HSV Clubsport 2009 News

Even at a time when fuel economy is top-of-mind with a growing number of Australian drivers there is plenty of space on the roads for Commodores and Falcons with old-fashioned V8 muscle under the bonnet. They burble menacingly at idle. They are the backbone of V8 Supercar racing.Yet V8s in the 21st century are not what they were in the days when they first conquered Mount Panorama and a GTHO Falcon or a Monaro - or even a Valiant V8 - was a dream machine for a generation of Aussie youngsters.Since 1970 the crude oil price has exploded from $20 a barrel to double that amount during the Iran revolution, over $70 during the first Gulf War, broke through the $100 barrier ahead of the Global Financial Crisis and has now settled at just below $100.In Australia, petrol prices have correspondingly risen from about 8c a litre in 1970 to about 50c in 1984 and almost $1.50 today.Despite all this, and despite one attempt at a death sentence by Ford in the 1980s, the V8 has not been wiped from Australian showrooms. Holden and Ford have continued to produce large cars with a V8 alternative and continue to slog it out at Bathurst.But Australian cars, even the ones that now have American V8s imported for local use, are not the only bent-eight blasters on the road.Germans are prolific builders of V8s and produce some of the most powerful engines in the world thanks to AMG-Mercedes, BMW and Audi. English V8s are built by Aston Martin, Land Rover and Jaguar, while the Americans provide V8s in the Chrysler 300C sold here. Even the Japanese luxury brand Lexus has a V8 in its IS F hero and its luxury saloon LS460, as well as the LandCruiser-cloned LX470.Most V8s are powerful enough breathing ordinary air, but there are many forced-induction models with either turbo or supercharging to liberate even more power. Walkinshaw Performance does the job in Australia for Holden, BMW is going down the turbo V8 road for its latest M cars and Benz had a time with a supercharged AMG V8.But V8s are not just about unrestricted power. The push for greater fuel economy has also reached V8 land and so Chrysler and Holden have V8s with multiple displacement technology which shuts down half the cylinders when the car is just cruising to improve fuel economy. Formula One racing engines now do the same thing when they are idling on a grand prix starting grid.Holden's Active Fuel Management (AFM) was introduced on the V8 Commodore and Caprice in 2008 and the red lion brand is committed to the engine - with future technology updates - despite near-record fuel prices."It is incumbent on us to keep it relevant and continue introducing new technology that delivers on our customers' needs," says Holden's Shayna Welsh.Holden has the biggest stake in V8s with more models than any other company selling in Australia. It has a total of 12 models with V8 engines across four nameplates and four body styles, including Commodore SS, SS V, Calais V, Caprice V and the recently introduced Redline range. V8s account for about one quarter of Commodore sedan sales and almost half of Ute sales."We see it as being more than just the V8 engine - it's about the entire car. It's the whole performance package that appeals to people and we want to continue making cars that people are proud to own," Welsh says."The combination of features and technology, great handling and braking and outstanding value is consistent across our V8 model range."Ford fans are also committed to V8s, according to company spokesperson Sinead McAlary, who says a recent Facebook survey was overwhelmingly positive."We asked whether they worry about petrol prices and they say 'No, it's the sound of the V8 we love and we are prepared to pay the price'," she says.Both Ford and Holden also have performance divisions where the V8 was, and still is, king. Ford's is Ford Performance Vehicles (FPV) and Holden's is Holden Special Vehicles (HSV).HSV marketing manager Tim Jackson says their sales are "on par" with last year."That's despite the fact that last year we had the limited edition GX-P which is an entry level product for us," he says. "We don't have that model in our range at all this year and you would expect numbers to come off, but we've been able to maintain sales volume."All of HSV's range are powered by a naturally aspirated V8 engine (6200cc 317kW-325kW), while the opposition at FPV has gained the kilowatt advantage with forced induction (supercharged 5000cc 315kW-335kW).Jackson says their LS3 V8 has been "validated" by customers."We're not getting guys screaming at us to go turbocharging. The LS3 is an extraordinary unit. It's a light engine with a good power-to-weight figure. There is not a turbo engine that would do it for us at the right development cost. But I wouldn't rule it (turbo) out or rule it in."Jackson says there have been no repercussions from the rise in petrol prices."Our customers don't have other choices in their repertoire," he says. "A small car doesn't suit them and they're