HSV VZ Range

Holden Special Vehicles is about passion and performance. It's a third party which shares a very special relationship with Holden, despite the latter holding no shares in the company. HSV takes Holden Commodores, Monaros and utes and makes them faster, harder, louder.

HSV, owned by British motor racing identity Tom Walkinshaw, first opened its doors in the late 1980s and rolled a couple of modified Commodores out of its workshop. More and more were to follow, and 'follow' is the key word as HSV took its lead from Holden.

The 2004 VZ generation, the last on the Commodore's VT platform, sees that relationship change dramatically. For the first time in its history HSV will actually lead Holden to market with a whole new generation of V8 engine. HSV will be the first GM brand in Australia to shoehorn the LS2 into a production car. And not just one, but all rear-wheel drive models in the line-up.

The basics: LS2 is based on General Motors' Gen IV 6.0-litre V8 small block -- the fourth generation of a small block family that stretches back to 1955 in North America. In basic form it produces 297kW of power and 530Nm of torque through a myriad of mechanical upgrades, including a slightly larger bore.

Other major changes include a new set of clothes, 19-inch wheels and Pirelli tyres all round, and a much lighter gearbox. But the big winner is the driver, thanks to the new engine which boosts HSV's driveability through a massive injection of low-end torque -- a big issue with the previous model.

The bad news is that only the rear-wheel drive HSV models will get the new Gen IV engine at this time. All-wheel drive models will likely have to wait for the VE update in 2006. Oh, and there's no GTS sedan or coupe... yet... For a hint of what GTS could have, pay close attention to the Detroit motor show in January 2005. The Z06 Corvette in particular. Seven litres, 373kW.

When you're talking Australian muscle cars, 'features' is another way of saying performance. People don't buy these cars for their day-to-day practicality, for carrying the family to cricket or the shops. If that were the case, then why not buy a cheaper Commodore? No, this is about straightline speed, and it's about cornering prowess. It's about mine is bigger, badder and faster than yours.

Talk is cheap, performance is king, and in Australian pub racing nothing talks as loud as a sub-14 second quarter mile. CarPoint has performance tested HSV's ClubSport against the clock for Wheels magazine, but we're unable to release our figures until the next issue of Wheels hits the stands late October. (Time's up, and the Clubbie did a 13.5 second quarter mile, and a 5.3 second 0-100km/h - ed.)

Satisfy yourself with the news that the Clubbie is fast, bloody fast; in fact faster than any decent volume Aussie production in history. We'll reveal more on November 1, but if you want to know before then, buy Wheels magazine on October 27.

The HSV range has undergone some minor positioning shuffle, most noticeable on Senator. The range still kicks off with ClubSport, but from there buyers have two choices: ClubSport R8 or Senator. One delivers a handling boost, the other spends the money on luxuries.

From there we used to step up to the GTS, but HSV's not revealing that card just yet. So the only way up from Senator is to the Grange, based on the long-wheelbase Statesman/Caprice.

Two-door fans can get a GTO with the LS2 engine, or the Maloo ute, which features traction control for the first time. The GTS Coupe is also being held back for a bigger, badder return in the future.

More comfortable than a sports sedan has any right to be. HSV's Commodore roots mean plenty of room for four adults, and enough room for five. The Coupe model eschews the three-position back seat in favour of two sculpted seats for more lateral support. Legroom and headroom is good in the rear, and getting into the back is as easy as you can rightfully expect of a two-door.

Driving position is never an issue with a multi-adjustable driver's seat and tilt/telescoping steering wheel. Commodore can't match Falcon's adjustable pedals, however. HSV's sports front seats provide plenty of lateral support to occupants, and new 19-inch Pirellis do a good job of isolating sharper bumps from the cabin.

Little movement in this area, given it is dictated by Commodore fitment. Probably the biggest change comes from the new engine's electronic throttle which allows far more refined traction control of the engine's prodigious power and torque. Larger disc brakes and latest generation ABS complete the stopping half of the equation.

HSV Maloo Ute becomes the first Holden ute to gain traction control. It also receives an extra linkage in the rear suspension to better control wheel travel. This does impact load capacity marginally.

All HSV models come with dual front airbags, and sedan and coupe models get side thorax airbags also. Pretensioning seatbelts are standard on all front seats.

Big changes in this area, starting with booting the old Gen III for the new Gen IV. Don't underestimate the size of this leap: no GM subsidiary has been able to access a new Chevrolet Corvette engine within its first 12 months, let alone a third party like HSV and after just three months in the C6 'Vette.

A 2.6mm bore increase delivers 302cc extra capacity for a total of 5967cc. A higher compression ratio means more air is needed, so a bigger 90mm throttle body is employed, as are lighter, larger valves, and stronger valve springs for the 6500rpm redline, up 500rpm. A high-lift camshaft completes the list of major engine mods.

