2017 HSV GTS Reviews

Think of them as family sedans that double as muscle cars. James Stanford rates the V8s.

Joshua Dowling tests the world's fastest ute, the HSV GTS Maloo.

Australia's final performance car heroes pay their respects at the high temple of horsepower: Bathurst

When Mercedes invited us to the Race the Runway charity event at Edinburgh Airport, we lept at the chance.

We had a run in the wild Walkinshaw Performance supercharged V8 Commodore a few years back and it was a mind bending experience as well as chassis bending.

The HSV GTS has become an instant classic. The fastest car designed, engineered and built in Australia has a waiting list that stretches three months and beyond.

Australians love an underdog whether it’s on the sporting field or in Hollywood. But when it comes to cars we have few opportunities to strut our stuff. The arrival of the new HSV GTS -- the fastest and most powerful production car ever designed, engineered and built in Australia -- is our best chance yet at hitting the big time. And not a moment too soon.As reported earlier the new HSV GTS is a fitting exclamation point for the Australian car industry. The 2017 ‘Commodore’ will likely be a globally-developed hum-drum front-drive sedan that’s about as Australian as a Toyota Camry.We’ve been blown away by the performance and refinement of the new supercharged HSV GTS but what we really wanted to know is how it compares on a global stage. With all due respect to the highly capable Ford Falcon GT -- in particular the limited edition R-Spec version released last year -- the new HSV GTS has moved beyond the decades-old Ford v Holden comparisons.Both local hero cars may have supercharged V8s but the hot Holden and all its technology (forward crash alert, heads-up display, blind-zone warning, self-parking and cross traffic alert when reversing) means it really is in another league these days.There really is only one rival, the twin-turbocharged Mercedes-Benz E63 S-AMG. It’s a bit of a tongue twister but the ‘S’ is important. It’s not just any E63 but the updated 2014 model with an optional Sports pack (standard in Australia) that delivers the same power as the HSV GTS (430kW) but an epic 800Nm of torque from its twin turbocharged 5.5-litre V8 (instead of the HSV’s also-considerable 740Nm from its supercharged 6.2-litre V8).With those numbers the Mercedes absolutely flattens the fast sedans from Audi and BMW; by comparison they look plain pedestrian. That only leaves the small matter of a rather large price difference, a pair of keys and an open road to explore. PERFORMANCEDon’t worry we won’t keep you in suspense. The HSV GTS is a fraction slower to the speed limit than the Mercedes-Benz E63 S-AMG. But the Mercedes’ 0.3-second advantage costs $150,000 -- or $50,000 for every 0.1 of a second if we use the manufacturer claims as the benchmark. HSV says the GTS can reach 100km/h in 4.4 seconds, Mercedes says its car in “launch mode” can achieve the same feat in 4.1 seconds. We didn’t get near either time in either car.We squeezed a 4.7-second time out of the manual HSV GTS and a 4.5-second time out of the automatic Mercedes-Benz. So a $75,000 difference per 0.1-second then. Both cars struggled to get grip off the line despite wearing identical Continental tyres (20-inch diameter on the HSV, 19-inch on the beastly Benz). They both used electronic wizardry to try to ration their power as gently as possible but it turns out you just can’t keep good engines down. And power really is nothing without control.A sidenote, we actually got a better time out of the GTS by launching it ourselves rather than in HSV’s launch mode (press a button, step off the clutch and hope for the best; we got repeatable 4.8-second times if you’re curious).We’re assured the automatic HSV GTS is slightly quicker than the manual version and we believe it, especially as the manual needs to grab second gear just before it eclipses the 100 mark. Can you feel the acceleration difference between the two? Can you #@*% what. The Mercedes’s twin turbo 5.5-litre V8 has much more oomph from lower revs and the adrenaline boost lasts longer.What the 0 to 100km/h times don't show is how the Mercedes in much more toey, more ready to launch at any moment from whatever speed you're doing with just the slightest dab of the throttle. Its in-gear acceleration is significantly quicker than the HSV.The only minor letdown with the Benz is the gearbox. Mercedes’ seven-speed multi-clutch auto can be a little sluggish between gears when it’s not being floored (even with four shift modes to choose from). The