HSV Clubsport Reviews

That's despite sitting slap-bang in the middle of the nation's knife-edge economy, diminishing disposable income, plummeting large car sales and soaring petrol prices.Last year it sold 5222 cars, up 42 per cent on the previous year — and a long way north of the 421 sales it made 20 years ago, in its first year of trading.HSV managing director Scott Grant says his company was bucking the big-car sales spiral.“Our customer order book is very strong,” he said. “There's a two-and-a-half month waiting list for some of our models.“WA, for example, is extremely strong because of trades and mining booms. We could sell another 100 Maloos a month in WA.“We can sustain a volume of 4000 to4500 units a year for the next three to five years. That's a great position to be in.”The average age of an HSV buyer is 38. But within that figure is specific groupings. Grange owners average in the low 40s and Astra (yes, there's still the VXR) buyers are in the low 30s.HSV's buyer profile is changing from buyers who primarily desired the big-bore engines to more professional customers getting out of European sports sedans: “About 20 per cent of our sales are `conquests' to buyers trading in Audis and BMWs.”Grant makes HSV's position a clear distinction from Holden.“We are a stand-alone unit. We are for customers who want a premium product and that's not discounting Holden, it's just to show that we have very different customers. The VE is an outstanding platform.”And to appease its customers, there's a new model with a numerically bigger boot badge.HSV last week launched a significant running change to its range, slotting in the Chevrolet Corvette's hot 317kW 6.2-litre LS3 V8 to justify the distinctive “317” boot badges.The engine goes into the E-Series models — ClubSport R8, GTS, Senator Signature and Maloo R8 — and the stretched WM Grange. Technically, the LS3 gets a bigger 103.25mm bore — yet retains the outgoing engine's 92mm stroke — for 317kW at 6000rpm and 550Nm of torque at 4600rpm.Valve lift is higher, exhaust ports are wider, and intake valves jump to 55mm diameter from the LS2's 50.8mm. There are new cylinder heads and, probably more significant, a stronger engine block that puts more meat around the bores.Gearboxes have also been revised, with the six-speed Cadillac auto getting partial lock-up in the top three cogs and a quicker sequential change.Play with the auto box and you'll discover neat features, such as subtle engine run-on when down-changing to keep it on the boil when cornering.The auto gets a standard oil cooler that improves fuel economy by allowing the box to change up at lower revs.HSV engineering manager Joel Stoddart says the LS3 changes up at lower revs than the LS2. “That improves economy and comfort when driving gently,” he says. “Overall the new engine offers better driveability thanks to improved torque and power.”The MRC adjustable suspension remains on selected models without change, though there is a ride and visual enhancement in the form of new 20-inch Pentagon alloy wheels.These are standard with the performance pack on the Maloo R8 and GTS, and a $2500 option on the rest of the fleet.HSV adds new colours to the 2008 palette, including Sting (red), which teases buyers into making a statement and the more restrained Karma (grey).Buyers wanting to turn their car up to “loud” can go red paint with 20-inch Pentagon alloys and red-painted brake calipers.“These buyers want to show off their car,” says HSV sales and marketing manager Darren Bowler.“To them, it's the number on the boot; a case of “mine is bigger than yours'. That's part of the reason why there's a bigger number each model.“The VS was 195kW; now we have 317kW. Buyers want badges.”However, not all get them. Grange and Senator owners will smugly make do with having all the numbers but no flagrant display. Even the brake calipers are silver.At the top of the tacho, around 6500rpm, the latest LS3 engine sounds like a muted V8 Supercar. The exhaust note is a guttural roar yet it's delivered with a clean and fuss-free spin, like the engine has found its sweet spot.HSV doesn't make a song and dance about the new sound on the street. But it makes delightful background music to what's happening under the right foot.Where the LS2 could sometimes bog down at low speeds, the LS3 is confident. It's an easier engine to drive and that's helped by a smoother clutch action and slightly better shift changes on the six-speed manual. I say slightly because it still needs a firm hand, and demands you follow every angle of the shift pattern's bends.But the package feels immensely strong. You can be an absolute bastard to the box and the engine and it'll just cop it without complaint.The auto loses no points