HSV Jackaroo Reviews

Holden has re-engineered and re-aligned its entire performance car range with the introduction of the VE Commodore, introducing a new model – the SS V – as the performance flagship.In response, Ford has upped the ante on the BF Falcon and its highperformance Ford Performance Vehicles (FPV) derivatives.And if that's not enough, 2006 saw Chrysler introduce the stove-hot 6.1-litre V8 powered 300C SRT8, which represents the biggest and most powerful V8 engine you can buy in a muscle car today.HOLDEN COMMODORE PERFORMANCE MODELSHolden's flagship muscle car gets a new designation with VE – it's called the SS V. Below that is the SS, which roughly equates to the outgoing VZ Commodore's SV8 model. And, at the entry level is the SV6, which gets the high-output version of the 3.6-litre V6.There's no mistaking the performance intent of SS V, with its huge wheel arches, in-your-face front air dam and purposeful rear wing. Inside is a new touch – a racestyle flat-bottomed steering wheel and jet fighter-style instrumentation.It's powered by the L98 6.0-litre V8 producing peak outputs of 270kW (5700rpm) and 530Nm (4400rpm).(VE's engine is very closely related to the VZ's L76 6.0-litre, which produced 260kW and 510Nm.) The L98 is standard on SS and SSV (it's a $4700 option elsewhere in the range). What's changed dramatically is chassis refinement. The VE performance models offer levels of turn-in, steering feedback, grip and driver involvement that's up there with some very capable Euro cars – most of which can't hold a candle to 270kW either.SS V rides on 19-inch five-spoke alloys shod with 245/40 Bridgestone Potenzas, while SS and SV6 share 18-inch slotted five-spoke alloys and 245/45 Potenzas.SS and SS V are available with six-speed transmissions – both the manual and auto are six-speeders – and the auto is a slick-shifting masterpiece. SV6 gets either a sixspeed manual or five-speed auto.You want performance? Both V8 models will shatter six seconds to 100km/h and go on to annihilate 14secs for the standing 400m.Comparable times for the SV6 are 7.5 and 15.5sec respectively. Quite simply, the new VE doesn't hang around.HSV has an over-riding desire: To stand alongside elite luxury brands like BMW and Audi with its head held high. And now, with its VE Commodorederived vehicles, it can. The brand wants – needs – customers to see it as a stand-alone marque, separate to Holden.The new E-Series GTS and Senator are exactly the right vehicles for those buyers. GTS is boldly a performance car, rolling on massive 20-inch alloys (the biggest ever fitted to an Australian production car) and equally huge tyres.Rears are massive 275/30 section Bridgestones, while fronts are 245/35. The slightly more subtle and rounded Senator has Europe even more directly in its sights – and cars like the BMW 5-Series need to be worried.Visually stunning without being gaudy, both are instantly differentiated visually from Holden's lineup. Power and torque are up, albeit modestly, to 307kW (from Holden's 270) and 550Nm (Holden: 530).But the biggest news with these cars is at each corner, beneath theskin. They share something with the Ferrari 599 GTB Fiorano and new Audi TT – HSV's elite entrants boast Magnetic Ride Control (MRC) suspension.This allows them to change from ultra-taut supreme handling machines to super-smooth cruisers at the flick of a microchip.HSV's entry-level E-Series offering – Clubsport – lacks the miracle of MRC, but it packs exactly the same underbonnet punch as GTS and Senator.Priced in the early-$60,000s, it's around $12,000 easier to slip into – about midway between Holden's SS V and HSV's GTS.FPVNothing Holden can offer in the sixcylinder department can hold a candle to Ford's prowess with tweaking big kilowatts from its in-line 4.0-litre six.Producing an amazing 245kW in standard trim inside Falcon XR6 Turbo, thanks to a turbocharger with intercooler, Ford Performance Vehicles ups that to 270kW in its hi-tech F6 Tornado ute and Typhoon sedan.That's more power than the straight six-powered BMW M3, and although the Beamer lacks a hairdryer, there is the not-so small matter of the $80,000 extra, above the price of the Typhoon, you must spend