2004 HSV Avalanche Reviews

This is the car HSV always wanted to build – the W427 -- and now we just have to wait and see whether they’ll get to build 427 of them.

Nothing as flat-out menacing as the W427 from Holden Special Vehicles has ever been seen before in Australian motoring and 90 punters with $155,500 for their new pet have signed for deliveries before the end of July.You have to get the W427 on a track to understand how good, and how bad, it truly is. It feels as fast as a recently-superseded V8 Supercar in a straight line, with a thunderous exhaust note like a warbird at take-off power.Just as good as the engine, the W-car has the first serious braking package on any HSV car and there is no sign of fade in repeated hot-lap stops. And the new six-speed manual gearbox is lighter and smoother than the usual truckie-style shift in a high-performance V8.The E-Series flagship is not as racey as the first 7-litre HSV car, the two-cars-only Monaro 427 which never cleared the bar for full-scale production, but this time around all the work has been done to create a car which is more than just a racer for the road.The W427 gets the LS7 engine from the Chevrolet Corvette, with 375 kiloWatts - that is 505 horsepower - and 640 Newton-metres. They are shipped from the USA and installed on a special mini production line at HSV in Clayton which makes the 165 individual changes from a 'standard' HSV GTS. Work includes a big-bore active exhaust, a special limited-slip differential, giant brakes and the latest TR6060 gearbox with local tweaks to the clutch.Every owner will be invited to travel to Clayton to watch their car being built.But no-one is sure exactly how many W427s will be built, with HSV chief Scott Grant now talking up to 427 - "but no more than 427" - after an initial build program for 200 cars.What is certain is numbers which will make the car the quickest quarter-mile and 0-100km/h sprinter in serious production, even if a potential top speed in the 290 range has been held back to 250km/h by a self-inflicted speed limiter.Grant is simple and direct as he sums up the reason for the W427, which takes its name from company boss Tom Walkinshaw - who is having car one shipped to his home in England - and its 427-cubic inch capacity."This is the car that HSV always wanted to build," Grant says.

But at $150,000 plus, HSV's W427 “super car” goes where no Holden has gone before.