not into an SUV. They're of a certain level where the whole cost of running the car is easy for them to absorb."The top-selling HSV is the ClubSport R8, followed by the Maloo R8, then GTS.However, the greatest HSV in history is debatable, Jackson says.HSV engineering boss Joel Stoddart prefers the all-wheel-drive Coupe4 and sales boss Darren Bowler the SV5000."The Coupe4 is special because of its engineering but I like the W427 because it's the fastest," Jackson says.FPV boss Rod Barrett says they are also experiencing strong sales growth. He says they sold about 500 cars in the first quarter, which is up 32 per cent on the previous year. He also says sales of the F6 have slowed since the launch of the supercharged V8 engine variants late last year, as customers "opt for power". Ford no longer offers a V8 with the demise of the XR8 sedan and ute last year."Our middle name is performance so we have all the V8s," Barrett says. "When we were launching this new supercharged car all the V8s came across here."Barrett says their supercharged engine has changed people's minds about "dinosaur V8s"."The turbocharged F6 was a cult hero car in its day and people thought a V8 was a low-tech dinosaur," he says. "But when we produced a high-tech all-alloy five-litre supercharged V8 built in Australia people started to think that V8s aren't all that bad after all. I'm not seeing the demise of the V8 just yet, but for us, the future is hi-tech."The supercharged 5.0Litre V8 335kW FPV GT continues to be FPV's top-selling vehicle followed closely by the supercharged V8 5.0 litre 315kW GS sedan and GS ute.Barrett believes the current GT is the best FPV car yet with its segment-leading power, light weight and improved fuel economy."However, I think our most iconic car was the 2007 BF Mk II 302kW Cobra in white with blue stripes. That car brought back the passion of '78 with the original Cobra. If you have a look at the second-hand prices, they are still holding up very well" he says.

Diehard fans can recall famous Bathurst victories of up to 40 years ago that they watched trackside or on the couch year-by-year. They remember the legendary drivers who used to race roadcars around the mountain at breakneck speed.But the V8 Supercars that tore themselves to pieces around the new Homebush track  have little in common with the road-going V8s on sale today.  Rising fuel prices have scared many away from buying a V8 for the road but there is a passionate core keeping the bent-eight flag flying high. Sales figures this year show the V8 is a constant in a dwindling big-car market.Holden director of sales John Elsworth says 10 to 14 per cent of Commodore sales this year are V8-engined machines and that hasn't changed "for years".  At Holden and Ford's performance arms, Holden Special Vehicles and Ford Performance Vehicles, V8 sales are the core of their existence.One of the biggest V8 fans is Sam Mangiapane who owns two HSVs. Mangiapane bought a new HSV GTS this year and also has a VY Clubsport. He is the vice-president of the HSV Owners Club of NSW.  The GTS has a 6.2-litre LS3 V8 engine putting out 317kW of power and 550Nm of torque.The claimed fuel economy is 14.5 litres per 100km but Mangiapane says rising petrol prices wouldn't stop him and many others buying a V8."I'd keep buying them regardless," he says. "It won't stop people buying an HSV, or an FPV for that matter, because they are so passionate about them."Put it this way: I've yet to hear someone say they'd have to sell their car because it had become too expensive to run it."  Mangiapane says many V8 owners keep their fuel costs down by not driving them every day. Instead they are used for weekend runs, club activities and special outings.   Driving it every day becomes expensive," he says.Mangiapane says opponents of V8s who see them as gas-guzzling dinosaurs don't realise that technology has improved the cars' efficiency and economy."  The V8s of today are not like the V8s of the `80s and `90s. They are a lot better on economy and with greenhouse gases."Automatic-transmission V8 Holdens now feature technology that enables four of the cylinders to be shut down to save fuel when the car is cruising.Mangiapane loves driving V8s because of their performance. "The horsepower is the main thing. It's the power and it's the looks."  According to Mangiapane, club membership is rising by up to 10 per cent a year, ranging across the age groups. Nearly 10 per cent of the members are women.The current VE model is popular among club members, though the cheaper and older VS and VR models are also common club cars.  He says Holden's racing history, and Peter Brock in particular, are fond topics of conversation among HSV owners.HSV is now in its 21st year of business. It was started in 1988 as a joint venture between Holden and Tom Walkinshaw Racing, which then also ran  Holden's race team.  After years of the company passing through different hands and arrangements, today Walkinshaw owns the business again.

