HSV Reviews

The spectacular demise of Peter Brock's HDT Special Vehicles in the wake of his infamous bust-up with Holden left a gaping chasm in the performance car market that was never going to be left unfilled for long. Brock had shown for all to see that there was a demand for cars that had a little more performance and panache than the regular production models could offer.His retuned and restyled Commodores instantly struck a chord with local go-fast fanatics and they sold like hot cakes. Having backed Brock for many years Holden too was aware of the demand and quickly found another partner, Tom Walkinshaw, to work with on a new venture, Holden Special Vehicles (HSV).The HSV Clubsport has been the mainstay of the HSV range over the years and remains so today. In the late 1990's the Clubsport was based on the popular and highly successful VT Commodore. It's now an affordable performance car on the used car market, an attractive choice for someone wanting a nice weekend driver with a touch of distinction.Peter Brock's formula for building his special cars wasn't new; Brock himself admitted he got the idea from people like the famous American racer Carroll Shelby who built hot Mustangs for Ford in the US in the 1960s. If the idea wasn't new, it was certainly simple. Brock took regular production models from the Holden production line and took them to a whole new level by modifying the things that could easily be changed without having to resort to major surgery.When Tom Walkinshaw picked up the Holden brief he really just took up where Brock left off, albeit without the Brock signature that made the HD/T Special Vehicles cars so special. Like Brock before him, Walkinshaw changed the appearance of the production Commodore by adding a bolt-on body kit, usually made up of fibreglass or plastic front and rear bumpers, a rear boot lid spoiler, side skirts, and special badging. Special alloy wheels completed the picture.Inside it boasted sports seats, special dials, cruise, CD sound with six speakers, as well as power windows and mirrors, and a trip computer. Mechanically it had uprated springs, shocks absorbers and sway bars, along with larger brakes and special HSV alloy wheels with low profile tyres.Under the bonnet the VT Clubsport had a 5.0-litre Holden V8, the last model to get the local V8, and with some special tuning from HSV the output was pushed up to 195 kW at 5200 revs and 530 Nm at 3600 revs. The transmission choices were a four-speed auto or a five-speed manual 'box, both of which were beefed-up to cope with the extra engine grunt.When the VT II upgrade arrived in 2000 a 5.7-litre Gen III V8 had replaced the old Holden engine, and a six-speed manual had replaced the five-speed gearbox. At its peak the 5.7-litre engine delivered 250 kW at 5600 revs and 473 Nm at 4000 revs.Buying a Clubsport requires a little more diligence than is needed when buying an ordinary Commodore. Pay attention to the details, that's what determines the value of a car. For starters it's important to make sure it is a real HSV Clubsport and not a clone made up to look like one. Check for an HSV build plate, but even that isn't an ironclad guarantee that a car is genuine. A phone call to HSV is worthwhile to help verify a car's credentials.It's also important to check that all the unique HSV features are still on the car, a sure way to devalue a special car like the Clubsport is to fit regular Commodore or aftermarket parts when the genuine HSV parts break or wear out. It can be helpful to have someone knowledgeable in HSV models cast an eye over a car before purchase. An HSV club is a good point to start for info and assistance in buying a car.Once you've established the car is real carefully check it for signs of a hard life. Clubsports are often driven hard, so take careful note of transmission noises, clutch operation, and diff clunks and noises.The VT/VT II was renowned for heavy rear tyre wear, so look for worn tyres, and take particular note of any uneven wear across the tyre tread. The wear is a function of the independent suspension, and is made worse by towing. Kits are available from suspension specialists like Pedders to correct the problem, and it's worth fitting them to get more life out of the expensive tyres.The Gen III V8 was also renowned for its high oil consumption and rattles. Holden developed fixes for problem engines, so that should have been sorted out, but take note anyway.Solid body construction made for a good foundation for crashworthiness, which was boosted by a driver's airbag. Unfortunately there wasn't an airbag for the front seat passenger. It also boasted a good level of active safety with a sound chassis backed up by standard ABS antiskid brakes and traction control.HSV owners were not normally too fussed about fuel economy, performance was their priority, so they weren't too alarmed to find a VT/VT II Clubsport would do 13-16 L/100 km on average.AuthenticitySigns of hard drivingSports looksHigh performanceSharp handlingThirsty V8Potential collectability.A potential future classic Aussie musclecar that can be driven daily now.

