HSV ClubSport R8 Tourer 2015 Review

HSV ClubSport R8 Tourer LSA (GEN-F2)
Road Test

Featuring stylistic nip and tuck inside and out, the GEN-F2 ClubSport R8 Tourer’s biggest plus over its predecessor lurks under the bonnet. Now supercharged, power rises to 400kW with torque swelling to 671Nm. Also increasing is the price, now at $85,990 (plus on-road costs) with the six-speed automatic gearbox. Good looking, and with the kind of practicality you could quickly grow to take for granted, the ClubSport appeals to families who appreciate grunt and road presence over a stilted driving position, but don’t expect GTS levels of handling.

Cheeky in a very Ford blue, the LSA-powered GEN-F2 ClubSport R8 Tourer is – to these eyes, at least – the best-looking of the current HSV range. The styling changes may be subtle, with redesigned fascias, LED tail lights and new side skirts among the highlights, but the overall package is more cohesive and topped off with the blackened bonnet vents designed to extract engine bay air.

The reason behind this extraction becomes obvious when you lift the bonnet.

Replacing the naturally-aspirated 6.2-litre LS3 – which produced 325kW/550Nm in the GEN-F ClubSport R8 Tourer – is the GTS-style LSA, complete with supercharger and of the same capacity.

What differs is the output. The GTS slams out the same 430kW/740Nm it did in GEN-F guise, but the ClubSport R8 Tourer has leapt to 400kW/671Nm with the LSA slotted in.

To cope, much of the GTS componentry has been installed including the differential assembly and additional cooling capability. The ClubSport R8 Tourer LSA does miss out on the magnetic ride control damping and larger brakes, however.

Also jumping over the previous ClubSport R8 Tourer is the price, with the six-speed automatic machine now costing $85,990 (plus ORCs); an $11,500 hike. The value equation further suffers with the enhanced driver interface on-board telemetry system now moving to the options board.

Beyond those exterior updates and a couple of small internal alterations, such as the removal of the auxiliary gauges to allow more storage space, the ClubSport R8 Tourer LSA is more about the mechanical, and what a transformation it is.

Sure, the 75kW power hike is felt, but it’s the 121Nm higher torque that translates more completely to the real world. Where previously the LS3 donk thrived on revs, the LSA-powered ClubSport R8 Tourer builds strength down-low and maintains its edge through to 6000rpm.

There’s also a real depth of sound to the LSA in this tune; if anything, it sounds gruffer than the GTS. It’s voluminous, too: breach 4000rpm and the bi-modal exhaust switches to full flow, awakening a lazy afternoon at Arthur’s Seat.

You do have to watch the fuel gauge though. Despite returning a week-long, mixed road (though largely freeway commute) 15.7L/100km, the number moved beyond 20.0 very quickly once the whole 400kW was accessed.

HSV endows the ClubSport range with three-modes of performance, lacking the final Track selection of the GTS. It’s a less complex package overall, without the damping mode adjustment available to the top-spec car. The result is a less noticeable personality shift beyond improved steering response, weighting and a busier idle.

The resulting driving experience is less sharp than the GTS, though the one-ride-fits-all fixed suspension setup does a reasonable job of handling and ride in most conditions, losing out slightly in outright response to bring a better ride, which we should acknowledge is welcome most of the time.

There’s more evident body roll, and an exacerbated sense of mass over the front-end which further slows response, the balance biased towards understeer… at least until provoked.

Cheap plastic shift paddles disappoint to the touch, but they are connected to a six-speed automatic transmission that feels increasingly behind the times. There’s a noticeable delay between selection and engagement, particularly on downshifts, that saps confidence. Braking, after the GTS, is adequate but not outstanding, with a softer pedal and less resistance to harsher treatment.

Beyond the dynamic elements the ClubSport R8 Tourer LSA is a nice place to be, with large and comfortable leather-trimmed seats that can be adjusted eight ways to suit your preference. The infotainment screen is large and easy to read, though its touchscreen operation can lag, particularly when making a Bluetooth handsfree phone connection. Dual-zone climate with rear vents is welcome, though curiously the air-con output lacks; something we also found in the GTS, but not in the Holden product on which it is based.

Tailgate operation is simple enough (with remote release but manual operation), with a nicely-damped closing functionality and – of course – the ability to pile a mass of luggage in the back with little trouble, as it allows access to a wide, flat floor that can be made still-larger with the second-row seats folded down.

Beyond the car itself, there is some peace of mind for the new owner when they depart the dealer. HSV’s capped-price servicing program is available for the ClubSport R8 Tourer LSA. Covering five years or 105,000km, the first four services are capped at $329 with the next three at $399. There’s a standard three-year / 100,000km warranty, too.

Despite lacking the outright grunt, damping sophistication and braking of its tougher GTS brother, the ClubSport R8 Tourer LSA nevertheless remains an attractive performance proposition with the ability to comfortably carry a family. The driveline represents a marked improvement over its predecessor, moving the ‘Clubbie’ closer to GTS on pure performance terms, but is it worth the impressive price hike?

We think so. Do you?

2015 HSV ClubSport R8 Tourer LSA pricing and specifications:
Price: $85,990 (plus on-road costs)
Engine: 6.2-litre supercharged V8 petrol
Output: 400kW/671Nm
Transmission: Six-speed auto
Fuel: 15.0L/100km (ADR Combined)
CO2: 348g/km (ADR Combined)
Safety Rating: Five-star ANCAP