HSV Reviews

Thankfully, HSV saw the error of its ways mid last year and re-introduced the 'entry level' ClubSport or Clubbie as it's affectionately known.Cashed up bogans love this car which has almost legendary status in certain quarters. Sure, the R8 and GTS are "better" but the Clubbie is the 'everyman' hot Holden, as is the Maloo ute which also made a comeback last year. HSV had been inexorably edging upscale with its range edging towards the hundred grand mark. That's a far cry from the original HSVs 25 years ago which were essentially Commodores with more powerful engines, bigger wheels and stiffer suspension.Starting from $64,990 the new ClubSport picks up HSV's 20-inch Pentagon alloy wheels to complement an already impressive list of standard features; sport/touring suspension, ESC with competition mode, four-piston brake package, sat nav, rear park assist and reversing camera. It also had other cool kit features like dual zone climate control, enhanced Bluetooth and a four way adjustable electric driver's seat.We like the look of it inside and out and the standard equipment is generous. Great seats, plenty of info feeding back to the driver and the EDI is excellent. Heck, it even has a decent boot and rear seat legroom. Standard features on the Clubbie (and Maloo) include HSV's 6.2 litre, pushrod overhead valve, LS3, Generation 4, V8 which delivers 317kW of power and 550 Nm of torque. A six-speed manual is standard with an optional six-speed auto an extra two grand. We would go for the auto every day because it delivers rapid fire changes up and down the range but misses out on paddle shift.The ClubSport effectively includes all the major features of last years R8 with the exception of HSV's Enhanced Driver Interface (EDI), which will be available as a factory-fitted option.The automatic car we drove was optioned up with a bimodal exhaust system and the EDI system to add an extra element of fun to driving this big, boofy V8 sedan. It consumes an alarming amount of fuel hovering in the mid to high teens per 100km and it’s premium too. Still, most of these cars would be funded through companies so what's it matter.At 1800kg, this is a big, weighty car but one that's still capable of putting away a 0-100kmh sprint in around 5.0 seconds. Engage the competition mode and you can really feel the Clubbie's power pushing you into your seat.It rumbles, squats in the rear end, lifts its nose and bellows en route to stopping the clocks in a more than respectable time for such a big beast. But in this case, it's spoiled a tad by the oversoft suspension and steering that could offer a bit more feel. We reckon the optional six piston brakes should be standard though the four pots fitted do a pretty good job on the road. Track day the Clubbie and you'd find the end of the brakes before finishing the first lap.Though the bimodal exhaust sounds good at idle, it's too quiet on the move unlike most of the European V8 sports sedans that get better the harder you drive them. You can punt the Clubbie fairly hard on a winding road limited by its weight and in this case, the softish suspension.This model is due to be replaced later this year when the 'F' range of HSV cars comes down the line possibly with a 400kW plus supercharged 6.2-litre V8. Now that would be something else again.

If capped priced servicing sounds like cheating, modern car design is just too damned homogenous to your eyes, then some left-field classics might get the blood pumping.Trawling the darkened depths of the Carsguide website found some interesting old - and some not so old “time” machines on the market.For the price of a mid-spec four-cylinder small car there are vehicles on the market that stand well apart from the shopping-trolley crowd.As beefy Brits go this is one of the beefiest - the Jensen Interceptor was a four-seater grand-tourer with a Chrysler V8 under its elongated snout.Only a handful - in global terms - were built in the UK during the 1960s and 1970s, and some made it to Australia, so the chances of seeing one driving the other way are minimal.The rounded rump was a distinctive look for the Jensen and it also had the distinction of being the first all-wheel drive sports coupe.Glass's Guide says the rear-wheel and four-wheel drive models were available here from 1970 through until 1976 (when imports ceased) in the 6.2-litre and 7.2-litre forms, hooked up to a three-speed automatic and priced at a little over $22,000 when they were new - Holden had the HQ Monaro on offer around the same time and its retail price ranged from $3800 for the 4.2-litre V8 manual to just under $5000 for the 5.8-litre three-speed automatic model - nowadays, mint versions of the