HSV GTS 2006 Review

Intel Inside

No longer is the GTS the hero model, the track-day bully with the most power and performance -- all three models within HSV's new range have been created as power- and torque-equals.

There will be those who won't like this approach, as it means no owner can automatically assume bragging rights over fellow HSV buyers, but others will appreciate its emphasis on an all-round package that extends beyond simple under-bonnet muscle.

It's evident, however, that HSV itself wants to move on from appealing primarily to people who struggle with anything but a ‘mine's bigger than yours' mind-set. HSV managing director Phil Harding counters those who feel that, as a hero car, the $74,990 ($76,990 for auto) GTS should have more ponies than its peers by stating simply: "This car handles better, has more power, goes quicker, and has superior brakes and bigger wheels than any GTS we've made before."

The familiar LS2 6.0-litre all-alloy pushrod V8 gets the obligatory extra oomph from its HSV-developed 4-2-1 tubular extractors, which materialise at the back end of the car in two sets of dual tailpipes. That old drone is no more, replaced by a more musical sound than the old Z-Series cars, at least from inside its cabin.

The diff ratio has also been changed. Instead of the Holden VE manual's 3.43 and the auto's 2.8, HSV went for an auto with a 3.27, while the manual gets a lower 3.7, all in the quest to deliver an improved launch feel.

Maybe, because the refined chassis and bigger footprint combine to subdue its lively performance, the V8 doesn't feel all that menacing. Sure, it revs crisply, and pulls hard and long. Nail the accelerator, though, and you don't get the old HSV staple -- instant wheelspin, the sound of under-bonnet torture, and a lurching leap forward. Instead, the chassis dominates the engine, which is not a bad thing.

Some things never change, though, like the engine's astonishing flexibility. On the steep climb to Arthur's Seat on Victoria's Mornington Peninsula, we experimented by allowing the revs to die to 1000 in sixth gear in the manual -- equivalent to 60km/h. And, while the speedo dropped to 40 at times, it did haul up the hill. The driveability of the big, thumping V8 remains as impressive as ever.
Moving beyond cruise mode, the fatter mid- range materialises, with the torque arriving earlier and hanging around towards the 6600rpm fuel cut-out.
For the first time in my HSV experience, other elements in the GTS's performance repertoire register more prominently than its engine.

Like its steering. Gone is the lumpiness of old. Turn in to corners, and its feel is linear and constant. The rack is now forward of the front axle alignment, instead of behind, and the wheels are pulled into position rather than pushed. On past HSVs, the steering seemed to be fighting the castor in anything but a straight line; on the E-Series, you never struggle against any geometric nastiness below. The more positive feel is also a result of pushing the front wheels forward and out, leaving little weight overhang. Having the engine largely behind the axle line helps, too.

Now, as we turn into a bend, there's no wait for the tyres to change direction and grab the tarmac, no lurch and wiggle from the business end, followed by another reaction when the throttle goes down. Instead, it's all stunningly accurate and clever, with no loss of poise at any point, no adjustment, no bad manners.

Praise, also, for the tizzed-up manual. HSV has done a lot of work on the old Tremec T56, revising the remote shifter and improving its linkages. Shift quality is way better, although it's still not quite the snick-snick action of, say, a BMW M3 or a Japanese 'box.

How about the clutch feel? Good news for left legs everywhere: the revised set-up -- same clutch, different hydraulics -- requires less effort.

The anti-lock braking system, traction control and switchable ESP, standard on all E-Series models, get a different calibration to that of Holden to better suit those owners who like to push their cars. As such, they intervene at higher thresholds, and traction and ESP don't intervene at all when switched off.

On wet roads, we noted that the ESP would chime in early, but it was handily unobtrusive in the dry. Wet or dry, the ABS was rarely triggered.

Magnetic Ride Control (MRC), a big talking point among the cognescenti, should be a huge selling point, too, provided the HSV sales team can hammer the message home to buyers receptive to a doctrine of chassis refinement.

In brief, MRC uses a magnetic field to alter the viscosity of a special magneto-rheologic fluid inside the damper, taking its cues from sensors in key parts of the car. In milliseconds, it varies the fluid's flow characteristics, constantly altering the bump and rebound damping, and smoothing out the imperfections on our roads to give a magic-carpet ride, with improved control. The fast-reacting MRC also configures on the run to help turn-in (due to altering damper tune), braking performance (limiting dive), vehicle stability and traction.

Tuned to the car and the conditions, MRC sandpapers off the roughage in the ride from the low-profile tyres and sharpens the whole dynamic effort. It feels uncanny.

The GTS has two levels of MRC tune -- Performance and Track. Tap the latter (firmer) setting and the difference is instantly obvious, although Performance is more than terrific for road driving.

The HSV's brakes are 365mm vented and grooved front rotors and 350mm rears with four-piston calipers. Will the technology snobs sniff at four pistons when six are now so fashionable? Not if they try these new brakes. HSV boasts a superb 100km/h-standstill benchmark of 36.0 metres. Pedal feel is excellent, with that all-important reassuring early grab. MRC is a wonderful help here, as it reduces front-end dive under fierce braking and maintains stability.

HSV quotes an impressed Bosch braking engineer who remarked that the GTS "has the best brakes of any car I've driven."

Okay, maybe that bloke hasn't driven a Porsche 911, but we agree that the HSV's stopping distances seem comparable with anything else we're aware of, bar the king 911. We look forward to a Wheels braking comparo in the future.

These are the first HSVs to get front and rear wheels/tyres of different widths, and the GTS is the first Oz production car to run 20-inch wheels as standard. This resulted from a lot of co-operative work with local manufacturer ROH.

The big 275-section Bridgestones, developed for HSV, look sensational, filling those huge arches and widening the track even more.

Inside, the HSV-inspired changes start with the hooded three-dial pod high on the centre dash. The white-faced dials scream sporty, but the speedo, which optimistically promises 280km/h, has some overly crowded markings.

A perfect driving position can be had thanks to the four-way steering column and power seat adjustments. The buckets, which have different colours and trims in each model, are superb, with good lumbar, hip and shoulder support. The GTS gets standard black leather with soft-feel, suede-like inserts. The lairy red leather on the test GTS is a $2490 option. However, unless you have hands like Willie Mason or Barry Hall, the unique-to-HSV lumpy-chunky steering wheel might not be for you.

Outfitted with the sort of equipment you'd expect of a prestige car, there's little in the way of optional equipment -- except for a sunroof and metallic paint.

Unlike a number of luxury cars (and the VE Commodore range), the E-Series HSVs also come standard with full-size alloy spare wheels.

HSV hopes that's another good reason to choose one of its cars ahead of a Commodore SS V or BMW, or Audi...

Images: Cristian Brunelli