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

The Melbourne-based performance car builder has turned back prices nine years with the arrival of the limited-edition GXP sedan and Maloo ute. The ClubSport GXP and Maloo GXP headline the HSV lineup with drive-away pricing of $61,990 for the six-speed manual sedan and $55,990 for the manual ute. Not since 2001 has HSV had an entry model at these prices. Just 400 sedans and 350 utes will be built, with small numbers heading to New Zealand.Although the cars are based on the high-end Pontiac GXP, which sold for a brief period in the United States, it also shares some ClubSport R8 cues.HSV executives are mindful that as an entry level car, both the sedan and ute are expected to sell out quickly. However, HSV general manager sales and marketing, Darren Bowler, says it is unlikely the GXP will join the lineup as a mainstream model. "We don't want too many variants in our model range," he says.But the company's general manager product planning, Tim Jackson, has left the door ajar for a similarly priced entry level model at some time in the future. "We will learn a lot from this exercise - it's been a while since we've been at this pricepoint - and if there is a strong response we'll re-evaluate it."Bowler is mindful that HSV does not want to repeat the experience of the VL Group A cars of 1988. "We made 500 of those and they sold very quickly," Bowler says. "Then we thought, let's build another 250 and got stuck with stock. We don't want to be in that position again."HSV managing director, Phil Harding, says the GXP is designed to bring new customers to the brand. Importantly, both cars also adhere to the HSV brand pillars of performance, handling and unique design, he says. "It was always our objective to find a solution for the model that sat below the ClubSport R8," he says. "We received a lot of customer inquiries for a model like that and GXP provided us with that opportunity."What does it have?The GXP and ClubSport R8 share some crucial parts, including the 317kW/550Nm 6.2-litre V8 and some interior trim. The 19-inch alloys will be familiar as they were available on the Series I HSV cars. The sedan gets a unique rear bumper with a blacked-out diffuser and quad exhausts with alloy tips. The ute follows a ‘less is more’ treatment with the rear end and looks similar to an SS ute. Instead of the Maloo hardcover tonneau, the GXP ute opts for a soft-cover. Both also gets unique suspension settings, a Brembo brake package, E Series 2 daylight running lights, E Series 2 front bumper and bonnet and mudguard vents. Harding is quick to point out that the GXP is not a result of "left over" components from the Pontiac parts bin."There is a great danger that you might refer to this program as inventory user," he says. "It’s absolutely nothing of that sort. And certainly companies these days don't end up with stuff left over; certainly we don't. "In terms of building these cars new parts have had to be ordered."DrivingIf the ClubSport R8 and GTS have too much bling for your liking then the GXP sedan makes a natural, easy choice to move into the HSV arena. The sedan and Maloo ute's other strong argument is pricing. Both are designed with just enough HSV baubles to bring new enthusiasts into the fold and get existing owners back into showrooms. Both the sedan and ute steer, brake and accelerate just like a HSV should but without the "look at me" styling reserved for the GTS and Maloo R8 ute.That does not mean each car misses out on the nicer visual touches, from the mudguard vents and bonnet vents to the skilfully crafted diffuser treatment on the sedans rear bumper. Inside there are traces of the ClubSport R8 around the cabin, and that's a good thing. However, to keep the price down it misses the competition electronic stability control, extended cruise control and launch control function found on the R8.The sedan is a smooth operator when it comes to the nip and tuck of every day traffic. The steering is nicely weighted and communicative. For a performance car the ride borders on surreal, even on the bigger tyres. It is firm but compliant and comfy. The GXP's Gen IV V8 is quiet, smooth and will help dispatch slow-coaches easily and without drama. The dulcet tones from the quad exhausts remind you its a bent eight.The most surprising thing about the Maloo is that it is a ute. You have to keep checking the rear view mirrors because until you drive it, you'll dismiss it as just another ute. It's not. And that's the key to all HSVs. Don't dismiss them as just performance Commodores. There is some serious under-the-skin engineering dedicated to the suspensions, engines and steering to back up the go-fast looks.HSVs general manager sales and marketing Darren Bowler refers to the GXP as a sleeper. He might be right because if you hang around too long this HSV will rocket out of showrooms.HSV GXPPrice: $61,990 sedan, $55,990Features: Leather steering wheel, sports seats, multi-function computer, daylight running lights, HSV bonnet and mudguard ventsEngine: 6.2-litre LS3 Gen IV V8, 317kW/550NmTransmission: six-speed manual, six-speed automatic