latter can fetch upwards of $60,000.De Tomaso is one of those interesting Italian brands - born in 1959, it was involved in motorsport (including a brief and nasty stint in F1) as well as owning brands like Bugatti and Ducati.It went into liquidation in 2004 and was briefly back in business before controversy again had the brand in trouble and it was up for sale in 2012 - it keeps threatening a 21st century revival.The two-door Longchamp was born from the same chassis and drivetrain as the Deauville four-door, using a 243kW/440Nm 5.8-litre Ford Cleveland V8 that also powered the more svelte Pantera.A top speed of well over 200km/h and an opulent interior were among the car's highlights, but given its $65,000 new pricetag it want to have plenty.A total of 409 Longchamps were built (395 coupes and 14 spiders) until 1989, with only a couple per year built during the final years.One for the locals - while many remember the much-be-spoilered Walkinshaw VL SS Group A (with a 180kW/380Nm five-litre V8 and priced at $45,000) that kicked off the Brit's relationship with Holden Special Vehicles.The red VL SS Group A was the last Commodore produced by Peter Brock's Holden Dealer Team - Holden's relationship with Brock went sour in 1987 after Brock and his crew came up with a device known as an “Energy Polariser” and fitted it, as well as other features not tested by Holden.There was a little less hoopla when the VN version popped up in 1990, sporting a $68,950 asking price in the showrooms, it packed a 210kW/400Nm five-litre V8 hooked up to a six-speed ZF gearbox (borrowed from the Chev Corvette), weighed in about 200kg heavier but was draped in less-polarising (if you'll pardon the Brock pun) bodykit styling.Track versions of the car were reportedly quicker in a straight line but not as good on the bends as the VL's bodykit actually worked, providing downforce.The VN was the final Group A, part of the era of Australian production-based touring car racing that was slaughtered by the all-conquering Nissan GT-R.The build-run never made it to the planned 500, with 302 seeing the light of day, based on a Berlina but fitted with a Momo leather-wrapped steering wheel, velour interior trim, sports seats and instruments, Bilstein dampers, a limited slip diff and a Mongoose remote control alarm.1970 Jensen Interceptor coupePrice: $24,990Engine: 7.2-litre V8Transmission: 3-speed autoThirst: 20L/100kmOdometer: 78,547kmThe big Jensen coupe was rare and expensive car when it was new - it sold new for just over $22,000 but was hand-built and had airconditioning, alloy wheels and power windows. At the time it was more than double the cost of a V12 E-Type Jag and at least four times the price of an HQ Monaro. Such is the profile of the odd British beast, it was even featured as a classic car in the Gran Turismo 4 game.Phone: 02 9119 54021983 De Tomaso Longchamp 2+2Price: $30,000Engine: 5.8-litre V8Transmission: 4-spd autoOdometer: 23,000km The Italian luxo-coupe with a muscular Aussie heart - the engines were sourced for the car from Australia when the US sources for the beefy V8 dried up, and Australia supplied the engines until V8 production ceased in the late 1980s. Hooked up to a four-speed auto, the Longchamp has air conditioning, power steering, power windows,remote central locking, cruise control among its leather-trimmed interior - when new it sold for $65,000, which was about the same money being asked for a Mercedes-Benz 380 SE V8 sedan.Phone: 07 3188 05441990 HSV VN Commodore SS Group APrice: $58,990Engine: 5-litre V8Transmission: 6-speed manualOdometer: 152,364kmThirst: 16l/100kmNot as famous as the VL but a genuine Aussie musclecar nonetheless, the HSV VN SS Group A popped up with a six-speed manual (a vague but strong gearbox borrowed from the Corvette) as well as upgraded brakes and bodykit. Capable of a sprint to 100km/h in 6.5 seconds and a 14.5-second quarter-mile, this example is number 83 of a planned 500-car build run, but the economy brought it to a halt at 302. The VN Group A SS came with air conditioning, a Mongoose alarm, 17in alloy wheels, cruise control, central locking, a limited slip diff and a chunky Momo leather steering wheel.Phone: 02 9119 5606

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

