HSV Reviews

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

Bolted into the engine bay of the WL Grange is the all-American 6-litre LS2 engine.It measures the heart and soul of HSV's latest loud limo that now cranks out 297kW of power and 530Nm of torque.The same powerplant is now housed in the latest Clubsport, Senator, GTO coupe and Maloo ute.What the engine change – 285kW 5.7-litre LS1 to the 6-litre stonker – means is more might for HSV's power-hungry customers.It goes hard, is loud and retains the comfort, space and luxury of previous incarnations.Down low there is heaps of torque and the equipment has been upgraded to cope with the extra loads. Here we have a bigger tailshaft, differential and axles.All are engineered in proportion with the extra weaponry of the LS2.Hooked up to the hydramatic HXD 4L65E heavy duty four-speed automatic, the powertrain retains grace at low speeds as well as a fair deal of refinement at pace.Gear changes are smooth and unfussed. It stays well behaved when on the rampage or when forced to fold into crawl mode in heavy traffic.On this test the WL Grange needed just under three tanks in a week travelling between Brisbane and the Gold Coast with the average consumption reading at 13.8-litres/100km.Thirsty yes. But this is hardly a small capacity, lightweight saloon.It loves to be driven hard and is comfortable in most conditions.A bit of diesel splashed on a wet roundabout and the Grange breaks traction simultaneously at both ends but it is slow-motion stuff and the four-wheel slide of the long-wheel-base lasted for a second or two before it gripped again.The Grange retains its unmistakable pace and grace character of previous versions with the exception that it probably does everything just a little bit better these days.It gains the performance braking system of 330mmx32mm ventilated and grooved discs up front and 315mmx18mm at the rear with the front HRT red calipers embossed with the HSV logo.The Grange comes extremely well-equipped and is loaded with safety gear including active front head restraints and seatbacks.There is the standard 12-speaker sound system with subwoofers and a not insubstantial 430watts of power.Toys for the kids in the back include the DVD system with dual LCD screens and a remote control unit.And the Grange is the only car in the HSV range that comes with the Holden Assist facility (three-year subscription) as standard.

But while such beasts still rule the roost on the work site, utes – especially high-performance variants – now have a much wider appeal.So, with the much-anticipated LS2 engine under the bonnet, the Z-series HSV Maloo is set to be a sought-after vehicle.The Maloo can happily handle any job that is thrown at it and with the power and torque under the bonnet, sports seats and air conditioning it does so with style and comfort.Apart from the 6.0-litre engine, the VZ Maloo has had a number of changes.It adds 19-inch alloy wheels with 245/35 ZR19 tyres, traction control and multi-link independent rear suspension.At start-up the engine sound is noticeably quieter, the burble deeper and throatier and with a hint of roughness on idle.Once the wheels are turning the tone becomes a lot louder as it resonates throughout the cabin.The engine is smoother and more refined than the Gen III and the flatter torque curve equates to even more grunt underfoot and increased torque under 3000rpm.Maximum power (297kW at 6000rpm) and torque (530Nm at 4400rpm) is achieved using premium unleaded juice and although HSV says the engine will happily operate on normal unleaded (albeit with a slight reduction in figures) it was not tested.The Tremec six-speed M12 manual box is an improvement on the old one. Shifts are shorter and tighter, and changes require little effort.The heavy-duty Corvette C6 clutch is heavy under foot but, surprisingly, using it in traffic is not overly laborious.The Maloo R8 tested had a Bosch 8 ABS system with electronic brake-force distribution and four-piston, cross-drilled brakes.The pedal is firm underfoot and the improved package is noticeable, especially when braking hard.The Maloo is the first Holden ute to get traction control. The configuration of previous utes precluded the installation of the system, but the changes required for the new engine gave engineers the chance to get it in.The multi-link rear suspension gives the Maloo a different feel on the road, which – combined with the 19-inch wheels – adds to stability, helps reduce roll oversteer and improves turn-in feel.The bigger wheels and rubber increase the ute's stability and sure-footedness.The Maloo's tray is quite large. The previously oversized wheel arches have been trimmed to allow better use of the space.The lockable tonneau cover keeps tools safe and secure and the protective lining inside helps stop damage from wayward ones.The Maloo's sports styling is more aggressive than the previous model and in traffic on the M2 received a few comments.With the drivetrain modifications it is not surprising the interior didn't get much of an upgrade. The full-leather trim and leather seat inserts do enhance the look but the dashboard highlight and centre console stack with twin-gauge HSV binnacle do little to dispel the "Commodore with frills" feeling.On the test car the seat adjuster and part of the door trim fell off and the windows squealed when opened and closed.The Maloo is priced from $54,250 for the base model and $61,450 for the R8. This means it has increased only slightly in price ($750) from the previous models, despite the all-new drivetrain and mechanical upgrades.The Maloo R8 will be as popular on the work site as it is at the office.