Given the Australian passion for utes it was only natural that HSV would give the humble Holden workhorse a makeover and produce a hot hauler like the Maloo.The first Maloo appeared on the scene in 1990 and became an enduring classic that will continue to turn heads well into the future.  Holden had only just released the new VG utility when the Maloo came out; the VG was an all-new model based on the Commodore and the first Holden ute for six years.Not surprisingly fans of the good ol' Aussie ute who had missed their favourite workhorse warmly welcomed the VG ute.  When HSV dropped the Maloo on the market they were over the moon with delight.MODEL WATCHThe VG Maloo followed the tried and true HSV formula, itself taken from Peter Brock and his earlier HDT operation.  In essence it was to take a regular run-of-the-mill model from Holden's product line-up and tinker with it around the edges to create something more exciting.HSV's makeover was largely skin deep, the changes kept to those parts that could be easily unbolted and replaced with new parts.  That way it was a simple operation and the result was eye-catching to say the least.In creating the Maloo HSV took a humble V8 ute and reworked it with much of what it was doing in creating its sedan models.  The core 5.0-litre V8 engine was pretty much left untouched, but its output was boosted by the use of a high-flow dual exhaust system, a free-flowing air cleaner, both of which allowed the engine to breathe better, and finally a recalibrated engine management computer that took the engine closer to the limit.The result was peak power of 180kW at 4600rpm and max torque of 400Nm at 3800rpm, increases of 15kW and 15Nm over the rock-stock Holden ute.  That sounds puny today, but was pretty hot in its day.Maloo buyers could choose between a five-speed manual gearbox, which was untouched, or a four-speed auto that was recalibrated to shift cleaner and crisper.  When pressed, the Maloo would reach 100 km/h in a fraction over seven seconds from rest; and account for the standing 400-metre sprint in around 15.5 secs.The Maloo's developers wrestled with how they could retain the original payload of the Holden ute and still give the Maloo a sporting feel as they felt HSV owners would expect.  They couldn't, and eventually dropped the payload to 592 kg, which allowed them to use meaty low profile tyres, softer rear springs, along with the front suspension from the SV5000 sedan.It all came together nicely; the handling was as crisp and sharp as an HSV sedan, with good grip even during hard cornering.  With the performance nailed down HSV turned to the cosmetics and produced a neat looking sports truck that stood out without being too far out-there.The colour-keyed body kit was made up to 10 parts, including a grille, front bumper, side skirts, and rear bumper. There was also s a roof-mounted airfoil and a sports bar in the rear, along with an HSV monogrammed tonneau cover, as well as badges and decals to alert the neighbours to what was making all the noise next door.The sports look was nicely completed with HSV-styled five-spoke 16 x 7 inch alloys in the guards.  Inside, it had sports seats, a Calais dash and dials, a Momo steering wheel, air, and a Eurovox sound system.IN THE SHOPFirst thing to do when checking a Maloo is to make sure it is one; do that by checking the tags.  Once that's established make sure it's got all the correct bits that were fitted by HSV; modifications can rob a car of its classic value.If it all stacks up start looking for the same sorts of things that affect all cars that have been on the road for close to 20 years.  Look for oil leaks from the engine, gearbox and diff; check for smoke from the engine, listen for rattles at idle and when you rev the engine.Make sure the clutch fully disengages, the gears go in without any baulking, and there is no gear noise driving down the road.  Inside, expect some wear and tear on the fabric seat trim, and some fading from the sun.IN A CRASHA well-balanced chassis with reasonably good disc front brakes gives the driver a chance to avoid a crash.  In the event of a crash you have to rely on body strength to absorb energy, there are no airbags to intervene.Check seat belts for wear on the webbing and smooth action.  Safety was satisfactory for the time, but by today's standards it isn't great, especially if the Maloo is going to be a daily driver.UNDER THE PUMPA big-bore V8 souped up by HSV isn't the recipe for fuel economy, so expect 12-16 L/100 km depending on the driving style used.LOOK FORHSV cred.Standout styleCollectabilityStandout performanceSharp handlingTHE BOTTOM LINEAn exciting mix of good ol' Aussie ute and HSV magic makes for a fun classic.RATING70/100 (classic)

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