You can rant and rave all you like about gas-guzzling V8s and big cars.But you only have to ride in one for a week to realise why those who can afford them love them so much.Take, for instance, Holden Special Vehicle's Grange. Suspension, brakes and engine, along with a few body bits, have been targeted for work that makes the Grange only slightly less plush than a Caprice in the ride department but which turns the Grange into a real wolf in sheep's clothing.On the one hand, you have the plush leather interior, all mod cons, bells and whistles and amazing passenger space and on the other, the HSV 6.2-litre Chev V8 that becomes, if you stick your boot into it and leave the pedal to the metal, a snarling rocket ably backed up by uprated brakes and suspension. If you happen to be taking two persons of the female persuasion to the airport for a long trip with their copious amounts of luggage, don't worry. The Grange boot gobbles up almost anything you can throw at it and even allowing for a long-legged teenager in the front passenger seat, there is still enough room in the back to hold a party. Well, almost.It is not until you get in a car like the Statesman or Grange that you realise just how compact even larger European and Japanese cars really are.The Grange, with luxurious leather seats, DVD screens in the back of the front seat headrests and room to really stretch out, lends itself to back-seat passengers.In fact they can have almost as much fun as the driver.DRIVINGwhile it still has claims as a limo, the Grange is really a driver's car. Treat the throttle gently and it moves along with just the merest hint of a burble from the four exhaust pipes. And keep the suspension on plush rather than sport and you could be in a Caprice.If the red mist descends and the road ahead is winding and empty, the six-speed auto becomes a tiptronic, the magnetic ride control stiffens up the suspension and lots of throttle produces lots of acceleration and noise.While the Grange is not in the sportscar handling category, it does get round corners remarkably well, the big fat tyres hanging on and the stiffened suspension keeping the bulky car, 1.94 tonnes, on track. If you keep the ESP on, and there is no valid reason for turning it off on public roads, there will eventually be a little bit of oversteer before the electronic guardian angel decides enough is enough and pulls the pin on a few cylinders.Those dirty big brakes also come to the party. Given they have to deal with more than two tonnes if there are a couple of people on board, they perform predictably with good progressive pedal feel. Perhaps a race track may stress them more but in normal road work they performed faultlessly.When it comes to getting from corner to corner, 6.2-litres of Chevrolet V8 does the job as well as anything, as you might expect when 317kW (440bhp) is put to work, work that will eventually see it hit 250km/h if you can find a track with a decent straight.Between induction noise and exhaust burble, you know you are making those cubic inches earn their keep. In fact, that V8 symphony is a bit of a tease and the urge to hear it can often overcome the urge to keep a clean licence.The Chevrolet symphony should only be played when those in the car are the only ones listening to it.What about finish and fit?Is it as good as the European efforts? By and large yes. There is precious little noise in the cabin and most of that is from the tyres and varies with the road surface. The biggest indictment of the test car cabin was perhaps that the front passenger's glovebox popped open under some particularly vigorous cornering on a rough surface.That, of course, may well have been due to the fact it was not shut firmly in the first place.GM claims a combined (urban/highway) fuel consumption figure of 15litres/100km.On the open road at a steady cruising speed the big US donk sipped anything between 8-11 litres/100km depending on the surface and gradient and if you booted it around town the figures became little short of frightening.Anyone keen to equal or better the claimed figure would need a light foot and disdain for that delightful Chevrolet symphony.Apart from the HSV go fast bits, the Caprice already comes with almost everything designed to pamper, including: fixed-front seats cup holders and rear seat pop out cup holders, airconditioning with individual climate control for each front occupant and a rear seat climate control, power windows front and back, speed proportional power steering, four-wheel ABS, electronic traction control via ABS and engine management, a 10-speaker Bose stereo system, DVD/VCD with display screens on dash (only when stationary) and backs of front seats, cruise control, trip computer displaying average speed, average fuel consumption, instantaneous fuel consumption and range for remaining fuel, smart key, including central locking, memory seat adjustments and radio settings, just to mention a few.HSV WM GrangePRICE: $84,690ENGINE: 6.2-litre LS3 aluminium alloy 90 degree OHV V8, cross-flow heads, twin knock control sensors compression 10.9:1.103.2 mm bore, 92.0 mm stroke,POWER: 317kW @ 6000rpmTORQUE: 550Nm @ 4600rpmFUEL: PULP, 73 litres 14.5 litres/100km (claimed combined) Using 95RON (PULP) or lower will not cause any problems, but will result in slightly less engine performance and economy.BRAKES: Front: 365mm ventilated discs. Four piston calipers Rear: 350mm ventilated discs. Four piston calipersTRANSMISSION: 6-speed Automatic Transmission with active select Limited Slip Differential with HSV specific ratio Sports Suspension with MRC Electronic Stability Control (ESC), Anti-Lock Braking System (ABS), Electronic Brake force Distribution (EBD), Electronic Brake Assist (EBA), Traction Control System (TCS)WHEELS/TYRES: 19" x 8" front alloy wheel with 245/40 R19 98Y full size spare 19" x 9.5" rear alloy wheel with 275/35 R19 96Y

