HSV Clubsport Reviews

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

Sermon on the MountCometh October and verily did the pilgrims converge upon the sacred Mount where on was preached the sermon of the bent eights. Congregate did the disciples of the Blue Oval and Red Lion sects at this holy place; there to cast empty drink vessels at the unbelievers and to light pyres of sacrificial chariots. And at day's end, when one tribe's champion had smote mightily the other, the believers and philistines all did trail away in a long mournful procession across the western plain ...SO MIGHT read some scrap of scroll unearthed by a future archaeologist recounting the annual secular rite that is the Bathurst 1000. This weekend's edition might be one of the last to feature only the the clans of Ford and Holden, as the end of the two-make contest is nigh. The need for new blood is widely recognised - not least by incoming V8 Supercars commissioner Mark Skaife, even in the form of marques from distant lands that your flat-earth Aussie V8 believer can scarcely envisage.That though, like the day of reckoning, is a prospect best not dwelt upon. Today's our day for making a pilgrimage to the Mount in two of the best V8s from the Holden and Ford stables. In sales terms, the fight between the Cruze and the Focus shapes as far more meaningful, but the muscle cars chosen for our excursion show this perpetual heavyweight title fight is far from decided.Ford Performance Vehicles is represented by its GT-P, essentially a life support system for the stunning new supercharged all-alloy Boss 5.0-litre V8. The fruit of an estimated $40 million investment, it obliges by returning 335kW at 5750rpm and a gut-punching 570Nm from 2200-5500rpm.That overwhelming (literally as it turns out) off-the-line performance is underwritten by superb Brembo brakes. Visually - despite its sober, deeply dark blue paint, silver accents and grey stripes - it's as subtle as a copping a half-full can of VB  on the scone, with a vast spoiler rising from the rear deck and a mountainous protruding bulge on the bonnet.The visual cues of Holden Special Vehicle's Clubsport R8 Black Edition emphasise that, although this is a close competitor, the respective cars are about as different as two similar things can be. Ours is luminous white with matt-black accents, even the HSV badges, suggesting nothing so much as a Star Wars stormtrooper helmet. (Lord of the Fully Sith, anyone?) On its V8, FPV has downsized and used forced induction while the Clubbie is all about capacity and natural aspiration in the form of that resonant 6.2-litre V8. For all its size, its output is less than the FPV's - 317kW at 6000rpm and 550Nm at a higher 4600rpm.The ClubSport's brakes are equally impressive for their progression through the pedal and the assertive bite. There's also an HSV-bespoke limited-slip differential to keep it in shape. With this and the wider rubber around the 19-inch alloys at the rear, the electronic safety measures are less frequently aroused.Escaping Sydney's ever-expanding sprawl, our 16-cylinder procession abandons the (not so) Great Western Highway, cutting across country via Hampton, Oberon and O'Connell to Bathurst, soaking up the spring rain, sleet, hail and single-digit temperature with which the NSW central west is apt to bushwhack the unwary.The FPV soon reveals its twitchy, manic manner. This is the one you'd reckon on winning any traffic light derby, or would be if acceleration off the line and out of corners didn't need a sensitive foot. Punch it too hard in any conditions, especially wet ones, and a superb engine - one you'd be happy to find in a top-end Jaguar - is too much for the chassis to handle and the stability program to rein in.Initial discomfort isn't helped by the most awkward driving position since the old Alfa Romeos. As ever in Falcons, you're perched as though on an orange crate and anyone taller than 185cm has the wheel in his or her lap.But ... Suck all this up, breathe out and what a weapon you wield. You might undercook your corner entry speed, yet if you pick your moment you'll power out with supreme authority accompanied by the charger's whine. For all the modernity of what's under the bonnet, the character of this package feels more like an older-school muscle car, one that requires your best to get its best.The Clubsport, by contrast, is more, well clubbable, as in a club to which you have to be elected. More linear than the FPV in almost all respects - acceleration, steering and handling - it fills the grand touring remit with luxuriant ease, barely touching 2000rpm at the legal limit in sixth gear.A manual gear shifter (which initially brings to mind a piece of gym equipment in its action) feels almost buttery after exposure to the tight-gate rigidity of the FPV's stick.The HSV's seats are not nearly so supportive as the Ford's big, ribbed sports pews but they are more comfortable over distance, while enhancing the impression that the Clubbie shrinks around the driver as you push through the curves. And it's an interior that at least approximates the spend - hardly lush, it is recognisably that of a luxury car with a standard features list that's as full as its rival's is spartan. And, at 80 big ones, the FPV's innards are too like that of a Falcon of half that price.The current HSV series is the one that most convincingly answer that age-old question, "Is it worth the extra spend over an SS?" with an emphatic "bloody oath". It also speaks to the man of means who wants to celebrate his success, not with the obvious German device, but a bulging bicep of Australiana that he (or, yes, possibly she) can drive comfortably every day.None of this is to write off the GT-P. It's an engine in search of a more deservingly contemporary and capable car, yet it provides a rousing contrast, something perhaps for the driver who retains more fire in his expanding belly. What you prefer not to imagine is some ambitious and ability-shy youth getting hold of a well-worn example a decade from now.And as we end our sermon from freezing, darkening Skyline at Mount Panorama days before the great race, both cars prove that Blue Oval/Red Lion rivalry is as alive on the road as on the track.HSV R8 CLUBSPORT BLACK EDITION4.5/5 starsPrice: $71,990Warranty: 3 years/100,000kmResale: 58 per centSafety: 5 starsEngine: 6.2-litre V8, 317kW/550NmBody: 4-door sedanWeight: 1812kgTransmission: 6-speed manual, rear-wheel driveThirst: 13.5L/100km (98 RON)"A grand tourer par excellence; the everyday muscle car"FPV GT-P4/5 starsPrice: $81,540Warranty: 3 years/100,00kmResale: 76 per centSafety: five starEngine: 5.0-litre supercharged V8, 335kW/575NmBody: 4-door sedanWeight: 1800kg (est)Transmission: 6-speed manual, rear-wheel driveThirst: 13.7L/100km (PULP)"Fast and just a bit infuriating"