HSV is no slouch but the Mercedes-Benz E63 S-AMG snots it in the right conditions. The power is, quite simply, more readily available.PRICEWould a Mercedes customer ever consider a Commodore? Don’t scoff until you’ve sat in the new Holden. The HSV GTS has a much more upmarket feel to it. Sure, few potential buyers of either of these cars are going to cross-shop them. The only downside is that, inside, the GTS looks exactly the same as the HSV Clubsport R8. In the GTS you’re paying for an engine, a heavy-duty differential, a gaping front bumper, big yellow brakes and three years of engineering work. If you can comfortably afford a Mercedes-Benz E63 S-AMG then there really is no need to consider anything else -- from Germany or Australia. But if you simply can’t bring yourself to part with a quarter of a million dollars on a car that, unlike property, will ultimately go down in value, then the HSV GTS may be for you. It may even hold a little more value in the long run given that it’ll mark the end of an era in Australian muscle cars.In isolation the new HSV GTS seems expensive but when you consider it in this company the numbers start to add up. You could buy a manual and an automatic GTS and still have change from the purchase price of the Mercedes-Benz.The HSV GTS starts at $92,990 plus on-road costs. The price of the Mercedes-Benz has crept up $9500 to $249,900 but comes with the lot, including an AMG diff and the power upgrade (from 410kW/720Nm to 430kW/800Nm) that other countries must pay a hefty premium for.HANDLINGBoth of these cars can easily handle the daily grind or a race track. The HSV GTS rides on suspension technology shared with Ferrari; tiny magnetic particles adjust the amount of damping in milliseconds. The result is the most comfortable HSV to date despite riding on massive 20-inch wheels and tyres. The press of a button makes it switch from being suited to track work or city cruising.The Mercedes-Benz is just as comfortable and adjustable but without as many gadgets. The slightly lighter and lower body of the E63 means it doesn’t lean as much in corners as does the big Commodore. The Mercedes just feels lower and more agile.The biggest surprise, however, was the difference in braking performance. The HSV GTS has the biggest brakes ever fitted to an Australian production car (390mm discs up front, clamped by six-piston calipers, just in case such detail comes in handy on a trivia night) and they feel utterly superb.The brakes, sourced from AP Racing but wearing a HSV label, have a level of precision that makes the mighty GTS feel as lithe as one of those tiny hand-built club cars with frames that appear to be made out of old tube steel offcuts.The Benz has smaller brakes (360mm discs and six-piston calipers up front) but has slightly less weight to pull up. As hard as this is to believe, however, especially for Euro-philes, the Benz brakes feel quite basic in comparison, lacking the bite and precision of millimetre perfect adjustment of the HSV.VERDICTPatriotic pride and price differences aside the Mercedes-Benz E63 S-AMG is a knockout winner -- not least of which is because it highlights the many strengths of the homegrown HSV GTS. This is the closest an Australian car has ever been to matching the world’s best sports sedan, which is all the more remarkable given the $150,000 price difference. If this were a World Cup soccer match, the score would be Germany 2, Australia 1. That we landed one in the net against a bigger team with a vastly bigger budget is a victory in its own.This reporter is on Twitter: @JoshuaDowling  HSV GTSPrice: $92,990 plus on-road costsEngine: Supercharged 6.2-litre V8Power: 430kW and 740NmTransmission: Six-speed manual or six-speed torque converter auto ($2500 option)Weight: 1881kg (manual), 1892.5kg (auto)Safety: Six airbags, five-star ANCAP rating0 to 100km/h: 4.4 seconds (claimed), 4.7 seconds (as tested)Consumption: 15.7L/100km (auto), 15.3 L/100km (manual)Warranty: 3 years, 100,000kmService intervals: 15,000km or 9 monthsSpare tyre: Full size (above boot floor)Mercedes-Benz E63 S-AMGPrice: $249,900 plus on-road costsEngine: Twin-turbo 5.5-litre V8Power: 430kW and 800NmTransmission: Seven-speed multi-clutch autoWeight: 1845kgSafety: Eight airbags, five-star Euro-NCAP rating0 to 100km/h: 4.1 seconds (claimed), 4.5 seconds (as tested)Consumption: 10L/100kmWarranty: 3 years, unlimited kmService intervals: 20,000km / 12 monthsSpare tyre: inflator kit