in acceleration — the same 100km/h sprint time of 4.96 seconds as the manual — but gains heaps in driver ease. The sequential change is crisp and quick and the availability of six cogs puts any four-speed light years behind.Tickle the accelerator and there's that 550Nm of torque raising its head. It makes driving the manual an easier experience but its immediacy is more pronounced with the automatic transmission. Steering is firm yet nicely weighted — more appreciated at cruising speeds — and is razor-sharp for fast corners and impromptu lane changes.The MPC adjustable suspension — standard on the GTS, Senator and Grange — is a two-stage affair giving a firm, sporty ride for fast corners and track work, and a surprisingly compliant and quiet ride for suburbia.It makes a substantial difference to the turn-in for the big cars and doesn't hurt the kidneys unless the bitumen is especially irregular.Seat comfort and cabin room are first class, naturally borrowing from its VE Commodore donor.It makes the most of the grunt but, surprisingly, keeps its rear wheels incontact with the bitumen — most ofthe time — because of its weighty rear fibreglass deck cover and sticky big wheels.The Maloo even feels perkier than the sedans, though that's more attributable to the mileage on the odo.

The jaundiced might view HSV's Clubsport R8 as quintessentially 'Strayan as seafood at Christmas, inviting a mate along on your honeymoon, or claiming a catch off an Indian batsman's pad.A bit retrograde. A boganmobile.If you're a little more wide-eyed, the Clubbie is a blissful manifestation of roaring power in aspirational yet affordable form. It's the performance sedan that a Commodore owner is meant to covet — going up to the Clubbie, as it were.It's also true that a Commodore owner might be dismayed by its too close a resemblance to that most utilitarian device. Against that — heavily against it — is the glaring fact that the Clubsport can be sensibly spoken of as an uber-cheap AMG, at least in terms of its chief purpose in life.That'd be getting across the landscape with contemptuous, apparently effortless speed.Those ferocious Mercs are the only bent-eight sedans of similar size able to dispatch the HSV in a straight-line run from standing to 100km/h.The official time for the latter, with the six-speed automatic we guiltily enjoyed over the standard manual, is five seconds flat. The extra 0.4 second (using claimed figures) the HSV takes over an E63 AMG saves some $160,000. And some testers reckon the margin narrower still. Hmm ...So if there really is a conundrum about the Clubsport R8, it didn't bother us past the first few hours of an acquaintance that became a fast friendship (or as fast as you'll allow yourself at a time when the road is lousy with revenue collectors armed with radar guns). Given the truly staggering go-for-the-dough equation, you begin not to mind that the interior, despite very pleasant and generous leather-trimmed seats, ain't so very far departed from the stripper Commodore.Outward visibility is not great — the sloping A-pillar is bollard-like, the wing mirrors are compact by contemporary standards and the rear spoiler might have been borrowed from a light aircraft.The built-to-a-budget impression isn't dispelled by doors that don't thunk, window buttons that have to be held down to raise the pane and plastics that fail to inspire confidence as to the long term. Gratingly — given that the petrol gauge needle does seem perennially pointed south — a 'low-fuel' read-out cancels the digital speedo until the tank's thirst is slaked.Given the licence-threatening readiness with which the Clubbie responds, and the difficulty of reading the conventional speed gauge with its unevenly spaced numerals, the digital jobbie is of the essence.As to the exterior statement, if the SS-V is a working-class man, the R8's a light-blue-collar worker.The VE Series HSV has 301 different parts to the VE Commodore.Not sure that you could call that body kit, spoiler and artificial side vents stylish per se, but at least the HSV doesn't shop at Lowes.Whadd'ya want, anyway? Pose, or poise under pressure?The Clubbie has the latter in spades, with extra power and torque wrung out of the 6.0-litre LS2 V8.The 307kW at 6000rpm and 550Nm at 4400rpm are a slight but gratifying boost over the $11K cheaper SS-V.If the lurid power sliding of which the Clubbie would be abundantly capable isn't really on through the Royal National Park, the way this long and heavy jigger tracks around corners is readily appreciated.Some might find that the level, fat, steering wheel wants somewhat.I think it's right on the money.Turn in is precise, body roll is restrained if not contained, the stance flatter than expected.Taut