must fulfil the necessary HSV criteria for ride, handling and aesthetics.  "If it doesn't then we won't do it,'' he says.For the Camaro, the biggest hurdle for a right-drive car from HSV is the investment needed for a low-volume seller."We think we understand what that investment level is. I'm not sure the business case works for us though," Harding says.  But Harding says dealers are not asking for a HSV Camaro.  When we launched the Coupe - our two-door version of the Monaro - our customers came from somewhere and when we stopped making that car they went somewhere else,'' he says."Our typical customer is married, in his 40s and got two kids and number one interest is motorsport... the sedan suits his lifestyle.''  He says it would be hard to sustain on-going sales interest in another coupe.

The Melbourne-based performance car builder has turned back prices nine years with the arrival of the limited-edition GXP sedan and Maloo ute. The ClubSport GXP and Maloo GXP headline the HSV lineup with drive-away pricing of $61,990 for the six-speed manual sedan and $55,990 for the manual ute. Not since 2001 has HSV had an entry model at these prices. Just 400 sedans and 350 utes will be built, with small numbers heading to New Zealand.Although the cars are based on the high-end Pontiac GXP, which sold for a brief period in the United States, it also shares some ClubSport R8 cues.HSV executives are mindful that as an entry level car, both the sedan and ute are expected to sell out quickly. However, HSV general manager sales and marketing, Darren Bowler, says it is unlikely the GXP will join the lineup as a mainstream model. "We don't want too many variants in our model range," he says.But the company's general manager product planning, Tim Jackson, has left the door ajar for a similarly priced entry level model at some time in the future. "We will learn a lot from this exercise - it's been a while since we've been at this pricepoint - and if there is a strong response we'll re-evaluate it."Bowler is mindful that HSV does not want to repeat the experience of the VL Group A cars of 1988. "We made 500 of those and they sold very quickly," Bowler says. "Then we thought, let's build another 250 and got stuck with stock. We don't want to be in that position again."HSV managing director, Phil Harding, says the GXP is designed to bring new customers to the brand. Importantly, both cars also adhere to the HSV brand pillars of performance, handling and unique design, he says. "It was always our objective to find a solution for the model that sat below the ClubSport R8," he says. "We received a lot of customer inquiries for a model like that and GXP provided us with that opportunity."What does it have?The GXP and ClubSport R8 share some crucial parts, including the 317kW/550Nm 6.2-litre V8 and some interior trim. The 19-inch alloys will be familiar as they were available on the Series I HSV cars. The sedan gets a unique rear bumper with a blacked-out diffuser and quad exhausts with alloy tips. The ute follows a ‘less is more’ treatment with the rear end and looks similar to an SS ute. Instead of the Maloo hardcover tonneau, the GXP ute opts for a soft-cover. Both also gets unique suspension settings, a Brembo brake package, E Series 2 daylight running lights, E Series 2 front bumper and bonnet and mudguard vents. Harding is quick to point out that the GXP is not a result of "left over" components from the Pontiac parts bin."There is a great danger that you might refer to this program as inventory user," he says. "It’s absolutely nothing of that sort. And certainly companies these days don't end up with stuff left over; certainly we don't. "In terms of building these cars new parts have had to be ordered."DrivingIf the ClubSport R8 and GTS have too much bling for your liking then the GXP sedan makes a natural, easy choice to move into the HSV arena. The sedan and Maloo ute's other strong argument is pricing. Both are designed with just enough HSV baubles to bring new enthusiasts into the fold and get existing owners back into showrooms. Both the sedan and ute steer, brake and accelerate just like a HSV should but without the "look at me" styling reserved for the GTS and Maloo R8 ute.That does not mean each car misses out on the nicer visual touches, from the mudguard vents and bonnet vents to the skilfully crafted diffuser treatment on the sedans rear bumper. Inside there are traces of the ClubSport R8 around the cabin, and that's a good thing. However, to keep the price down it misses the competition electronic stability control, extended cruise control and launch control function found on the R8.The sedan is a smooth operator when it comes to the nip and tuck of every day traffic. The steering is nicely weighted and communicative. For a performance car the ride borders on surreal, even on the bigger tyres. It is firm but compliant and comfy. The GXP's Gen IV V8 is quiet, smooth and will help dispatch slow-coaches easily and without drama. The dulcet tones from the quad exhausts remind you its a bent eight.The most surprising thing about the Maloo is that it is a ute. You have to keep checking the rear view mirrors because until you drive it, you'll dismiss it as just another ute. It's not. And that's the key to all HSVs. Don't dismiss them as just performance Commodores. There is some serious under-the-skin engineering dedicated to the suspensions, engines and steering to back up the go-fast looks.HSVs general manager sales and marketing Darren Bowler refers to the GXP as a sleeper. He might be right because if you hang around too long this HSV will rocket out of showrooms.HSV GXPPrice: $61,990 sedan, $55,990Features: Leather steering wheel, sports seats, multi-function computer, daylight running lights, HSV bonnet and mudguard ventsEngine: 6.2-litre LS3 Gen IV V8, 317kW/550NmTransmission: six-speed manual, six-speed automatic