It is the fastest and most powerful car Australia has ever produced -- and likely ever will produce. And we’ve got the first one freshly minted off the production line.There really was only one place to take the new Holden Special Vehicles GTS: the high temple of horsepower, Mount Panorama Bathurst.We wouldn’t be allowed to cut loose like the late great Peter Brock or the myriad of modern-day Holden V8 Supercar heroes. Mount Panorama is, after all, a public road with a 60km/h speed limit when it’s not being used as a race track.But we weren’t complaining. Having sampled the new HSV GTS in all its glory at Phillip Island a month ago we have no doubt about the car’s giant-killing ability (see sidebar).Want the short version of this road test? The new HSV GTS is pin-your-ears-back awesome. In addition to the slingshot acceleration it has a level of grip not seen before on an Australian performance car, due in no small part to a clever electronic solution borrowed from Porsche that keeps the rear end glued to the pavement no matter what.A quick recap: until the updated $250,000 Mercedes-Benz E63 AMG arrives in Australian showrooms later this month the HSV GTS will briefly be the most powerful sedan of its size in the world.The car that starts life as a Commodore has borrowed the epic supercharged 6.2 litre V8 from North American racing versions of the Corvette and Camaro -- and a Cadillac.Installing the engine and all the other necessary hardware was the largest joint engineering effort by Holden and its performance partner HSV in their 25-year marriage. (The car starts life on Holden’s Adelaide production line before the finishing touches are added at HSV’s facility in the Melbourne suburb of Clayton).If you’re unclear what a supercharger is all you need to know is that it’s the equivalent of a massive pump that force-feeds more air into an already formidable engine. You need plenty of oxygen to burn plenty of petrol. And when you burn plenty of petrol you make plenty of power. And the HSV GTS has that in spades (430kW of power and 740Nm of torque for the tech heads -- or more grunt than a V8 Supercar race machine for the non-converted).For now I’m just trying to navigate Melbourne’s stop-start peak hour traffic and not scratch the first HSV GTS to leave Clayton without the supervision of the company’s engineers. The early signs are good: I haven’t stalled it. The first surprise is that despite the heavy-duty hardware, the manual gearbox and clutch are light and easy. Not quite like a Toyota Corolla, but not like a Kenworth either.TECHNOLOGYI quickly discover the dial in the middle of the console (borrowed from the new Corvette) that changes the exhaust note as if it were a volume knob. One turn of the noise dial won't quite wake up the neighbours, but those in the traffic around you will hear the extra bass from the mufflers.It’s just one part of a suite of technology that’s in the new HSV GTS. You can personalise settings for the suspension, steering, throttle and stability control at the tap of the touchscreen or a turn of the dial. In fact, the new HSV GTS has more computer gadgetry than the geek icon, the Nissan GT-R.The mapping for every race track in Australia is already preset -- and there is room for six others if and when they eventually get built (fingers crossed). In reality, though, after you’ve shown-off the system to a few mates you’re rarely likely to delve into its depths.ON THE ROADBut that’s not going to stop us. Heading north up the Hume towards Bathurst we’re effectively retracing the same path that Brock, Moffatt and co took when the racing legends drove their race cars to Bathurst in the golden era of the sport. The traffic is of course a lot worse these days -- but the roads are better, albeit dotted with speed cameras seemingly every few kilometres.On the northern outskirts of Melbourne we drive past the front door of the Broadmeadows head office and car assembly line of Ford, a formidable Holden rival for the past 65 years. Ford fans are hoping the Blue Oval brand will deliver one last hero car before the Falcon bows out in 2016. If it does, this HSV GTS is the car they will be trying to beat.As anyone who has travelled the Hume Highway knows, the road is achingly dull. But the new HSV GTS removes much of the boredom. As with the Holden Calais-V on which it is based it has a digital display of the vehicle’s speed reflected into the windscreen in the driver’s line of sight.It also has a forward crash alert warning if you’re about to hit the car in front, and a lane departure warning if you cross white lines without indicating. Technophobes can turn these systems off. But I left the speed display on. It’s amazing how relaxing it is not having to avert