HSV Clubsport R8 by Walkinshaw Performance 2009 Review

HSV Clubsport R8 by Walkinshaw Performance

Road Test

Price guide (not including statutory and government charges): $117,288
Options fitted to test vehicle: Above price includes Clubsport R8 valued at $67,489 as the base car and Walkinshaw Performance upgrades worth $49,799. See main copy.
Crash rating: 5 star ANCAP
Fuel: 98 RON
Claimed fuel economy (L/100km): N/A
CO2 emissions (g/km): N/A
Also consider: HSV W427, Audi RS6, a Jet Fighter

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 5.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 5.0/5.0

About our ratings

The term 'Bang-for-your-Buck' is often used in the auto business and can sometimes lose impact. But think about this statistic for a moment: the HSV Clubsport R8 by Walkinshaw Performance has a cost of $249 per kW. To put that into perspective the HSV W427 worked out at $414/kW, while the twin-turbo V10 Audi RS6 costs $618/kW. When it comes to mega-performance it's hard to go past the Walkinshaw R8.

Consider these numbers too -- 470kW; 770Nm; 255kW/tonne; $117,288.

Yes, you read that right, 470kW of power and 770Nm of torque. That's 95kW more power and 130Nm more torque than the in-house HSV-built supercar, the W427, which packs a Corvette-sourced 7.0-litre V8 engine under the bonnet. And all this power can come from a regular HSV Clubsport and its 'donor' 317kW LS3.

According to our mates at MOTOR magazine, that output allows the Walkinshaw Performance Clubsport to sprint from 0-100km/h in 4.24 seconds and reach 190km/h in only 12.26sec. It will run the traditional 400m 'quarter mile' sprint in 12.53sec at 192.71km/h.

The secret to wringing all that performance from R8 is found in the Walkinshaw Performance bag of tricks. This band of engineers operates outside the control of the HSV organisation in a separate facility in the Melbourne industrial suburb of Braeside. It is here that Walkinshaw Performance Project Engineer Alan Hale leads a team overseeing the production of these uber-Commodores as well as the Elfin sportscar brand.

As Hale puts it, Walkinshaw Performance "does what HSV can't do legally". So you can think of WP as the Black Ops of the Holden performance car world if you like.

What that involves is producing a range of bolt-on additions to suit most LS3, LS2 and L98 V8 engines as well as other modifications for SS Commodores and HSV products. They include superchargers, power upgrades, cold air induction, suspension upgrades, exhaust system upgrades, wheel and tyre packages, brake upgrades, short shift kits, audio system improvements, sill plates, headrests and the hard-to-miss 'Power Hood' that harks back to the original 1988 HSV Commodore.

Customers are able to choose the options they want and just how much power they need. A supercharger will set you back $15,600 but given the power upgrade that goes with that it could be the best money you ever spend.

Carsales Network was fortunate to spend five-days living with the prototype Walkinshaw R8 that acts as a development test bed and marketing tool for the company. It is fitted with everything WP has on offer. That means that the car uses the latest WPP 190 Supercharger, WPP three-inch stainless Catback exhaust system, WPP Performance LS7 clutch, WPP Short Shifter kit, WPP/AP Racing brake upgrades (six-piston front calipers, four-piston rears), WPP LS7 Oil Cooler kit and (15 position) adjustable suspension package.

And that's just the mechanical upgrades. In addition, the company also offers 22-inch wheel and tyre packages, Walkinshaw Performance branded sill plates, embroidered headrests and console lid, foglight covers and the hood scoop. There are also Rockgate Fosgate audio system upgrades designed specifically for Walkinshaw Performance that include multi channel amplifier, remote sub woofer and special six-inch speakers in each door.

As impressive as all that sounds the biggest concern heading into the week was just what it would be like to drive such a powerful car around town. With no disrespect to the team at Walkinshaw Performance, it's one thing for the engineers at Ferrari, Lamborghini or Audi to churn out cars with over 400kW but what would such grunt do for an LS3 and a Commodore?

Surprisingly, the Walkinshaw R8 is an amazingly docile car most of the time. Yes, the clutch is a bit heavier and the shift action more mechanical, but for the most part it feels as refined as a regular HSV. Sure, you need to be careful with the application of your right foot because there is enough thrust to launch you without warning, but apart from that this is a car anyone could drive.

The key to this user friendliness is that Hale and his team know when enough is enough. If you find that 470kW isn't enough they can fit a new camshaft and make some more tweaks and over 500kW can be made available to you. But Hale admits that to achieve that figure robs the refinement from the bottom end, hence the decision to stop at 470.

If you find yourself on a suitable long stretch of road (or preferably a runway!) you can plant the throttle and be shoved well and truly into the back of your seat. But it's not so much the initial impact of all the power that impresses, instead, it is the way that it starts low in the rev range and just keeps coming and coming and coming... You will run out of road/bravery/commonsense (strike applicable) before the Walkinshaw runs out of power.

The most disappointing aspect of the test car was the rather loud supercharger. Hale and Co have managed to quiet (to the tune of around half) the shrill output of the original version. While that may appeal to some buyers, speaking personally, I loved the theatrics of the whine as the supercharger worked overtime. As seemingly with everything on this car, Hale says it can be adjusted to suit each owner's individual desires.

Arguably just as impressive as the engine upgrades was the makeover the team gave the gearshift. The short shift kit may give the 'box a more mechanical feel but it improves the action, giving it a more direct throw. It has long been a nuisance on the regular HSV manual transmissions and for $650 it seems like a must-have item.

Overall one of the most impressive aspects of the Walkinshaw is the donor VE Commodore on which it is based. Holden engineered a world-class package and Walkinshaw Performance has simply made it faster. The refinement and comfort of the basic VE package shines through even though it is beginning to seem like a long time since its original launch in 2006.

If you are in the market for a sports sedan then the Walkinshaw R8 is well worth considering... whatever your budget.

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