to acquire one.FPV's Force 8 is powered by the quad cam 5.4-litre Boss 290 V8, which manages near-HSV outputs despite having 600cc less engine capacity.FPV's 'Force' models, like HSV's offerings, are aimed squarely at corporate executives who want an Australian-built alternative to European luxury marques, according to Ford boss Tom Gorman.Both FPV models are available exclusively with the world-renowned, slick-shifting ZF 6HP26 high-torque six-speed automatic transmission, which manages to snatch sophisticated shifts in the face of awesome grunt from both engines. Both models also boast supreme stopping power thanks to Brembo brakes – four-piston callipers at the front and single-piston callipers at the rear. An even more powerful Brembo brake system with six-piston front callipers and four-piston rears is optional.CHRYSLER 300C SRT8If you really, really want to stand out in a performance car, plant your rear end in one of these babies. The Chrysler Street and Racing Technology (SRT) version the 300C knows no equals, and boasts exclusivity-factor up to here.With a class-leading 317kW and a 0-100km/h time in the mid-five-second range, plus a competitive $71,990 pricetag, the Chrysler 300C SRT8 is the first SRT vehicle to be powered by a 6.1-litre Hemi V8, which offers not only Australia's biggest muscle car engine, but 25 per cent more power than the 5.7-litre standard engine.With 20-inch alloy wheels, performance-tuned suspension and Brembo brakes, the 300C SRT8 is engineered with stopping power to match its incredible capacity to accelerate.Since going on sale in its 5.7-litre V8 and 3.5-litre V6 guise the 300C has carved an unprecedented 30 per cent share in the sub-$100,000 large segment. The 300C SRT8 is the second SRT branded vehicle to be sold in Australia, joining the high performance Crossfire SRT6.The 2006 Chrysler 300C SRT8 connects with the road via a new wheel and tyre assembly consisting of 20-inch forged alloy wheels shod with high-performance Goodyear F1 245/45 (front) and 255/45 (rear) threeseason asymmetrical tyres.Power-adjustable sport seats with suede inserts are standard up front – they're heated, naturally, and come with memory functions.

Close your eyes and you could be riding in a Euro car. Open your eyes and it feels as if you are driving a Euro car.The difference is that Euro cars don't approach the bang-for-your-bucks blast of the HSV cars with their thumping exhaust notes from well-tweaked big-bore V8s.The Euros also don't have the all-round value of the HSVs.The preview of the E Series cars is short but runs over some great roads, including a dash through the Dandenongs.This highlighted a couple of minor glitches in the final finish of the cars, but these are not full production cars and HSV says there will be no dramas in showrooms.The Clubsport R8 is up first and delivered as expected. It is quick, composed, well-equipped and delivers the driving enjoyment you expect in a car with an HSV badge.It feels more planted and more balanced than any earlier HSV car, even the high-priced ones, and - at last - a real leap up from an SS Commodore.It works well with the new six-speed auto (an extra $2000), but really honks with the slick new manual shift.The Senator Signature is, as you would expect, a more relaxed drive.Still taut, but with the emphasis on luxury in the cabin, a subtle ride and auto-shift V8 bang for overtaking.And the GTS? This is the car with the Magnetic Ride Control, which is awesome, as well as the full pack of go-fast gear.The suspension system crushes bumps while giving astounding grip and balance.There is a switch to flick between road and track settings, but even the firm option is compliant and keeps the car sitting flat in corners.The car encourages you to push harder, but we never get close to the limit. That must be reserved for a racetrack.We didn't try HSV's sub-five-second claim for a 0-100km/h sprint, but it seems about right, and the LS2 engine is a real stormer.We wonder about a single spacesaver spare, in front-wheel size, and some people will huff about the economy. But not the owners.Based on our first drive, and the GTS in particular, Australia is ready to shoot for the world cup.