The cut-price contenders set a new starting sticker for the Holden heroes at $59,990, although a new Maloo does even better at $53,990.  The cars are called GXP and they come as HSV looks to spark renewed interest with fans of the brand who have found the bottom line getting too tough."There are a lot of people who have the aspiration to get into an HSV but can't quite make it. This will help them to live their dreams," says Phil Harding, managing director of HSV.  "We think it will bring in people for whom, perhaps, the elastic has broken. It will bring them back to the brand."He denies any cut-price panic at the hot Holden brand and says there was always a plan to push down at the bottom end of the range.  "We're not discounting HSV. When we launched E1 we left room at the bottom end. We didn't come out with a Clubbie, we came out with an R8," Harding says."We've been searching for something to sit under the R8. Now we're taking the opportunity. We'll see how it goes."  The ClubSport GXP and Maloo GXP both come with HSV's 6.2-litre LS3 V8, still with 317 kiloWatts and 550 Newton-metres of torque, each with a special suspension tune and a Brembo brake package unique to the GXP.There is a unique rear fascia, E2 running lamps, fascia, hood and fender vent.  Inside, the GXP gets the E2 ClubSport R8 package with sports cloth seats.  So, what's missing?"Specification wise, it doesn't have launch control and ESP. Or the wider rear wheels," admits Harding, but he says it's a competitive package."The walk-up to the R8 is still good value. Life is good at the top end and now we're having a go at the bottom.HSV is targeting up to 750 GXP sales, which could be close to 20 per cent of its total volume in 2010, but Harding admits the program is still a bit of a gamble.  "It's worth having a good go, and that's the view we took. We're going to go for it," he says.  "I want to see how it goes. It's difficult to know."The GXP models go into production in February, although HSV - like every brand - is pushing the investment-allowance benefits of signing up before the end of the year.

The aggressive double-scoop bonnet originally designed to cut through traffic in the USA has been transplanted to the second-generation VE models from HSV, pointing directly to a stonking 325kW V8 engine in the front-line GTS.It is part of a massive $500,000 model change that is almost the reverse of the low-key change for the regular VE Commodore, which has zero body changes but lots of engineering upgrades. HSV has also done a lot of tweaking, but designer Julian Quincey has gone wild with a range of changes and a lot more body jewellery to turn heads.Every E Series 2 manual also comes with full-on, race-style 'launch control' and there are a range of other technical upgrades across the line-up that runs from a competition mode on the stability control to 19-inch E2 alloy wheels on the ClubSport and beyond.But it's the bonnet that cuts through for E2 and HSV chief Phil Harding is happy to defend the donation from the Pontiac program. "We call it our performance bonnet. It's an HSV bonnet now," Harding says. "Actually, we asked for this opportunity over a year ago and at that stage no-one knew the fate of the G8 or Pontiac. We wanted Julian to have it for the facelift."We like the look of it. We think that makes our car look horny, or sporty, or whatever word you want to use."It helps give a tougher look to the E2 line-up but Harding, an engineer, is more focussed on the mechanical changes for the latest HSV line-up. "When we launched E Series we called that our $1 billion baby. This E2 is our half-billion baby. This is the biggest facelift we've ever done," Harding says. "We spent a huge amount on E Series and our sales went up 25 per cent in the first year. That approach worked and we decided to let the engineers loose to entice our customers three years later. "I'm guessing the appearance changes are around 20 per cent of the total bill. The rest is in technology and that stuff is going down pretty well."He targets the 325kW version of the LS3 V8 and the launch control system as the highlights for 2009. "Why do 325? Because we can, and because our customers want it. And they will probably tell us that it still isn't enough. "But, in parallel, we've done the responsible