HSV supercharges GEN-F2 range

HSV's GEN-F2 model range will be a fitting finale to the niche manufacturer's heritage of high-performance Holden-based sedans, wagons and utes.

Based on the recently previewed Commodore VFII, all the new HSV models come in for cosmetic tweaks that lend more aggression and attitude to each car's styling, plus there's a supercharged LSA engine now under the bonnet of most variants. The GTS, with its 430kW engine continues unchanged in the powerplant department, but all other short-wheelbase variants at launch will offer the supercharged engine in 400kW/671Nm guise.

Displacement of 6.2 litres matches the GTS engine's, but changes to calibration and the fuel delivery system's airbox have resulted in the lower output – somewhere between the 340kW atmo engine of the superseded GEN-F range and the full-house GTS, which delivers torque of up to 740Nm.

The Grange continues with the naturally-aspirated LS3 V8, and HSV plans to introduce naturally-aspirated variants of the ClubSport R8 and Maloo R8 in the first quarter of 2016. According to the company, demand is expected to be very strong for the LSA-equipped cars and factory capacity is unlikely to be freed up for the lower-priced cars with the LS3 engines prior to Christmas.

HSV's decision to stick with the LS3 for the Grange was driven by the cost of re-engineering the Caprice-based sedan for the LSA, versus the projected revenue from sales.

But the LSA in the lower state of tune provides an important point of difference to position the non-GTS variants above the LS3 variants of GEN-F (and Holden's own Commodore SS models – now with LS3 power), but still at a more affordable price than the GTS.

"We had to move up," explained HSV's Director of Engineering, Joel Stoddart. "Our LS3 was at 340kW and 570Nm, which was... even around the GM world that was about as high output as anyone was getting out of that engine in its standard guise – without what we'd call open-heart surgery.

"That had maxed out, so the LSA was the next logical step... particularly with the [Commodore] SS getting the LS3."

"The hardware and software changes helps us differentiate the two [GEN-F atmo models and GEN-F2 LSA variants]."

The broader adoption of LSA power for GEN-F2 required the mainstream models be kitted with the higher-spec hardware of the GTS, says Stoddart. This included a "stand-alone" cooling system for the transmission and differential – on the same line to the heat exchanger at the front of the car and back. Additionally, the 400kW LSA variants boast their own water-to-air charge-air cooling system. And the engine oil is cooled by a water-to-oil system (rather than cooled by air) similar to that used in the company's W427. A stacked-block cooler is "bolted to the side of the engine", as Stoddart explained it, taking water from the radiator and cooling the oil through conduction.

All the cooling equipment was introduced with the GEN-F GTS, so it's not essentially new to GEN-F2, but it is unique in the GM world, since Australia is the only RHD market in the world that builds a unique design with this LHD-centric supercharged V8 at its core. Similarly, the high-flow exhaust headers, catalytic converters and bi-modal rear mufflers are carried over from the superseded GTS.

The 400kW models are pumping torque through the GTS's 9.9-inch rear diff, as the previous differential was at its limits around 570Nm, says Stoddart. And the manual (Tremec TR6060) six-speed box, featuring a twin-plate clutch, now comes with a revised 'MG9-spec' heavy-duty gear cluster. As an optional alternative to the manual box, the 6L90E automatic transmission replaces the 6L80E unit offered with the LS3 models.

HSV had to come up with a unique rear suspension module for the 400kW cars – without the MRC (Magnetic Ride Control) of the GTS, but tuned to handle the stronger torque. Similarly the rear disc rotors of the superseded cars were incompatible with the new suspension module, but the new ventilated rear rotors for the 400kW models are 5mm larger in diameter (now 372mm, and 367mm at the front). However, they are one-piece units, unlike the GTS, with its two-piece rear brake rotors.

The GTS features 390mm (front) and 372mm (rear) discs that are cross-drilled, whereas the rotors of the other cars are slotted. Six-piston callipers are specified for the GTS, four-piston for everything else. And those callipers are yellow for the GTS, pewter for Senator and Grange, and red for the 400kW LSA models.

Stoddart says that "a significant amount of work went into" the recalibration of the stability control system to take into account the higher output and different suspension settings and brake parameters.

Distinguishing the 400kW cars as such is an 'LSA' badge on the left side of the bootlid, other than in the case of the Senator Signature. Unlike its GTS counterpart (with 'A' in yellow), the badge on the lower-output cars features the letter 'A' in red.

This is by no means the end of the story for the cosmetic changes for GEN-F2. The new models have gained revised frontal styling (a front splitter line, new apron, revised DLRs), new side skirts with scalloped section, pitch-black fender vents/mirror scalps, satin-graphite lowline spoiler on the boot, a new rear apron, new wheel designs and LED tail lights for the Tourer.

Bonnet vents taken from the VFII Commodore SSV get their own HSV treatment, finished in a 'pitch-black' colour. Stoddart says the vents allow hot air out primarily while the car is at standstill, but they do so without allowing water to go anywhere within the engine bay other than channelled away from the engine.

The GEN-F2 series is now available in two new exterior colours: Slipstream (blue) and Empire (copper/bronze).

Some changes may not be well received by HSV fans. There's no longer a soft tonneau for Maloo, for what that's worth, and the Enhanced Driver Interface that was previously standard across the range is now an option for all models other than GTS, which continues to be fitted with it as standard. Minor gauges in the centre-console storage bin forward of the gear shifter have been deleted, providing more storage space than before. This was a result of feedback from customers. The build plate, which was previously located on the centre console ahead of the shifter is now located behind it.

Otherwise, specifications and equipment are largely as for the GEN-F models. Keyless entry, an alarm, multi-function leather-bound steering wheel, trip computer, cruise control, auto headlights, rain-sensing wipers, reversing camera, satellite navigation, electric windows/mirrors, dual-zone climate control, electrically-adjustable front seats and 20-inch alloy wheels are all standard across the range.

GTS, Senator and Grange feature heated front seats in addition, and the Senator and Grange are also fitted with heated exterior mirrors that dip for reversing, puddle lights, three-position memory for the driver's seat, a luxury lip rear spoiler and chrome mirror shells.

HSV has a personalisation scheme available to customers with the following options: 20-inch 'SV Rapier' forged alloy wheels in a dark stainless finish, electric tilt/slide sunroof, satin graphite low-line rear spoiler, Hyperflow Performance rear spoiler, 'Red Hot' leather upholstery, Phantom Black roof and the Enhanced Driver Interface that is standard for GTS.

HSV will roll out the new model in stages, with the media launch taking place with effect from today (September 22). The cars will begin reaching dealers from October 12 – with retail deliveries to commence from October 26.

Pricing, reflecting in most cases the new engine for the HSV GEN-F2, is as follows:
ClubSport R8 LSA manual - $80,990 (+$7700)
ClubSport R8 LSA auto - $83,490 (+$7700)
ClubSport R8 Tourer LSA auto - $85,990 (+$9500)
Maloo R8 manual - $76,990 (+$7000)
Maloo R8 auto - $79,490 (+$7000)
GTS manual - $95,990 (+$1500)
GTS auto - $98,490 (+$1500)
Senator Signature manual & auto - $92,990 (+$9000)
Grange auto - $86,990 (+$1000)

Pictured: Clubsport R8 (white), Tourer (blue), GTS (green), Maloo R8 (red) and Senator Signature (silver).