2004 HSV Avalanche Reviews

The aggressive double-scoop bonnet originally designed to cut through traffic in the USA has been transplanted to the second-generation VE models from HSV, pointing directly to a stonking 325kW V8 engine in the front-line GTS.It is part of a massive $500,000 model change that is almost the reverse of the low-key change for the regular VE Commodore, which has zero body changes but lots of engineering upgrades. HSV has also done a lot of tweaking, but designer Julian Quincey has gone wild with a range of changes and a lot more body jewellery to turn heads.Every E Series 2 manual also comes with full-on, race-style 'launch control' and there are a range of other technical upgrades across the line-up that runs from a competition mode on the stability control to 19-inch E2 alloy wheels on the ClubSport and beyond.But it's the bonnet that cuts through for E2 and HSV chief Phil Harding is happy to defend the donation from the Pontiac program. "We call it our performance bonnet. It's an HSV bonnet now," Harding says. "Actually, we asked for this opportunity over a year ago and at that stage no-one knew the fate of the G8 or Pontiac. We wanted Julian to have it for the facelift."We like the look of it. We think that makes our car look horny, or sporty, or whatever word you want to use."It helps give a tougher look to the E2 line-up but Harding, an engineer, is more focussed on the mechanical changes for the latest HSV line-up. "When we launched E Series we called that our $1 billion baby. This E2 is our half-billion baby. This is the biggest facelift we've ever done," Harding says. "We spent a huge amount on E Series and our sales went up 25 per cent in the first year. That approach worked and we decided to let the engineers loose to entice our customers three years later. "I'm guessing the appearance changes are around 20 per cent of the total bill. The rest is in technology and that stuff is going down pretty well."He targets the 325kW version of the LS3 V8 and the launch control system as the highlights for 2009. "Why do 325? Because we can, and because our customers want it. And they will probably tell us that it still isn't enough. "But, in parallel, we've done the responsible thing and worked on fuel economy. Every E Series II is more efficient than a VY II manual Clubsport, which had 5.7 litres and was 100kg lighter."The extra kiloWatts in the GTS have come from a re-calibration and a new lower-loss exhaust system, which points to a trickle-down to other models in future. Not that Harding is saying anything. "As for launch control, I think this is a kinder way of treating the clutch. It's a repeatable thing and easy to use. And we're putting the 7-litre clutch into the manual models."Apart from the model-by-model tweaking, the E2 models are also available with a new line-up of SV Enhanced options. They vary by model by generally include larger wheels, different exhausts and some cosmetic upgrades.The latest HSV cars hit showrooms this month but Harding is not making any big predictions because of the economic situation. "We'll more than double our daily output with this range. We'll still be down at the end of the year and I'm not sure how it will go. The market needs a kick," Harding says. "We have starved the market. I wanted the cleanest changeover and it's been the most successful since I've been here. At the moment we're trying to make one fewer car than is necessary, unlike the years when we've made one too many."VariantsThe 2009 lineup from Holden Special Vehicles has more visual differentiation than before and a bunch of technical changes. This is the basics, model-by-model:ClubSport R8 - from $65,990:Visual upgrade, 317kW V8, manual launch control, new seat trim, 4- piston brakes, 19" alloysMaloo R8 - from $62,990:Clubsport package, front-side-curtain airbags, 8" subwoofersR8 Tourer - from $66,990:Clubsport packageGTS - from $80,990:325kW engine, extended launch control, 20" alloys, performance leather seatsSenator Signature - from $82,990:Manual launch control, extended cruise controlWM Grange - from $87,990:Extended cruise control, competition mode ESP, new 19" alloys 