THE homegrown V8 power war has been ceded to FPV.  Instead of increasing power for the new HSV E Series 3, the performance car company has chosen to fit a range of hi-tech electronic gadgetry to its E3 models, offer dual gas/petrol power, increase the price by up to $1000 and give it a facelift.So the HSV range stays with the 317kW/550Nm 6.2-litre V8 (GTS and Grange are 325kW), while FPV will this week release its new range with a 335kW/570Nm five-litre Coyote V8.  HSV boss Phil Harding says that while there is no increase in power and torque, fuel consumption and CO2 emissions are marginally down."We didn't have increased power and torque on our list of actions for this model year update," Harding says.  Engineering general manager Joel Stoddart admits the 6.2-litre V8 engine is "getting close to its maximum potential".  There is no talk yet of moving to the coming compact global GM V8.PRICING AND DRIVETRAINPrices have increased by $1000 on all but the Senator which is up $560. HSV justifies the price rise on the increased technology and inclusion of standard satnav and reversing camera.The E3 range also includes a 20th anniversary Maloo ute model which is limited to 100 vehicles. It costs $67,600 in manual which is $3000 more than the standard model and $69,600 for the auto.TECHNOLOGYHSV boss Phil Harding says the E3 is "more than just a facelift", pointing out three "firsts" for an Australian manufacturer.  They are an automatic liquid propane injection (LPi) system, side blind zone alert system (SBZA) and an enhanced driver interface (EDI) which is like a computer game for the performance car."There are more ideas generated internally than we can afford to make business decisions on," Harding says.  "We're never short of ideas on sales, product, marketing and manufacturing to make our business more efficient and exciting."HSV is proud of its LPi system that automatically and seamlessly switches between gas and petrol, even though they only expect about 5 per cent take-up. It is offered as a $5990 option ($6390 on Maloo) on all but the ClubSport R8 Tourer.Stoddart says it has the same performance as in petrol-only mode, although it does switch seamlessly back to petrol when the car operates above 4000rpm.The EDI is an elaborate graphic system displayed on Holden's new touch screen that provides a wealth of information from G forces to "race" information such as brake and throttle percentages and a stopwatch.The information system was developed in conjunction with race technology company MoTec and details can be downloaded on a USB stick and analysed on a laptop just as a race engineer would in Formula One or V8 Supercars.The Windows-based software can also work with the GPS satnav system to record lap times on major Australian racetracks which are loaded into the vehicle, or plot new tracks.SAFETY The $1990 optional blind spot warning system is similar to the one developed by Volvo. When selected it shows a blue light on the side of the dashboard which turns red when the ultrasonic sensors detect a vehicle in the blind spot. If the driver indicates and moves into that occupied spot, it flashes.There is no audible alarm. The system can be turned off and it defaults to how it was left when the car was last used.To overcome continued adverse comments about the dangerous lack of rear vision caused by the rear spoiler, all HSVs now come with a reverse camera with rear parking assist sensors and a lower spoiler.STYLINGInside are new trims colours and materials, more leather, restyled instruments and gauges, and a HSV welcome and build number displayed when the touch screen is switched on.Outside, there is more chrome, a "superflow" rear spoiler, chrome exhaust tips integrated into the rear bodywork like in the Honda Civic Type R, a new fascia and, for the first time, the Grange gets an engine power designation badge on the boot to mark the increase in power to match the GTS.DRIVINGWith no mechanical changes to the new models, driving dynamics are the same. But even though HSV engineers say there are no changes, the clutch felt a little lighter in the manual models.HSV's clever LPi system is seamless. The EDI will display when it is in petrol or gas mode, but you wouldn't feel any difference. Ride is firm but fair on the road, although the rear can be noisy over sharp hits.  Magnetic ride which is standard on the Grange, Senator and GTS has a "luxury" damper setting which takes the sting out of the bumps.The cars felt more at home in a short session at Broadford motorcycle race track north of Melbourne. Here the magnetic ride was switched to "performance"and the cars flowed through the tricky set of corners.Switch the traction control to "competitive" mode and you can play hero, allowing the back to drift out, but not far enough to cause alarm. Traction control can also be turned off totally.The extra width in the front tyres of the Grange give it more directional stability and turn-in, allowing quick change of direction on the Broadford esses.VERDICTThe addition of the EDI and data logging is a gimmick that some will find enticing, while the satnav is past its due date and should justify some of the price rise.  But it is unlikely that the data gimmick will be a key selling point for buyers of Senator and Grange.HSV E3Prices:ClubSport R8 $67,600 (manual) $69,600 (auto)ClubSport R8 Tourer $68,600 (m) $70,600 (a)Grange $88,900 (a)GTS $82,900 (m) $84,900 (a)Maloo R8 $64,600 (m) $66,600 (a)20 years of Maloo R8 $67,600 (m) $69,600 (a)Senator Signature $83,990 (m/a)Engine: 6.2-litre V8Power: 317kW (325kW GTS, Grange) @ 6000rpmTorque: 550Nm @ 4600rpmTransmissions: 6-speed manual and auto (Grange auto only)Options:SBZA $1990 (standard on Grange and Maloo 20th); LPi $5990 (ute $6390); Turismo Rosso leather $1490 (GTS and Senator)