Dinosaurs still stalk the earth - and they're as awesome as ever. In motoring terms V8s are a legacy system; evolving emission standards and more efficient downsized engines have forced a gradual retreat of the bent eights until they are now the preserve of performance cars.But when T-Rex roars, sensible smaller creatures get out of the way. Holden Special Vehicles' latest carnivore is the reintroduced standard ClubSport - and it's still something to cower away from.VALUEA driveaway price of $64,990 puts the base model HSV way up the pecking order in terms of outlay for acceleration.The Commodore-based Clubbie gives away a measly 8kW to the higher-spec HSVs and misses out on the enhanced driver interface, which includes the bi-model exhaust that has enough reverb to do structural damage to buildings. It picks up unique “Pentagon” 20-inch alloy rims, “competition mode” ESC, four-piston brakes, satnav and a reversing camera.TECHNOLOGYThe facelifted HSVs are rumoured to be the last to use the naturally aspirated V8, with a supercharged engine from General Motors' US catalogue tipped to go under the hood when the VF-based cars roll out this time next year.For now the 6.2-litre V8s' outputs of 317kW/550Nm are still enough to induce oversteer on demand - at least with the stability control loosened up in competition mode. The six-speed manual is also fitted with launch control to “maximise potential” off the line.DESIGNAggressive styling is one of the reasons the Commodore consistently outsells Falcon. HSV takes that to the ninth degree with an in-your-face front end that is impossible to mistake. It's the motoring equivalent of a breast enhancement: there's nothing subtle about it but it turns heads every time. The interior is still blinged-up Commodore but the bolstered seats hang on as tightly as the Bridgestone Potenza tyres.SAFETYThe VE Commodore is a five-star car in ANCAP's testing and that forms the starting point for the HSV. Upgraded brakes and a revised ABS/stability control set-up increase the safety threshold before the six airbags are required.DRIVINGBrutality is rarely this forgiving. The ClubSport takes just on five seconds to haul its 1800kg mass to 100km/h, yet it defies that supercar performance by being as tractable as car around town as the driver wants.It's old-school motoring at its modern best. The brakes resist fade - at least on the road - and there is unadulterated engagement with the steering wheel and rear wheels. The steering is more feedback-oriented than any Commodore and the back end lets you know when you're on the limit of adhesion - then lets you go a little farther before the dashboard lights start to flicker.The only downside is the fuel consumption. I don't care - if you can afford $65K to put this car on the road, fuel use in the mid-to-high teens is the least of your worries. I'd stake the manual as first choice, but if I was given an auto I'd leave it in sports mode - the near-instant gear-shifts are much cleaner and more responsive than the default mode. Add in the fact it takes five adults without them becoming too close for comfort and you're dealing with a genuine performance all-rounder.VERDICTThe HSV ClubSport isn't the sharpest tool in the performance shed, but there's not much that's going to argue with it on the road. The few compromises it makes are more than offset by the relative bargain price and the fact that owners are more interested in get-up-and-go grunt and that burbling V8 than they are in the most efficient way to get to 100km/h.HSV ClubsportPrice: from $64,990 (auto adds $2000)Warranty: three years/100,000kmResale: N/AService intervals: nine months/15,000kmSafety: six airbags, ABS with BA and EBD, TC and three-stage ESCSafety rating: N/A (VE Commodore five stars)Engine: V8, 317kW/550NmTransmission: 6-speed manual, 6-speed auto, RWDDimensions: 4.99m (L), 1.89m (W), 1.47m (H)Thirst: 13.5L/100km (95RON), 320g/km CO2Weight: 1795kgSpare: full size (front)

Sermon on the MountCometh October and verily did the pilgrims converge upon the sacred Mount where on was preached the sermon of the bent eights. Congregate did the disciples of the Blue Oval and Red Lion sects at this holy place; there to cast empty drink vessels at the unbelievers and to light pyres of sacrificial chariots. And at day's end, when one tribe's champion had smote mightily the other, the believers and philistines all did trail away in a long mournful procession across the western plain ...SO MIGHT read some scrap of scroll unearthed by a future archaeologist recounting the annual secular rite that is the Bathurst 1000. This weekend's edition might be one of the last to feature only the the clans of Ford and Holden, as the end of the two-make contest is nigh. The need for new blood is widely recognised - not least by incoming V8 Supercars commissioner Mark Skaife, even in the form of marques from distant lands that your flat-earth Aussie V8 believer can scarcely envisage.That though, like the day of reckoning, is a prospect best not dwelt upon. Today's our day for making a pilgrimage to the Mount in two of the best V8s from the Holden and Ford