your eyes to check the speedometer every few moments -- even if you are set in cruise control.The route to Bathurst from Melbourne is fairly straightforward, and not as winding as the trip from Sydney over the Blue Mountains. In effect, you turn left a little north of Albury on the NSW-Victoria border, zig-zag your way to the fringes of Wagga Wagga and then it’s almost a straight line coming into the back of Bathurst.Unlike the Hume, there aren’t service stations and fast food chains every half hour. And the road is not as well kept. Which was both good and bad, for it threw up some nasty potholes and bumpy bends that had us wondering at times if we may need the spare tyre, which is a space-filler as opposed to a space-saver.Because HSV needed extra room under the car for the massive heavy-duty differential (it’s about the size of an outboard boat motor) and its cooling equipment, the spare wheel is secured on top of the boot floor, not below it. But at least you get a spare. European performance sedans come with an inflator kit and the phone number of a tow truck service. Out here you’d be waiting a while.Finally we reach Australia’s motorsport mecca. It’s late in the afternoon and road workers are busy finishing yet more track upgrades before October’s Great Race. During a symbolic one-lap look-around we share the mountain pass with tourist coaches, local P-platers and fitness freaks on foot using the steep climb to get their hearts racing.No matter how many times I’ve been here, though, Mount Panorama never ceases to amaze. The steep incline, corners which seemingly fall away and sheer cliff faces mean that it wouldn’t pass modern regulations if it were built from scratch today. Yet it survives because it is a part of history -- and because of countless costly upgrades. Sadly, the homegrown Holden Commodore will soon be assigned to the history books. When this generation Holden Commodore bows out in 2016 it will be replaced by a front-drive sedan which may or may not be built in Australia.That leaves the new HSV GTS as a fitting exclamation point for the Australian car industry, and a future collector’s item. It is the result of every piece of Australian automotive knowhow in one car (albeit with a little help from a North American supercharged V8). No matter how you look at it, though, there will not ever be a homegrown car like this ever again. And that is a tragedy.ON THE TRACKThe new HSV GTS is epic on the road but you need a race track to explore its full potential. Thankfully HSV hired one for the day. HSV claims the new GTS can do the 0 to 100km/h dash in 4.4 seconds with automatic transmission (yes, it’s faster than the manual off the line, but the manual is faster once you’re already on the move). The best 0 to 100 times we could get out of the manual were a string of easily achievable 4.7-second runs. In launch control mode it did 4.8-second runs ad nauseum.Acceleration is only one part of the story, however. The handling has stepped up a notch. Finally, the magnetically-controlled particles in the suspension deliver on the promise of comfort and handling. The GTS now rides better over bumps than the HSV Clubsport.Best of all you can feel the computer magic dabbing the rear brakes to help control the rear end from sliding out. The electronic torque vectoring is the same type of technobabble that Porsche uses. At first you think your driving skills have improved. Then reality sets in.The highlight for me, though, apart from the obvious adrenalin from the acceleration, is the new brake package. They are the biggest brakes ever fitted to an Australian-made production car. And they are superb. They have a precise feel typically found on sports cars, not 1850kg sedans. There is no doubt the new GTS is the most complete package HSV or Holden has ever built. We don’t hand out such accolades lightly, but the team that created this machine should take a bow.HSV GTSPrice: $92,990 plus on-road costsEngine: 430kW/740Nm supercharged 6.2-litre petrol V8Transmission: six-speed manual or six-speed auto ($2500 option)Weight: 1881kg (manual), 1892.5kg (auto)Economy: TBASafety: six airbags, five-star ANCAP rating0 to 100km/h: 4.4 seconds (claimed)Service intervals: 15,000km or 9 monthsSpare tyre: Full size (above boot floor)

