2008 HSV GTS Reviews

But it happens more in expensive machinery and the number of times is largely proportional to the vehicle's price tag.Being let into traffic is a rare experience in top-end luxury and sports cars (yes, I can hear the violins ... thanks), but it's not an issue in an $80,000 car if it has humble origins.For better or worse, the HSV GTS is a Commodore. With the VE as a starting point that's much less of a sneer than it might have once been, but it makes a difference to those in traffic around you.Getting behind the wheel of a Holden Special Vehicle has always prompted a couple of expectations — but other drivers don't seem to hate your guts. The first is there's unlikely to be a shortage of power and torque, and the second is that if it's a manual, swapping cogs is not going to be the nicest change ever experienced with a gear lever.It has improved, it must be said, but other high-performance carmakers have toiled with this particular transmission and then headed elsewhere within the Tremec catalogue.The T56 six-speed manual has been a faithful servant to Holden and HSV, improving in shift quality and feel with every update, but its time seems passed. Luckily for the driver, there's only a need to make two or three shifts, with 317kW at 6000rpm and 550Nm (arriving 200rpm later at 4600rpm) on offer.First would only be needed for a hill start on a serious incline and sixth is still a long-legged cruise gear. The engine doesn't really quibble about what gear the car's in, it just goes, now with a little more force than before. Mind you, adding an extra 10kW once you're over the 300kW hurdle is like pouring a jerry can of petrol on to a fire.The 6.2-litre LS3 power plant — which is donated by Corvette — feels like the torque curve is a little broader than the outgoing LS2 engine, which helps with flexibility in traffic.Starting off in second and heading for fourth or even fifth is not beyond the realms of possibility; anything to keep fuel use down, as the trip computer displays figures around 18 litres per 100km if you've had any fun.The other thing that sets the GTS apart from its HSV kin is its wheels: big, chunky 20-inch alloys with 35 front and 30 rear-profile tyres, which, thanks to the magnetic ride control system, don't detract from the comfort of the GTS over the bumps. The other thing the 20s allow for is big brakes, which are welcome when hauling 1845kg of Australian muscle car back to a standstill. The GTS has 365mm front and 350mm rear ventilated and grooved discs, gripped by four-piston calipers.HSV claims the system brings the GTS to a halt from 100km/h in 36m. If the stoppers don't work in time and events take a turn for the worse, the car's electronic safety systems (which assess a wide range of inputs 30 times a second) will use anti-lock braking, stability control, and dual front, side and curtain airbags to help reduce the damage. In the wet, the stability control is a welcome assistant, as the outputs can overcome the rear end, as you'd expect, but such is the nature of the beast any shenanigans are largely controllable. In the dry, there's plenty of grip and the GTS shrinks in perceived size, stressing the Bridgestones less than previous HSVs and showing poise and pace beyond its considerable mass.The sales of specialist V8s hasn't slowed much in the face of higher fuel prices. The sweet scream of this V8 at full noise has its appeal, but such fun comes with an 18 litres-per-100km price.Such thirst can be tempered with less frenetic use of the throttle and more torque-driven cruising, but it's still a buying consideration. But V8 lovers are a faithful breed and there's much for them to love with this new powerplant.

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.

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.

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.