It is the key to a top-secret two-year development that has revitalised the HSV range and moved it away from Holden's SS Commodore and the SV8 Monaro.It has been a parallel program to the VZ switch at Holden, but the 6.0-litre V8 has a bigger kick than the Alloytec V6.The $5 million HSV model change includes suspension improvements, new wheels, body alterations and cabin changes, but everyone is talking about the engine.It is not the biggest or most powerful to be fitted to a HSV machine, but the figures look good. It has 297kW and 530Nm and there is potential for more. It means the Z Series HSV Clubsport is good for a 5.1-second sprint to 100km/h.The engine is the LS2 and is the same 366cu in fitted to the Chevrolet Corvette in the US.The LS2 will also be fitted to the SS and the Monaro in coming years and is already in the export-only Pontiac GTO.The Z Series is expected to lead to a big increase in HSV sales, just as HSV cashed in when Holden moved from the locally made 5.0-litre V8 to a 5.7-litre import."This is the biggest change since we moved to the Gen III (LS1) V8 engine in 1997," HSV managing director John Crennan says."The LS2 is fitted to everything except the all-wheel-drive models, the Coupe 4 and the Avalanche. So you get it on Clubsport, Grange, Senator and Maloo."Crennan knows his customers and he knows the LS2-powered Z cars will be a hit."Our customers have an unquenchable desire for performance." he says.The 6.0-litre V8 is an American engine and produces its best figures on premium unleaded, but there has been minimal tweaking.The highlights are an alloy block, a redline at 6500 revs and a new driveline package that includes a Tremec six-speed manual gearbox, a higher stall speed on the automatic, a fatter tailshaft, a new differential ratio and strengthened axles.The Z-cars also come with the latest Bosch anti-skid brakes and all models, including the Maloo ute, roll on 19-inch alloy wheels.The Clubsport and the Maloo look more aggressive than the Senator and Grange, with side skirts, new front facias, a bigger air dam, new-look lamps and five-spoke alloys.The luxury cars get a Euro-style chrome grille and the Senator has had a major makeover with a Nappa leather cabin, luxury suspension, rear parking radar and electric seats. HSV's GTO coupe gets the bonnet scoops already in the Monaro.Price rises have been kept to less than $1000 on the starter cars; the Clubsport R8 is up by $550 and the Senator down $4000.ON THE ROADIT WAS not a long test at Sydney's Oran Park, but it offered a chance to see if the figures translated to the road.And from early observations, it appears HSV has done the job.From the moment the key is turned, the new V8 burble – deeper than the Gen III – hints that the Z Series is special. The new engine is not so raw.On the speed run, the new HSVs show their improved launch ability and the manual gearbox is smooth, despite high revs and quick changes.The automatic aids the high-speed run with its quick and smooth changes, showing why it is quicker than the manual in a straight-line sprint.The meatier and flatter torque curve means that even the tightest corners can be easily negotiated in third with plenty of pulling power.The Clubsports and the Maloos make light work of the track, and the Senator and the Grange also hold their own.Even without the impressive optional AP racing brakes of the R8s they still pull up well.The 19-inch wheels give a better road feel and more grip, a point of difference from previous models.The Z Series steering is also an improvement and, though a little lighter, it points in well and always maintains a solid feel.HSV claims the Z cars' LS2 motor has so much torque, they could take off in fourth gear from idle. It can be done and gives something new to brag about.