They are the latest – and the greatest – of their current breed: the HSV GTS 25th anniversary edition and the supercharged FPV Falcon GT in its fittest form yet, the limited edition R-Spec.They represent the best from both brands before Holden’s updated Commodore arrives in showrooms in the middle of next year and Ford’s refreshed Falcon in 2014.Although the new-car sales race is more about the battle between Toyota, Mazda, Hyundai and others these days, many Australians still hold their childhood Holden-v-Ford rivalries close to their hearts – even if they’re driving an imported hatch or SUV that better suits their lifestyle.To help keep the dream alive we brought these two V8 kings of the road together for a final fling to the mecca of Australian motorsport: Bathurst.FPV GT R-SpecVALUEThe FPV GT R-Spec starts at $76,990, about $5000 more than the regular GT. For that, you get no extra power – but you do get reworked suspension and, crucially, wider rear tyres that provide much needed gripWhich is why the R-Spec is quicker than the standard GT to 100km/h – the fatter rubber at the rear means it launches better. Ford doesn’t make an official 0 to 100km/h claim but the GT now dips comfortably below the 5-second mark (internal testing showed a time of 4.5 seconds in ideal conditions), making it the fastest Australian-made car of all time.The black bodywork with orange highlights – and a “C”-shaped stripe along the flanks – are designed to pay homage to the iconic 1969 Boss Mustang. This is the most popular colour combination, with 175 made. The remaining 175 R-Spec models were red, white or blue with black stripes.Compared to a regular GT, the R-Spec price is steep – and FPV still charges $5995 for six-piston front brakes on the fastest Falcon ever made. It’s a moot point, however. Ford fans have snapped up all 350.TECHNOLOGYThe GT R-Spec saw the debut of launch control for FPV – on both manual and automatic versions (HSV only has launch control on manual cars). We drove the GT R-Spec manual a few months ago, but on this occasion had the automatic on hand.This may come as a shock to diehards but the automatic is the pick. The six-speed manual loses too much acceleration between gear-changes, and thumps and groans in the process. Muscle car fans may like the manual’s brutish feel but, by comparison, the six-speed automatic GT feels like you’re strapped to a rocket.ACCOMODATIONThe Falcon is roomy and comfortable, it’s just a pity there isn’t more visual differentiation between the GT and the standard models inside (a logo on the instrument cluster and a red starter button).Despite the price the GT misses out on other touches such as auto-up power windows and fully electric adjustment on the front seats (both standard on the HSV GTS).The seats are the same as those used in XR Falcons, but with unique stitching. There’s modest under thigh and lateral support but the lumbar adjustment is good.SAFETYStability control, six airbags and five-star safety mean the fastest Falcon is also the safest ever made. The wider rear rubber improves road holding.But six-piston front brakes should be standard, instead it gets the regular four-piston brakes. Apart from a rear camera, there are no other safety gadgets.DRIVINGThis is the Falcon GT that should have bowed in 2010 when the supercharged V8 was installed – but the extra chassis development and wider rear wheels were delayed by the Global Financial Crisis of 2008.Thankfully, FPV engineers forged ahead to give their mighty supercharged V8 the traction it sorely needed. The suspension is a lot firmer than before – and slightly more so than the HSV – but the net result is a car that has a significantly higher threshold of grip.(The wheels are still 19-inch in diameter as the Falcon can’t house 20-inch rims and still meet Ford’s clearance requirements. HSV has had 20-inch, “staggered” wheels since 2006).The shifts in the six-speed auto are smooth, enabling you to extract the most from the engine, although sometimes it doesn’t kick-down to a low-enough gear.The characteristic supercharger whine sounds superb, as does the V8 Supercar-like exhaust system, which does a good job of drowning out the intrusive tyre noise on coarse-chip surfaces.Overall, though, this is the first Falcon GT I’m genuinely excited about – and the first time I’d consider Ford’s supercharged V8 over its awesome turbocharged six-cylinder sibling.HSV GTS 25VALUEAt $84,990, the 25th anniversary edition of the GTS is $2000 more than the standard GTS and, as with the Ford, gets no extra power. But HSV has added $7500 worth of equipment including six-piston front brakes, blind-zone warning and new, lightweight wheels.The “Darth Vader”-style bonnet scoops and fender vents are borrowed from the anniversary edition HSV Maloo of two years ago. It also gets black highlights and exhaust tips, and 25th anniversary stitching in the seats and badging on the boot and