stables. In sales terms, the fight between the Cruze and the Focus shapes as far more meaningful, but the muscle cars chosen for our excursion show this perpetual heavyweight title fight is far from decided.Ford Performance Vehicles is represented by its GT-P, essentially a life support system for the stunning new supercharged all-alloy Boss 5.0-litre V8. The fruit of an estimated $40 million investment, it obliges by returning 335kW at 5750rpm and a gut-punching 570Nm from 2200-5500rpm.That overwhelming (literally as it turns out) off-the-line performance is underwritten by superb Brembo brakes. Visually - despite its sober, deeply dark blue paint, silver accents and grey stripes - it's as subtle as a copping a half-full can of VB  on the scone, with a vast spoiler rising from the rear deck and a mountainous protruding bulge on the bonnet.The visual cues of Holden Special Vehicle's Clubsport R8 Black Edition emphasise that, although this is a close competitor, the respective cars are about as different as two similar things can be. Ours is luminous white with matt-black accents, even the HSV badges, suggesting nothing so much as a Star Wars stormtrooper helmet. (Lord of the Fully Sith, anyone?) On its V8, FPV has downsized and used forced induction while the Clubbie is all about capacity and natural aspiration in the form of that resonant 6.2-litre V8. For all its size, its output is less than the FPV's - 317kW at 6000rpm and 550Nm at a higher 4600rpm.The ClubSport's brakes are equally impressive for their progression through the pedal and the assertive bite. There's also an HSV-bespoke limited-slip differential to keep it in shape. With this and the wider rubber around the 19-inch alloys at the rear, the electronic safety measures are less frequently aroused.Escaping Sydney's ever-expanding sprawl, our 16-cylinder procession abandons the (not so) Great Western Highway, cutting across country via Hampton, Oberon and O'Connell to Bathurst, soaking up the spring rain, sleet, hail and single-digit temperature with which the NSW central west is apt to bushwhack the unwary.The FPV soon reveals its twitchy, manic manner. This is the one you'd reckon on winning any traffic light derby, or would be if acceleration off the line and out of corners didn't need a sensitive foot. Punch it too hard in any conditions, especially wet ones, and a superb engine - one you'd be happy to find in a top-end Jaguar - is too much for the chassis to handle and the stability program to rein in.Initial discomfort isn't helped by the most awkward driving position since the old Alfa Romeos. As ever in Falcons, you're perched as though on an orange crate and anyone taller than 185cm has the wheel in his or her lap.But ... Suck all this up, breathe out and what a weapon you wield. You might undercook your corner entry speed, yet if you pick your moment you'll power out with supreme authority accompanied by the charger's whine. For all the modernity of what's under the bonnet, the character of this package feels more like an older-school muscle car, one that requires your best to get its best.The Clubsport, by contrast, is more, well clubbable, as in a club to which you have to be elected. More linear than the FPV in almost all respects - acceleration, steering and handling - it fills the grand touring remit with luxuriant ease, barely touching 2000rpm at the legal limit in sixth gear.A manual gear shifter (which initially brings to mind a piece of gym equipment in its action) feels almost buttery after exposure to the tight-gate rigidity of the FPV's stick.The HSV's seats are not nearly so supportive as the Ford's big, ribbed sports pews but they are more comfortable over distance, while enhancing the impression that the Clubbie shrinks around the driver as you push through the curves. And it's an interior that at least approximates the spend - hardly lush, it is recognisably that of a luxury car with a standard features list that's as full as its rival's is spartan. And, at 80 big ones, the FPV's innards are too like that of a Falcon of half that price.The current HSV series is the one that most convincingly answer that age-old question, "Is it worth the extra spend over an SS?" with an emphatic "bloody oath". It also speaks to the man of means who wants to celebrate his success, not with the obvious German device, but a bulging bicep of Australiana that he (or, yes, possibly she) can drive comfortably every day.None of this is to write off the GT-P. It's an engine in search of a more deservingly contemporary and capable car, yet it provides a rousing contrast, something perhaps for the driver who retains more fire in his expanding belly. What you prefer not to