HSV E3 Series 2010 Review

HSV Maloo R8, ClubSport R8, Senator Signature, GTS, Grange

What we liked
>> Seamless LPI dual-fuel system
>> More equipment, modest price increase
>> New EDI system for track day enthusiasts

Not so much
>> Slower turn-in on narrower alloys
>> Road and tyre noise in top-shelf Grange
>> Added weight, luggage loss from LPI system

OVERVIEW
-- Passion drives new technology
The emphasis HSV staff place on passion for the brand was abundantly evident (and frequently reiterated) at last week's launch of the latest E3-Series range. The team is obviously proud of the increased level of equipment, improved performance and revised styling cues packed into the revised line-up.

Only 12 months after its last (E2-Series) upgrade, HSV's latest makeover sees three firsts: Liquid Propane Injection (LPI) dual-fuel technology; race-ready performance data logging system; and Side Blind Zone Alert (SBZA).

What's evolved from these additions and the E3 series changes in general, HSV says, is a more desirable package that makes this iteration "the best all-round performance vehicle on the Australian market". Better still, with only a modest increase in price securing a packet of useful upgrades, the HSV E3-Series is certain to prove popular to both purists and punters alike.

PRICE AND EQUIPMENT
--

Ranging from $64,600 to $88,900 (click here for full pricing brief), the E3-Series carries a premium over its less powerful derivative Commodore and Caprice stablemates, but packs a discernable performance punch and myriad specification upgrades, including a number of Australian firsts.

Leading the revisions, optional Liquid Propane Injection (LPI) brings significant fuel cost reductions and CO2 emissions benefits to the Model Year 2011 range.

The system boasts new technology that HSV says delivers equivalent to petrol performance while at the same time stretching that all important fuel dollar even further. The system is available on all sedan and utility variants priced from $5990 and $6390 respectively. HSV ClubSport R8 Tourer models are not compatible due to packaging restrictions.

Next up, and as already familiar in some European prestige brands, HSV's Side Blind Zone Alert (SBZA) recognises when a hazard is present in your blind spot and alerts the driver via a dashboard mounted series of flashing LEDs. Included as standard on upper-spec Grange (and on limited edition 20 years of Maloo R8), the system is available on all models for $1990.

Finally, and this time free-of-charge, all E3-Series HSV models will include the Enhanced Driver Interface (EDI) datalogging system that allows drivers to monitor vehicle performance details and track their own driving performance details. And it's all downloadable via a USB interface located in the glove compartment.

The EDI includes a map of every racetrack in Australia and can even been tailored for new circuits in the future using the now standard integrated satellite navigation system. Laptimes, additional gauges (including power, torque, manifold pressure, fuel, elevation, voltage, oil and air temperature), stop watch, G-force meter, dynamics (oversteer and understeer), fuel economy, data logging, SBZA display, bi-modal exhaust operation, MRC display and even race-cam-style telemetry are included in the system.

The system includes software for your laptop (Windows only) to allow you analyse your track day in depth -- perfect for honing your skills behind the wheel.

Several new paint colours -- including the vivid new hero colour, Hazard (yellow) -- and interior trim offerings are also available. The highlight is a new Turismo Rosso (red) leather, available optionally for $1499.

On all models except Grange, a new 'Oracle' dual-pod instrument cluster (pictured) is also featured.

As first seen E2-Series models, a range of SV Enhanced options are also available which include performance suspension, bi-modal exhaust, sport leather trim and 20-inch 'Pentagon' alloy wheels on ClubSport R8; six-piston brakes on GTS; bi-modal exhaust, performance leather trim and 20-inch 'Pentagon' alloy wheels on Maloo R8; and bi-modal exhaust on Senator Signature.

Otherwise, the remainder of equipment is carried over from E2-Series models.

MECHANICAL
--

All models excluding Grange are offered with the choice of six-speed manual or six-speed automatic transmissions (with Active Select). The Grange is available in automatic only, fitting of the long wheelbase model's more luxurious orientation. All manual models also incorporate launch control.

Similarly, every model in the MY11 range is fitted as standard with a HSV specific limited slip differential and 'Competition Mode' stability control. Exhaust systems vary depending on model grade, the fruity bi-modal active mufflers included as standard on GTS and Grange only.

Suspension is also model specific with Maloo R8 and ClubSport R8 models enjoying a 'sports' tuned version of the linear control MacPherson strut/multi-link arrangement found elsewhere in the VE range. GTS models add 'Performance' suspension with Magnetic Ride Control (MRC), while Senator Signature and Grange are tailored with a slightly softer 'Premium' tune version of MRC.

Although finished in different colours, the brake package across the E3-Series HSV range is identical. Up front, four-pot callipers grab 365mm ventilated discs while at the rear 350mm diameter discs also score four-piston stoppers.

As mentioned earlier, GTS models are available with optional (and larger) six-piston front brakes as part of HSV's SV Enhanced programme, which includes a full-size alloy spare.

A range of 19-inch alloy wheels feature as standard across the range with GTS scoring larger 20-inch 'Performance' alloys. Larger rims are available optionally on all other models as part of HSV's SV Enhanced program.

Dimensions and weights remain largely unchanged, except for vehicles fitted with HSV's new LPI gas system which add an additional 100kg.

Changes to fuel economy results are also negligible. LPI equipped models are yet to undergo official ADR 81/02 tests.

PACKAGING
-- Less cargo, same go go
While the E3-Series HSV models remain fundamentally unchanged from the previous generation E2 models, even sharing identical output figures, several styling differences and reduced cargo capacity on LPI models highlight important changes for the MY2011 range.