The VQ Statesman saw the return of the long wheelbase models to the Holden range after an absence of six years. Holden was emerging from a troubled period where it was in real danger of failing. Were it not for a massive rescue package by GM head office in Detroit in 1986 Holden may well have gone out of business.The rescue, along with some clever local planning that resulted in the VN Commodore in 1988, and the Commodore-derived VQ Statesman two years later ensured the company would not only survive, but prosper going forward. The VQ Statesman was hailed as the best locally produced car ever, which made it the perfect base for an HSV spin-off like the SV90.MODEL WATCH Even the best cars can be improved and so it was with the VQ Statesman once HSV got its hands on it and created the SV90. The SV90 was one of the first models to emerge from the fledgling HSV outfit as it embarked on a major expansion program to create three main model streams.One was based on the Commodore, another on the Holden long wheelbase models, and the third on the ute. HSV built on the base Statesman and gave it an injection of its Commodore performance, like that of the SV89 model.The Statesman came with Holden’s fuel-injected 5.0-litre V8, but once HSV got to it and added its dual exhaust system, cold air intake, and some other tweaks its power jumped from 165 kW to 182 kW.Underneath HSV took the Statesman’s suspension, which included IRS independent rear suspension for the first time in a locally produced car, lowered it 20 mm and made it a little more taut.The objective, according to John Harvey, then HSV’s guiding light in a product sense, was to create a sportier feel than the Statesman had without compromising the ride quality expected of a long wheelbase prestige model.HSV was using Monroe shocks on its cars at the time and stuck with them even though Holden used Bilstein shocks on the VQ. Special HSV 16x8 alloy wheels were shod with Dunlop high performance D40M2 rubber.The SV90 styling was kept low key in line with the image of the car, so the body kit is distinctive without being too wild. All were painted Ruby Red with a new Honey Beige interior. The interior featured leather and velour, with a Momo steering wheel to provide some sporting distinction from its Holden cousin.IN THE SHOP It’s a Holden so expect the same niggles as you would from a similar car coming from the main Holden assembly line. The HSV cars were, in fact, built by Holden and then shipped across to HSV where they were ‘enhanced’ with all the things that made an HSV special.Holden build quality wasn’t the greatest at the time; they were still in transition from the 1980s when production quality was probably at an all time low for the company to the mid-1990s when they began to get it right. Don’t worry about panel gaps, they were all over the place, but do be concerned about paint quality.Holdens of that era were renowned for their poor paint quality, which can be seen in the faded, blotchy, VNs and other similar models on the road today. There’s only one way to fix damaged paintwork like this, and that’s to repaint the car. That’s an expensive option so don’t buy a paint-damaged car lightly.The engine and auto gearbox are both quite rugged and reliable if not particularly sophisticated. Look for oil leaks around the engine that might need fixing for a roadworthy, and watch for sloppy shifts from the transmission. Many HSV cars tend to be well looked after so shop around for one that has been pampered rather than settle for one that has been thrashed. Make sure it’s an original SV90 and not a look-alike. Check the build plates, and make sure it’s got all the correct HSV bits as it was built with. A missing build plate or missing bits will reduce its value considerably.IN A CRASH Look to sheet metal and lots of it for protection in a crash in the SV90. It’s a big, solid car that will stand up well when it comes to the crunch, which is good because it doesn’t have things like airbags to soften the impact. A decent chassis, with four-wheel discs, big wheels and tyres, and IRS, means the SV90 stops, steers and handles pretty well.AT THE PUMP It’s got a V8 so it is thirsty. Don’t buy an SV90 and hope it will be as economical as a small four-cylinder model. It won’t be. Expect 15-18 L/100 km if driven with a light foot, more if you can’t keep your right foot under control. The Holden V8 will convert to LPG without a problem, but I am against that option on a car like the SV90. In my view adding LPG takes away from the car’s originality, and its value, and that’s an important thing with a car like an HSV.OWNERS SAY Dean Mostert found himself addicted to the styling of the HSV VN/VQ models, so he snapped up the tidy SV90 he stumbled across after selling the VN HSV+6 that was his first car. Other than a fresh respray it was fully original with 147,000 km on the odo. It has the optional leather trim and a few other goodies.LOOK FOR • Complete with correct HSV parts• Sporty style• Sports handling with prestige ride• Distinctive looks of panoramic rear window• V8 performance• Fuel guzzlerTHE BOTTOM LINE Elegant long wheelbase sedan from a classic Holden era.RATING 65/100