thing and worked on fuel economy. Every E Series II is more efficient than a VY II manual Clubsport, which had 5.7 litres and was 100kg lighter."The extra kiloWatts in the GTS have come from a re-calibration and a new lower-loss exhaust system, which points to a trickle-down to other models in future. Not that Harding is saying anything. "As for launch control, I think this is a kinder way of treating the clutch. It's a repeatable thing and easy to use. And we're putting the 7-litre clutch into the manual models."Apart from the model-by-model tweaking, the E2 models are also available with a new line-up of SV Enhanced options. They vary by model by generally include larger wheels, different exhausts and some cosmetic upgrades.The latest HSV cars hit showrooms this month but Harding is not making any big predictions because of the economic situation. "We'll more than double our daily output with this range. We'll still be down at the end of the year and I'm not sure how it will go. The market needs a kick," Harding says. "We have starved the market. I wanted the cleanest changeover and it's been the most successful since I've been here. At the moment we're trying to make one fewer car than is necessary, unlike the years when we've made one too many."VariantsThe 2009 lineup from Holden Special Vehicles has more visual differentiation than before and a bunch of technical changes. This is the basics, model-by-model:ClubSport R8 - from $65,990:Visual upgrade, 317kW V8, manual launch control, new seat trim, 4- piston brakes, 19" alloysMaloo R8 - from $62,990:Clubsport package, front-side-curtain airbags, 8" subwoofersR8 Tourer - from $66,990:Clubsport packageGTS - from $80,990:325kW engine, extended launch control, 20" alloys, performance leather seatsSenator Signature - from $82,990:Manual launch control, extended cruise controlWM Grange - from $87,990:Extended cruise control, competition mode ESP, new 19" alloys 

Bargwanna backJason Bargwanna is back in a full-time V8 Supercar ride this year. Since the collapse of the WPS Racing squad just before the start of last season, he has rebuilt his career at the top level, driving everything he could and starring in the Mini Challenge last year. The former Bathurst winner will now partner Greg Murphy at Tasman Motorsport, driving a Commodore in Sprint Gas colours.Algarve impressesGrand Prix drivers have begun testing at a new circuit in Europe on the Algarve in Portugal. Ferrari and McLaren were first on to the impressive new layout and have praised everything from its location to a track design that takes advantage of the rolling country where it was built. It has Formula One test approval until 2011.Detroit derailedIndycar racing has taken a hit with the cancellation of one of this year's headline events, the Detroit Grand Prix. Motown has been hit hardest by the economic downturn and the race, run since 1990 on Belle Island and revived in 2007 as an IRL event, has not been able to raise the sponsorship necessary to continue.Call to BathurstCashed-up racers are being called to Bathurst for the WPS 12-hour race next month. There are plenty of race places available, including several in HSV R8s built by former V8 Supercar racer Cameron McLean. Details on the spots, and the race, from www.bathurst12hour.com.auCruze controlThe latest Chevrolet Cruze compact, to be produced in Australia as a Holden from next year, will be General Motors' spearhead in the World Touring Car Championship. A three-car Cruze team will go up against factory entries from Seat and BMW in this year's series, replacing the previous Daewoo Lacetti hatchbacks.Daytona's old magicJames Hylton is hoping to become the oldest driver to qualify for the classic Daytona 500 when the Nascar season starts next month. Hylton, 74, who was Nascar's rookie of the year in 1966, aims to run a full program in the Sprint Cup this year.Hickman surprisesDarren Hickman was the surprise winner of the latest round of the SRA sprintcar series at Avalon Raceway in Geelong on the evening of Boxing Day. Hickman, a former star in super sedans, scored the unlikely win in a 350 racer from youngster Tim Rankin. Darren Mollenoyux finished third and is now second in the Eureka-sponsored series behind Matthew Reed as the championship moves on to Horsham on January 10.