IT'S not the most expensive model in the range but HSV's iconic GTS is certainly the spiritual leader.With runaway fuel prices, this may well be the last roll of the dice for the big V8-powered sports sedan but somehow we don't think so.It's hard to imagine a GTS with a hybrid power train or for that matter a diesel or dual fuel LPG model.In April HSV replaced the 6.0-litre engine with a larger, more powerful 6.2-litre 317kW V8 across the range in the never-ending quest for power.A 7.0-litre model is also in the pipeline.The 6.2-litre LS3 engine is put together in the US and is, in fact, the same engine that powers the current Corvette.GTS's two main competitors, the Falcon GT and Chrysler 300C SRT8, run a 5.4-litre 315kW/551Nm and 6.1-litre 317kW/569Nm V8 respectively.There's not much in it.Why go for a larger engine that uses even more fuel?Well, in this market it's all about size and, in manual form at least, the larger engine uses only a tenth of a litre more at 15.3 litres/100km.That's still a lot fuel in any money and anyone considering the purchase of this vehicle should be aware of this fact.If and when petrol hits $2 a litre, it means the GTS will cost $30 in fuel for every 100km travelled, or about 30c every time the odometer clicks over another kilometre.That's before you even think about putting your foot down.The six-speed auto uses significantly less fuel at 14.5 litres/100km.Although all the trio cost about the same and deliver a similar level of performance, it is pointless trying to pick a winner.Suffice to say few Holden fans are going to cross to the dark side and buy a Ford and vice-versa.The macho-looking SRT8, however, is every bit as good and remains a tantalising option for both camps.Our test vehicle was a six-speed manual GTS finished in gleaming red with 20-inch wheels and matching red brake callipers.It's a magnificent looking car, one that commands respect from other motorists who tend to give it a wide berth.We've driven plenty of high-priced Euros, but none of them seem to stir as much interest as a big V8.The 6.2 litre engine delivers a massive 317kW of power at 6000rpm and 550Nm of torque at 4600rpm, compared with 307 at 6000rpm and 550 at 5100rpm previously, using top grade 98 premium.Although rated at 15.3 we were averaging 14.8 litres/100km in mixed driving.The noise from the V8 is raw and powerful, just the way God intended and we found ourselves frequently dropping down a gear just to hear it.The manual change was a revelation, a quantum lead forward from the previous HSV we drove.We'd stop short of calling it smooth, but it is much easier to use with a lighter clutch action.Having said that, it still doesn't like to be hurried and doesn't deliver sports car precision.The manual can blast from 0-100km/h in less than five seconds and is fitted with HSV's controversial magnetic ride control which is activated by a switch on the dash.It offers the choice of performance or track modes but, to be honest, we had trouble telling the difference. We will say that the ride is excellent, nothing like the harsh cars of the past. Cornering and braking are impressive and the electronics don't intrude on the fun.A full size alloy spare is provided, but being smaller than the rear tyres its use is limited on the back.It's the best GTS yet but at the end of the day it's more about what this car misses out on that what you get, so check out the equipment list.

'Chooka' is one of the first to order Holden’s most expensive production car – and was offered his choice of build numbers 1 or 427.

Exclusivity doesn't come any better than the most expensive sedan ever built by Holden Special Vehicles, the W427.It is destined to become an instant classic despite its $150,000 price.Originally expected to cost $170,000, Tom Walkinshaw, the Scottish owner of HSV, has confirmed the car wearing his name will be $20,000 cheaper, subject to any changes in the luxury car tax.“With the LCT it will be $156,000,” Walkinshaw says.Despite the price, HSV has been inundated with inquiries since the wraps came off the car at the Melbourne Motor Show.The company has 1500 “expressions of interest”, 70 per cent of which have come from owners of high-end European brands, including BMW and Mercedes-Benz, according to Walkinshaw. The rest already drive HSV cars.He says the car is a credit to HSV engineers.“It's one of the best four-door performance cars I've ever driven.”HSV used high-end European cars as benchmarks for performance and handling.“Everything from Audi, Mercedes and BMW . . . it can hold its own against any of those,” he says.Only 427 examples will be built, a number that refers to the 7.0-litre V8's old-fashioned cubic-inch capacity.Only 90 W427s will be delivered this year and 110 next year.Low-volume production has started at HSV's factory in Clayton. Each customer will be flown to Melbourne to visit the factory to see the production line. They can also go online to follow the progress of the cars.HSV managing director Scott Grant says the company is also looking at performance driving courses for W427 customers.Walkinshaw is modest about the first HSV to officially have his name on it.“A lot of people liked the original Group A car (Commodore VL) which was never called the Walkinshaw in the beginning but everyone called it that,” he says.“So for the 20th anniversary of the company, Denny Mooney said why don't you make something special.”He says that without the help and guidance of Mooney, the previous GM-Holden chief, the car may not have been built.“He said, `Well, I think I can get the 7.0-litre engine from America',” Walkinshaw says. “Mooney was the driving force.“The work in making the car fast and reliable has been enormous. Almost everything from the engine to the wheels is new.“The entire drivetrain has been updated and redesigned to take the power and torque.”The W427 shares its V8 engine with GM's Chevrolet Corvette sportscar. The V8 engine is hand-made on a separate production line at GM in Detroit. It is then shipped to Melbourne to be slotted into the VE Commodore body.In the W427 it develops 375kW at 6500 revs and 640Nm at 5000 revs.HSV undertook extensive modifications to put the Corvette V8 into the VE and make sure it could cope with the power and torque. The car's cooling, suspension, gearbox, differential and wheel bearings were all upgraded.The previous most expensive HSV was the $100,000 VT GTS Series II in 1999. It had a 300kW Callaway V8, the first 300kW production car in Australia at the time. INSIDE VIEWHSV W427PRICE $150,000AVAILABILITY NowEXPRESSION OF INTEREST 1500 potential buyersNUMBERS Built to order up to 427POWERTRAIN 7.0-litre LS7 V8 with HSV calibrationPOWER 375kW at 65000 revsTORQUE 640Nm at 5000 revsSUSPENSION New springs, 30 per cent stiffer than GTS, 20mm lower ride height than GTS, stiffer rear bushings, new magnetic ride-control calibrationBRAKES New six-piston front brakes with 50 per cent greater pad area, two-piece floating front rotors (380mm x 35mm) compared with 365mm x 32mm one-piece on GTS Related storiesOrders race in for HSV's hot W427HSV Series: size countsHSV now a roaring successHSV powers up with LS3 