suspension and big fat 19-inch wheels hold where a lesser Lion's grip would slip. Busting out of the bend, the tail can twitch, prompting a gentle but decisive electronic correction.The guardians have been set just about perfectly you'd have to say, smiling benevolently at a boy while he plays, but stepping in firmly before it all ends in tears.Downshifting through the manual mode — configured correctly forward for downshift — is welcome and if the Holden's transmission isn't so slick as Ford's ZF, it'd have to be close.Crucially (given that it weighs in at two big blokes under two tonnes), the stoppers are huge (365mm up front and 350mm at the rear all with quad piston callipers) and their power prodigious. The superior feel and bite over the SS — and the priceless peace of mind they bring — is alone worth the price of admission from VE to E-Series. Simulated emergency stops on very B-grade roads from more than 100km/h brought it up hard and true. The price for the enhanced performance is cheap indeed — mild skittering over the sort of irregularities that wouldn't perturb a Commodore.The firm yet compliant ride is the perfect example of how Australian tuners do it best for Australian roads, even on the nightmare tracks of NSW.While you might only seldom have the opportunity to push its performance envelope, the Clubbie is a wonderfully comfortable everyday proposition. After all, a bloke needs to relax from time to time. The bottom lineThis one is a hell of a lot more than a glorified Commodore. Snapshot HSV Clubsport R8Price: $64,890 (auto)Engine: 6L/V8, 307kW/550NmEconomy: 15.3L/100km0-100KM/H: 5.0 sec (claimed) The rivalsFPV Force6Price: $71,590Engine: 4L/6-cylinder turbo; 270kW/550NmEconomy: 13L/100km0-100KM/H: 5.4 seconds Holden Commodore SS-VPrice: $54,490Engine: 6.0L/V8; 270kW/530NmEconomy: 14.3L/100km0-100KM/H: 5.7 seconds Mercedes-Benz E500Price: $160,300Engine: 5.5L/V8; 285kW/530NmEconomy: 13.6L/100km0-100KM/H: 5.5 seconds 

Elfin, which produced the two Holden V8-powered club racer models that debuted at the 2004 Melbourne motor show, is set to ramp up production after it was sold to performance-car king Tom Walkinshaw.Plans are under way for the MS8 Streamliner and MS8 Clubman sports cars to be sold through some HSV dealers and for up to 100 cars a year to be built at the company's Melbourne factory. Walkinshaw Performance chief executive Chris Payne says the change of ownership won't rob Elfin of its independence and adds that the 50-year-old company isn't about to be absorbed into HSV.He says there is considerable export potential for the brand once local demand is met."The opportunity for us is to expand the (Walkinshaw) business portfolio beyond what it has been," Payne says. "Elfin cars are not about to become HSVs, though."We recognise it is its own brand with a very long and proud history, which we want to build upon. The vision Tom has for the business is for it to become not just an Australian company, but a worldwide business and for the product portfolio to expand in five years time to quite a different spread of cars. But the essence will be the same."The Elfin brand adds to Walkinshaw's growing portfolio in Australia, which includes management of the Holden Racing Team and HSV-Dealer V8 Supercar teams, in addition to HSV and a new Holden after-market tuning business. The two MS8 cars were developed by previous owners Bill Hemming and Nick Kovatch from a design by Michael Simcoe, the man responsible for the Monaro.They are powered by the same 245kW 5.7-litre GEN III V8 engine as the previous Commodore SS but, at 875kg (Clubman), weigh only half as much. The car's 0-100km/h acceleration of just 4.4sec is comparable to that of a Lamborghini or Ferrari. Production of Elfin's two MS8 models began in March, with 13 cars already finding homes and a further five available for Christmas. But Elfin lacked the resources and clout to become an effective low-volume manufacturer — until now."It was a long, hard road to get it to this stage with the limited resources Bill (Hemming) and I had," says Kovatch, who remains with the company as a technical director."We started talking to Tom (Walkinshaw) and he showed interest. It took about 12 months to get the deal together. It's exactly what Elfin needs, someone with the manufacturing experience and export focus, because it is very important for the brand to export cars."The boost in production has helped reduce costs, with Clubman now priced from less than $100,000 — with the Streamliner under $120,000.That's a healthy $10,000 cut from the original price expectation, says Kovatch. Elfin's next priority is to produce a four-cylinder club car in the tradition of its earlier Type 3 model, that could sell for about $40,000.

