2004 HSV Avalanche Reviews

Brock used the Shelby Mustang operation in the US and AMG in Germany as models for his HDT Special Vehicles, which in turn provided the model for Holden Special Vehicles and Ford Performance Vehicles. The first special was the VC HDT Commodore, released in 1980. It's now a classic and appreciating in value.The car Brock modified was the top-of-the-range VC Commodore SL/E, already loaded with plenty of fruit. It came with Holden's 5.0-litre V8, but Brock and his team fitted large valves for better performance. It put out 160kW at 4500 revs and 450Nm at 2800 revs, enough to have it racing to 100km/h in 8.4 seconds.Brock offered the choice of Holden's four-speed manual gearbox or the three-speed auto. A limited-slip differential was standard. Brock fitted uprated springs and Bilstein gas shock absorbers, which improved handling.A fibreglass bodykit; wheel-arch flares, front bib spoiler and a rear wing; gave the car a sporting image. Colours were limited to white, black or red. Brock built 500 VC HDT Commodores. Models of the Brock cars are generally sold outside the trade.If you could believe the published values for a VC HDT, you'd expect to pay about $20,000 for one in good condition, but try double that now.Check the hard-to-find special Brock components are there; signed steering wheel, Irmscher alloys, high-flow air cleaner. The bodykits were made of fibreglass, which didn't withstand a knock. Check the various bodykit components for cracking around the attachment points and distortion between mounting points.Len Kennedy says he was impressed with the VC HDT, but debated spending the extra $6000 or so over a standard SL/E before eventually succumbing to the Brock ride and handling. Kennedy says his car has done 130,000km with little trouble. The Brock Commodore memory is kept alive today through Brock's former company, HDT Special Vehicles, now at Revesby.Co-owner Len Pennisi says values are increasing. “Unfortunately with Peter Brock's demise last year, cars quadrupled in value ... everybody wants a piece of that era,” he says. “Collectors are buying them, not selling them again; and they're not getting driven."“A lot of people are buying them to make money, like buying a house.” HDT Brock Commodore VCYear: 1980Price: If you could believe the published values for a VC HDT, you'd expect to pay about $20,000 for one in good condition, but try double that and expect it to keep going up.Engine: 5.0L/V8 160kW/450NmPerformance: 0-100kmh 8.4 secsRating: 75/100Verdict: Attractive Australian sports sedan that has the potential to increase in value. Rivals Falcon S XR6Years: 1992-1993Price: $8000-$9000 Nissan Skyline SilhouetteYears: 1986-1990Price: $5800-$6500 XB Falcon GTYears: 1973-1976Price: $15,000-$25,000 Features High fuel consumptionPotential to increase in valueSolid performanceCheck to ensure it is the real dealRumbling V8 exhaust noteReassuring handlingComfortable ridePresence of special Brock parts Have you driven this classic Aussie performance car? Do you have one stored away, quietly increasing in value? Let us know below... 