A SMALL group of cars are Aussie icons. They set the heartbeat for local motoring.The born-again Falcon GT clears the bar with a handy margin and so does the HSV Senator. Both pump up the local action and raise the pulse for people who want the best of the best with a local badge.The fast new Ford scored a perfect five-star rating when we tested it earlier this year, so now we've balanced the scales with a long, hard look at the Senator Signature.It's a late look because Holden has just updated the VY Commodore with Series II models, but it will be a while before the HSV cars get their new tweaks, so we decided it was time for some hot Holden action.The Signature got the nod because of its icon status, confirmed by its mechanical package and luxury gear that lifts its price above $80,000.It's also the car of choice for Holden motorsport hero Mark "The Boss" Skaife.The Senator Signature costs a lot for a home-grown car, even a muscle car from HSV, and we wanted to know if it did the job. The short answer: yes.It has a 260kW engine that grunts and goes, specially set suspension that combines grip with comfort, and the sort of luxury and little surprises you'd expect more in the Audi-BMW-Benz price range.Even the people at HSV have a bit of trouble citing the differences between the $74,650 Senator and the $80,140 Senator Signature.But they confirm the dearer car with the extra name has better seats, premium brakes and 19-inch alloy wheels with Pirelli P-Zero tyres.The ventilated and cross-drilled brakes alone should be worth the extra to serious drivers.But it's the Signature badge that will do just as much convincing for people who want to go all the way.The Signature isn't the quickest or the costliest car in the HSV range, but it is the sort of car that a lot of locals would rate against the mid-level European luxury contenders.It has size as well as a proven brand name, but it's the depth of the action that makes the real case.The Senator comes with an engine that got a 5kW kick in the change to the VY and could easily get another tickle for VYII.It has everything from electric leather seats and monster alloy wheels to cruise control, automatic airconditioning and an eight-speaker sound system with a six-stack CD.But we were most impressed by the little things. The Senator has a pair of extra instruments stacked on top of the dash in a neat little housing, the steering wheel is a bit different from other hot Holdens, the dashboard dials have been given a special HSV look with white faces and different graphics, and the pedals have drilled alloy plates.The Senator has to get by with the same four-speed auto that holds back the whole Holden range. Most premium performance cars are moving to five-speed autos and Mercedes has just developed a seven-speeder for its S-Class. But otherwise you get all the fruit.On the road:IF YOU want to cut to the star rating, the Senator Signature gets four.It's very, very good and terrific value, even with an $80K bottom line, though it's not as balanced or complete as the GT.The fast Falcon gets a bull's-eye for every one of Ford's targets while the Senator just misses the mark in several areas.It's not by much, but a car has to be best-in-show to get the five stars we've given to the GT and Honda's latest Euro Accord this year.But there are lot of good things to say about the Signature star. We really like the way it drives and the comfort.The dials in the centre of the dash are a great touch, even for people who don't need to know about volts and oil pressure.The seats, too, are great. It took a while to get them set right, with sliding upper-body support similar to a Qantas business-class chair, but they are terrifically supportive.The sound system is fantastic, the final finishing work is very good, and we liked everything from the airconditioning to the alloy wheels.The body bits on the Signature are also matched well to its price, pushing the point without shouting. It's muscular, but not boy-racer silly.Turn the key and you remember what HSV is all about. The Senator has a meaty exhaust note and takes only a tickle to get hot and heavy.Our test car was an automatic and was great for city running. It really cracked away from the lights and the kick-down response was instant and brutal, though it needs an extra gear to provide the sort of driving enjoyment possible with a Euro car.The suspension is set surprisingly soft, but the brakes are brilliant. They easily match the power and make the car reassuring to push along quickly, despite its 1700kg.We liked the Senator Signature a lot and can see plenty of reasons to put one in the garage.It's a solid four-star performer that's another reflection of the classy work being down by local carmakers, especially at the muscle car end of the business.

