HSV GTS Reviews

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)

It seems puny today, but in 1994 when HSV unleashed its 215 kW GTS it was one of the most powerful cars on the road.  Today, even the most mundane family hack has close to 200 kW under the bonnet, but it took quite some time for the 200 kW barrier to be breached.Once the breakthrough was achieved the floodgates opened and as a result we now even have cars like the entry level Falcon and Commodore with peak power approaching the 200 kW milestone.With many of today's hero cars boasting more than 300 kW the 215 kW GTS is easily outpaced on the road, but it's now comfortably settled into the automotive afterlife as a classic car.MODEL WATCH With the 'Supercar' scare of the 1970s still ringing in their ears carmakers were still understandably nervous about building high- powered musclecars well into the 1980s.  The peak performance of locally made cars stayed relatively stable for many years, and it wasn't until the formation of new generation go-fast outfits like Holden's HSV and Ford's Tickford towards the end of the '80s that engine grunt started to rise more quickly.Even so the performance arms of the big two carmakers were careful about pushing the boundary too far too quickly. In an increasingly politically correct world both were keener to push the handling, braking and refinement of their cars than they were their ability to go fast. But fast they were.The 215 kW GTS was in a league of its own, it was clearly the fastest car ever built in this country. To find cars that had comparable performance you had to turn to exotic imports.HSV resurrected the GTS badge in 1992 when it launched its first 200 kW supercar based on the VP Commodore, but the VR-based model took the GTS to an even higher plane in 1994.  Road test writers of the day were quick to compare the reborn GTS to the classic musclecars of the 1970s, the original Monaro GTS 350, the Falcon GT HO and the Charger E49, but their comparisons were misguided.Where the rumbling old cars were a thrill-a-minute to drive, with questionable handling and ordinary brakes, the new GTS was just as fast, but it was also refined, comfortable, handled with aplomb and braked safely. The GTS 215 was a performance car for a far more sophisticated time.The heart of the GTS beast was the Holden 5.0-litre V8 that had been increased to 5.7 litres thanks to a stroker crankshaft.  As well as the crankshaft there was a hot camshaft, new valves and valve springs, and a new flywheel, all to suit the bigger motor.New pistons were used to lower the compression ratio to ensure it would run on regular unleaded fuel.  A cold air intake and free-flow air cleaner packed more into the engine, while exhaust headers and low restriction pipes got the gas out efficiently.By the time the engine guys were done the big V8 was putting out 215 kW at 4800 revs and 475 Nm at 3600 revs.  A heavy-duty clutch was fitted to handle the extra grunt on its way to the Borg-Warner six-speed manual gearbox.From there it was fed to the rear wheels through a locally developed limited-slip diff.  To match the high performance of the GTS HSV fitted big new brakes, with larger brake rotors and larger callipers, along with ABS.  It also had HSV's sports suspension package, which included independent rear suspension, uprated springs, shocks and roll bars, and 17-inch alloy wheels with low profile Bridgestone tyres.The GTS was a very fast car, at least for its time. It would accelerate through the standing 400-metre sprint in under 15 seconds and had a top speed of almost 250 km/h.  While it has been eclipsed in the 16 years since it was launched the GTS was truly a special car in 1994.It was not only very fast, it had the handling and braking to match, and it looked the part with its nicely integrated body kit that set it apart, and its sports interior that enhanced the feeling of being in something quite special.IN THE SHOP For starters make sure the car you are thinking of buying is genuine; it's not hard to create a fake and there are plenty of wannabes around.It's also worth checking for any modifications from the original specification. Mods can affect the value and need to be carefully assessed for the quality of the workmanship and the impact on the performance of the car.Cars that have been regularly driven since they were new would have done more than 200,000 km by now, some of them very hard, others will have been pampered and might have done just a few kays.Shop around for those that have been well cared for and be wary of those that have had a hard life.  Make the usual checks for crash damage and a regular service routine.ON THE ROAD The GTS 215 wasn't just a dressed-up Commodore; it was a fully developed package with a high performance engine matched with a well- balanced chassis.  That match of engine and chassis came through loud and clear on the road where, given the situation, the engine's performance could be fully exploited.The special limited-slip diff was one of the keys to the chassis balance that was achieved, while the Bridgestone tyres generated amazing grip on the road.  The GTS 215 could be driven hard with generous amounts of throttle without losing its composure.While performance was central to its character the GTS was also comfortable and boasted all of the features expected of a high-end sports sedan.IN A CRASH There were no airbags in the VR-based GTS, the passive safety was provided by the basic body structure and seat belts.  Its active safety was in its chassis with its sports tuned suspension, large powerful brakes, and ABS anti-lock system.AT THE PUMP If you're concerned about fuel economy it's best you turn away now, because the GTS 215 is a gas-guzzler. That shouldn't be surprising given its high performance capability.But if you're not planning to drive it daily the impact on your bank balance won't necessarily be high.  Expect 15 L/100 km on average when driven around town with a light right foot, more if you're a lead foot.LOOK FOR . Exhilarating performance.. Finely tuned handling.. Powerful braking.. No airbags.. Hot looks.. Collectable Aussie musclecarRATING 85/100