Mark Skaife has just taken the crown with a 271.44km/h blast down the deserted bitumen strip at the disused Woomera test range in South Australia.The V8 Supercar ace cranked out a maximum speed of 277.16km/h in the stock-standard Maloo, but his entry in the Guiness World Record books is a two-way average to eliminate any wind assistance.Still, it was easily better than the previous mark of 248.78km/h set by a Dodge Ram SR-T with an 8.3-litre V10 motor in 2004.Chris Sheedy from Guiness World Record was present to monitor and certify the record attempt, which was for the Fastest Production Pick- up/utility.Around 100 members of the local Woomera community also watched the runs. Skaife says there were no dramas with the Maloo or its speed and is happy to have a new trophy in his collection."Records are made to be broken, I think this one will stay for some time to come!", Skaife says.

1. Aren't you supposed to be retired?"My latest business card says I am John Crennan of HSV."So, I am retired. It is just that I have elected to spend 60 hours a week in this business, rather than just sit on the beach or in the bar or in a newsagency every day."I genuinely loathe titles. I have never singed a letter as managing director or chairman of HSV."2. Can't you stop working?"It is probably a combination of enjoying the work and, with the racing activities coming back to Tom Walkingshaw, the amount of work involved in the organisational, marketing and commerical side of that. It was reasonably important that I got hold of that and put it back to full speed."The combination of that happening at the same time as I was going to wind back has changed things a bit for me."3. What is the difference in your new role with HSV as chairman?"Oh, look, probably the major differenece operationally is that instead of having eight people report to me I only have three. And, in that, it allows me to do a lot of projects that hopefully will provide even more brand enhancement for HSV and more opportunities for the group."One of those is a 'World of HSV' project that I've been working on for six months. It's an umbrella brand that embodies our innovation and passion with a range of activities. So it's cars, dealers customers, consumers, the internet, motoring shows."And we're going to have a very big presnce at the race meetings now, involving PWR, Tasman, Toll, and HSV and HRT. It's our suite of other brands."4. That sounds like a fulltime job?"I am working those 60 hours. But it's being done on some projects that I have always wanted to do for the betterment of our business."5. So you carry the HSV torch?"Look, this is now a younger person's business and I hope I can be developing and grooming the people who will eventually carry the torch."I'm very happy with this backroom role. But every now and then I will jump out to the front of the shop when I think it is necessary."I think I understand the core DNA of what is HSV and what makes an HSV customer."6. So, looking forward, what is the future for HSV?"In terms of what will be different, hopefully a lot more exports. And a lot more leveraging of our motorsport activities into other busienss areas, such as the aftermarket and setting standards in the aftermarket that will be the benchmark."And, most importantly, delivering and exceeding Holden's expectations of what they want from us."Our mantra going forward is 'where everything high performance lives', that is what HSV is."