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.

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

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

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.

John Harvey took a huge risk when he decided in 1990, in the absence of his boss, John Crennan, to back his judgement and order a batch of cars from Holden for the first run of ClubSports HSV built. Thankfully for Harvey, whose position as HSV’s Marketing and Public Affairs Manager was on the line, his audacious move proved to be a master stroke and the ClubSport has gone on to become HSV’s top selling model.Harvey, rightly as it transpired, believed that there was a place in the HSV line-up for a more affordable car that delivered plenty of performance, but didn’t necessarily have the luxury that HSV models of the time had.The Bathurst champ knew from his time with Peter Brock’s HDT Special Vehicles outfit that there were plenty of buyers who wanted a V8-powered, Aussie-built sports sedan and didn’t want all the comforts of home when they took to the open road.With the HSV boss overseas on business Harvey took it upon himself to draw up the car’s specifications from the HSV parts bin, chose the ClubSport name, and placed an order for 80 cars.When he informed Crennan of what he’d done he was told in no uncertain terms that he’d better be right. Fortunately he was and all 80 cars were sold by the time Crennan arrived back in the country.“I had the authority to order cars from Holden, but ordering 80 cars at that time, when HSV was still a relatively small operation was sticking my neck out,” Harvey admits. “When I told John he indicated that it would be a good idea if I sold them before he got back.“Thankfully the HSV dealers were supportive and all 80 cars were sold before John arrived home.”So popular was the ClubSport that more than 400 VN ClubSports were eventually built. The ClubSport is now HSV’s most popular model, making up more than 50 per cent of HSV’s current annual production.MODEL WATCHHarvey knew there was an unsatisfied demand for a sports sedan that was high on performance but without the luxury and price tag of the models HSV was then building. It wasn’t rocket science, he was close to the HSV club movement and the dealer network and had been getting feedback telling him there was a demand for a less expensive car.He began with the VN Commodore Executive, which could be optioned with Holden’s 5.0-litre V8, and then turned to the existing HSV parts bin for the special bits and pieces.There he found the special intake and exhaust systems, which were already used on other HSV models. Then with some tinkering on the engine electronics the power jumped to 180 kW from the 165 kW of the standard VN V8.There was a choice of five-speed manual gearbox or four-speed auto transmission, the sports suspension was lifted from the HSV SV model, and the 16 x 7-inch alloy wheels had been seen on the ‘Batmobile’ TWR VL Group A Commodore.Inside, there were few frills. There was a Momo sports steering wheel, but the seats were standard Holden, the trim was standard Holden cloth, the windows were manual, as were the mirrors.Outside, the VN ClubSport had a single slot grille, a body coloured body kit made up of front spoiler, side skirts and rear wing, and ‘ClubSport’ badges to clearly identify it.It might seen a little basic, but that was Harvey’s intention. He wanted a sports sedan that could burn rubber without being burdened by too many performance sapping extras.IN THE SHOPThe ClubSport is one of those vehicles that falls within the enthusiast category of cars that tend to get better treated than the regular run-of-the-mill models. They usually get driven with greater care and maintained with more dedication, which means they’re usually in quite good shape when they come up for sale.The VN was a make-or-break model for Holden, the car that had to bring the company back from the brink of extinction. Thankfully it did, but it was built in a time of great austerity at Fishermans Bend, which meant it was built down to a budget.Build quality was ordinary which means that VNs today are generally pretty loose in the body, the trim is often falling apart, and the paint is fast fading.Mechanically the news is better. The Holden V8 is pretty solid and reliable, but have a good look for oil leaks, from the rear main seal, front cover, rocker covers, and oil pan. Also check the power steering carefully for oil leaks, from the pump and rack.The five-speed manual gearbox gives little trouble, but the auto needs regular servicing and often needs a rebuild around 150,000 km.It’s a good idea to check with the HSV Owners Club as you’re sure to find someone who knows the car you’re considering buying, and can give you the ‘real’ story.LOOK FOR• Sports motoring with family car comfort• Rumble of Holden V8• Solid proven engine and gearbox• Check for oil leaks from engine and power steering• Average build quality• Early Holden paint is prone to fading