HSV had plenty to live up to when it was formed back in the late-1980s, following as it did the legacy established by Peter Brock’s HDT Special Vehicles. Brock had weaved his magic on a series of mundane Holdens and created cars deserving of the “special” tag. Brock’s cars are now very collectable and gaining in value.Despite lacking the Brock name HSV has established its own niche in the market and has a strong following among high performance car enthusiasts. Its most prominent and popular model has been the Clubsport, a name first attached to an HSV-modified VN Commodore in 1990.MODEL WATCH The HSV formula was pretty simple, and well tried by many people, like Carroll Shelby and, of course, Brock, in earlier times. It started with a solid car, like a Commodore in HSV’s case, one that had plenty of potential for modification that would yield more performance without making it undrivable on a daily basis.In fact it’s been HSV’s mantra that they build refined performance cars and the VY Clubsport was true to that concept. Words like refinement, sophistication and quality were liberally splashed around on the release for the Y Series in 2002, a clear signal of HSV’s intent.By then HSV was aiming at buyers who were also looking at brands like BMW, Mercedes-Benz and the like, but who perhaps couldn’t quite muster the readies to make that big a step.HSV had its own designer, although his work had to be endorsed by Holden’s design team before it could be released for production. Typically the styling enhancements were built into the easily swapped peripheral parts, like the front panel and airdam, the side skirts, rear panel and airdam and the bootlid spoiler. The addition of the kit of body bits had a dramatic effect on the Commodore’s appearance, taking it from family-friendly four-door to sports stunner.A lower stance, courtesy of the HSV-tuned suspension, made a major contribution to the overall sports look of the Clubsport, which was further enhanced by some sharp 18-inch alloy wheels filling out the wheel arches to the maximum.The sports theme was continued inside where the Clubsport boasted sports seats, a leather-bound steering wheel, sports dials, bright colours and sports highlights to reinforce the concept while maintaining a feeling of relative sophistication.Under the distinctive skin lay sports shocks and springs, which produced a sporting bias and sharper turn-in. It also boasted the HSV Performance Braking package, which included larger ventilated front and rear discs, and larger front calipers.No HSV would be complete without a big banger badge on the back denoting the improvement in power its engineers had been able to squeeze from the big-bore V8 under the bonnet.The standard 5.7-litre LS1 V8 was boosted to 260 kW at 5600 revs and 475 Nm at 4000 revs, which made it capable of propelling the 1600 kg Clubsport from zero to 100 km/h in less than six seconds if so desired.HSV offered the choice of a four-speed auto and a six-speed manual, and drive was through the rear wheels. ABS antiskid stoppers and traction control assisted drivers to keep the Clubsport safely on the black top.For an even sportier ride there was the Clubsport R8 with added enhancements, particularly the improved braking from the Premium Braking package, which included larger front and rear discs, and more powerful calipers.A year after the Y Series was released HSV updated it with a Series 2 version, which brought more power (285 kW) and torque (510 Nm), a heavy-duty four-speed auto trans, and on the R8 the Performance suspension that was previously only on the GTS model. Inside there were new seats with four-way power adjustment and new trim materials.IN THE SHOP The Clubsport is at the end of the day a V8 Commodore with a number of sports enhancements so it’s subject to the same shortcomings as the Commodore. The LS1 V8 suffered some piston related problems early on. They consumed oil and there was often a rattle at cold start-up, which Holden fixed by rebuilding complaint engines with new pistons. Check the records for a rebuild. If it hasn’t had a rebuild, listen carefully for piston rattle. It’s best observed just off idle by blipping the throttle when it should be clearly heard if it exists.Rear tyre wear has always been a problem with the HSV cars, it’s a consequence of the type of independent rear suspension Holden used, and made worse by HSV’s retuned set-up. Look carefully around the body for bumps and scrapes, the lower ride height and bold body bits are a recipe for damage on kerbs etc.IN A CRASH The Clubsport’s chassis is one of its strongest safety weapons, with agile handling, responsive steering and powerful brakes empowering the driver with the capability of avoiding a crash. If that’s not enough