HSV ClubSport R8 2007 Review

Amplified Base

Despite sharing much with the more expensive GTS -- including, most obviously, its overtly aggressive HSV styling -- the Clubsport R8 nonetheless lacks the sophisticated wonders of Magnetic Ride Control and those bigger 20-inch wheels.

So, could these differences make it harder to justify the additional $11K hike in price over that of the Commodore SS V?

HSV obviously asked itself the same question, then set out to make the purposefully sporty R8 (and GTS) more visually compelling, with an aggressive nose treatment to complement those big vertical side gills common to all three E-Series models.

The R8's real attractions over the SS V, though, lie in superior power and torque, its half a second or so quicker zero-100km/h sprint, wider rubber, HSV badge...

While the R8 doesn't have  and will not get the MRC, nor a ride quality in the same league, it is tuned for the enthusiast. With more linear spring rates, and twin-tube gas-charged dampers tuned to resist body roll and pitch, the R8 gives the impression it might edge the SS V in areas of steering accuracy, turn-in, and power-down grip.

Such is the dynamic competency of the SS V that HSV hasn't felt inclined to ring in massive changes to its suspension. Its damper pistons are up a tad in size over the Holden's -- 30 to 32mm. But the front anti-roll bar is unchanged; only the rear is up in size, to give even crisper turn-in.

Like its other HSV E-Series siblings, the latest R8 comes with 275-section rear rubber on 9.5-inch wide alloys, but unlike the GTS, it sits on 19-inch wheels. On the front are 8.0-inch rims with 245-section Bridgestones.

On a snaky road with good tarmac, the R8 hooks into corners with a precision hitherto not tasted before in a Clubman-spec car. It dances around a little on the bumps, but still tackles twisty highways with the gusto of its MRC-equipped brethren.

The absence of any unseemly behaviour comes as something of a shock, even when you elect to fly without a net, in this case ESP and traction control. One bite at that linear and light-ish steering and it nails the apex, and, helped by a tickle on the accelerator, heads off with neither a wobble nor wiggle from the rear. But, mercifully, the Clubsport R8 can still be an instrument of serious oversteering joy when the inclination and opportunity takes you. Here, the ESP/TC must be dispensed with before the fun begins.

Its unruliness is not as daggy-primitive as in the past, but be reassured that those Bridgestone Potenzas can leave their long, rubbery calling cards on the deck. Controlling the width and length of its slide still relies on some judicious throttle control and steering anticipation, but it no longer shows the same inclination to bite back.

The R8's overall poise highlights the relative clumsiness of previous iterations, handicapped as they were by an underdone chassis only partly masked by fat rubber. The earlier cars always felt like they had a bloody great hinge in the middle somewhere. This feels like a well-trained dog -- obedient, responsive, playful.

The least expensive of the new E-Series cars, at $62,890 with a manual gearbox (and another $2000 for auto), the R8 nevertheless comes with a healthy list of equipment, including dual-zone climate control; 6.5-inch colour multifunction display, 11-speaker 230W sound system, DVD compatibility, and keyless remote. Graphite cloth trim is standard, with black leather as an option.

Each of the three E-Series models has a unique front-seat design: the R8 Sports pews feature a manual slide and electric height adjustment.

The Clubsport R8 races onto the market at around $6000 less (specification-adjusted) than the car it replaces. Overall, there's enough evidence that the R8 will put the acid on the FPV offerings. But it may leave the fight against the Europeans to the Senator, which has the technological armament and more understated styling
in its favour.

Images: Cristian Brunelli