HSV Clubsport R8 E2 2010 Review

Local Launch
Winton, Victoria

Not so much
>>Tourer R8 doesn't get rear end styling updates
>>Interior untouched
>>Six-piston brakes aren't an option

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

About our ratings

OVERVIEW
-- Finding a balance
Put simply, the Clubsport R8 is the bread 'n' butter of the HSV range. Sitting underneath the GTS, the Clubsport sedan forms the basis for both the Tourer R8 and Maloo. By returning the GTS to its place at the top of the pile, the E2 Series changes mean the Clubsport is now well and truly the entry-level HSV option.

But that doesn't mean it is the GTS' inadequate little brother; far from it in fact. HSV has cleverly walked a fine line between elevating the GTS while still updating the Clubsport. That means the R8 gets the same 'Competition Mode' Electronic Stability Program (ESP) and launch control as the GTS, as well as the styling upgrades and some SV Enhanced options but without any additional power.

We detailed the full E2 range changes in our news story at the cars' unveiling . Simply, the nuts and bolts of the ClubSport show it to be one of the best bang-for-buck offerings on the road today. And it is important for HSV's security, because once the initial hype surrounding the new GTS wears off and the model cycle moves on, the Clubsport must carry the mantle as the brand's biggest seller.

Despite the unchanged price, the R8 models get substantial changes inside and out. The most notable changes are the heavily-restyled front and rear styling, but mechanically there are just as many upgrades.

Design-wise the Clubsport gets the same 'Performance Hood' as the GTS and Maloo but it is matched to a slightly different bumper treatment. Although the 'shockwave' graphic is carried over, the large black insert from the GTS is replaced with a more subtle matte black trim around the lower air-intake and above the grille. And while the Clubsport also gets the Daytime Running Lights (DRLs), it also sports unique driving light surrounds.

There is a new 19-inch wheel design for both cars, with the 20-inch 'Pentagon' rims released late in the E1 lifecycle still available as an option.

On a disappointing note, the Tourer doesn't get any styling changes to its rear-end to mirror the sedan. While the sedan has a new rear bumper with 'shockwave' lower insert and exhaust tips, the Tourer has to make do with the same round exhaust tips.

As we noted in our Maloo review while it is understandable HSV didn't want to make changes to the Tourer given it was launched later than the E1 sedan – and money is obviously not endless in Clayton – it is a shame the rear end of the wagon doesn't match the dramatic front end styling changes.

Underneath the new metal there are some equally dramatic changes, even though the 6.2-litre LS3 V8 engine remains tuned for 317kW and 550Nm. HSV's engineers have added the new three-stage ESP (normal, competition and off) that also includes the launch control facility on the manual models to cater for customers who want to take to the racetrack.

The six-speed manual gearbox is carried over from the last generation E1 but is teamed with the tougher clutch from the W427.

Other new standard features include the extended cruise control and auto-up power windows on all four doors. Optional extras now come under the 'SV Enhanced' scheme and include 'Performance' suspension, bi-modal exhaust, leather interior and the previously mentioned 20-inch alloys.

The suspension upgrades are only available on the sedan but are significant. The performance package lowers the car by 10mm and makes the car 25 per cent stiffer. There is also a new front damper tune and the sedan adopts the larger bore rear dampers that appeared on the Tourer at its launch.

Adding one the SV Enhanced options also means a red badge is added to the boot.

ON THE ROAD (& TRACK)
-- Getting a lesson from the master
Getting the most out of the new E2 range requires the use of a racetrack. HSV chose to host this week's launch at Winton Raceway.

Behind the wheel, the Clubsport's unchanged 317kW feels more than adequate on the track; picking the difference between the 325kW GTS and the 'cooking' model in terms of power delivery is hard work. On the drive to the track through the Great Dividing Range the LS3 perfectly demonstrated its brilliant flexibility. In the windy stuff you can leave the Clubsport in third gear and it will pull strongly from as low as 2000rpm all the way to the redline at 6000rpm (and it must be noted that there is no clear indication or mark that the redline is at 6000revs; a disappointing decision from HSV).

For all the quips about this high-compression, pushrod engine being old-fashioned, it was a clear reminder that there are few powerplants that can match it for flexibility and pulling power.

But it's really only on the racetrack that you can properly experience the power and performance of the Clubsport. As noted in our intro, for an entry-level offering the bang-for-buck equation is outstanding.

The addition of launch control across the range is a great move from HSV. Although there is a trick to engage the system (basically, you have to stomp on the throttle without mercy) once you know how to use it you'll become addicted. Despite several different drivers taking turns behind the wheel of the Tourer HSV was using to demonstrate the launch control, most times were with a fraction of a second of each other. Indeed the fastest time set was an electronically-measured 5.17sec 0-100km/h -- not bad for a station wagon!

The tight nature of the Winton short circuit HSV was using put more emphasis on braking and handling rather than sheer power.

Braking into the first corner the brakes on Clubsport felt strong, the turn-in grip was good and the steering direct. In the fast corners the Clubsport had a tendency to move around a bit but that was not surprising given the size and weight of the car. Importantly though, the 'Performance' suspension provided a confidence boost. Although the cars moves around underneath you, you always feel in control.

Deliberately provoking the car on the exits of corners with a heavy right foot showcased the benefits of the 'Competition mode' stability control setting. The new system allows the car to slip slightly before reining it back into line.

The electronics are beneficial even for those that aren't track novices. HSV was pleased to note that the fastest lap times during testing with V8 Supercar driver Garth Tander at the wheel were set with the competition mode turned on. Indeed, Tander knows the Clubsport R8 better than most. He helped develop the new range by bringing his racing knowledge over from HSV's sister organization, the Holden Racing Team, in tests at Winton and Holden's Lang Lang proving ground.

That knowledge makes Tander ideally placed to comment on the differences between the GTS and the Clubsport; and Winton is the ideal place to highlight those differences. The HRT driver was joined at the track element of the E2 launch by his teammate David Reynolds and the pair played chauffer to this author. Back-to-back runs in the GTS with Reynolds and then the Clubsport with Tander helped to validate our own judgment based on our earlier laps in the driver's seat.

For most people the two cars feel very similar on the track in terms of power and handling. But those with greater perceptions and feel for speed will be able to note the advantages of the GTS. Because the GTS runs the wider front wheel/tyre combination it helps the car turn into the corners better, allowing more responsiveness and improved steering feel. The optional bigger brakes fitted to GTS also provide better stopping power and better longevity.

In truth they are subtle differences – and difference that only enhance the value proposition offered by the Clubsport. Just because you are spending $20,000 less money, doesn't mean you are getting $20,000 less car.

Yes, the GTS is better and worth the extra money, but it doesn't mean the Clubsport is a second-rate choice. Far from it -- it is one of the best sporting cars ever produced in Australia offering blistering performance, unique style and (especially in the case of the Tourer) loads of practicality.

Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at www.carsales.mobi.