So it is comfy and cushy, but still very quick. And it has a 6.0-litre V8, which means instant respect at the lights.Our test car came in black, with a digital dashboard readout that told us it was Skaife 001, and all the luxury and go-fast gear you would want in an ultimate Holden Calais with tweaking by Skaife. But our fun run in the car, officially a Senator Signature, shows Holden needs the VE Commodore and Statesman as soon as possible.The Skaife car is good and the drive enjoyable, but the update work has stretched the rubber band all the way to breaking point on the last of the current-series Commodores.You can see it in the dash and feel it in the driveline shunt, and are reminded of the old-style basics when you plant your foot.The car is still swift but the auto is ancient and there are a few niggling noises from the suspension that won't be there when there is a VE Skaife car.The Skaife car comes in a year when HSV is doing everything it can to make mileage and sales, before the arrival of the VE Commodore family. It has big plans for everything from the ClubSport to the GTO coupe.The Senator Signature is a 50-car run and all of them are high-gloss black with a $75,590 bottom line, compared with a regular HSV Senator at $72,390, the current GTO at $78,990 and a long-wheelbase Grange at $89,990.This is a contradictory car. It is old and showing that age, but it is still a car that's enjoyable to drive. The question is will people want to pay $75,590 when the VE is coming up fast? But is also understandable why the 50 people who do buy it, will enjoy this car.The black Senator can be rewarding as well as challenging to drive.You can dribble around town enjoying the leather seats, punchy sound system and the throb of the LS2 V8 engine.But when you want to go, and there are times when nothing else is good enough, the Skaife car really honks.It's not a full-on Bathurst bruiser, but it is impossible to argue with 297kW.It is one of the world's great engines and, even with everyone worrying about petrol prices, we are lucky to have it. But it shows the ancient history of the four-speed auto.There is no manual driving mode, no touch-change paddles, the ratios are too far apart and it struggles to cope with the car's massive torque. If you really put your foot down the Skaife car slams through the gears, hitting hard enough to spin the rear wheels briefly before the traction control goes to work, and it really thumps the driveline. It is not very nice, even if it is effective.The brakes are effective thanks to the huge grip from the 19-inch rubbers. The Senator gets the premium brake pack and its great.The Xenon headlamps are also terrific, even better than the benchmark system in the basic Commodore, and overcome the lack of light that has been criticised in other upmarket Holdens with the slimline lamp package. There is terrific turn-in for any corner and great feel through the steering.The cornering attitude is up to the driver and use of the engine, though it is comforting to know the car has traction control, particularly on a damp road.The suspension picks up any pockmarks and there is tramlining at cruising speed, which is partly down to the 19-inch wheels and partly down to the age of the basic suspension design. The upshot is that it is good, but not Euro refined.The car's seats look good and have great support, but they are set too high. Even Skaife admits it, but he is a bloke who would prefer to be sitting on the floor in every car.It comes down to the space needed for the motors that provide electric assistance.The Senator is heavy on fuel but is easy to park, has all the luxury gear you really need, including cruise control and a trip computer. It also features a giant digital speedometer, now fitted to every Commodore.The car is great value against its European rivals and more enjoyable and gutsy than the GT models from Ford Performance Vehicles.

That's before you even fire up the 6.0-litre V8.Bearing in mind that it's one of 100 limited edition HSV GTOs and one of just 25 red ones (the ones that go faster), we can't say that we're surprised.The GTO LE (ours was number 81) could be the last hurrah for the coupe which is not part of the new VE Commodore lineup due for launch later this year.Holden is still exporting the GTO to the States which guarantees supply for a while, but for how long is anyone's guess.According to HSV, production will continue in a "limited fashion" in 2006."This is possible because the HSV Coupe shares certain powertrain components with the export Pontiac GTO for the US Market," it says.After the run of special editions is finished, HSV's Paul McDonnell said production will return to normal, but stumps have been called for August.There's already talk of a new Monaro and of course that means a coupe from HSV to go with it, but even if there is – it's not likely to be a ridgey-didge Commodore based one."That's the end of the model," McDonnell said. "The HSV GTO is effectively the last Aussie coupe."We spent the weekend in the HSV GTO LE only to find ourselves the centre of attention wherever we went.It's an accolade that soon wears thin, especially when every man and his dog wants to race.As an owner you'd also grow paranoid pretty quickly about parking the thing anywhere – but it's all