Ford Performance Vehicles boss, Rod Barrett, says although his heart his willing, the FPV chequebook is reluctant to open in the service of returning the GT-HO to the road.The poor sales response to Holden Special Vehicle's hot one-off W427 Commodore is believed to have indirectly cooled FPV's desire to recreate the halo Falcon. HSV built just 137 7.0-litre V8 W427 sedans with a pricetag of $155,000.The Clayton carbuilder had originally intended to build up to 427 hot Commodores, referring to the car's cubic-inch capacity. Barrett admits he was a keen spectator to the whole W427 process. "I think there was a huge learning experience for us in that car," he says. "I'd hate to think that I would be putting a car on the market that was as expensive as that. "I would like to be able to do something at an affordable price for the man in the street."Despite the sobering W427 experience, Barrett's desire to build a GT-HO remains strong. "The GT-HO is a dream of mine," he says. "I'd love to be in charge of FPV when we bought out a GT-HO."Dealers around the country hold thick files of prospective orders for a GT-HO but Barrett admits the mystic surrounding the original may not transfer into modern-day sales. Despite keen interest, the company has not even crunched the numbers of how many it could build or sell.But Barrett is adamant it would not be a limited-edition Cobra or special 40th anniversary car. "It would be something entirely unique," he says. With such a car comes a responsibility not to "stuff it up", he says. "I've always said I'm not to prepared to even think about it until we've got all the hardware we require and the financial resources to do it properly," he says.A GT-HO needs to be a car that has unique performance, handling, braking, aesthetics, colour and limited build number "and it needs to reflect what the Phase III was", he says."Whether I'm there, or any man that follows me into the chair at FPV, it is a very brave move to put out a GT-HO if you don't do it right and don't have the financial backing to do it right."Barrett admits 2011 would be an ideal time to introduce a new GT-HO, which would mark the 40th anniversary of the Phase III car. "It is a constant question, it's the question that comes up at every car club event I go to," he says. "I love it but it is so far away from being a reality at the moment it's just off the table."FPV is on track to sell about 1975 cars this year, just 3 per cent down over last year's figure of 2035 cars.Barrett says the full tally is still good considering the economic meltdown. "We're not too bad considering the state the rest of the industry is in," he says.V8s still make up most of the FPV volume with 41 per cent of cars being six cylinder models. "Going forward, we're heading for a pretty good year under the circumstances," he says.Barrett also believes buyer confidence is coming back into the market. "Inquiry levels are up and I'm very confident about the future of FPV," he says.However, FPV's figures still trails arch-rival HSV by a significant margin. HSV sold 4778 cars last year and to the end of July, sold 1551 cars.

The company is not revealing too many details about the HSV E Series II upgrades but buyers can expect some visual and engine tweaks to deliver more power from the 6.2-litre V8 without sacrificing fuel economy.Power is believed to have been lifted from 317kW to around 320kW but engine emission tweaks have delivered slight gains in fuel economy.HSV spokesman, Simon Frost, says the company is focusing on fuel consumption but there will also be a number of significant visual improvements to the cars.HSV managing director Phil Harding says the multi million dollar program includes "major visual differentiation and introduces at least five Australian auto firsts, a huge shot in the arm for the local industry"."We know our customers want the latest technologies, as well as distinctive luxury and performance features in their HSV," he says."The new range delivers in improved economy, more power, some truly exciting driver enhancements and distinctive design themes across the board."The new HSV line-up arrives in showrooms around September.

The VQ Statesman saw the return of the long wheelbase models to the Holden range after an absence of six years. Holden was emerging from a troubled period where it was in real danger of failing. Were it not for a massive rescue package by GM head office in Detroit in 1986 Holden may well have gone out of business.The rescue, along with some clever local planning that resulted in the VN Commodore in 1988, and the Commodore-derived VQ Statesman two years later ensured the company would not only survive, but prosper going forward. The VQ Statesman was hailed as the best locally produced car ever, which made it the perfect base for an HSV spin-off like the SV90.MODEL WATCH Even the best cars can be improved and so it was with the VQ Statesman once HSV got its hands on it and created the SV90. The SV90 was one of the first models to emerge from the fledgling HSV outfit as it embarked on a major expansion program to create three main model streams.One was based on the Commodore, another on the Holden long wheelbase models, and the third on the ute. HSV built on the base Statesman and gave it an injection of its Commodore performance, like that of the SV89 model.The Statesman came with Holden’s fuel-injected 5.0-litre V8, but once HSV got to it and added its dual exhaust system, cold air intake, and some other tweaks its power jumped from 165 kW to 182 kW.Underneath HSV took the Statesman’s suspension, which