It is the key to a top-secret two-year development that has revitalised the HSV range and moved it away from Holden's SS Commodore and the SV8 Monaro.It has been a parallel program to the VZ switch at Holden, but the 6.0-litre V8 has a bigger kick than the Alloytec V6.The $5 million HSV model change includes suspension improvements, new wheels, body alterations and cabin changes, but everyone is talking about the engine.It is not the biggest or most powerful to be fitted to a HSV machine, but the figures look good. It has 297kW and 530Nm and there is potential for more. It means the Z Series HSV Clubsport is good for a 5.1-second sprint to 100km/h.The engine is the LS2 and is the same 366cu in fitted to the Chevrolet Corvette in the US.The LS2 will also be fitted to the SS and the Monaro in coming years and is already in the export-only Pontiac GTO.The Z Series is expected to lead to a big increase in HSV sales, just as HSV cashed in when Holden moved from the locally made 5.0-litre V8 to a 5.7-litre import."This is the biggest change since we moved to the Gen III (LS1) V8 engine in 1997," HSV managing director John Crennan says."The LS2 is fitted to everything except the all-wheel-drive models, the Coupe 4 and the Avalanche. So you get it on Clubsport, Grange, Senator and Maloo."Crennan knows his customers and he knows the LS2-powered Z cars will be a hit."Our customers have an unquenchable desire for performance." he says.The 6.0-litre V8 is an American engine and produces its best figures on premium unleaded, but there has been minimal tweaking.The highlights are an alloy block, a redline at 6500 revs and a new driveline package that includes a Tremec six-speed manual gearbox, a higher stall speed on the automatic, a fatter tailshaft, a new differential ratio and strengthened axles.The Z-cars also come with the latest Bosch anti-skid brakes and all models, including the Maloo ute, roll on 19-inch alloy wheels.The Clubsport and the Maloo look more aggressive than the Senator and Grange, with side skirts, new front facias, a bigger air dam, new-look lamps and five-spoke alloys.The luxury cars get a Euro-style chrome grille and the Senator has had a major makeover with a Nappa leather cabin, luxury suspension, rear parking radar and electric seats. HSV's GTO coupe gets the bonnet scoops already in the Monaro.Price rises have been kept to less than $1000 on the starter cars; the Clubsport R8 is up by $550 and the Senator down $4000.ON THE ROADIT WAS not a long test at Sydney's Oran Park, but it offered a chance to see if the figures translated to the road.And from early observations, it appears HSV has done the job.From the moment the key is turned, the new V8 burble – deeper than the Gen III – hints that the Z Series is special. The new engine is not so raw.On the speed run, the new HSVs show their improved launch ability and the manual gearbox is smooth, despite high revs and quick changes.The automatic aids the high-speed run with its quick and smooth changes, showing why it is quicker than the manual in a straight-line sprint.The meatier and flatter torque curve means that even the tightest corners can be easily negotiated in third with plenty of pulling power.The Clubsports and the Maloos make light work of the track, and the Senator and the Grange also hold their own.Even without the impressive optional AP racing brakes of the R8s they still pull up well.The 19-inch wheels give a better road feel and more grip, a point of difference from previous models.The Z Series steering is also an improvement and, though a little lighter, it points in well and always maintains a solid feel.HSV claims the Z cars' LS2 motor has so much torque, they could take off in fourth gear from idle. It can be done and gives something new to brag about.