HSV GEN-F2 ClubSport R8 LSA 2015 Review

HSV ClubSport R8 LSA sedan
Road Test

They may soon be gone, but the last HSVs -- codenamed GEN-F2 -- won't be forgotten quickly. Packing a supercharged V8 that boosts power from 340kW to a cheek-rippling 400kW, sporting improved rear suspension, stronger brakes and a tough new look, the HSV ClubSport R8 LSA is a fitting swansong for the Commodore-based HSV range. And at $80,990 (up $7700), it still represents impressive value.

The feeling of nostalgia is strong as I return the outrageously powerful HSV ClubSport R8 LSA to the company's headquarters in Clayton.

Cruising sedately past the industrial parks on a sweltering Aussie spring day, I can't help being emotional about the fact that when the locally-built HSV-based Commodores are no more in a little over two years, there may never again be a vehicle that delivers this much performance at this price.

How many rear-drive V8 sedans are there today that deliver near-supercar levels of acceleration for less than $100,000? Just a couple. How about a 400kW sedan for under $90,000, then? There's only one – the HSV ClubSport R8 LSA.

It'll be missed, and justifiably so, but right here, right now, things look good. Real good.

From the moment the engine fires up, blatting and crackling momentarily as it settles down to a regulated idle, the new ClubSport feels meaner, tougher, and altogether more exciting than ever.

OK, so the interior is barely changed and you won't feel the 'newness' straight away, and tickling the throttle for the first time sees the HSV purr along quietly, smoothly and with remarkable refinement – much as it has in the past.

But give it a bit more poke and the difference over its naturally-aspirated LS3 predecessor becomes abundantly clear.

The former LS3 operated best high in the rev range, above 4500rpm, but the new LSA-equipped Clubbie has a much shorter temper, getting angry – seriously, properly wrathful – from 3000rpm. Superchargers, bless 'em! This one gets an Eaton four-lobe unit pumping 9psi of boost and you can hear just a faint whine as the car charges forward.

The powertrain also features a water-to-air intercooler and other upgrades include the GTS's 9.9-inch limited-slip differential, stronger prop shaft and a tougher six-speed automatic transmission to cope with the thermonuclear power boost.

Essentially a detuned version of the GTS's blown 6.2-litre V8 (430kW/740Nm), the ClubSport's peak power of 400kW arrives at 6150rpm while peak torque of 671Nm comes at 4200rpm. It sounds like a fairly highly string performance band but I swear almost all of that torque is on tap from 2500rpm – at least it feels that way.

Drop the hammer from standstill and the wheels spin. Massage it with care and you'll discover immense thrust. It was a struggle to get a smooth 0-100km/h run with the V-box (but kind of fun too – steering with the throttle is a lark!).

Yeah, I can hear the amateur hour comments already, but even with mild rear-tyre histrionics the HSV ClubSport R8 LSA reliably returned five-second runs to 100km/h – impressive for what is a heavy car at 1907kg sans driver.

HSV reckons both auto and manual models will do 4.6-second 0-100km/h passes and I reckon with a bit more time I would've gotten close to that. Suffice to say it's fast. Effortlessly, instantly, dramatically fast.

And the quarter mile? That takes just 12.7 seconds, says HSV.

A new high-flow exhaust system with bi-modal mufflers brings a little more voice to the ClubSport at wide throttle openings, and it sounds fantastic from the cabin when the drive mode dial is flicked to 'Sport'.

Heard from the outside at full noise, the music pumping out of the quad exhaust system is not quite as rousing, the most exciting element being the crackle and sputter on the overrun.

The updated 6L90E six-speed automatic transmission is smooth and quiet at suburban speeds but swift and decisive when things heat up. Throttle response has been improved slightly too and despite a new rear-end suspension set-up with stiffer springs and damper rates, the Clubbie is still a comfy cruiser.

It impresses most, however, when the steering wheel is turned. Although the Clubbie doesn't have the push-button adjustable suspension of the GTS, the new rear suspension array combined with the revised spring and damper settings (to cope with the extra weight of the bigger rear diff) gives the car remarkably good mid-corner stability.

Predictable and progressive when tipping into corners, the HSV ClubSport has better body control than previously and feels more planted now. There's loads of grip from the chunky 20-inch Continental tyres (255/35 front, 275/35 rear) and plenty of seat-of-the-pants feel mid-corner.

Only when firing out of tighter, second-gear corners does the rear-end start to giggle, and even on less-than-perfect road surfaces the HSV flourishes, eagerly attacking crumbling country bends with competence and conviction. True blue, this is a force to be reckoned with!

With more thrust available lower in the rev range it's also easier (and more satisfying) to drive fast than before, punching out of corners with balanced aggression in almost any gear. If you want you can use the steering wheel paddle shifters or the knob to flick through gears, but with so much torque always on hand I rarely felt the need.

The brakes have been beefed up too, which adds a little more confidence when pushing hard on winding roads, the AP Racing four-piston callipers biting hard into 367mm front and slightly larger 372mm rear discs.

Dynamically, the new HSV GEN-F2 ClubSport is a positive step forward for the brand. It's more capable, more composed and its relentless acceleration is addictive, making it heartbreaking that the evolution of the bloodline ends here.

But it's not all buttercups and flapjacks. The interior is barely changed and it has a hefty thirst for high-octane (98 RON) premium petrol – my final figure was 17.2L/100km – making the pushrod V8 a much bigger drinker than more sophisticated German turbo V8s.

But nobody buys an HSV for fuel-efficiency and the spacious cabin is actually very comfortable and functional, with all the mod-cons you could want, including satellite-navigation, Bluetooth everything, dual-zone climate-control and a detailed head-up display.

The electrically-adjustable leather-trimmed sports seats with overt stitching are seriously comfortable, there's copious room for four adults, a massive boot plus keyless entry and engine start, while automatic lights and wipers mean less time fiddling with controls and more time playing sonorous V8 music.

As the curtain starts to fall on Aussie-made large cars, we may never again witness an era where so much power is so affordable – and so usable!

It's true that $83,490 ain't chump change, but if you want 400kW, rear-drive, comfort, space, dynamics and visual appeal, then you'll have to turn to the European marques, and they charge a little more.

After returning the GEN-F2 ClubSport R8 and waiting in the baking afternoon Melbourne sun for a taxi, I'm equal parts jubilant and crestfallen. HSV's final Clubbie is a pearler and still delivers unrivalled bang for your bucks. Get a piece of the action while you can.

2015 HSV Maloo R8 LSA auto pricing and specifications:
Price: $83,490 (plus on-road costs)
Engine: 6.2-litre supercharged V8 petrol
Output: 400kW/671Nm
Transmission: Six-speed automatic
Fuel: 17.2L/100km
CO2: Not quoted
Safety rating: Five-star (ANCAP)

Also consider:
>> Ford Falcon XR8 ($53,490 plus ORCs)
>> Holden Commodore SS-V Redline ($52,490 plus ORCs)