included IRS independent rear suspension for the first time in a locally produced car, lowered it 20 mm and made it a little more taut.The objective, according to John Harvey, then HSV’s guiding light in a product sense, was to create a sportier feel than the Statesman had without compromising the ride quality expected of a long wheelbase prestige model.HSV was using Monroe shocks on its cars at the time and stuck with them even though Holden used Bilstein shocks on the VQ. Special HSV 16x8 alloy wheels were shod with Dunlop high performance D40M2 rubber.The SV90 styling was kept low key in line with the image of the car, so the body kit is distinctive without being too wild. All were painted Ruby Red with a new Honey Beige interior. The interior featured leather and velour, with a Momo steering wheel to provide some sporting distinction from its Holden cousin.IN THE SHOP It’s a Holden so expect the same niggles as you would from a similar car coming from the main Holden assembly line. The HSV cars were, in fact, built by Holden and then shipped across to HSV where they were ‘enhanced’ with all the things that made an HSV special.Holden build quality wasn’t the greatest at the time; they were still in transition from the 1980s when production quality was probably at an all time low for the company to the mid-1990s when they began to get it right. Don’t worry about panel gaps, they were all over the place, but do be concerned about paint quality.Holdens of that era were renowned for their poor paint quality, which can be seen in the faded, blotchy, VNs and other similar models on the road today. There’s only one way to fix damaged paintwork like this, and that’s to repaint the car. That’s an expensive option so don’t buy a paint-damaged car lightly.The engine and auto gearbox are both quite rugged and reliable if not particularly sophisticated. Look for oil leaks around the engine that might need fixing for a roadworthy, and watch for sloppy shifts from the transmission. Many HSV cars tend to be well looked after so shop around for one that has been pampered rather than settle for one that has been thrashed. Make sure it’s an original SV90 and not a look-alike. Check the build plates, and make sure it’s got all the correct HSV bits as it was built with. A missing build plate or missing bits will reduce its value considerably.IN A CRASH Look to sheet metal and lots of it for protection in a crash in the SV90. It’s a big, solid car that will stand up well when it comes to the crunch, which is good because it doesn’t have things like airbags to soften the impact. A decent chassis, with four-wheel discs, big wheels and tyres, and IRS, means the SV90 stops, steers and handles pretty well.AT THE PUMP It’s got a V8 so it is thirsty. Don’t buy an SV90 and hope it will be as economical as a small four-cylinder model. It won’t be. Expect 15-18 L/100 km if driven with a light foot, more if you can’t keep your right foot under control. The Holden V8 will convert to LPG without a problem, but I am against that option on a car like the SV90. In my view adding LPG takes away from the car’s originality, and its value, and that’s an important thing with a car like an HSV.OWNERS SAY Dean Mostert found himself addicted to the styling of the HSV VN/VQ models, so he snapped up the tidy SV90 he stumbled across after selling the VN HSV+6 that was his first car. Other than a fresh respray it was fully original with 147,000 km on the odo. It has the optional leather trim and a few other goodies.LOOK FOR • Complete with correct HSV parts• Sporty style• Sports handling with prestige ride• Distinctive looks of panoramic rear window• V8 performance• Fuel guzzlerTHE BOTTOM LINE Elegant long wheelbase sedan from a classic Holden era.RATING 65/100

HSV had plenty to live up to when it was formed back in the late-1980s, following as it did the legacy established by Peter Brock’s HDT Special Vehicles. Brock had weaved his magic on a series of mundane Holdens and created cars deserving of the “special” tag. Brock’s cars are now very collectable and gaining in value.Despite lacking the Brock name HSV has established its own niche in the market and has a strong following among high performance car enthusiasts. Its most prominent and popular model has been the Clubsport, a name first attached to an HSV-modified VN Commodore in 1990.MODEL WATCH The HSV formula was pretty simple, and well tried by many people, like Carroll Shelby and, of course, Brock, in earlier times. It started with a solid car, like a Commodore in HSV’s case, one that had plenty of potential for modification that would yield more performance without making it undrivable on a daily basis.In fact it’s been HSV’s mantra that they build refined performance cars and the VY Clubsport was true to that concept. Words like refinement, sophistication and quality were liberally