HSV Maloo GEN-F2 R8 2015 Review

Surrounded by as much fanfare as Holden’s limited budget could muster, the VFII Commodore SS-V Redline sedan  and utility is The General’s final response to the people… and the people wanted MORE GRUNT.

The resulting LS3 6.2-litre V8 installation (and appropriately aggressive exhaust note) barked hard enough with its 304kW and 570Nm outputs — the latter equalling the same engine in outgoing 340kW Maloo R8 tune — that HSV simply had to respond.

Thankfully, another LS-engine has been on HSV’s books in its flagship GTS. For the lower rungs of the GEN-F2 range, therefore, HSV substituted LS3 for LSA.

Incorporating much of the supercharged GTS running gear bar the bi-modal intake system, the ‘junior’ LSA is now available in the GEN-F2 ClubSport R8 sedan and Maloo R8 utility.

It brings a more-than-useful lift in outputs, with 400kW on-tap at 6150rpm and 671Nm at a still-high 4200rpm. The former is a 60kW lift over its naturally-aspirated predecessor, but the latter’s 101Nm hike is more telling.

Recommended is a 98 RON premium unleaded diet, though 95 can also be used if you don't mind slightly reduced performance, and fuel consumption increases to a thirsty 15.3L/100km for the manual.

To take the LSA’s extra heat, HSV has worked through the Maloo R8 drivetrain to ensure these mammoth outputs can be translated to the tarmac, time and again.

The six-speed manual-equipped Maloo R8 LSA ($76,990 plus ORCs – up $7000) now features the heavy-duty Tremec MG9 gearbox. The GTS 9.9-inch limited-slip differential has also been added between the rear axles.

Opt for the six-speed auto (a $2500 option) and you also gain paddle shifts for the toughened 6L90E transmission. Either option brings additional transmission and differential oil coolers.

The rear suspension makes do without the Magnetic Ride Control of the flagship, but bespoke spring and damper tuning for the utility’s unique weight balance and payload requirements are said to further reduce body roll.

Incidentally, the Maloo R8 LSA will tow 1600kg with a braked trailer and -- based on a 2410kg GVM and unladen mass of 1869kg – has a theoretical payload of just 540kg, minus the weight of the driver and any other extras.

HSV recommends servicing every 15,000km or nine months, whichever comes first. An initial inspection at 3000km or three months is also listed.

A capped-price service program is available for the first five years or 105,000km. The first four standard services are capped at $329 with the next three at $399.

Outside, the only two-door GEN-F2 available features a cleaner look with a refreshed front bumper incorporating a ‘splitter’ line and dual-function DRLs. A touch of muscularity is added by heat-extracting bonnet vents as seen on Holden's VFII LS3 models.

Side skirts are reprofiled and the rear apron also redesigned, with the talking point undoubtedly being the LSA badge emblazoned on the rear.

New-design five-spoke 20-inch alloy wheels are standard with a dark stainless forged 20-inch five-spoker optional. Both are treaded via OE Continental ContiSportContact 5P tyres, measuring 255/35/20 front and 275/35/20 rear.

Braking is taken care of via AP Racing four-pot callipers all round. Front rotors retain a 367mm diameter, but rears grow to vented 372mm units – the same size as the GTS, but comprised of one rather than two pieces.

Perhaps the largest point of controversy lies in the cabin, with the removal of HSV’s Enhanced Driver Interface as standard equipment; it now resides on the options list.

Also missing are the auxiliary gauges from the centre console, removed to increase storage space and admittedly making for a cleaner finish.

Otherwise the interior is much of a muchness, with issues such as the manual-adjust leather seats and sometimes-clunky infotainment system showing where HSV’s budget was focused.

Sharing the GTS's bi-modal exhaust system and quad exhaust outlets, the immediate impression of this last-of-the-line ute is the snappy bark as you hit the starter button, before it settles down to idle… one that is almost too quiet for such an overtly aggressive machine.

Adjusting from Tour to Sport on the console-mounted Driver Preference Dial restores some of the lope first promised on ignition. It would be rude not to, really.

Although the pedal action for the twin-plate clutch remains heavy, the gear shift itself reveals smoothness not present in the lighter-duty Tremec found in the GEN-F variants.

Once underway, low-rev throttle response shines. There’s torque everywhere, despite that high-rpm torque peak, as the supercharged engine pulls its relatively tall gearbox ratios with greater ease than the model it replaces.

It also sounds strong, though without that manic step-change at 4000rpm found in LS3 variants. There’s only a little supercharger whine present under load, and backing off the throttle heralds some crackling burble and pop through the exhausts.

Slot back into Tour mode and the over-run histrionics cease, revealing a cabin that is manageably quiet and perfect for when you’re on the enhanced Bluetooth telephony system on the way to the next job. There is a noticeable delay, however, in entering a number versus when the call is actually made.

Unfortunately, the interior clean-up failed to improve visibility. You can see a truck behind you in the rear window but little else, and – as with the Holden Ute -- the small window cut-outs near the B-pillar are essentially unusable. Thankfully, the lane departure warning system and parking sensors perform their tasks well.

It would also be fitting to see a Momo or similar performance-style steering wheel and gear selector as a nod to HSVs of old and to further differentiate the HSV product from the mainstream. The leather seats are comfortable, but once ensconced they are quickly forgotten.

While the engine is as impressive as you’d expect, what’s even more surprising is the Maloo R8 LSA’s polished ride and handling. It feels both more compliant and more roll-resistant than its predecessor, as well as a large step forward over the Holden SS-V Redline Ute.

Grip impresses and the GTS differential does a fine job of diverting all that go to the road with predictable progression. Brake feel remains strong and consistent and the electric steering weighs up nicely through the transition from Tour to Sport and Performance.

As far as final editions go, the Maloo R8 LSA offers enough of a step forward to be a fitting finale to a long-running Australian legacy. The engine’s response and outright snap are deeply impressive and the rest of the running gear is honed to liberate the extra performance to the full.

Combined with the most resolved utility chassis ever, the final Maloo is the also the finest ute Australia has ever produced.

2015 HSV Maloo R8 LSA auto pricing and specifications:
Price: $79,490 (plus on-road costs)
Engine: 6.2-litre supercharged V8 petrol
Output: 400kW/671Nm
Transmission: Six-speed automatic
Fuel: 15.8L/100km (ADR Combined)
CO2: Not quoted
Safety rating: Five-star (ANCAP)