...and made some changes for the better with its range up date for 2009.The first HSV wagon since the Avalanche will be $1000 above its R8 sedan equivalent at $65,990 and available with the new six-speed manual or a re-calibrated six-speed automatic, which ups the pricetag ante to $68,320.The recalibrated auto and new Tremec TR6060 manual transmission are part of the MY9.5 HSV model upgrade, which also includes some engine recalibration.As is de-rigeur for the HSV models, there's a bit of a bodykit - focussed mainly on the nose and side skirts - with the rear remaining largely similar to the Sportwagon.Unlike the sedan variants, HSV has left the rear lights alone, something that would have cost $1.5 million to alter and the company is taking a measured approach to this wagon.The company will get just over 160 built but the orders already stretch well into the first quarter of 2009 - even HSV boss Phil Harding wants one, but he's waiting patiently for sales to be fulfilled first.The interior gets upgraded seats (full leather trimmed versions are $2490), a new rear seat, dual-zone climate control and also adopts the new white-faced instruments and centre-pod of gauges, which will go range-wide for 2009.The Tourer is also fitted standard with a reversing camera and rear park assist and gets a shorter final drive ratio.It sits on 19in wheels with 245/40 front and 275/35 rear rubber as standard, but can be optioned up to a 20in wheel with slightly lower profile tyres for $2500.The R8 Tourer is 20 per cent firmer in its suspension but has a reduced rear roll bar diameter.HSV chief engineer Joel Stoddart said the aim was to leave the wagon driver with the same wheel-time experience as that of a sedan."One of our main objectives when we decided to embark on this car was that the driver should lose nothing in the driving experience in this car over and above the sedan," he says.The suspension tune differs a little bit from its sedan sibling as the HSV engineers have tweaked a few things during the development - it's about 20 per cent stiffer all round, with the same rear dampers as the Maloo utility and a smaller-diameter rear anti-roll bar than the Clubsport R8.On the launch drive through the hills north-east of Melbourne, the first R8 Tourer sampled had the 20in wheel option, which gives the handsome wagon a more aggressive look.The company was working from a more-than-competent base with the Sportwagon and the suspension tweaks - with either wheel package bolted on - has only enhanced the drive experience.The tighter tune keeps the body under control but rolling (and oversteer) from the rear takes a lot more provocation before it becomes evident.For the driver, the addition of a new six-speed manual to the range almost overshadowed any other changes - while HSV says it's not a massive change from the old gearbox, the new six-speed is quicker and sharper to change, with better defined gates and a cleaner action.The six-speed auto also benefits from recalibration and the benefits are most felt in sport mode.It's not a hyper-aggressive alter-ego and seems to have a little more in the way of smarts on the way into corners under brakes.The addition of the camera makes parking and manoeuvring quite a bit easier - given the whopper D-pillars it probably should have been there from the get-go at Holden.For those shopping for load-luggers and/or kid carriers but not interest in SUVs, HSV has plenty to offer.In terms of performance wagons, they are few and far between that could match the R8 Tourer for pace, let alone on price - Audi has its $270,000 RS6, Benz has the $146,000 C63 and $239,000 E63 wagons.The R8 Tourer seems to have the versatility of a wagon and the performance and driving manners of a home-grown hotrod sedan.

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.