splashed around on the release for the Y Series in 2002, a clear signal of HSV’s intent.By then HSV was aiming at buyers who were also looking at brands like BMW, Mercedes-Benz and the like, but who perhaps couldn’t quite muster the readies to make that big a step.HSV had its own designer, although his work had to be endorsed by Holden’s design team before it could be released for production. Typically the styling enhancements were built into the easily swapped peripheral parts, like the front panel and airdam, the side skirts, rear panel and airdam and the bootlid spoiler. The addition of the kit of body bits had a dramatic effect on the Commodore’s appearance, taking it from family-friendly four-door to sports stunner.A lower stance, courtesy of the HSV-tuned suspension, made a major contribution to the overall sports look of the Clubsport, which was further enhanced by some sharp 18-inch alloy wheels filling out the wheel arches to the maximum.The sports theme was continued inside where the Clubsport boasted sports seats, a leather-bound steering wheel, sports dials, bright colours and sports highlights to reinforce the concept while maintaining a feeling of relative sophistication.Under the distinctive skin lay sports shocks and springs, which produced a sporting bias and sharper turn-in. It also boasted the HSV Performance Braking package, which included larger ventilated front and rear discs, and larger front calipers.No HSV would be complete without a big banger badge on the back denoting the improvement in power its engineers had been able to squeeze from the big-bore V8 under the bonnet.The standard 5.7-litre LS1 V8 was boosted to 260 kW at 5600 revs and 475 Nm at 4000 revs, which made it capable of propelling the 1600 kg Clubsport from zero to 100 km/h in less than six seconds if so desired.HSV offered the choice of a four-speed auto and a six-speed manual, and drive was through the rear wheels. ABS antiskid stoppers and traction control assisted drivers to keep the Clubsport safely on the black top.For an even sportier ride there was the Clubsport R8 with added enhancements, particularly the improved braking from the Premium Braking package, which included larger front and rear discs, and more powerful calipers.A year after the Y Series was released HSV updated it with a Series 2 version, which brought more power (285 kW) and torque (510 Nm), a heavy-duty four-speed auto trans, and on the R8 the Performance suspension that was previously only on the GTS model. Inside there were new seats with four-way power adjustment and new trim materials.IN THE SHOP The Clubsport is at the end of the day a V8 Commodore with a number of sports enhancements so it’s subject to the same shortcomings as the Commodore. The LS1 V8 suffered some piston related problems early on. They consumed oil and there was often a rattle at cold start-up, which Holden fixed by rebuilding complaint engines with new pistons. Check the records for a rebuild. If it hasn’t had a rebuild, listen carefully for piston rattle. It’s best observed just off idle by blipping the throttle when it should be clearly heard if it exists.Rear tyre wear has always been a problem with the HSV cars, it’s a consequence of the type of independent rear suspension Holden used, and made worse by HSV’s retuned set-up. Look carefully around the body for bumps and scrapes, the lower ride height and bold body bits are a recipe for damage on kerbs etc.IN A CRASH The Clubsport’s chassis is one of its strongest safety weapons, with agile handling, responsive steering and powerful brakes empowering the driver with the capability of avoiding a crash. If that’s not enough there’s front and side airbags for the front seat occupants to provide a final layer of protection.AT THE PUMP It’s a V8, a tuned one at that, so expect to be on first name terms with your local servo proprietor in no time at all. This thing will chew through fuel like there’s no tomorrow, especially if you can’t control your right foot. Driven normally expect 13-15 L/100 km on average around town, 10-12 L/100 km when you hit the highway.OWNERS SAY Dean McBain’s VYII Clubsport R8 manual hasn‘t missed a beat in 72,000 km. He drives it daily to and from work and he says it not only looks the part, but is a joy to drive, comfortable with room for a family of four. The seats are brilliant, it stops exceptionally well, and it goes harder than he’s prepared to push it, and on average he gets 13.5 L/100 km around town and nine on the highway. On the downside he’s had to fix is a leaking front suspension strut and he says the original Pirelli P-Zero tyres were too soft for road use and wore out in 20,000 km.LOOK FOR • Sports styling• Room for a family• High performance• Sports handling• Gas guzzler• High tyre wearTHE BOTTOM LINE Looks good, goes hard, but it’s not for the faint hearted or inexperienced driver.RATING 70/100

