Holden Commodore SS V v Chrysler SRT8 v FPV GT 2007 Comparison

Thunder and Reign

It's late in the afternoon on a crisp and clear winter's day. This back road, just a patched-up, thin-bitumen strip, winds out across open ground, climbs over a brow, then dips away behind another bald hill.

Weak, golden light is washing across the SS V's sculpted body, polishing its 19-inch alloy wheels. Inside, we're being lulled by a soothing ride and the 6.0-litre V8's background burble.

The GT and SRT8 are receding in the mirror. Surprising. We're only cruising. Aren't we? No, as it turns out, we're not. The speedo needle is sitting steady on ... well, a lot. Surprise turns to astonishment.

This is the essence of Holden's Commodore SS V, the sports sedan flagship of the $1 billion VE range. Performance and poise  have been melded almost surreptitiously. It's a combination that can electrify nerve endings one minute, and tranquillise them the next.

It's this breadth and depth that prompted our last issue's declaration that SS V sets "a new standard for Aussie muscle cars". Now it's time to find out if we were overcome by the moment, or calling it correctly.

The obvious comparison would be with the Falcon XR8, maybe even the Falcon XR6 Turbo. But we've set our targets higher. After  all, if this car is that good, then let's test it against the best the opposition has to offer.

Hence, SS V finds itself here up against the FPV Falcon GT, a car with a famous badge and a level of dynamic ability that has been judged superior to anything HSV has previously pitched at it, let alone Holden.

If the GT is the benchmark, then Chrysler's 300C SRT8 is the bench-presser. Austrian, not Australian-made, it's nevertheless been developed by Chrysler's Street and Race Technology division as if it had Down Under on top of its destination priority list. A 6.1-litre V8 engine feeds 317kW and 568Nm to the 20-inch rear wheels -- the biggest set of numbers here on all four counts.

But apply the brakes here for a sec. Sure, this all makes sense on technical and performance terms, but not when it comes to pricing. At $53,990, the six-speed automatic version of SS V is nearly $10,000 cheaper than the GT, and a massive $18,000 below the (five-speed, auto-only) SRT8.

So how do we justify that? We don't. For the purpose of this exercise, the dollar cost is not central to the outcome. Check the breakouts for the pros and cons of the pricing and equipment, but for now we'll concentrate on the driving. (To compare specifications of these three vehicles via CarPoint's pre-configured car comparitor click

So, that means a visit to Melbourne's Calder Park, and the first chance to compare the L98 version of the Gen IV V8 with its rivals in a straight line. A close relation of the L76 that debuted with the VZ SS back in January 2006, L98 is denuded of dormant displacement-ondemand  hardware. The kilowatt count climbs 10kW to 270kW, and torque is now set at  530Nm, up from 510Nm. Familiar are the vital measurements, all-alloy construction, and pushrods actuating two-valves per-cylinder.

New is GM's 6L80E six-speed auto, a long overdue replacement for the old four-speed L60/65 series that has boat-anchored the back of Holden V8s for years.

On this day, the Calder surface isn't brilliant. he launch area is slick and we have to set up in the final turn and hope to have grip sorted before arriving on the front-straight skating rink. No worries. With stability control on -- that's right, on -- the Commodore hunkers down and spits out a 5.8/13.9 run. It really is as easy as that. Such is the user-friendliness and responsiveness of the drivetrain. It surely  can go lower, but today there are other cars to test, so its time to move on.

First to the Chrysler. The Hemi engine is of the same pushrod genre as the L98, just with plenty more of all the good stuff. Yet the SRT8 is no quicker to 100km/h, or across the 400m, than the Holden. That's because the time is not quite as easy to extract. Stability control is too intrusive to be left on, yet it's all too easy to go up in smoke with it off. Good run or bad, this drivetrain still makes a fantastic noise, bellowing through the gears, backfiring majestically on the one-two flat-knacker change. Gotta love it, just gotta love it.

The Chrysler's immense ability is best shown by its 3.1sec 80-120km/h overtaking figure. By now truly hooked up, it's 0.4sec faster than the Holden and 0.6 ahead of the GT.

