HSV GTS E2 2010 Review

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In the past the GTS was the technology leader of the HSV pack and now this is again the case with the E2 series. While the rest of the HSV line-up retains the same 317kW power output as before (albeit with better economy) the 6.2-litre V8 in the GTS has been tweaked to extract 325kW (incredibly, with the same economy as the 317kW engine).

As the top tier model and Australia's most expensive Commodore, the GTS comes with the works. It will likely account for a large slice of initial E2 sales, as enthusiasts come out of the woodwork to get the latest and greatest model.

Indeed, there is only one option: the race-bred six-piston brakes handed down from the mighty HSV W427 -- the biggest brakes ever fitted to a locally-made production car. The only difference between the W427 calipers and the optional six-piston units on the E2 GTS is that the calipers are painted yellow.

With this $3790 option comes the prized HSV Enhanced badge, also in yellow on GTS (on Clubsport, Maloo and Senator the HSV Enhanced badge is red) as well as yellow GTS badges. The regular GTS with four-piston brakes comes with red GTS badges.

HSV had to design new wheels for the GTS to accommodate the larger brakes (on the HSV Enhanced GTS the accented spokes are gloss black and on the regular GTS the accented spokes are charcoal. The GTS rims are still 20-inch in diameter, but they are 8.5-inch wide on the front compared to 8-inch for the rest of the range. This means that regular HSV wheels won't fit over the big brakes, thus ensuring the GTS goodies remain exclusive.

Further, the suspension had to be completely overhauled to cope with the GTS's wider-offset front rims. So if anyone were to sneak a set of GTS rims on to a Clubsport for example, chances are it wouldn't drive very well.

With E2 Series, a full-size spare tyre is optional across the range. A tyre inflation kit is standard, but HSV says most customers order the extra wheel. Customers can purchase a black alloy (ClubSport/Maloo) 19-inch spare wheel and tyre for $98 or they can purchase a bright-finish 19-inch wheel (also ClubSport/Maloo) for $595 or the 20-inch alloy for $685. Vehicles with the six-piston braking system require the 20-inch wheel as a minimum, if the buyer demands a full-size spare.

The extra power of the GTS has been achieved by an all-new, big bore exhaust system and a clever engine management calibration.

Despite all these changes, the price of the GTS has risen by only $700, to $80,990 plus dealer and registration fees (add $2000 for six-speed automatic).

As with the rest of the HSV range, the interior is unchanged (it still gets six airbags and a five-star safety rating) except there is now a nifty MRC logo (Magnetic Ride Control) in the digital instrument display.

To achieve that you need to be on a racetrack to preserve your licence. So it's a good thing then that HSV booked Winton Raceway for the launch. The rural circuit roughly halfway between Melbourne and Albury was home to HSV while it demonstrated the new technology in its vehicles.

Earlier we'd driven from the Yarra Valley, which took typical Australian rural roads. While we didn't get to test the cars in the bump and grind of daily traffic, we did get to put them through their paces.

The GTS is nothing short of impressive on a race circuit. The steering is now more neutral and the car turns in with less effort thanks to the wider front track provided by the 8.5-inch wide front wheels. The magnetically controlled suspension has been revised too. It doesn't clunk around as much as earlier versions did and does an impressive job of isolating bumps on public roads, and enhancing the cornering grip when at the limit on a track.

The exhaust has a nice bark to it now, too. About time. HSVs have typically sounded mute. They don't any more, although the volume could come up a notch or two if it weren't for the fun police. (The bi-modal exhaust is standard on the GTS and a $2290 option on the rest of the E2 range).

But, to me, the most impressive aspect of the GTS is the optional brakes. They have the perfect amount of feel and bite and are incredibly reassuring when you're putting the car through its paces. There is little to no fade and they take all the punishment they can get.

In a class dominated by power, it seems odd to heap so much praise on the GTS for its brakes. But to me, the brakes finally complete the package. Welcome back, GTS.

Click on the link to see our model-by-model breakdown of the entire E2 range.

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