HSV is always one to celebrate the milestones and after 20 years in Australia since the launch of its first Walkinshaw Commodore, HSV Managing Director Scott Grant today unveiled two models that evolve not just the heritage, but show the continued core of HSV’s business, performance V8s.With the covers lifted by HRT/HSV V8 Supercar drivers Todd and Rick Kelly, the new Maloo R8 Ute and 20th Anniversary Clubsport R8 continue the bloodline.“A two-door coupe with a really big boot,” is how Grant echoed HSV’s philosophy of the Maloo and as an integral part of the HSV line-up for 17 years, there is a strong following.Running the LS2 V8 engine producing 307kW, the Maloo is mechanically much the same as the VE Clubsport sedan.AP Racing four-piston callipers are fitted to the front, while a Walkinshaw-inspired sideskirt is part of the external package that includes a moulded composite tailgate with parking sensors and a hard tonneau with a new remote release on the keyfob.A $3750 performance pack is also available consisting of full leather GTS-style seats and 20-inch alloys.Grant added: “Maloo’s striking visual appearance, performance characteristics and range of luxury appointments will make this Ute just as comfortable and distinctive on a dirt track or cruising around the inner city streets.”HSV’s John Clark explained; “We began working on the all new Maloo Ute at about the same stage as the E series sedan, with the aim of building on the dynamics of the sedan.“The comprehensive testing program we undertook around Australia and in New Zealand and Sweden, has resulted in the complete driving package.”The Maloo R8 will retail from $59,990 with auto an extra $2000. Clubsport R8The second big release at the Australian International Motor Show is the very fitting for the 20th Anniversary Clubsport R8.Built as a limited edition, another proven HSV speciality over the years; the 20th anniversary edition “celebrates the heritage of the luxury and performance car company.” Taking elements from HSV’s range-topping GTS, the limited edition Clubbie is unique but restrained.Grant added; “The birth of HSV and the reveal of the very first VL Group A SS Commodore commonly referred to as the ‘Walkinshaw;’ took place at the 1987 Sydney Motor Show. From those humble beginnings, HSV has gone on to produce over 55,000 vehicles and dominate the world of Motorsport."“It is only fitting that today we unveil a limited edition model to commemorate the company’s 20th Anniversary,” he said. The 20th Anniversary Clubsport R8 is limited to a run of just 100, with a number of unique features including a unique sandstorm colour, though it could have also been called champagne.Special anniversary sill plates and black GTS accenting with leather performance seats and 20th anniversary logos.Chrome shadow wheels and black and gold finished brake callipers round out the bespoke changes.The HSV Clubsport R8 20th Anniversary; to give its full title; retains the 307kW LS2 V8 engine, performance brake package and aggressive HSV styling that has contributed to the company current sales success.The 20th Anniversary Clubsport R8 is priced from $65,990, a $3100 premium over the regular R8.Check out the Maloo R8 on video at the Australian International Motor Show

Four million bucks worth of gee-whiz suspension gear might well be the star of the current HSV range but to quote Shania Twain, that don't impress me much. While the Magnetic Ride Control does tame the ride of the VE/WM-based HSV models, it is also just another thing to go wrong.HSV owners have had problems with the cutting-edge suspension system, but in the “entry-level” HSV Clubsport R8 you don't have to worry about that.All you have to worry about is keeping your licence. The ride-quality is good enough for a powerful V8 sedan, with the HSV engineers working from a good VE donor platform for structural strength. The ride comfort is not quite to the GTS's standard but you also don't get the noise that sometimes accompanies the MRC.Although the capacity hasn't changed, the outputs have. The 6.0-litre LS2 V8 produces 307kW at 6000rpm; a 6kW increase and it has 550Nm of torque peaking at 4400rpm, up by 20Nm. It delivers it with lungfuls of enthusiasm, not quite bellowing like a V8 of ye olde times but certainly proving aural inspiration.The soundtrack benefits from the four rear exhausts, two either side of the under-bumper diffuser, giving the rear end a purposeful look.HSV went to the trouble of changing the rear lights to further differentiate its sedan from the VE range.The V8's low-end torque helps during the mundane driving duties around town, enabling the driver to short-shift in the city and make full use of the top two ratios on the open road.With more than 400Nm on offer from just above idle and 500Nm twisting the driveshaft from 3000rpm through until 5500rpm, clever use of the six-speed manual has real benefits at the pump. The fuel use was reasonable for a high-performance V8 showing in the 13-14 litres per 100km range, down on the ADR figure of around 15 litres per 100km. 

