HSV GTS 2015 Review

When the GEN-F HSV GTS first arrived, the motoring press was in awe of just how close to complete it was. It's perhaps a sign of the times that a lack of gearshift paddles for the six-speed automatic transmission was highlighted as a key failing in contrast to competition as starkly contrasted as the Jaguar XF R and Chrysler 300 SRT-8.

Now, having driven a MY2015 HSV GTS automatic, complete with gearshift paddles, it has to be said that – given the car's ultimate capabilities – having both hands on the wheel at all times has never been so beneficial.

Compared to the recently-reviewed ClubSport R8 [Ed: watch this space], which gained power and torque hikes for 2015, the alterations to the GTS are more subtle. The standard 20-inch 'Blade' forged alloys gain a dark stainless finish and there's an optional 'Hyperflow' performance rear spoiler to join a low-line spoiler, SV Performance 20-inch forged alloys finished in satin graphite, 'Red Hot' leather seat trim and electric tilt and slide sunroof on the options list.

The underbody hardware starts with the gargantuan 6.2-litre supercharged 'LSA' petrol V8 engine. The spec sheet reads 430kW at 6150rpm, and some 740Nm from 3850rpm. In short, where the ClubSport R8's nat-atmo, 340kW engine needs revs to give its best, the GTS crumples tarmac from idle onwards.

Carry-over six-speed manual or the $2500 cost-optional paddle-shift six-speed auto remain the two transmission options. Transferring all that grunt to the rear 275/35-series Continental SportContact 5P rubber (they measure 235/35 up-front) is a 9.9-inch differential driving the rear wheels, while slowing it all down again is six-piston AP front brakes with two-piece, cross-drilled rotors to front and rear. Generation three 'magnetic ride control' adaptable suspension and torque vectoring further enhance the GTS's credentials as the most complete Australian muscle car of all time.

HSV recommends the GTS is run only on 98-octane fuel, though 95-RON 'won't cause any issues despite reduced performance'. Servicing-wise, the initial inspection falls at 3000km or three months (whichever comes first). The first regular service falls at 15,000km or nine months and continues at those intervals thereafter. Four regular services are covered under HSV's capped-price servicing program, for a keenly priced $220 per service.

HSV has always done road presence well, and the MY15 GTS is no exception. It looks large and menacing in the best muscle car tradition, the aggressive grilles, bold yellow brake calipers and sheer stance shouting performance. 'Large' also extends to the cabin space, with plenty of room for five, and the wide bootspace offering copious luggage storage.

Despite the interior's swathes of leather and Alcantara and contrast stitching on the leather-clad steering wheel, the GTS cabin doesn't stand out from its $20,000-odd cheaper ClubSport brother, and sadly the shift paddles for the automatic transmission feel plastic to the touch, as if a hasty afterthought.

Despite this, there is a high level of standard equipment with the eight-way electrically-adjustable and heated front seats the major drawcard. There's also a nine-speaker BOSE stereo, dual-zone climate control, sat-nav, reversing camera, forward collision alert, lane departure warning, auto park assist, side blind zone alert and keyless entry/go; basically everything its six-figure rivals also have.

A brief flourish of revs at start-up signifies the GTS intent, but left in the 'Tour' function of the drive control, the HSV is almost apologetically quiet… and that can be a good thing for around-town cruising with the air-con cranked and Bluetooth audio streaming your favourite song. Moving to 'Sport' – the second of the four modes available – opens the exhaust up and firms up input responses while loosening the traction and stability control thresholds. For the day-to-day, it's an ideal mode, the sound coming into the cabin letting you know what lies beneath without being obtrusive, and the same can be said for the subtle change to steering weight, throttle response and ride.

What is constant, however, is the ludicrous amount of torque on offer. In any gear at any revs, a flex of the right foot reveals a supercharger whine before the V8 grumble takes over and occupants are sling-shotted forward. Just watch that right foot; recorded fuel consumption was 17.1L/100km… not far off the 15.7L/100km claim of the MY14 GTS with an unchanged driveline (HSV hasn’t quoted consumption for MY2015), but still substantial.

Moving through performance mode to track mode has the GTS turning, gripping and responding with impressive alacrity given its 1842kg (quoted, tare) mass, though the vehicles’ sheer scale and immense acceleration make it feel like a ‘one-and-a-half’ lane car on narrower stretches of tarmac.

Bringing the shift paddles into play adds an extra degree of control, allowing the driver to focus on placement, apex and exit and carrying more confidence into braking zones, where despite its mass the GTS performs admirably.

The MY2015 upgrades have given this local product a complete performance envelope on a par with the far more expensive Euro opposition (just don't compare interiors), and one that is undoubtedly superior to 'American-based' competition such as the Chrysler 300 SRT-8 and recently-defunct product from Ford Performance Vehicles.

The HSV GTS remains the king of Australian roads.

Also consider:
>> BMW M5 (from $229,930)
>> Chrysler 300 SRT-8 (from $66,000)
>> Jaguar XF R (from $189,545)