imagine is some ambitious and ability-shy youth getting hold of a well-worn example a decade from now.And as we end our sermon from freezing, darkening Skyline at Mount Panorama days before the great race, both cars prove that Blue Oval/Red Lion rivalry is as alive on the road as on the track.HSV R8 CLUBSPORT BLACK EDITION4.5/5 starsPrice: $71,990Warranty: 3 years/100,000kmResale: 58 per centSafety: 5 starsEngine: 6.2-litre V8, 317kW/550NmBody: 4-door sedanWeight: 1812kgTransmission: 6-speed manual, rear-wheel driveThirst: 13.5L/100km (98 RON)"A grand tourer par excellence; the everyday muscle car"FPV GT-P4/5 starsPrice: $81,540Warranty: 3 years/100,00kmResale: 76 per centSafety: five starEngine: 5.0-litre supercharged V8, 335kW/575NmBody: 4-door sedanWeight: 1800kg (est)Transmission: 6-speed manual, rear-wheel driveThirst: 13.7L/100km (PULP)"Fast and just a bit infuriating"

Something like "$85,000 is well below the going rate for a senator's signature, isn't it?" is too easy, inaccurate (in sentiment as well as market rate, we hope). The fully-loaded Senator sits $5000 below the more-tastily named Grange long-wheelbase flagship and is less overt than the slightly more-powerful (and $1000 more expensive) GTS, but still oozes musclebound presence.VALUEThe HSV Senator Signature asks for $83,990, which in the world of prestige motoring buys you an Audi A4, C-Class Benz or 3-Series Beemer - all cars that have nowhere near the rear seat room or the brain-bending performance of the V8 musclecar.The Senator has more features than a Canberra DVD store - projector headlights and driving lights (xenons saved for the Grange), daytime LED running lights and rear tailights, leather trim, a leather-wrapped HSV sports steering wheel with height and reach adjust.The helm also has controls for the Enhanced Driver Interface and the HSV derivation of the iQ infotainment system. There's also a trip computer (with some numbers you may not want to see), Bluetooth phone link, satnav, dual-zone climate control, alloy pedals, a trio of centre-mounted gauges, the (optional at $1990) blind spot warning system, a rear overhead DVD player, HSV "performance" electrically-adjustable leather seats and an (optional $1990) sunroof.TECHNOLOGYHSV went down the path of boosting brain-power instead of horsepower for the E3 upgrade - after all, anything over 300kW and 500Nm is an "elegant sufficiency" of outputs for most road performances.The brand uses the touchscreen for more than satnav, phone and sound system functions - the Enhanced Driver Interface offers the Senator Signature driver access to a whole world of techno-babble - G-force readings, power and torque gauges and mapping and timing functions for racetracks in the system. It can also be downloaded for social media bragging rights via a USB port in the glovebox, although that feature would seem more likely to be a boy-racer's bag than that which would appeal to someone buying an $80,000 car, even one like this.Also in the same basket is the three-stage stability control, which has a competition mode for a little mis-behaving before the electronics step in. The Senator gets a more comfortable "Premium" tune of the Magnetic Ride Control, which takes the sting from the big sedan's ride (which is OK given that it's riding on the optional 20in rims) to some extent, but its on the noisy side when being asked to work hard on rutted roads.There's also the option - for $2290 - of the bi-modal exhaust - which allows the V8 to burble at the lights but speak with a more civilised tone when cruising - it's nice not to have any drone that can intrude on performance exhausts, but open up the taps and it brays with conviction.The Senator has a blind spot warning system, which flashes little red lights at the bottom of the A-pillars when a car is lurking - probably getting an eyeful of the car's powerful haunches - in the large-ish blindspot behind the C-pillar.DESIGNSubtle isn't the first adjective ascribed to any HSV product but the business suit versions sans massive rear spoiler look less "fully sick" and more corporate - in a V8 Supercar exec sort of way.HSV calls it the luxury body design with "Shockwave" exhaust outlets and the lower-key rear lip spoiler, but when it rumbles up into the rearvision mirror with its LED day time running lights gleaming too brightly for most, you'll certainly notice it.SAFETYThe Senator gets the full complement of safety features - dual front and side airbags for driver and front passenger, full-length side curtain airbags, stability control, anti-lock brakes with electronic brakeforce distribution and brake assist. The brakes are big and deal with the portly kerb-weight well - thanks no