A small group of cars are Aussie icons. They set the heartbeat for local motoring.The born-again Falcon GT clears the bar with a handy margin and so does the HSV Senator. Both pump up the local action and raise the pulse for people who want the best of the best with a local badge.The fast new Ford scored a perfect five-star rating when we tested it earlier this year, so now we've balanced the scales with a long, hard look at the Senator Signature.It's a late look because Holden has just updated the VY Commodore with Series II models, but it will be a while before the HSV cars get their new tweaks, so we decided it was time for some hot Holden action.The Signature got the nod because of its icon status, confirmed by its mechanical package and luxury gear that lifts its price above $80,000.It's also the car of choice for Holden motorsport hero Mark The Boss Skaife.The Senator Signature costs a lot for a home-grown car, even a muscle car from HSV, and we wanted to know if it did the job. The short answer: yes.It has a 260kW engine that grunts and goes, specially set suspension that combines grip with comfort, and the sort of luxury and little surprises you'd expect more in the Audi-BMW-Benz price range.Even the people at HSV have a bit of trouble citing the differences between the $74,650 Senator and the $80,140 Senator Signature.But they confirm the dearer car with the extra name has better seats, premium brakes and 19-inch alloy wheels with Pirelli P-Zero tyres.The ventilated and cross-drilled brakes alone should be worth the extra to serious drivers.But it's the Signature badge that will do just as much convincing for people who want to go all the way.The Signature isn't the quickest or the costliest car in the HSV range, but it is the sort of car that a lot of locals would rate against the mid-level European luxury contenders.It has size as well as a proven brand name, but it's the depth of the action that makes the real case.The Senator comes with an engine that got a 5kW kick in the change to the VY and could easily get another tickle for VYII.It has everything from electric leather seats and monster alloy wheels to cruise control, automatic airconditioning and an eight-speaker sound system with a six-stack CD.But we were most impressed by the little things. The Senator has a pair of extra instruments stacked on top of the dash in a neat little housing, the steering wheel is a bit different from other hot Holdens, the dashboard dials have been given a special HSV look with white faces and different graphics, and the pedals have drilled alloy plates.The Senator has to get by with the same four-speed auto that holds back the whole Holden range. Most premium performance cars are moving to five-speed autos and Mercedes has just developed a seven-speeder for its S-Class. But otherwise you get all the fruit.On the roadIf you want to cut to the star rating, the Senator Signature gets four.It's very, very good and terrific value, even with an $80K bottom line, though it's not as balanced or complete as the GT.The fast Falcon gets a bull's-eye for every one of Ford's targets while the Senator just misses the mark in several areas.It's not by much, but a car has to be best-in-show to get the five stars we've given to the GT and Honda's latest Euro Accord this year.But there are lot of good things to say about the Signature star. We really like the way it drives and the comfort.The dials in the centre of the dash are a great touch, even for people who don't need to know about volts and oil pressure.The seats, too, are great. It took a while to get them set right, with sliding upper-body support similar to a Qantas business-class chair, but they are terrifically supportive.The sound system is fantastic, the final finishing work is very good, and we liked everything from the airconditioning to the alloy wheels.The body bits on the Signature are also matched well to its price, pushing the point without shouting. It's muscular, but not boy-racer silly.Turn the key and you remember what HSV is all about. The Senator has a meaty exhaust note and takes only a tickle to get hot and heavy.Our test car was an automatic and was great for city running. It really cracked away from the lights and the kick-down response was instant and brutal, though it needs an extra gear to provide the sort of driving enjoyment possible with a Euro car.The suspension is set surprisingly soft, but the brakes are brilliant. They easily match the power and make the car reassuring to push along quickly, despite its 1700kg.We liked the Senator Signature a lot and can see plenty of reasons to put one in the garage.It's a solid four-star performer that's another reflection of the classy work being down by local carmakers, especially at the muscle car end of the business.