It has been a great month for Holden and its performance offshoot Holden Special Vehicles. Last weekend's Bathurst 1, 2, 3 result and the favourable response to its new E2 Series is setting the company up for a good year.HSV sales are tipped to hit around 3000 for the year, just a few hundred shy of last year's result, which HSV chief Phil Harding reckons is pretty damn good in the current economic climate. Since Sunday too, having Bathurst winners Garth Tander and Will Davison on side as HSV ambassadors cannot hurt the brand's status. Both Tander and Davison were involved in developing the new E2 GTS, tweaking the car's ride and handling along with HSV engineers.The company can rightly claim the GTS has proven race-bred performance, which is important to HSV's heartland.E2 DrivetrainsBut let's get to the grunt. For the E2 cars, HSV has taken the opportunity to lift GTS power by 8kW to 325kW/550Nm for the 6.2-litre V8, while the ClubSport, Maloo, Senator and Grange carry over with 317kW/550Nm.Fuel economy -- despite HSV research showing it is not being a high priority for owners -- has been improved slightly too. Chief engineer Joel Stoddart says improved economy was one of the goals of the E2 program. "We have achieved up to 4.5 per cent improvement in fuel economy, with an auto ClubSport R8 now returning 13.9 litres per 100km," he said.AppearanceApart from the Bathurst brush with fame, the E2 introduces bolder ‘look-at-me’ styling as well as some new driver-oriented gear. All E2 cars get Audi-style daytime LED running lights set into the bumper and a competition setting for motorsport track days that lifts the threshold for the stability control system. Manual models also get a launch-control feature.The range certainly looks more distinctive as well as more aggressive than the previous E1 models. What buyers did tell HSV is that they wanted greater visual differentiation for the GTS, as befits its status. And if you really want to be noticed though the GTS is the pick of the pack.The massive wheel and tyre package and ‘shockwave’ hourglass styling graphics of the front bumper and deep rear bumpers lends an air of purpose to the already brash sedan.Like the rest of the range, the GTS's retina-sizzling daytime running lights let everyone know you're driving HSV's latest and greatest. Borrowing the twin bonnet scoops from Holden's Pontiac G8 export cars for the Clubsport, GTS and Maloo adds an air of menace to the newcomers. The twin scoops and more assertive grille on the sportier models are designed to separate them from the luxury cars in the range.The Senator and Grange miss out on the scoops and HSV says even if buyers wanted to, the bonnets cannot be interchanged. Apart from being more distinctive, customers also wanted to be able to trick out their cars with more personal touches.OptionsHSV has responded by introducing an upgraded option package called SV Enhanced across the range, which it expects to be very popular. The SV pack includes a freer-flowing ‘bi-modal’ exhaust that produces a meatier sound at higher revs, leather seats and 20-inch wheels on the Clubsport and Maloo.On the GTS the pack adds six-piston front brake calipers finished in yellow and four-piston rear brakes. The GTS also gets a recalibrated magnetic ride-control suspension that is 20mm lower and 30 per cent stiffer with wider wheels that really fill out the mudguards. All that will set you back $3790 on the GTS while the trick exhaust is $2290 on other models.Clubsport buyers can add performance suspension for $1850 or opt for the SV Enhanced kit with 20-inch wheels, bi-modal exhaust, performance suspension and leather for $7450. To make sure the neighbours know you're driving something different, buyers ordering the options get special badges to differentiate them from standard E2 models.PricingPrices remain the same, with the Clubsport opener from $65,990 while the GTS and Senator Signature rise $700 to $80,990 and $82,990.Driving - Paul GoverIt is absolutely impossible to ignore the new GTS. It is one of those cars that just screams for attention. Then I fire the V8 and get an instant reminder, from the loud and proud new active exhaust, of the engineering work that has gone into the Series II update of the HSV VE.The body bits are in-your-face aggressive, but the real work is in everything from the engine to the suspension and even an F1-style launch control on the six-speed manual gearbox. "We've spent 75 per cent of the money on things you cannot see. I am an engineer and I always want the money to be spent on engineering," says HSV chief, Phil Harding."I promise you will not find a car that rides as well on 20-inch rims as this one." The body bits are a love-it-or-hate-it job, and the cabin is not much better than a regular SS Commodore, but it's hard to ignore the work done by Harding and his team.The car really has a superb ride, the front-end grip and response is exceptional, and the engine has more grunt you can feel from 4000 revs. It is nowhere near the refinement of a Mercedes E63, but it torches the V8s from Ford Performance Vehicles and is way cheaper than the booming new Benz. When you're driving the GTS you need one of two things: a big ego or thick skin. If you like the stares you will love the cars, but otherwise you need to ignore the endless looks and cracks. Oh, some driving talent also helps in a car that now cracks with 325kW.It's easy to drive the car briskly, just slotting into a high gear and letting the torque do the work, but there are vast reserves of power and brilliant corner grip available on the right road at the right time. Drilling all the way down to GTS bedrock, however, would mean booking a racetrack. Once you hit 4000 revs the engine comes alive and you need to be paying attention, but the GTS has HSV's best brakes and that makes for a well-balanced package. The six-speed shift and clutch are still heavy, but the launch control is brilliant.It means anyone can do a thunking good job of a 0-100km/h sprint, although I was not able to match the sub-five second run of the HSV engineers. A few ticks more is still pretty good for a car this big and heavy. The fuel economy will run 9.1L/100km on the highway, and averages 13.9 during my test, but will easily slip beyond 16 if you call up all the horses.I also like the car's supportive seats, and the punchy sound system, and the Bluetooth phone connection, but a car with this price should come with satnav as standard. And with something, anything, to make the cabin more rewarding for the person who has paid big to get HSV's hero.Lined up against its rivals the GTS is an easy winner over anything from Ford Performance Vehicles, even the turbo I personally prefer over the V8 GT, and is a bargain against the class benchmark from Mercedes-Benz. It is also a car that looks like becoming an instant benchmark for Aussie muscle.You can love it or hate it, but it is impossible to ignore it. Overall, it’s a knockout car that scare European performance sedans and thrill died-in-wool HSV enthusiasts.Score 80/100HSV GTSPrice: $80,990Engine: 6.2-litre Gen III V8Power:  325kW at 6000 revsTorque: 550Nm at 4600 revsTransmission: Six speed manaul (six-speed sequential automatic)Economy: 14.8 litres/100km (13.9 litres/100km auto)CO2 Emissions: 352g/km (329g/km auto)RivalsMercedes-Benz E63: 86/100 (from $234,900)Ford Falcon FPV GT: 76/100 (from $67,890)Ford Falcon F6E FPV turbo: 78/100 (from $79,740)BMW M5: 80/100 (from $291,200)