doubt to being ventilated and grooved, with four-piston calipers front and rear.The front seat belts also have with load limiters and pyrotechnic pre-tensioners. The safety features list also includes tyre pressure monitoring, rain sensing wipers and automatic headlights, front and rear parking sensors, a rear camera.It was in this area where the Senator let itself down a little - the centre display threw up an Auto Brake fault and then a Stability Control fault, which was rectified with a new brake switch component; the rear camera and satnav displays also decided to go AWOL, requiring the car to be turned off, locked, unlocked and re-started - an automotive re-boot?DRIVINGLiving up to your looks is a good thing when you look like this car - aggressive but without looking like a steroid-infused security man, perhaps more akin to that bloke's boss.The burble gives way to a mechanical bellow that's accompanied by considerable forward thrust, interrupted by auto changes that could perhaps be a little smarter and slicker.There's nothing wrong with the way it corners, defying its considerable kerb weight to track faithfully, although the tricky dampers can get a bit of a rattle up when dealing with some sharper bumps, but in the main it deals well with road imperfections, especially given its the low profile rubber wrapped around the optional 20in wheels fitted to the test car.As a roadtrip car it eats curvy country-road distances - only extreme throttle provocation makes the back wheels twitch.The Bluetooth system works well in some scenarios, although if you've plugged an iPhone into the system and then have the musicplayer going in conjunction with a phone call, the music track be heard as well - make sure you're not listening to The 12th Man first.One thing that was absent on the features list that should be there when shelling out this amount of money - there's no automatic-dimming rearvision mirror, which is something that should be in an $85,000 vehicle.VERDICTPut the badge snobbery aside and there's not much near this for the money that can carry as many passengers and luggage for a road trip - and outpunch serious sportscars if and when required. Unless you look at the FPV or Chrysler opposition, you have to triple the pricetag and buy German to get the same performance.HSV Senator E3Price: $83,990Warranty: 3 years, 100,000kmResale: 80%Service Interval: 12 months/15,000kmEconomy: 13.7 l/100km, on test 15.7; 324g/km CO2, tank 73 litresSafety: Equipment six airbags, stability control, ABS.Crash rating: 5 starEngine: 317kW/550Nm 6.2-litre OHV 90-deg V8Transmission: six speed auto, rear-wheel drive with LSDBody: 5-door, 5 seatsDimensions: 4943mm (L); 1899mm (W); 1467mm (H); 2915mm (WB)Weight: 1792kgTyre size: 19in alloy wheels, optional 20in for $2500Spare tyre: inflator/repair kit 

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)

For once, more power isn't part of the latest update to HSV's range.  The E3/WM3 models instead pick up exterior and interior refinements, headed by a sophisticated infotainment package and an optional LPG injection system that cuts fuel use without any affect on performance.It's good on the regular Holdens and so much fun it's dangerous on the HSV variants. Why dangerous? Because the temptation to look down at the centre console display - HSV calls it an Enhanced Driver Interface - to see how many G's you're pulling is almost overwhelming - and that means taking your eyes off the road.Take my advice - plug in the USB stick and review the data on a computer after the drive.  The EDI can be either a track day toy or a useful way to smooth out your driving style, depending on which mode is dialled up.In the case of the WM3 Grange, it is another weapon in the Clayton-based company's challenge to the performance European sedans that it is competing with for space in the reserved sections of corporate carparks.ValueIt's hard to argue with an $89,000 vehicle that will keep up with a Merc E63 or BMW's M5 in most situations, has much more interior space and still costs half as much. By any comparison, it's a lot of car for the price with interior space that puts its Euro rivals to shame, performance that's on a par and mod-cons that are often options in many luxury car line-ups.That said, it's still a lot of money for what visibly began life as a Holden Commodore, no matter how many dress-up kits or flashy fascia HSV tacks on. Still, go to Europe and you'll see E-Class Mercs and 5 Series BMWs being used as taxis ...TechnologyLocal engineering has gone a long way to overcoming what is an old-fashioned lump of V8 under the hood. The 325kW and 550Nm is more than drivers will ever need on the road. Adding to the