The Tremec T56 M6 gearbox has been heavily revised -- and is now called M12 -- for an easier, lighter action, and has shorter ratios in all gears bar fourth. A slightly taller final drive ratio reduces the accelerative gain marginally, but no doubt improves fuel economy. The prop shaft has been beefed up to handle the extra mumbo from the engine.

Suspension changes are relatively minor, in fact non-existent except for the fitment of 19-inch Pirelli P-Zero Rossos on all models. HSV's engineers felt the suspension upgrade unveiled at VY was still more than capable.

The VY's sometimes inconsistent steering pump has been shelved in favour of Commodore VZ's higher volume pump, which provides more linear assistance across a wider performance envelope. It is still, however, possible to catch the steering assist short in dramatic left-right turns.

All models now get the VY GTS' performance brake package as standard, meaning HSV had to launch a new, optional performance pack above that.

Ford Performance Vehicles officially has a tough road ahead, matching the performance of the new VZ. We're talking about a naturally-aspirated V8 that can almost match the high-cost performance of supercharged Mercedes-Benz V8s.

FPV's hard-charging GT, which dropped a 14.2 second quarter mile in the hands of Wheels magazine, is now more than half a second off the pace. We wonder what form the reply will take; a new V8 engine, or more modification of the existing Boss V8... Superchargers perhaps? No, we haven't heard anything, so don't take it as gospel.

What a difference a few extra Newton-metres of torque makes, or rather, where that torque is placed. Gen IV develops more torque at 2000rpm that the old engine did at 3600rpm, and that alone is enough to transform the car's character totally. Off the line acceleration is blissful and plentiful. Gearchanging is no longer something to be avoided at all costs, and the steering responds more sweetly and more progressively than ever before.

Slightly shorter gearing aids the new engine's impressive performance, sending the Clubbie into the horizon with fearful force. But it's not uncontrollable; far from it. The VZ ClubSport brings high-end performance within easier reach of more people than it's ever been before. The learning curve just got a whole lot shorter.

One benefit of GM's valve-train refinements is a 500rpm redline increase to 6500rpm, and it's noticeable how much more comfortable this engine is in the higher revs. Kinda like having your cake and eating it, isn't it? Buckets more low down torque and happier high up...

CarPoint plans to spend time on-road in a ClubSport and GTO coupe just as soon as HSV will fling the keys our way. Stay tuned for more.

7 DAY TEST

At last year's launch of HSV's VYII range, one of the most notable comments came from an HSV suit who described the Holden performance arm as being in "the fashion business."

Well, the latest VZ models with their look-at-me bolt-on bits do little to dent HSV's reputation as an automotive image leader. But with the C6 Corvette's 6.0-litre small block V8 now beating strongly under the bonnet of all rear-drive HSV models, performance has pushed styling into the background as HSV continues its power struggle with its ever-improving FPV adversary.

Twist the key and the heavy-metal hum of General-Motors' LS2 powerplant makes itself immediately felt in our Gun Metal Grey test car, emitting a heart-warming burble reminiscent of those classic carburettor-fed, V8 muscle cars of the '60s and '70s.

But replacing the old Gen III powerplant with the latest 6.0-litre, push rod unit is not merely for show, giving the up-spec 'Clubbie a notable boost across the rev range along with a severe dose of attitude.

Plant the Blundstone and the R8 hunkers down and surges forward, not letting up until the 6500rpm cut-off, all accompanied by a guttural V8 symphony. Bucketloads of low-down torque, combined with a lighter, shorter shift action from the new six-speed 'box helps send the HSV rapidly towards the horizon, with a tall first gear topping out at 80km, second at 115km, and third rushing all the way to 165km/h.

Just as impressive is the engine's flexibility; slot from 2nd to 5th at suburban speeds and there's still adequate grunt to accelerate in a hurry.

Even during the torrential rains of our test drive the 19-inch Pirellis offered superb grip, while the meaty Brembo brakes make light work of bringing the heavy sedan to an abrupt halt. VZ's new steering pump noticeably improves the HSV's feel and response in corners, while the new 6-speed short-shifter slots more confidently than the old 'box.

Inside the R8 justifies its $9000 premium over the base Clubbie with its jet-black muscle car themed cabin, superb, bolstered, leather sports seats, twin dash-mounted gauges and extra equipment. The sports suspension is tuned more for handling than comfort, giving the R8 a jiggly ride on broken surfaces.

The R8's fuel economy is also in the classic, gas guzzling muscle car vein, averaging 16litres/100km over 280 mostly highway kilometres. Stick to the suburbs and challenge your FPV-owning mates to some traffic light sprints and you'll be lucky to get 400km out of a tank of fuel.

The latest 6.0-litre HSVs take the fight up to its Ford rivals with its extra aggression, while managing to retain its around-town appeal. With FPV currently heading down the turbo six route, it's shaping up as an interesting battle between old-school cubic capacity and hi-tech technology for the hearts and dollars of the Australian public. Bring it on...