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.

The initials "GTS" meant something special from Holden.The legendary initials may have been passed to HSV but carry greater importance with new E-Series cars arrival. The new GTS 307 (power output) storms back to front and centre of the performance car world in Australia.As the first of a new genre, the VE series GTS will possibly become a collectors item, and will delight those fortunate enough to own and drive one.It's about as "in your face" as a four door sedan can get more than matching the fast and flash hyper-sedans from BMW, Benz and Audi for wow value.It isn't far behind in terms of handling and performance but the GTS costs about half as much.Refinements have flowed into the new model #comthe like of which we haven't yet seen in an Aussie-built car _Magnetic Ride Control (MRC) and priority key presets that automatically set the aircon, audio, seat, trip computer and speed alert.It's still a rear wheel drive with a pushrod V8 but that's no handicap when push comes to shove because this big brute has the grunt to make you wince and the handling to make your head spin from lateral forces.#comIt's to be expected when you look at HSV's progression from fairly mild beginnings to the wild but refined things coming off the line today.The GTS is the top of the HSV performance tree offering acceleration no other Aussie car can match.#comand cornering to rival anything from Europe.The heart of the matter is a big lump of an alloy V8 displacing 6.0-litres and cranking out a beefy 307kW/550Nm output.It needs 98 octane fuel to do this but you wouldn't feed the LS2 donk anything but the best.It will accelerate from 0-100kmh in less than 5.0 seconds _ impressive considering the car's weight. But on the open road the GTS really comes into its own providing superb roll-on acceleration and rapid throttle response that everyone should experience at least once in their life.This is all underpinned by a gorgeous throaty V8 rumble bellowing from the quad exhaust outlets.The test vehicle was equipped with a six speed automatic that offers sequential change mode and adaptive operation. It is sweet as a nut but can annoy occasionally by holding a gear too long.If you want more control, use the sequential change.It rolls on massive 20in wheels with super low profile 35 and 30 aspect tyres front and rear. They look like rubber bands and don't do a lot for ride comfort. But the MRC suspension does.The "normal" mode softens things up while button selected "Track" mode sets the dampers hard for race-track grip and response. It bangs a clatters a little but there is virtually no give in the tyres.Powerful braking is provided by massive AP Racing discs clamped by quad piston calipers all round but the width of the tyres does wonders for traction in all three planes _ acceleration, braking and cornering.#comThe MRC uses metal particles in the dampers to alter their stiffness.Steering response is lightening fast thanks in part to the low profile tyres. Fuel consumption ranges from heavy to acceptable with as little as 13 litres/100km achievable. Boot it and it will shoot up to the 20s.The car has sensational styling with body add-ons totally transforming the sedan look into something out of a race-car sci-fi. The rear splitter under the bumper is huge, there's a V8 Supercar style rear wing, massive front vents and it's capped off by those gorgeous 20in wheels.The interior is a little tamer lit-up by red inserts in the upholstery. A three dial pod caps the centre console area and the flat bottom wheel has multiple functions.It's comfortable and sporty and when cruising, almost silent inside.Premium audio kicks out 230 watts through 11 speakers and you can plug your iPod into the auxiliary input. A Bluetooth phone system is built in. There's a full size spare.The GTS scores plenty of luxury but misses out on satnav as standard and the headlights are halogen, not xenon.Small criticisms in a car costing $76,990, $2000 less for the manual.Excitement follows this car around. Park it and watch the attraction.#com It's a worthy holder of HSV's top dog position in a lineup that contains some of Australia's most desi rable cars.