part of the fun.As well as the you-beaut red paint job with white accents, our GTO LE came with matching red Indiana leather trim, enough to put any self-respecting Alfa to shame.There's also a discreet roof spoiler over the rear window instead of the usual boot mounted job, stainless steel dual exhaust system with quad tail pipes and the car sits on spectacular 19-inch 10- spoke alloys with ultra low profile 35 series rubber.This car just oozes machismo.Inside, you get Bluetooth and premium dash highlights as part of the package.Brakes, meanwhile, have been upgraded to an AP Racing 4 Piston Premium System, with adjustable APS suspension system optional – front discs are 343mm are rear are 315mm.Just to cap things off our car came with the Victorian number plates "LSTWO".Power comes from HSV's 297kW LS2 V8.The 6.0 litre LS2 is a lift from the American Corvette and produces 297kW of power at 6000rpm and maximum torque of 530Nm at 4400rpm.Fitted with a Tremec six-speed manual transmission, it accelerates from 0 to 100km/h in 5.2 seconds.That said, it didn't feel anywhere near as quick as the Senator we drove recently which in auto form is good for 5.1 seconds.A four-speed auto is also available.Like the Senator, it will spin the wheels going from first to second gear, regardless of whether traction control is turned on or off.For such a large engine fuel consumption during testing came in at a respectable 13.8L/100km, with plenty of freeway cruising thrown in – but it will chew through the juice as quickly as you want to go.Our passengers were surprised to find the coupe seats four, not five, people – so it's worth reiterating.For night driving we found the standard lights even with the fogs turned on lack lustre and would have liked to have seen xenon lamps part of the package.The optional sunroof fitted to our test car restricts headroom and the 260 watt Blaupunkt 10-speaker sound system is a bit ordinary when it comes to handling the low notes.The HSV GTO LE is priced from $83,990. 

Holden has a 6.0-litre V8 and so does its go- fast department HSV, but they're not the same engine.HSV's 297kW Gen IV LS2 unit has been adapted from the American C6 Corvette and as such has been designed from the outset for high performance.Even more confusing perhaps is the fact that HSV's all-wheel drive models are still powered by the old 270kW 5.7-litre Gen III LS1 engine, that dovetails with the all-wheel drive system.In comparison, Holden's very good 6.0-litre Gen 4 L76 engine found in the SS Commodore puts out 260kW of power.Not much in it you might say, but the proof is definitely in the pudding.Our test vehicle was the upmarket Senator, priced from $72,390, fitted with the optional four-speed automatic transmission – a no-cost option.It's been a while between drinks, but the new Senator is significantly more powerful and much smoother to drive than we remember.In fact, it's the first HSV vehicle in a long time that we have "really" enjoyed driving.Our test car looked fabulous in light metallic Odyssey blue with good use of grey shades inside, with suede leather trim.The 6.0-litre engine sounds fantastic and the power hits hard, much harder than the previous engine.In HSV form the LS2 delivers 297kW of power at 6000rpm and 530Nm of torque at 4400rpm, an increase of 12kW and 20Nm respectively from the LS1 engine.Incredibly too, the auto is a tenth of a second faster from 0 to 100km/h than the manual, at 5.1 seconds compared to 5.2 seconds.It's a bit of an antique in technical terms, but we still like the way it kicks in when you ask the question.In response to customer feedback, HSV has calibrated the auto for what it describes as "a quick, firm, precise shift feel".There's no Power mode anynore and we agree with HSV that it's actually superfluous.We can't help but wonder what these cars are going to be like when Holden finally gets its hands on a five-speed or six-speed auto to match Ford's excellent ZF tranny?Almost as impressive as the punch from the larger engine is the ride quality which is remarkably smooth and comfortable on Sydney's sub-standard roads.At a time when manufactuers are looking to more fuel efficient sources of power, much has been made of Holden's move to an even larger capacity V8.But you wouldn't swap it for quids and, we've got to say, fuel economy is impressive for an engine this size, coming in at around 14.0L/100km.Premium unleaded is recommended for best performance, but the engine will also run happily on the ordinary stuff.The reduction in engine weight with the all alloy unit has also aided weight distribution and chassis balance.Traction Control action is fitted as standard and has been further refined, leaving little reason to switch it off during normal driving, especially since it permits the wheels to spin and the car to give a little twitch changing from first to second under hard acceleration.The HSV Performance Braking package has been upgraded with Corvette twin-piston front callipers.They are more rigid in construction and deliver a higher clamping force and increased brake pedal feel.Standard equipment includes 19in 10-spoke chromed alloys, with 245/35 Pirelli P Zero premium rubber, Luxury 3 suspension includ- ing rear self-levelling, rear park assist and sports seats with eight-way power adjustment. 