image is the latest LPG injection sytem, without the gas.The natural fuel is injected into the cylinders in liquid form. HSV calls it Liquid Propane Injection; owners who tick the option will call it a bragging point. There's no discernible loss of power - and big fuel savings - as the LPI provides the go up to 5300 revs, after which the premium unleaded petrol takes over.Toss in a blind spot alert sytem, self-levelling xenon headlights, a bi-modal exhaust system that is refined or raucous depending on pedal pressure and a magnetic ride control suspension kit that, depending on the mode, noticeably changes the vehicle's attitude around corners and over bumps and the Grange starts to look like a smart package indeed.DesignThe Grange is visually the most refined of the HSV range and a definite improvement over the previous model. The front end is either overtly masculine or a a touch too much boy racer depending on who you're talking to The daytime running lights help soften the effect and from side or rear-on it looks more luxurious than "look-at-me".HSV's chief of design and styling is, not surprisingly, a fan.  "We have made the Grange a more dynamic looking car, and the update delivers greater on-road presence, he says."It definitely still retains the classy appearance and proportions that you expect from a luxury performance car; however, we have added a few more masculine-looking details like the DRLs and the shockwave inspired exhaust tips."Little touches, like the recesses for the screens mounted in the back of the front seats, help avoid problems with sun glare and ensure the rear seat passengers are quiet.SafetyThe driver-aid acronyms - ABS with EBA and BFD, ESC and STC - are all standard kit on the Grange, as they are on most cars these days. The difference is in the calibration, with the HSV allowing a bit of leeway before the electronics intervene. It's enough to be fun without getting into trouble.The self-levelling xenon headlights cast a massive spread of light even at 110km/h and the four-piston brakes aren't likely to fade this side of a racetrack.DrivingIt isn't hard to find a comfortable driving position in the long-wheelbase HSV and the leather-trimmed seats do a reasonable job of holding you in place as the pace pick up. They're more suited to larger drivers, though, which again shouldn't be a problem in this market segment - it's nothing another couple of business lunches won't fix.The flat-bottomed steering wheel helps here, too, but the sporty styled wheel isn't matched with a quick enough rack, meaning drivers can't turn through a 90-degree corner without shuffling their hands. That kind of defeats the purpose.A reversing camera with overlaid guide lines complements the standard parking sensors and makes manoeuvring the big car a relative breeze, but it's on the open road where the Grange justifies its existence.Overtaking is simply a press of the pedal away, no matter what the speed and switching the suspension from luxury to sports mode gives you confidence to tackle the most chopped-up roads. It's not going to outrun or outhandle a Porsche, but try fitting five people into a 911.The satnav is easy to use and alerts the driver to nearby rail crossings, speed camers and school crossings which is an intelligent features other carmakers should copy.The only criticism comes when getting into the car of a night _ unlike its Euro rivals the auto headlights don't activiate when the car is unlocked.VerdictA worthy local contender in the luxury performance market that can only be rivalled by the FPV in the value-for-money stakes. 8/10HSV GrangePRICE: $88.900ENGINE:  6.2-litre LS3 V8POWER: 325kW at 6000 revsTORQUE: 550Nm at 4600 revsTRANSMISSION: six-speed automatic, rear-wheel driveBODY: Four door sedanSEATS: FiveDIMENSIONS: Length 5203mm, width 1899mm, height 1469mm,  wheelbase 3009mm, tracks front/rear 1592mm/1590mmSTEERING: Power-assisted rack-and-pinionSUSPENSION: MacPherson strut front, multi-link rear FUEL TANK: 73 litres FUEL TYPE: Premium unleaded FUEL USE: 14.0litres/100km (tested)CO2 EMISSIONS: 328g/kmWEIGHT: 1883kgSPARE TYRE: Inflator kit.BRAKES: Ventilated 365mm four-piston front discs, ventilated 350mm four-piston rearsWHEELS: 19-inch alloysTYRES: 245/40 front 275/35 rearSAFETY GEAR: ABS with brakeforce distribution and emergency brake assist, electronic stability control and traction control, self-levelling xenon headlights