door sills.Only 125 have been made (in yellow, black, red and white). All are sold, and no more GTS models will be built until the updated Commodore arrives in June.TECHNOLOGYIn addition to the aforementioned blind-zone warning (the first on an Australian-made car, it detects nearby vehicles in the adjacent lanes) the GTS has a raft of gadgets that not even Nissan’s hi-tech GT-R and Porsche’s 911 have.The GTS has an onboard computer than enables you to track the vehicle’s engine and suspension performance, G-force, fuel economy and track-trace lap times on every race circuit in Australia – with room to add more.Unlike the two-mode exhaust on the Ford, the HSV’s exhaust system can be switched to loud or quiet via the same interface. Launch control is only available on the manual GTS, but its stability control has two settings: standard, and a track mode that loosens the leash a little.The magnetically-controlled suspension (also used on Corvettes, Audis and Ferraris) has two settings: performance and track mode. A little known feature: the HSV’s cruise control will automatically apply the brakes to control speed downhill (other systems control only the throttle, not the brakes, and the speed can creep).LED daytime running lights and the LED tail-lights were firsts on Australian-made cars when introduced.ACCOMODATIONThe Commodore is roomy, with ample adjustment in the steering and seating to find the perfect driving position. The bulging steering wheel, unique instrument cluster and gauges provide important differentiation from the standard car.The lower seat cushions have good under thigh and lateral support but not as much lumbar adjustment as the Ford. The optional sunroof fitted to the test car robbed our 187cm-tall (6ft, 2in) test-drive companion of headroom. As much as he enjoyed the GTS, it became too uncomfortable and did the majority of his time in the Ford.SAFETYStability control, six airbags, five-star safety and ample grip – and the biggest brakes fitted to a locally-made car – have all the bases covered.Side blind-zone alert is a handy feature (especially given that the Commodore’s mirrors are so small) and the rear camera helps squeeze into tight parking spots. But the thick windscreen pillars still block your view in some bends – and pedestrian crossings.DRIVINGThe HSV GTS is not as quick as the FPV GT R-Spec – especially when the Holden is a manual – but it’s still fun to drive, and capable of a low 5-second dash to the speed limit.The lightest 20-inch rims ever made by HSV trim 22kg from the overall weight and subtly improve steering feel. My favourite part, though, is the crackle and burble of the bi-modal exhaust on over-run and between gearchanges.The brake pedal feel is superb, too. I prefer the HSV’s slightly better damped suspension, and the car is quieter at cruising speeds.VERDICTIn many ways the outcome of this exercise is academic because buyers from both camps rarely switch sides. The good news is that true believers in Ford and Holden have world-class cars to choose from – which wouldn’t exist without the fleet versions of the Falcon and Commodore on which they’re based.Nevertheless, this result may make for difficult reading for Holden fans. HSV has had the upper hand in performance and handling over its Ford rival for some time, but the latest FPV GT R-Spec finally turns the tables.HSV still leads with technology, equipment, all-round refinement and overall capability – but if power and control are the primary criteria, the FPV GT R-Spec wins this contest. Being several thousand dollars cheaper than the HSV simply seals the deal.FPV GT R-SpecPrice: from $78,990Warranty: Three years/100,000kmService interval: 15,000km/12 monthsSafety rating: 5 starsEngine: Supercharged 5.0-litre V8, 335kW, 570NmTransmission: Six-speed automaticThirst: 13.7L/100km, 324g/kmDimensions (L/W/H): 4970/1864/1444mmWeight: 1857kgSpare wheel: Full size alloy (front)HSV GTS 25th anniversaryPrice: from $84,990Warranty: Three years/100,000kmService interval: 15,000km/9 monthsSafety rating: 5 starsEngine: 6.2-litre V8, 325kW, 550NmTransmission: Six-speed manualThirst: 13.5L/100km, 320g/kmDimensions (L/W/H): 4998/1899/1466mmWeight: 1845kgSpare wheel: Inflator kit. Spare wheel $199