Theoretically, HSV making a four-cylinder car is like AC/DC releasing an unplugged album. It wouldn't sound right, it would look stupid and have bogans up in tattooed arms.And yet, as unimaginable as it seemed a few short years ago, it's happened in the form of the VXR otherwise known as an Astra that looks as though it's dressed up to go on Gladiators (that show where lycra-clad muscleheads would hit each other with giant ear-cleaners).It really is an overdone bodykit and seems to have been created by the same guy who did Jordan's breasts.The strange thing about the $42,990 baby HSV was that, at first, it didn't feel that much different to the Holden-built SRi Astra I'd driven a couple of weeks previously, which costs just $34,990.Being merely plain rather than ugly, the SRi won't frighten horses or small children.But it does share the butt-ugly, exhaust-pipe-in-the-middle look that too many designers are borrowing from the Porsche Boxster, mistakenly thinking it looks good. A bit like Lindsay looking at Paris and deciding a mugshot was a neat idea.One would guess what you're paying HSV for is the butch looks and the badge, which is what makes the interior so strange. I couldn't find a HSV badge anywhere.You'd think they'd put in those funky dials you get in a Clubsport. But no, they've just left in the ones that say “Opel Performance Centre” and look a bit uninspired. There's even an Opel lightning bolt, rather than the Aussie Dark Helmet look, on the steering boss.These clues provide the giveaway that HSV has had less to do with this car than Milli Vanilli had to do with their songs.The VXR is fully imported from Europe, which is a good thing unless you buy HSV out of some strange sense of petrol-chewing patriotism.I did finally find a HSV emblem, in the decal on the back window, above the words “I just want one.”It seems a cruel way to taunt someone who's bought this car, making them read this every time they check their mirror. There are HSV badges on the exterior; they get stuck on in a holding yard before the cars go to dealers.Elsewhere in the cabin, there are two nice Recaro seats and a beefy steering wheel, but other than that it looks like the interior designer just shrugged and said “that'll do.” The thing that the letters HSV bring to mind most urgently, besides aggressive styling and loud clothing, is the thundering rumble of a V8.And you're just not going to get that in a car powered by a turbocharged 2.0-litre four cylinder. Sure enough, the noise the VXR makes is as far from a throaty V8 as James Reyne is from Pavarotti. It's more of a 'parp' than a rasp. Give it a bootful and it will start to wax lyrical, but it never really makes a noise you'd describe as pleasant.After tootling around town for a few days, wondering why its 177kW felt so similar to the SRi's 147kW, I finally took the HSV into more appropriate territory and was duly rewarded.Out on the open road, it was a revelation. Finally, I felt safe to press the Sport button, which, in the city, turned the VXR into one of those fierce little dogs that just has to attack every other canine it sees.Sport buttons are often mere frippery, but clearly this one really does what it claims, quickening the steering, firming up the suspension and improving throttle response.After being underwhelmed all week, the amped Astra took to the Old Pacific Highway with all the aggression the HSV name implies. This is a seriously quick car, a second faster to 100km/h than the SRi, stopping the clock at 6.4 seconds.An even bigger surprise was the chassis, which is wonderfully stiff, banishes bodyroll and generally takes responsibility for making this Astra so much fun through the bends.If you're up it, it really can carve a section of road, with its 320Nm helping you to punch out of low-gear corners. There's undeniable lag before the big turbo punch comes in, but if you keep it on wick, it just flies.The ride is still firmer than a cliched TV prison warder, however, thanks to the very HSV-looking 19 inch rims (the SRi has more practical 18s). The steering is good without being outstanding, It's no BMW 130i, or even a Golf GTI, but it's enjoyable.The one big thing this underling has over the entire HSV range is that it's the only one with a really good six-speed manual gearbox. What it really misses out on, compared to its big brothers, is not being rear-wheel drive.I expected a lot of torque steer, but it wasn't as bad as feared. It was there, you could feel the wheels scrabbling and the steering tugging slightly at speed, but it wasn't awful. Then I took a humble left-hand turn on the outskirts of Hornsby, got careless with that feathery throttle and nearly had both my arms rent asunder.Sorry, but you can't put 177kW through a set of front wheels and not have torque steer, no matter how many Mazda 3 MPS dealers tell you you can.Personally, I enjoyed the SRi Astra just as much, perhaps because it's not trying as hard to deny engineering principles and visually it's less offensive. So if I really wanted an Astra, I'd be pocketing the $8000 difference.Sadly, though, neither comes close to the hot-hatch class leader, the Golf GTI. Snapshot HSV Astra VXRPrice: $42,990Engine: 2L/4cyl turbo; 177kW, 320Nm0-100kmh: 6.4 seconds The rivalsHonda Civic Type-RPrice: $39,990Engine: 2.0L/4cyl; 128kW, 193NmEconomy: 9.3L/100 combined0-100km/h: 6.6 secs Mazda 3 MPSPrice: $39,990Engine: 2.3L/4cyl turbo; 190kW, 380NmEconomy: 14.5L/100km0-100km/h: 6.4 seconds Renaultsport R26Price: $43,990Engine: 2.0L/4cyl turbo; 168kW, 310NmEconomy: 8.8L/100km0-100km/h: 6.5 seconds (est) 

Check out the our feature story on the VE Ute launch, including great images and video.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

Something special is simmering at Holden Special Vehicles as the clock counts down to its 20th-birthday celebrations.