1. How is the fuel price crisis affecting Holden Special Vehicles?"Well, the fuel price has come down from its crisis peak. And if you look at our sales, it hasn't affected it."But that hasn't bred any complacency. We're always looking at fuel economy improvements and we are extending our product portofilo. "We didn't look at the Astra VXR thing as a fuel economy project, but it will be more fuel efficient than the large cars."Our LS2 V8 engine, our owners are telling us, is around 10 per cent more fuel efficient and that's in our thinking every time we upgrade the engine."2. Are V8 HSV buyers less worried about fuel?"I have spoken to the owners clubs about it, and they were almost insulted that I raised it."3. Going back to the Astra VXR, do you have timing yet for the new HSV compact coupe?"The firm date is when the boat arrives. It will be either late July or early August. It's locked in."We haven't yet finally announced the retail price, but it will be under $43,000."The specificaiton is a mixuture of Opel features and Vauxhall features, which is unique to us at HSV, but it will essentially be identical to the Vauxhall car and that is the one that journalists are raving about in the UK."It comes in four colours and there is a unique blue on the car that is not availableo on any other Astra."We're going to be supplying the market in small batches to create desire and exclusivity. We are deliberately going lower with our orders than what the demand is."4. This year you've also got the runout of the Coupe. Anything special on that front?"We're still finalising our plans. So we haven't decided how to give the thing a last hurrah."I like the idea of auctioning the last one. But you'll have to wait and see.5. Presumably you're down the track with VE? What is the core thinking behind the HSV versions of the new Commodore?"Crikey, we're almost at the end of the track. But I don't want to say too much, because the car is still some way away."But I can say that it will be an even bigger change for HSV than it is for Holden."I think we've been pretty tight-lipped about what is in it, because there is a lot of change."No-one seems to be talking about us yet on VE, which suits me."6. You have just created a Walkinshaw Performance Products division. What is its role and how does it interact with HSV?"It is another area in our group that deals with excitement, and that was the arm that managed the Bahrain one-make race car project."From that w'ell spin off a whole series of upgrades that we can offer customers to enhance the performance of their cars."And there will be more ideas along those lines to explore, not just in this country but also in export markets, that can spin off business opportunities for the HSV group.

A gripe about the recent Z series HSV range was that the cars were let down by their interior, which still felt a little like a Commodore with frills. However the release of the limited edition SV6000 HSV has hit the nail on the head.The SV6000 is based on the Clubsport R8 but it is the SV6000's extra details, which make it the best of the rest in the two-wheel-drive HSV range.Subtle but stylish SV6000 logos on the door trim inserts enhance the car's street cred, along with yellow stitching on the seats, gear shift and handbrake. Even the centre console gets the yellow stitch treatment and the black Anthracite leather seats feature a yellow embroided HSV logo.The yellow exterior screams "look at me" and the wide colour-coded stripe along the lower part of the doors further enhances the profile. The brake calipers have been painted yellow, as is the little HSV insert on the wheel.The 6.0-litre engine cover is yellow with a yellow HSV logo and the LS2 6.0-litre badging also in yellow.On the road the SV6000 drives pretty much like the other HSVs. This lively beast growls and cheekily tempts the driver to give it a real go. The torque is on tap, so much so that if the driver does not actually have to stop for a red light he or she can comfortably cruise around in fourth gear.The upgraded brakes were not worked to their maximum (not being taken on a track) but pedal pressure was firm and responsive.While there appears to be no changes to the clutch the SV6000 did not feel as heavy to drive as some of the other manual HSVs.The test car, however, suffered two issues during the week. On the last day a problem (which was thought to be a loose spark plug) caused the car to run on four cylinders with safety warning alarms and lights flashing on the dashboard.The same morning the cold weather and loss of just one psi in a tyre caused havoc with the tyre pressure monitoring