On the outside, a new colour palette adds a bright new hero colour Hazard (yellow) to the range, while elsewhere Sizzle (mid-red), Alto Grey (gunmetal) and Mirage Glow (champagne) are also offered.

A chrome trim piece now also underlines the side glass and boot lid while a new 'Superflow' boot lid spoiler improves rearward vision from the driver's seat while also improving aerodynamics on standard wheelbase sedans. On some models, a new rear bumper now features integrated exhaust tips, HSV says the new, cleaner look allows a better fit and finish while also saving on assembly time.

The long-wheelbase Grange now receives a new front fascia, Daytime Running Lamps (DRLs), and chrome-capped wing mirrors. A new chrome trim across the boot houses the reversing camera while 'Grange' and '325' badging now adorns the lower lid.

Inside, all VE-based models receive the stylish new 'Oracle' instrument panel and standard satellite navigation, reverse camera and parking sensors. A trio of new leather colours is also offered: Onyx (Black), Light Urban (Beige) and optional Turismo Rosso (red).

Aside from the revisions mentioned earlier (see PRICE AND EQUIPMENT above), the E3-Series shares the majority of its equipment model-by-model with the previous generation cars.

The other notable difference is a reduction in cargo capacity in sedan and utility models when equipped with HSV's (optional) LPI dual-fuel system. In sedan and ute models, this results in a reduction of 165 litres from the cargo capacity. In standard wheelbase sedan models the boot now measures 331 litres, LWB sedan models are rated at 370 litres and ute is down from 1208 litres to 1043.

Towing capacity across the range is 1600kg (braked).

SAFETY
-- All boxes checked for a five-star ANCAP rating
Sedan, Tourer or Ute, all models in the E3-Series HSV range score a five-star ANCAP safety rating.

Every model comes equipped with standard active safety features including 'Competition Mode' stability control, antilock brakes, emergency brake assist, electronic brake-force distribution and traction control.

While on the passive front, side and curtain airbags, head restraints, seatbelt reminders, three-point inertia reel seatbelts (with load-limiters) and pyrotechnic pretensioners for the front seat occupants are fitted.

COMPETITORS
-- The howl of a Coyote is heard in the distance
Although we've yet to jump behind the wheel of the new FPV supercharged 5.0-litre 'Coyote' V8 – or indeed see any real world numbers -- the on-paper performance figures look promising.

The new FPV GT set to deliver 335kW/570Nm – a decent increase over the standard HSVs. As the natural enemy of the HSV GTS, the FPV GT's new powerplant is certain to give the E3-Series' 325kW/550Nm some serious competition.

Elsewhere in the range HSV has the jump, if only just. The lower-spec ClubSport R8 and Maloo R8 models trump the Blue Oval's new force-fed howler, future FPV GS models being pipped by 2kW and 5Nm.

A back-to-back test well be a priority.

Of course HSV likes to maintain that FPV is not its key competitor. HSV boss Phil Harding cites Europeans as the Holden hot-shops main foe. But Phil – you're not fooling anyone...

ON THE ROAD
-- Track attack
With a road and track element to our test drive of the new E3-Series models, it was quickly clear where HSV's strength lies.

Driving from Melbourne to Broadford in the long-wheelbase Grange, the car's comfort at cruising speeds was as evident as its intent at proving competent handling in more demanding situations -- a surprising feat considering the vehicle's considerable footprint and mass.

Larger wheel and tyre combinations certainly present a fair amount of road noise in Grange, or any of the E3-Series models for that matter. Although that's not entirely unexpected, it's well worth considering if you're planning on spending a lot of time cruising the open highway.

The LPI system fitted to our Grange test model was also a highlight of the trip, and given traffic situations leaving the Melbourne metropolitan area, the EDI chart showed we didn't use petrol once until well out of the confines of suburbia where a good kick in the guts was required on overtaking. The system was seamless in its response.

Arriving at the State Motorcycle Complex in Broadford we hit the track for some performance testing, sampling Clubsport R8, Maloo R8 and GTS (both petrol and LPI) variants. All vehicles tested were equipped with six-speed manual transmissions.

The Clubsport R8 sedan was first to hit the track, the grey four-door handling admirably on sports suspension, but not quite as sharp as MRC-equipped vehicles driven later in the day. Braking was competent, but obviously not as strong as the SV Enhanced six-pot offering fitted to the GTS models available. Steering too was not as sharp on turn-in as the wider 8.5-inch front (20-inch diameter) rims found elsewhere in the range.

In all though, the package held up well to a three-lap onslaught. The brakes did get a little hot and the pedal was slightly spongey at the end of three hard laps, but revived once cool. Road tyres too were a little raucous in holding the car's considerable weight through the tight double-apex corners of a track usual reserved for two-wheeled action.

Jumping in to Maloo R8 and the situation was nearly identical. Grip was surprisingly tenacious considering the lack of weight over the rear wheels, although the stability control and antilock braking systems were a little more active through the narrow track's more demanding sections.

Leaving the best until last, the two GTS offerings were a standout in terms of performance and handling, the wider front wheels sharper on turn-in, also more stable through corners allowing less follow through of the (steering) wheel.  The added performance was also noticeable in piling on a few more clicks down the back straight.

The LPI version of the GTS was perhaps the biggest surprise of the day, the system working seamlessly in the transition zone (around 4000-4500rpm), a slight slowing in torque delivery perhaps the only evidence the car was operating on gas below the required engine speed change over.

When it comes to lap times, the LPI and petrol versions were within a whisker of one another, the additional weight perhaps having more to do with this than the operation of the system itself.

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