The super-hot CTS-V is the king of the Cadillac hill — and claimed to be the world's fastest four-door sedan. Still, the key is the engine: a supercharged 6.2-litre V8 with either a six-speed manual or six-speed automatic directing power to the rear wheels. The bottom line is 410kW and 745Nm. Unfortunately, all that engineering has left little room for a right-hand drive conversion that would bring it to Australia.  “When we put the 6.2-litre V8 engine in and the supercharger plumbing on it, we ran out of real estate,” General Motors product boss Bob Lutz says. Its mechanical package includes magnetic ride control for the suspension, Brembo six-piston disc brakes and Michelin Pilot Sport 2 tyres. But Lutz, always the optimist, believes there is potential for Holden Special Vehicles to tweak a go-faster CTS for Australia. “Talk to HSV. I'm sure they will whomp up something,” he says. Pick up the phone, HSV.

There is much interest about the car dubbed Australia's fastest production vehicle. HSV managing director Scott Grant has 1500 expressions of interest and yet has production plans of only 200 of the hand-built special sedans. Prices are now being crunched but Grant sees it falling in the $150,000 to $170,000 slot, a bit higher than the $125,000-plus hint dropped by HSV at the model's Melbourne Motor Show debut. But the price could be even higher. What won't change is the 200 production run though Grant won't rule out a second-tier model line using the same drivetrain. Only six W427 — for Walkinshaw and the imperial-measure cubic-inch capacity of the engine — cars will be made each week. “We can only manage six a week,” Grant said. “We're saying 200 today. But when we fix the price, we'll also confirm production numbers. “We'll stick at 200. But we could produce variations on that theme.” The W427 celebrates the 20 years of HSV that started in 1988 using the VL Commodore donor. Only 421 sales were made in 1988 compared with 5222 in 2007. Grant is aiming at 80 builds of the GTS-based W427 this calendar year and the remaining 120 in 2009. The 427cublic inch (7-litre engine) produces 370kW at 6500rpm and 640Nm at 5000rpm to be the most powerful HSV road-going model. The engine is based on the US-made LS7 though fine-tuned by HSV with cold-air induction, ceramic-coated 4-into-1 extractors and active twin-mode rear mufflers. Inserting the 7-litre V8 has proved to be a shoehorning exercise made awkward because of the engine's dry-sump design that requires a separate oil canister under the bonnet. The battery has been relocated to the boot to make some room. The W427 gets a new face to distinguish it from other HSV sedans, a carbon-fibre rear lip spoiler, 20-inch “cookie cutter” wheels, uprated springs that are 30 per cent stiffer than HSV's GTS and new adjustable MRC suspension settings. It sits 20mm lower than the GTS. It also uses six-piston brake calipers.

All eight cylinders are firing hard at Holden Special Vehicles and the punch will only get strong with the arrival of V-Series cars with an LS3 V8 under the bonnet.