E-Series adds value to R8 Clubsport

The King is dead. Long live the King… Or words to that effect, anyway. The King of power to the people, HSV's Z-Series ClubSport is dead, replaced by the Holden hotshoe company's new VE-based E-Series ClubSport R8.

R8 arrives with more power, better standard equipment and a price that's just $300 more than the outgoing standard Clubbie and $8700 under the previous R8.

In essence HSV has followed Holden's lead in adding value to its nameplates.

Unlike Holden, which some have suggested has cynically juggled its model/equipment mix (particularly in the case of the SS/SS V), the R8 represents genuine added value. Though purchasers need to add optional leather upholstery ($2490) to replicate the Z-Series R8's offering, specification-adjusted the new car hits dealers this week around $6200 cheaper than its predecessor.

The R8 is the foundation stone of the new E-Series HSV models. Sharing its bodywork with the range-topping GTS, the car boasts no fewer than 301 HSV-specific enhancements, says the company.

Key to the differentiation between HSV and Holden models are the cosmetics. And as previously noted here at CarPoint, HSV has spent up big developing bespoke front and rear bodywork. There's all-new LED taillights and an aggressive new look at the front end -- for the R8 and GTS at least.

The side view is arguably the most dramatic change, however. Here, just behind the wheels, the signature E-shaped vents of the E-Series make it impossible to mistake the new HSVs for mass-market models.

Under the bonnet, all three models (ClubSport R8, GTS and Senator Signature) share a modified version of the unique-to-HSV LS2 6.0-litre. Power output is up to 307kW with torque now a substantial 550Nm. The same engine is used across the E-Series range.

The R8 (and GTS) is offered with both six-speed manual and optional six-speed automatic transmissions. The latter, the impressive Corvette-sourced GM 6L80E gets HSV-specific calibration which the company says improves shift times in both adaptive auto and manual modes. It adds $2000 to the list price of the ClubSport R8.

Rationalisation of braking componentry benefits the base R8 buyer too. In the past purchasers have had to pay extra to access HSV's premium braking package -- now the company's top-of-the-range car and entry level share a common AP Racing-sourced braking system.

Featuring specifically sports-calibrated Bosch anti-lock technology, the new HSV braking system comprises specially-design four-piston calipers that deliver a claimed 15 per cent improvement in braking performance over the previous six-piston set-up.

Front discs are a whopping 365mm in diameter, with rears (also gripped by four-piston calipers) a still substantial 350mm.

HSV says the R8 and its siblings' 100-0 braking distance is just 36m. It claims that this performance betters the likes of BMW M5 (39m), Lamborghini Gallardo (36.7) and Mercedes-Benz CLS 55 AMG (39). It is just 300mm longer than Porsche's latest 911 (35.7m). Impressive stuff!

The R8 gets 19-inch wheels -- 8.0-inch front and 9.5-inch rears. The new RE050A Bridgestone tyres feature unique construction, belt angle and tread compound.

Interior differentiation is arguably not as bold as the exterior, however, the R8 debuts the go-fast arm's bespoke dash. Rather than just grab the SS or Calais set-up, the HSV cars feature a composite of Holden's premium and sports-level dash componentry and add their own ancillary gauges, unique main instrument binnacle and steering wheel.

The wheel features a much beefier leather-wrapped rim with pronounced Audi-style flattened bottom.

With the arrival of the E-Series the level of differentiation between HSV and Holden product has never been higher. This affects many aspects of the car right back to production. HSV cars are now designated right from chassis stage during production -- the so-called body-in-white 'wears' a HSV designator.

Though built down the same line as their Holden cousins, the HSV cars get unique componentry at many stages of the build process. For example, the R8, GTS and Senator get bespoke HSV-spec crown and pinions yielding 3.70:1 (manual) and 3.27:1 (auto) final drive ratios.

The ClubSport R8 does not get HSV's new MRC suspension componentry (for more see our GTS reveal story) but rather features uprated conventional twin-tube gas-charged shock absorbers.

The company says the R8's 'HSV Touring Suspension' is tuned for driving enjoyment. It incorporates more linear spring rates and retuned dampers for less body roll and sharper turn-in feel.

The ClubSport R8 will account for around 50 per cent of the 4000 cars HSV expects to sell locally in the next year.