Ah yes, the GT. The Falcon's 5.4-litre Boss 290 V8 should be right in the hunt in theory. Double overhead cams, four-valves per cylinder, 290kW, 530Nm and the backing of ZF's marvellous 6HP26 six-speed auto all read a good game. But in the heat of battle, the engine's capacity disadvantage, narrow rev range and tall gearing have made for some disappointing results in the past.

Not this time. The name's the same but the identity's been changed.

This GT feels alive, revving more freely and eagerly than we remember. Even the noise is more athletic and inspiring. It still chops off at 6000rpm, giving up 200rpm to the Holden and 400rpm to the Chrysler, but there's character and ability here -- so much so that the GT cracks the 6.0 barrier (5.98) and just misses going under 14.0 (14.1). That is with traction control off and the ZF handling the shifts in performance mode. With more time quicker runs felt probable, not possible.

Move from track to the open road and the black and white world painted by Calder Park's confines becomes more subtly shaded.

The SRT8 is still the easiest to understand because its contrasts are so obvious. It looks so bullish and brazen with its trellis grille, bulging fenders and deep sides that it simply banishes the locals from the spotlight. And, for some, that is all that's needed.

But the SRT8 is less special once you clamber inside. Its steering wheel is too big and not reach adjustable, although its rim is nice and slim; the heavy bolstering of its seat back can't compensate entirely for the shortness of its squab. The squared-off centre console is big on presence, but less convincing when it comes to fit, finish and trim quality. And, for a car with a 3050mm wheelbase, more rear-seat space is expected.

And yet, despite those massive 245/45ZR20 front and 255/45ZR20 rear Goodyear Eagle F1s, this is the quietest of these three cars. This is, perhaps, less surprising when you consider that the 300C owes much technically to the superseded W210 Mercedes-Benz E-class.

But that magnificent engine beat can never be quelled. It signals that the SRT8's sheer grunt is unrivalled even with one less gear ratio than its rivals. It could probably survive adequately with three-on-the-tree. Want to punch out of a corner, up a hill or past slower traffic (and most of it will be)? Then the Hemi delivers with forceful, irresistible enthusiasm.

Wheels last drove this very car for the May issue and it's noticeable how much the engine has freed up with a few thousand more kays. It doesn't feel much more potent, but certainly more even, delivering from basement to ceiling. This is also reflected in overall fuel consumption on-test that ended at 14.7L/100km. That's excellent, considering that its claimed average is 14.0L/100km, and that the SRT version misses out on the fuel-saving Multiple Displacement System (MDS).

But the SRT8's sheen dulls dynamically. Even driving round town is a challenge, given the limited visibility from the driver's seat, its massive turning circle, its low-hanging front airdam, and very graunchable alloy wheels. A slab to the inventor of parking sensors, please.

Negotiating our chopped up bitumen, the SRT8's ride quality is too easily disturbed. That massive wheel and tyre combination contributes to this, but it also feels like there's a shortage of suspension travel, and that the compression-damping in the rear is underdone.

When cornering hard, the SRT8's steering is too light and vague. There's plenty of input as the car struggles for body control on surfaces the other two glide straight over, but not a lot that's helpful. They're big tyres, but figuring out where they're pointing is sheer guesswork at times.

They provide massive lateral grip, although understeer eventually emerges in tight corners, and all that torque will inevitably wrench the rear end loose if you try hard enough. Just make sure there's run-off room if you want to experiment. There's also a flightiness from the rear end when the big Brembo brakes are applied hard. Cope with that, and the compensation is undoubtedly the best, most consistent and confidence-inspiring stopping ability on this test.

No surprise the GT is faster cross-country than the Chrysler, despite being blitzed in a straight line. This is a well-named car, truly a grand tourer and its firm but thoroughly impressive chassis handles the rough and tough with authority.

That's despite its tall, heavy engine that not only explains the bonnet power bulge, but also why this car feels very much like it is driven on the nose. You can push hard into tighter corners before the front-end gives way, the rearend is secure and bodyroll is minimal.

The ZF marshalls the engine expertly -- something backed up by the best fuel consumption figures on test at 14.0L/100km. This is a figure that actually undercuts the 15.0L/100km official claim. We can only surmise that this is a particularly efficient example of the breed, just as it's a fast one...

The GT has its issues. On crappier surfaces, it moves around, signalling its stiff set-up. Its 19-inch Dunlops feed a fair amount of road noise into the cabin, its steering is too light for some, and its big Brembo brakes start strong but fade noticeably. And surely stability control should at least be optional for a car with this performance potential.

