HSV ClubSport R8 2002 Review

Holden's VY Commodore may look dramatically different to its VX predecessor with its sharper lines and revamped interior but apart from some changes to the steering, there was very little in it on the mechanical front.

The same cannot be said, however, for its performance partner, with HSV taking the opportunity to do quite a bit of retuning of engines and suspensions for the new Y series lineup. Its not clean sheet of paper stuff, but significant in terms of the car's performance and handling because that is what these cars are all about. You only need to take a quick glance at the styling to realise that HSV knows exactly who its buyers are and what they want. Unadulterated Aussie muscle is what HSV does and there isn't a lot of subtlety to it.

For our test, we chose the Clubsport R8, which, apart from the 100-only limited edition GTS, is the most overtly sporting of the seven-model range.

Like previous HSV models, there is no mistaking it from its Commodore cousin, with HSV having taken the shaper edges offered by the Commodore and accentuated them with a dramatic and aggressive deep front end that is all angles and mesh.

There is a similar story at the rear where the high boot mounted spoiler and low bumper give a purposeful stance while thick side skirts and big five-spoke 18-inch alloys complete the outside picture.

Inside, the car is no less obvious in its sporting intent with huge leather bolstered wrap around performance seats - that are very comfortable and effective - facing the redesigned dash.

HSV applications to the interior include white-faced instruments with a speedo calibrated to 260kmh, alloy pedals and oil pressure and volt gauges sitting atop the centre console.

For $68,860, the R8 comes with decent list of standard kit that runs to climate control air con, power windows and mirrors, cruise control, remote central locking an a great sounding eight-speaker, six-stack in-dash Blaupunkt CD sound system.

From the moment you turn the key, the purposeful rumble from the 5.7-litre Gen III V8 under the bonnet, provides the aural evidence of the potential promised by its 260kW and 475Nm.

As part of the Y series upgrade, in addition to the obvious styling overhaul, HSV also played around with the engine calibration to produce and extra 5kW on the VX series cars, but you are probably not likely to notice it. What you do notice, however, is how the power is delivered, with more bottom and mid range torque for a smoother, more linear surge of thrust.

And on the road, it shows. A firm stonk on the accelerator has the car shooting off the line, with what seems like an endless supply of power as the revs climb until the light on the dash and audible beep lets you know it is about time you shifted up a gear. Despite the big 235/45 Bridgestone SO-3 rubber on the back, it doesn't take much to get the traction control intervening, which it does in a relatively refined manner although there is a decent push back through the right pedal, when it is working at its hardest.

Unfortunately, the engine is still mated to a very average six-speed manual gearbox that does nothing to encourage regular shifts - not that you need them with the degree of grunt the engine has, enabling you to basically tootle around permanently in second and third. But that said, the box is still stiff and vague and when combined with the heavy clutch, can be quite a chore in city driving.

The only other downside of the engine is its prodigious thirst. Over 280km - a lot of that highway cruising in the sky-high sixth with the engine just ticking over at 1500rpm at 100kmh - at an average speed of 52kmh, the R8 returned a fuel consumption of 18l/100km. At that rate, you would be lucky to get 400km out of a tank of unleaded.

Holden had already given its VY a much-improved steering feel and directness and that continues in the R8, while some work on the rear suspension with new dampers has further improved the car's already competent handling. The car feels very solid on the road and corners flat with generally good levels of grip all round. Braking performance too is outstanding, with the R8 gaining HSV's Premium Brake System that incorporates cross-drilled 343mm front discs and 315mm rear discs with four piston calipers on each wheel.

Although the suspension tune may offer precise and well-controlled handling, it doesn't fare so well in the ride quality stakes. It feels firm but ok on the smooth stuff but over short sharp bumps the car feels very busy and there is a constant joggling through the steering wheel and seat base.

Having successfully established itself with a very definable brand image, HSV continues to deliver big fast and extremely powerful cars wrapped in extrovert bodies that scream get out of the way, and on that front, the R8 doesn't disappoint. But increasingly the company sees itself taking on the premium performance Euros and while the HSVs may have the power and performance to compete, they still have a way to go before they can match the refinement and quality of the German bahnstormers.