Holden Special Vehicles boss Phil Harding is cagey about it.He's been misquoted before on future supercars from the Clayton-based brand but says the W427 won't be the last super car from HSV.Mr Harding says there needs to be a time gap and low production numbers to maintain exclusivity."Some have called it an Australian icon and I'm happy with that, but you need a timeout and then come back later and do something like that again - but I don't know what that timeframe is.""One customer has bought two, one on bricks and the other is being driven, so they probably think its going to help them in the future with car value," he says.The model mix has not swung in the smaller four-cylinder direction but HSV is still looking at additional four-cylinder models, including examining an HSV version of the Cruze."We have a lot of internal activity, I don't think I'm ready to say more than that, on Corsa and Insignia we have business cases to finish off, that's still happening.""But since then in the public domain the Cruze has entered the melting pot, that's given us another opportunity that we're looking at."We're looking at the concept, I'm not confirming that we're going to do it."The Corsa and Insignia haven't gotten any worse - in fact they've gotten better - so I don't want to throw them out in a product sense, they'll only be thrown out if the business case doesn't work," he says.The company's sales tallies have followed the market down by about 20 per cent but Mr Harding says the figures are in line with the company plans."We're in line with our plan, which is down on last year, but like every car company we're doing all the right things - controlling costs, motivating our dealers, focussed on selling cars and the sales are where we thought we'd be at the end of quarter one, we're down about 20 per cent in line with the market."Mr Harding has ruled out any HSV versions of a Holden SUV and has expressed a preference for the exciting product like the W427."We're also bringing LPG to the market later this year, that's progressing. We're doing well with that.""We've existed for 20 years and we've got great products."It's tough, but we've been in the tough times before and we'll come out of it and we'll have some great times," he says.

There were a couple of late arrivals including the gorgeous new BMW Z4 sportster, as well as more details on everything from the fuel miser Suzuki Alto to the Honda Insight which was shown as a left-hand-drive concept but will soon be sold as a $30,000-something hybrid hero.One of the genuine surprises was on the GM Holden stand, but it was not the Cruze.The unexpected news was details of a couple of limited-edition showroom specials to keep the Commodore ticking along.The International pack for the Commodore sedan and Sportswagon was not a shock, because dollar deals on Australia's favourite car always go well, but the arrival of a limited-edition Senator from Holden Special Vehicles was completely unexpected.The car is priced from $69,990, which doesn't look like much of a bargain until you clock the regular Senator at $80,500.Stripping the price means dumping some stuff, including the excellent 'magnetic ride' suspension, but the mechanical package is based on the latest Clubsport and that will be more than enough for most people."Today's release of the E-Series Senator is designed to appeal to customers seeking the performance our company is renowned for in a subtle - yet identifiably HSV - package, with a very attractive price point," says the managing director of HSV, Phil Harding.Only 89 cars will be built and it still gets 317 kiloWatts and 19-inch alloy wheels. In the style of every limited-edition model the car comes with a special logo, in this case on the headrests."We think it's a good time to put some extra value into the range and the Senator should do well," says Harding.Find out more on the 2009 Melbourne Motor Show

As if a Clubsport ain't enough, HSV have gone and put a blower on the 6.2-litre, high performance V8 engine.That ups power to a withering 470kW and torque to a mountainous 770Nm.That's 630 horsepower in the old money or right up in V8 Supercar territory.It's part of an upgrade kit for the Clubbie R8 that takes it well beyond the W427 in performance terms. The kit is available at certain HSV dealerships.Why would HSV do this especially after just finishing production of 200 “be all to end all” W427s?Obviously they want a hero car on the books all the time and this one certainly fills the bill.It is one of the quickest cars we have ever driven, eclipsing some `supercars' including highly regarded models from Lamborghini, Porsche and Maserati. German bahn-blasters like the Benz C63 AMG, Audi RS6 V10 and BMW M3 don't even rate a mention.