In essence though, there's a subtle ability here that makes the GT impressive and confidence-inspiring. Perhaps the real issue is that optional racer stripes aside, the GT looks too much like a regular Falcon. Inside, it's hardly any more auspicious, although it all works well and comfortably -- just like an XT or Fairmont.

No such problems for the Commodore. One of VE's highlights is the way model streams have been differentiated. That applies not only to design, but driving as well. And that's where much of the VE's brilliance comes from, not only designing a quality set of components, but refining and individualising them to suit each model.

There's an acuity to the SS V's tuning and a delicacy of balance rare in an 1803kg car (67kg lighter than the GT, and 85kg lighter than the SRT8 by the way). It's never more obvious than when the bonnets of all three cars are opened. The VE's L98 disappears down and back under the cowl, while the Boss thrusts up as if ready  to spring from the engine bay. The Hemi is big, impressive and well forward. It's not hard to surmise which one has the lowest centre of gravity and best weight balance.

Underpinning it all is the VE's immensely strong body, whose vital importance becomes obvious when the SS V travels the same roads as the SRT8 and the GT. It is undoubtedly set up softer than the other two, with more give  and body roll. Paradoxically, it manages to produce more linear and talkative steering, intimately communicative handling and progressive, impressive grip.

On roads too tight, winding and rough for either of its rivals to enjoy, the SS V hunkers down and lockjaws its sticky Bridgestone Potenza RE050As onto the bitumen. For the driver it's confidence-inspiring and flattering. Yet, the SS V is still more comfortable than the GT as well as better-handling. The SRT is simply miles behind on both counts.

Of course, the Yank hauls itself back into contention in a straight line, but the Commodore is close enough to be competitive. The L98 is a powerful engine made great by its beautifully calibrated electronic throttle. Response is instant, strong and sweet.

Get over-enthusiastic with the right foot and the subtly tuned Bosch stability control will intervene, but its chassis is good enough to look after most challenges by itself.

Where SS V gives way to both the Chrysler and Ford is in its transmission. The 6L80 is far superior to the old GM four-speed, of course, but sports mode produces an unpredictable sharpness and occasional coarseness that surprises. In manual mode, there's a plasticky shift that can't compare with the ZF's more mechanical change. Holden acknowledges that there is still work to be done, calibrating changes to the 6L80E's software even as VE goes on sale.

Our SS V also produced the worst fuel consumption figures on test at 15.1L/100km. That compares with the 14.3 official claim and the 12.4 figure Robbo and co achieved, in this  same car, over the duration of their 10,000km VE drive ( Wheels September). So, there are better results to be had.

The other obvious SS V issue is brakes. Again, these are undoubtedly improved from the old VZ set-up, but still lag behind the Chrysler and Ford. The pedal never offers the same secure feedback or sheer power, and it gets longer as time and stops go by. The hot tip is optioning the police pad apparently, which creates more brake dust, but delivers better performance.

The braking set-up is the one obvious example of the SS V's cheaper admission price intruding on its drive experience. Other minor quibbles might include the underside of its rear wing being basic black rather than body colour, while inside the battery voltage and oilpressure digital readouts look amazingly cheap.

Meanwhile, the small numerals in the instrument gauges, carry-over cruise control stalk, lack of rear door grab-handles and relocation of the window and mirror adjusters to the centre console are issues not isolated to the sporty SS V.

But its cabin still makes a positive -- if dark -- impression. The steering wheel feels just right, its front seats have long squabs that actually fit boofy Aussie blokes, and the carefully crafted centre stack works logically, as does the delivery of information.

Outside, from any angle except front-on, the SS V looks like a great Aussie muscle car should -- cut, purposeful, and poised to go, with quad pipes adding more drama. But there's also an elegance here that says there's more to this car than you would have traditionally expected.

Of course, the Chrysler has more visual impact and power and the GT is still a fine performance car any Ford fan would love. But there's no doubt the Commodore SS V now sets the standard. Average brakes and transmission gremlins can't tarnish the sheer versatility and achievement of this car. There's now no need for astonishment when rivals disappear rearwards -- they're simply in their rightful place. Trailing the new King.

Images: Cristian Brunelli