system, which continued to flash its red warning signs and let out an annoying beeping sound until the system was finally silenced.The yellow exterior is the preferred colour choice here but the SV6000 is also available to buy in black.The SV6000 is limited to 50 vehicles (unfortunately), however, this may be extended to 100 if there is a demand.The SV6000 also introduces a driver aid called Driver Dynamic Interface (DDI), which combines the attributes of a modern PDA (Personal Digital Assistant) with the convenience of satellite navigation, as well as a direct line of communication between the driver and the car. When functioning as a PDA, the DDI is portable and offers features including a Microsoft operating system, Bluetooth download capabilities, address book and appointments notification.This creates a mobile office for the driver on the move. By plugging the PDA into the car's GPS system it operates as a satellite navigation system.When plugged into the centre console HSV drivers get an almost V8 Supercar-like treat.The system can be used to monitor coolant and oil temperatures when towing, or the new DDI feature can record track times and the car's performance for later analysis. The data stream mode can monitor up to four vehicle operating parameters at one time and they can be recorded and later played back in various forms. The system cannot be used when driving because of safety reasons.The individual highlights give the SV6000 character, credibility and charisma that its other HSV stablemates just can't match.

It's the uncontrollable nature of the beast – and proof positive that somewhere in the Holden/HSV hierarchy is a powerful set of self-assured XX genes able to look at a 297kW badge and not desperately want to squeeze another 3kW from somewhere.That "magic" 300 figure isn't something that seems to concern HSV – particularly now that the Z-series of cars has the thumping 6.0-litre LS2 borrowed from the iconic Corvette.Certainly, the GTO's street cred doesn't appear to suffer from the shortfall. With its twin bonnet scoops, long, low Monaro lines and rather startling Turismo blue colour, the test car turned heads wherever it went.It's a big car with a big heart but surprisingly small luggage capacity.Built to carry four – in two sets of extremely comfortable bucket seats – you'd need to warn your travelling companions to pack lightly and use small bags.Boot space appears to have been traded off to accommodate the full dual-exhaust system, which pops twin pipes out from under either side of the rear skirt.The effect is certainly dramatic, even if the rumble is a little more subdued than most new owners would expect – or want – from a six-litre banger.HSV has done little with the tweaking of the engine donated from the 'Vette and there's no question that the 297kW (OK, you can claim 305kW DIN if you really want but it's not going to show up on the badging) and 530Nm outputs are starting points. There's plenty of room for future "specials".Still, in its present state the package is a very civilised one.The big surprise of the test was that over some 500km of city and highway driving, the LS2 and its four-speed automatic partner returned a civil 14.4L/100km average.The style of driving was very much as an owner would – a lot of steady-as-she-goes, with the occasional enthusiastic moment when circumstances warranted.Steering has a light feel, with the rack somewhat faster than in the donor car. The GTO turns in nicely on its 19-inch rubber and, with traction control off, the rear breaks away progressively when prodded.Great lumps of the engine's torque arrive fairly early in proceedings, peaking at the mid-4000rpm range. The effect is a good launch feel, the ability to squeak the rear rubber changing up to second, and strong acceleration through to something close to the 6500rpm redline.While the exterior of the GTO has been well worked, with an effective package of skirts, scoops and wings that manages to avoid the garish, for an $80,000-odd car, the interior remains only so-so.The dash, instrument display and trim is still Commodore.Drilled aluminium pedals add a bit of flash, the seats are truly good, with plenty of adjustment, support and bolstering, and the six-stacker CD sound system is adequate without being outstanding.While the seats have a good range of adjustment – eight-way for the driver – with three memory positions, it's disappointing that they don't automatically return to position after allowing rear-passenger access. The seats run forward when the seat-back locking catch is released but don't return when the seat-back is returned to upright.