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 might have been born to work, but the humble Aussie ute has evolved into a much more sophisticated car that is now used more for recreational pursuits than it is for slogging it out on the job site.  Vehicles like the HSV Maloo are the ultimate expression of this new-age ute possessing a level of performance, safety and refinement never imagined by the original ute's creators in their wildest dreams.Gone are the days when utes were uncomfortable, evil handling and sometimes downright dangerous; today's utes do everything just as well as their sedan siblings.  They're so good, in fact, that Holden even describes its Ute as a two- door sports car. If that were true the HSV Maloo would have an even greater claim to that moniker.Model WatchWhile the ute began life as a humble working class vehicle it has over the years become something of a cult car with true-blue Aussies of all ages.  It's no longer just a working class vehicle; all sorts of people use it in all manner of activities.Holden and Ford long ago recognised the trend to the ute as a recreational vehicle and have both moved to satisfy the demand with a series of stylish sports models aimed more at out-of-hours pursuits than those on the job site.  To put this into some sort of perspective Holden said when releasing the VE ute that some 70 per cent of all VE Holden utes sold were the sportier models, the SS and SV6.It's a reality that today's ute is more likely to carry sports or camping gear than it is bricks, timber and tools.  If the Holden ute set the bar for sports utes higher, the HSV Maloo took the concept to an even loftier performance plain again.Like all HSV models the Maloo builds on the Holden ute with a unique set of body front and rear parts, along with a unique hard tonneau cover, that give it its own distinct muscular look without cutting into the basic Holden body structure.It's a craft HSV has perfected over more than 20 years of building hotter Holdens and the result is that the Maloo looks as tough as nails.  Matching the muscular look is the Maloo's musclebound 6.0-litre LS2 V8 engine that turns out a whopping 307 kW at 6000 revs and 550 Nm at 5100 revs.Two rugged gearboxes are offered to Maloo buyers. One is a six-manual 'box, the other a six-speed auto that channels the V8's muscle to the rear wheels.  With all that grunt under the bonnet HSV was wise to ensure the chassis was up to the task of handling it, and with independent suspension front and rear, sports shocks, monster brakes, and huge 19- inch wheels and tyres, it is more than capable to taming the beast.But while the Maloo has the credentials needed for a place on the performance car grid it doesn't lack anything in refinement either.  Inside the cabin the driver and passenger have leather sports seats, steering wheel, and dials, and well as a full array of features like air, cruise, power windows and mirrors, automatic wipers, as well as rear parking sensors to ensure those special bumpers don't get scratched.In The ShopGenerally the Maloo is a tough and reliable unit, the issues it can have are the same that an equivalent Holden ute might also have.  The LS2 V8 engine appears to give little trouble, same goes for the transmissions and diff.Look for signs of abuse, the Maloo will stand up to hard driving, but like all cars won't cope well with abusive driving.  Check for a service record to ensure oil changes have been carried out as recommended.In A CrashThe E Series Maloo is fitted with a comprehensive array of safety gear, including dual front airbags, electronic stability control, anti-skid brakes, traction control, and brake assist with brake-force distribution.At The PumpThe E Series Maloo is no fuel miser and the fuel consumption achieved is heavily dependent on the weight of the driver's right foot.  HSV claimed an average fuel consumption of 14.9 L/100 km.Anyone put off by the Maloo's high fuel consumption might want to think about fitting a dual-fuel vapour-injection system, which has the potential to almost halve the running costs based on the current pricing of unleaded and LPG.  Vapour-injection systems are configured to use unleaded petrol to the start the engine and for the first few seconds of warm-up before automatically switching over to gas.That way they start quickly and run smoothly while the engine comes up to its running temperature.  Once it has switched over to LPG gas is used almost exclusively, and the system only switches back to unleaded if the demand for fuel exceeds the LPG system's capacity to supply. That means there is no loss of performance.A dual-fuel Maloo will run just as hard as one running on petrol, but the running cost will be much lower. Look ForHead-turning looksBlistering performanceCar-like handlingLimited load carrying capacityThirsty for fuelGood candidate for LPGThe Bottom LineHSV's hot ute looks the goods, goes hard, and doesn't have to be expensive to run.Rating80/100