Audi was 123% more likely to be stolen than the average vehicle, followed by BMW (117%).However, the other German luxury brand, Mercedes-Benz was up only 19% on the average.The 2006 Suncorp statistics do not provide actual numbers, type or age of vehicle, only proportions stolen.Vehicles below the average were Volkswagen, Ford, Mitsubishi, Mazda, Kia, Peugeot, Daewoo, Nissan and the least likely to be stolen was Daihatsu.The research showed that the more expensive the vehicle, the more likely it was to be stolen.The most stolen vehicles were those in the $60,000 to $100,000 bracket, despite the fact that these have better theft protection.Suncorp also released claims information on crash frequency which shatters the theory that the better the car, the better the driver.Claims where the driver was at fault for the accident were 10 per cent more likely for cars that were worth $60,000- $100,000. Alfa drivers were 58% more likely to make an at-fault claim than the average driver.Suncorp motor insurance general manager Daniel Fogarty said the results could suggest that drivers of prestige motor vehicles may feel safer in their cars, which could lead to over-confident attitudes, resulting in more accidents occurring.“On the other hand, drivers of new prestige vehicles may feel slightly more nervous on the roads than if they were driving a mid-range car, which might potentially cause more accidents, as the financial implications of accidents are higher,” he said.One of the most common types of claims that Queensland drivers made was for a single-vehicle accident.Holden Special Vehicles drivers were 50% more likely to make a single-car accident claim, followed by Audi (49%) and Chrysler (44%).Least likely to make such a claim were Daihatsu drivers at 30% less than the average.The statistics also show that if you lend your new car to a friend or relative there is a 12% chance that they will scratch or damage it, but a 93% chance they will also own up to it. Frequency of thefts1. Audi 123%2. BMW 117%3. Jaguar 100%4. Alfa Romeo 89%5. Saab 74%Frequency of at-fault accidents1. Alfa Romeo 58%2. Proton 19%3. Mazda 13%Frequency of not at-fault accidents1. Audi 102%2. Alfa Romeo 94%3. Proton 75%Frequency of single-vehicle accidents1. HSV 50%2. Audi 49%3. Chrysler 44% Source: Suncorp claims statistics for 2006 

Craig Lowndes drove a near faultless race to take top spot on the podium, at the Hidden Valley raceway in Darwin yesterday.The 33-year-old Ford star, whose birthday was on the weekend, finished second in race one, before going back-to-back yesterday to hold off championship leader Rick Kelly, with the barnstorming Mark Skaife third.“It feels nice to finally win a round,” said Lowndes, after putting his birthday celebrations on hold.“Winning up here for the second year in a row, and especially for a new sponsor in Vodafone, is doubly special.“If I had it my way, I'd pick up the track up and have it trucked around the circuit.”The win took Lowndes to 213 points and sixth in the series standings, still 123 points in arrears of leader Rick Kelly in the Toll Holden.Holden drivers Garth Tander, Todd Kelly and Skaife also fill out three of the next top four placings.While Lowndes finished the weekend on a high, the ageless Skaife, who took the major points at Eastern Creek a fortnight ago, again took the honours in the opening race on Saturday. In a dramatic race, Will Davison, in the second of the Jim Beam Falcons, fell foul of the stewards.Davison was excluded from the results of race one and was fined $5000 (suspended) for his part in a dingle that took four cars out of the reckoning.But Lowndes, who started race three on pole, proved unstoppable yesterday, at one point opening up a 4.5-second gap, leaving a swag of Holden drivers to race for the minor placings.“The team mechanics deserve much of the credit for the improvement in the car,” Lowndes said. “I got them to make some minor adjustments to the suspension and on the rear of the car."“With 600 horsepower under the bonnet, I thought I may as well make use of it."“It certainly made the car a little bit more driveable.”Lowndes says the series is by no means over, with eight rounds still to race.“We've got a testing day organised at Willowbank to tweak the car, before we race there again in July,” he said.Kelly's podium finish in Darwin sees him open up a 39-point buffer on his Toll HSV dealer team-mate Tander, heading into the next round of the series, the Queensland 300 at Ipswich on July 22.The defending series champion has finished on the podium every round this year.