there’s front and side airbags for the front seat occupants to provide a final layer of protection.AT THE PUMP It’s a V8, a tuned one at that, so expect to be on first name terms with your local servo proprietor in no time at all. This thing will chew through fuel like there’s no tomorrow, especially if you can’t control your right foot. Driven normally expect 13-15 L/100 km on average around town, 10-12 L/100 km when you hit the highway.OWNERS SAY Dean McBain’s VYII Clubsport R8 manual hasn‘t missed a beat in 72,000 km. He drives it daily to and from work and he says it not only looks the part, but is a joy to drive, comfortable with room for a family of four. The seats are brilliant, it stops exceptionally well, and it goes harder than he’s prepared to push it, and on average he gets 13.5 L/100 km around town and nine on the highway. On the downside he’s had to fix is a leaking front suspension strut and he says the original Pirelli P-Zero tyres were too soft for road use and wore out in 20,000 km.LOOK FOR • Sports styling• Room for a family• High performance• Sports handling• Gas guzzler• High tyre wearTHE BOTTOM LINE Looks good, goes hard, but it’s not for the faint hearted or inexperienced driver.RATING 70/100

As if a Clubsport ain't enough, HSV have gone and put a blower on the 6.2-litre, high performance V8 engine.That ups power to a withering 470kW and torque to a mountainous 770Nm.That's 630 horsepower in the old money or right up in V8 Supercar territory.It's part of an upgrade kit for the Clubbie R8 that takes it well beyond the W427 in performance terms. The kit is available at certain HSV dealerships.Why would HSV do this especially after just finishing production of 200 “be all to end all” W427s?Obviously they want a hero car on the books all the time and this one certainly fills the bill.It is one of the quickest cars we have ever driven, eclipsing some `supercars' including highly regarded models from Lamborghini, Porsche and Maserati. German bahn-blasters like the Benz C63 AMG, Audi RS6 V10 and BMW M3 don't even rate a mention.“Rubbish” … the nay-sayers will scoff. But rest assured, one drive will convince even the biggest sceptic. It puts away a 0-100km sprint in about 4.0 seconds but the real strength is roll-on acceleration — like no other.The 1825kg Walkinshaw Performance Supercharged Clubbie we drove not only blows plenty “exotics” into the weeds, with all the option boxes ticked like our test car, it costs a `mere' $97,160.The engine is essentially a 6.2-litre Clubsport unit with a Harrop supercharger mounted in the vee and a big-bore stainless steel exhaust out the back complete with a `rolling thunder' burble on the over-run.The supercharger makes an incredible whine when you're on the gas competing with the blatting sports exhaust note for dominance.For the mechanically attuned, it's music to your ears. Others may find it offensive but it's certainly frightening if you're not prepared.There's so much grunt percolating out of that all-alloy, pushrod V8 that it's difficult to stop the rear wheels spinning under brute acceleration in the first three cogs and there's no need to feather the clutch to get them going.The Poms already have a similar car called the Vauxhall VXR8 — also a Walkinshaw effort — but it only puts out 420kW/715Nm.The red monster we had for 24 hours is a step up again.It has special equipment to tame all that poke — adjustable coil-over suspension with 15-way damping adjustment, six-piston front brakes, four on the rear, a special clutch, oil cooler, vented bonnet and other go fast goodies.The result is a Clubbie like no other.There is no point at which brutal acceleration isn't available. It hits hard and fast as soon as you push the accelerator. The front of the car rises, the rear squats, its emits that blood-curdling whine and blatt, and the rear wheels scrabble for grip. After the first rocket thrust, you hit the cut out at 6600rpm, select the next cog in the close-ratio six-speed box and it starts all over again.It's a handful on tight roads because of the instant power and torque but once you spool your driving up to the task and figure out the best technique, the WP Clubbie is devastatingly quick point to point.The brakes cope OK and the adjustable suspension is best set up firm because it's easy to bottom out on comfort setting.Steering? We didn't pay that much attention because you can nearly get this car around corners on the throttle.It looks better than a Clubbie because of the 22-inch wheels and large bonnet scoop. But inside it's pure Clubbie except for the WP badging.This is a car to be reckoned with and certainly shouldn't be driven by people with an attitude problem. It also likes a drink with the average on our mad fang hovering in the 22-litres/100km area. It's no Prius that's for sure but you've got to have some fun in your life, eh.The WP Clubbie is for the mechanically attuned with considerable driving talent, oh, and a large wallet.