It's not as though there's a lack of quick moving imported status symbols between $80-90K. Consider the top spec of the rapid and smart Lexus IS350 V6, a C-Class Merc also with a V6, a beautifully balanced BMW 3 Series with a straight six and an Audi A4 with a neatly blown four.Then, like blinged up brickies, there are those Strayan muscle car aristocrats with their bellicose V8s, Ford's FPV and this, the latest of Holden's Special Vehicles. As comparatively refined as the E3 series GTS has become, it remains in essence a big, beefhearted brute.While all the Japanese and Euros devices mentioned above shout "I've made it," the GTS seem to say in all its burbling enormity: "I've made it too and get stuffed."VALUEAs always with HSV this is a question of what you most value. If it's go for the dough, you're in the right showroom.At $82,900 for the six-speed manual, two grand more the auto, HSV can always claim this is an amazingly cheap equivalent of, say BMW's 550i or Merc's E 500. There's much in this argument.You get a mass of prime meat for the money. Apart from rare, raw power, the E3 has crossed the luxury car threshold in terms of both tax and content, with tech of the highest order.Best not consider the the question of residuals, though. Buyers of new HSVs can get kicked in the slats at resale time.TECHNOLOGYNot so much as a visual facelift over the E2 as an organ transplant. The changes are almost all within the cabin and they are considerable, Via a touchscreen, the new HSV Enhanced Driver Interface accesses a performance data logging system conveying real time info on revs, brakes, gear changes, G-forces, fuel use, steering angle, bi-modal exhaust and a plethora of other data and the ability to download data onto a PC (though not a Mac). Novelly, the system includes preloaded race track locations, stop watches and track maps. For civilian deployment, there's sat-nav, digital radio and Bluetooth.Taking a page from the Volvo playbook, Side Blind Zone Alert uses sensors to locate and alert you to obstructions in those hard to see spots. EDI also accesses the stability program and controls the bi-modal exhaust.Out front, the the LS3 6.2L V8 is retained but upgunned over the rest of the HSV range to 325 kW. Ninety-five RON is required.SAFETYAs safe as its solidity suggests, with five star ANCAP rating, and massive brakes that, at least in street legal use, don't fade under the big bloke's considerable heft. Would that all stop pedals had this sort of progression before the barrier of ABS is breached.DESIGNIf you have the misfortune to be hearing impaired and thus unable to hear the V8 with bi-modal exhaust in full roar, the violent yellow of our test car would still somehow be audible. Loud? Rather. My choice would be something more discreet, such as blood red or screaming magenta. Phew.Whatever, the beast has presence, not least in the rear vision mirror of the overtaking lane laggard. No horn blasting or light flashing necessary for an unimpeded path.On the outside, the GTS is mainly a case of tarting up the SS V Commodore, so you will either love it or loathe it and that's miles better than indifference. Within the E3 is a step up. Though you'll never quite escape the feeling this is derived from a much less expensive car, the GTS is an attractive and comfortable, if not lush, place to inhabit.In any hue (and, honestly, make mine a dark metallic or white) mounted on massive low profile 20-inch rubber wrapped multi-spoke Pentagon alloys, the GTS has a sense of occasion.DRIVINGSave for a few furtive bursts, it's useless pretending we charted more than a fraction of the GTS's immense performance during our 400-odd kays on public roads. Capable of reaching 100km/h from standing in just under five seconds, so it's claimed, the GTS seldom feels hurried, as that immense capacity is put to the road without undue fuss.Though some 1830kg (plus 73 litres of fuel and 100kg of me), it is seldom unwieldy and through tighter passages of road it somehow feels smaller and more nimble than than its heavyweight dimensions should permit.OK, we can accept the GTS works fine as both a functional device and a fantasy fulfiller for well to do V8 Supercar fans. What wasn't expected, at least not by me, is the aplomb with which it fills the role of grand touring sedan. On a mostly open road run (hence our reasonable fuel consumption) the yellow leviathan eats the kays at a canter. Those easy conditions mean a manual shifter, inevitably described as "agricultural", can't become tiresome, though even in urban running the need to be assertive with it seems in keeping with the car's character.In a car suffused with tech, HSV's Magnetic Ride Control is an outstanding feature, ensuring that the ride through those skinny 20s almost unfeasibly compliant.VERDICTDidn't want to return it.HSV GTS E3Price: from $82,900Engine: 6.2-litre V8 petrol; 325kW/550NmTransmission: 6-speed manual or 6-speed autoThirst: 12.8L/100km (tested)