“Rubbish” … the nay-sayers will scoff. But rest assured, one drive will convince even the biggest sceptic. It puts away a 0-100km sprint in about 4.0 seconds but the real strength is roll-on acceleration — like no other.The 1825kg Walkinshaw Performance Supercharged Clubbie we drove not only blows plenty “exotics” into the weeds, with all the option boxes ticked like our test car, it costs a `mere' $97,160.The engine is essentially a 6.2-litre Clubsport unit with a Harrop supercharger mounted in the vee and a big-bore stainless steel exhaust out the back complete with a `rolling thunder' burble on the over-run.The supercharger makes an incredible whine when you're on the gas competing with the blatting sports exhaust note for dominance.For the mechanically attuned, it's music to your ears. Others may find it offensive but it's certainly frightening if you're not prepared.There's so much grunt percolating out of that all-alloy, pushrod V8 that it's difficult to stop the rear wheels spinning under brute acceleration in the first three cogs and there's no need to feather the clutch to get them going.The Poms already have a similar car called the Vauxhall VXR8 — also a Walkinshaw effort — but it only puts out 420kW/715Nm.The red monster we had for 24 hours is a step up again.It has special equipment to tame all that poke — adjustable coil-over suspension with 15-way damping adjustment, six-piston front brakes, four on the rear, a special clutch, oil cooler, vented bonnet and other go fast goodies.The result is a Clubbie like no other.There is no point at which brutal acceleration isn't available. It hits hard and fast as soon as you push the accelerator. The front of the car rises, the rear squats, its emits that blood-curdling whine and blatt, and the rear wheels scrabble for grip. After the first rocket thrust, you hit the cut out at 6600rpm, select the next cog in the close-ratio six-speed box and it starts all over again.It's a handful on tight roads because of the instant power and torque but once you spool your driving up to the task and figure out the best technique, the WP Clubbie is devastatingly quick point to point.The brakes cope OK and the adjustable suspension is best set up firm because it's easy to bottom out on comfort setting.Steering? We didn't pay that much attention because you can nearly get this car around corners on the throttle.It looks better than a Clubbie because of the 22-inch wheels and large bonnet scoop. But inside it's pure Clubbie except for the WP badging.This is a car to be reckoned with and certainly shouldn't be driven by people with an attitude problem. It also likes a drink with the average on our mad fang hovering in the 22-litres/100km area. It's no Prius that's for sure but you've got to have some fun in your life, eh.The WP Clubbie is for the mechanically attuned with considerable driving talent, oh, and a large wallet.

Leading teams have formed a cartel and plan a touring troupe through the coming summer season to ensure the best drivers and cars front for the major meetings across the country.The new franchise system means the end of the current World Series Sprintcar setup but should lead to much better racing and a better deal for fans.The umbrella organisation for the new push is Sprintcar Racing Pty Ltd, which is already supported by more the 20 teams and drivers such as Brooke Tatnell, Max Dumsney and Robbie Farr.The new push is led by long-time motorsport identity Dale Rogers, the former owner of Revolution Racewear in Melbourne, who is the CEO under a board topped by former sprintcar and V8 Supercar racer Tony Noske.Team owners Shane Krikke, Robbie Farr, Noel Gessner and John Farrell are also on the board.Rogers says the new group has only just opened negotiations with track owners and race promoters but is hoping to revitalise sprintcar racing in Australia."This is something that had to happen. We think it is going to be very good for speedway in Australia," Rogers says."This is the start of a new era for sprintcar racing. For too long, sprintcar racing has floundered along looking for direction."Rogers says the new group is working on a touring schedule for the 2009-2010 summer season, as well as ensuring the top drivers make all the major meeting, but it is too early to make any firm promises.Instead, he says Sprintcar Racing Pty Ltd will soon establish a website to keep fans up to date with plans. 

The production run of the E-Series Senator Signature will be just 30 manual and 59 automatic cars. They will be powered by HSV’s LS3 317kW V8 engine, with HSV performance suspension and 19” billet silver Senator wheels with silver brake callipers incorporating the black HSV logo, while the Senator logo features on the front and rear headrests.The Senator comes with leather onyx seats as standard and is available in Heron, Sting, Phantom, Nitrate, Karma, Voodoo and Evoke.It will be priced from $69,990. The 2009 Melbourne International Motor Show...