The production run of the E-Series Senator Signature will be just 30 manual and 59 automatic cars. They will be powered by HSV’s LS3 317kW V8 engine, with HSV performance suspension and 19” billet silver Senator wheels with silver brake callipers incorporating the black HSV logo, while the Senator logo features on the front and rear headrests.The Senator comes with leather onyx seats as standard and is available in Heron, Sting, Phantom, Nitrate, Karma, Voodoo and Evoke.It will be priced from $69,990. The 2009 Melbourne International Motor Show... 

John Harvey took a huge risk when he decided in 1990, in the absence of his boss, John Crennan, to back his judgement and order a batch of cars from Holden for the first run of ClubSports HSV built. Thankfully for Harvey, whose position as HSV’s Marketing and Public Affairs Manager was on the line, his audacious move proved to be a master stroke and the ClubSport has gone on to become HSV’s top selling model.Harvey, rightly as it transpired, believed that there was a place in the HSV line-up for a more affordable car that delivered plenty of performance, but didn’t necessarily have the luxury that HSV models of the time had.The Bathurst champ knew from his time with Peter Brock’s HDT Special Vehicles outfit that there were plenty of buyers who wanted a V8-powered, Aussie-built sports sedan and didn’t want all the comforts of home when they took to the open road.With the HSV boss overseas on business Harvey took it upon himself to draw up the car’s specifications from the HSV parts bin, chose the ClubSport name, and placed an order for 80 cars.When he informed Crennan of what he’d done he was told in no uncertain terms that he’d better be right. Fortunately he was and all 80 cars were sold by the time Crennan arrived back in the country.“I had the authority to order cars from Holden, but ordering 80 cars at that time, when HSV was still a relatively small operation was sticking my neck out,” Harvey admits. “When I told John he indicated that it would be a good idea if I sold them before he got back.“Thankfully the HSV dealers were supportive and all 80 cars were sold before John arrived home.”So popular was the ClubSport that more than 400 VN ClubSports were eventually built. The ClubSport is now HSV’s most popular model, making up more than 50 per cent of HSV’s current annual production.MODEL WATCHHarvey knew there was an unsatisfied demand for a sports sedan that was high on performance but without the luxury and price tag of the models HSV was then building. It wasn’t rocket science, he was close to the HSV club movement and the dealer network and had been getting feedback telling him there was a demand for a less expensive car.He began with the VN Commodore Executive, which could be optioned with Holden’s 5.0-litre V8, and then turned to the existing HSV parts bin for the special bits and pieces.There he found the special intake and exhaust systems, which were already used on other HSV models. Then with some tinkering on the engine electronics the power jumped to 180 kW from the 165 kW of the standard VN V8.There was a choice of five-speed manual gearbox or four-speed auto transmission, the sports suspension was lifted from the HSV SV model, and the 16 x 7-inch alloy wheels had been seen on the ‘Batmobile’ TWR VL Group A Commodore.Inside, there were few frills. There was a Momo sports steering wheel, but the seats were standard Holden, the trim was standard Holden cloth, the windows were manual, as were the mirrors.Outside, the VN ClubSport had a single slot grille, a body coloured body kit made up of front spoiler, side skirts and rear wing, and ‘ClubSport’ badges to clearly identify it.It might seen a little basic, but that was Harvey’s intention. He wanted a sports sedan that could burn rubber without being burdened by too many performance sapping extras.IN THE SHOPThe ClubSport is one of those vehicles that falls within the enthusiast category of cars that tend to get better treated than the regular run-of-the-mill models. They usually get driven with greater care and maintained with more dedication, which means they’re usually in quite good shape when they come up for sale.The VN was a make-or-break model for Holden, the car that had to bring the company back from the brink of extinction. Thankfully it did, but it was built in a time of great austerity at Fishermans Bend, which meant it was built down to a budget.Build quality was ordinary which means that VNs today are generally pretty loose in the body, the trim is often falling apart, and the paint is fast fading.Mechanically the news is better. The Holden V8 is pretty solid and reliable, but have a good look for oil leaks, from the rear main seal, front cover, rocker covers, and oil pan. Also check the power steering carefully for oil leaks, from the pump and rack.The five-speed manual gearbox gives little trouble, but the auto needs regular servicing and often needs a rebuild around 150,000 km.It’s a good idea to check with the HSV Owners Club as you’re sure to find someone who knows the car you’re considering buying, and can give you the ‘real’ story.LOOK FOR• Sports motoring with family car comfort• Rumble of Holden V8• Solid proven engine and gearbox• Check for oil leaks from engine and power steering• Average build quality• Early Holden paint is prone to fading