HSV's Silver Anniversary

Peter Brock’s split with Holden dominated the headlines of both the mainstream and motoring press in early 1987. The key controversy centred on Brock’s latest idea for his Holden Dealer Team’s performance enhanced Commodore range. Dubbed the ‘Energy Polarizer’, this innocent looking small box was said to transmit ‘orgone energy’ and as a result, align all the molecules within the car’s structure to make it ride, handle and perform better.

Holden was sceptical, and without having the opportunity to test its effectiveness, refused to provide the usual warranty to or endorse any HDT product fitted with the device.

Brock’s response was to have his signature removed from the HDT developed VL SS Group A road cars fitted without his ‘Plus Pack’- which included the Polarizer.

From there things continued to descend, with Brock failing to provide Holden’s engineering department with an example of his new unleaded-fuel Director to test for ADR compliance. Brock was then effectively fired by Holden, which refused to supply the HDT with more cars and told dealers they were to no longer sell HDT product.

Unfortunately the battle was fought out so publically that it truly tarnished the Brock/Holden/HDT legacy. Which had dated back to 1969 on racetracks and 1980 in showrooms when the first HDT ‘Brock’ badged VC Commodore arrived.

From 1987 on, Holden had to make some quick decisions if it wanted to continue racing the Commodore. The newly formed Holden Motor Sport Group contracted Tom Walkinshaw Racing (TWR) to develop the next model and history now shows that TWR eventually bought in. Both Holden Special Vehicles (HSV) and the Holden Racing Team (HRT) were born.

Now, 25 years on from a turbulent start, the HSV brand is instantly recognisable as Australia’s longest-serving performance car builder.

The resulting VL SS Group A ‘SV’ was clearly conceived as a racer with its massive wings, skirts and scoops. Under the swollen bonnet sat the first fuel-injected version of the 5.0-litre pushrod V8. Housing a strengthened four-bolt main bearing block and a twin-throttle body intake system, the $47,000 Group A produced 180kW/380Nm. Bilstein dampers, 16 x 7.0-inch wheels, 205/55x16 tyres and a tall 3.08:1 ratio LSD with five-speed manual gearbox completed the picture. Available only in Panorama Silver the first 500 road cars sold well, convincing Holden to build another 250, although these last cars struggled to sell with the next generation VN Holden on the horizon.

1990 VN CLUBSPORT
With underpinnings based on the entry-level Commodore Executive, the VN ClubSport was introduced in 1990 as the ‘entry-level’ HSV. It had the hardware to carry the badge, but it was packed into a car with no frills and was available for $33,320 in five-speed manual form ($34,130 for the four-speed auto).

A subtle body kit, 205/55/16 tyres on 16 x 7.0-inch wheels (the same design as on the HSV VL Group A) and Momo steering wheel were the only real addenda, while under the bonnet resided a 180kW/400Nm version of the 5.0-litre Holden V8. Note the torque figure - it was 15Nm higher than the previous Group A engine. A limited-slip diff put that power to the ground.

Without concessions to comfort the was also relatively light and performance was exceptional for the time. So successful was the formula that the initial batch of 60 immediately sold out; 410 were eventually produced and the ClubSport nameplate remains to this day, albeit without the ‘stripper’ spec of the original.

1990 VG MALOO
Holden’s emphatic return to the utility game was further enhanced with the introduction of the HSV VG Maloo - another model that survives to this day. ‘Maloo’- Aboriginal for thunder- commenced life as a V8-engined Holden ‘S’ pack ute before being carted to HSV’s Clayton facilities for the usual tweaks. From $34,148 for the manual, buyers received the same 180kW/400Nm specification V8 as the VN ClubSport, with front suspension from the flagship SV5000 and VL SS Group A 16 x 7.0-inch wheels wearing 205/55x16 rubber. A recalibrated four-speed auto was available, while the five-speed manual retained standard VN V8 specification. Inside, sports seats were fitted along with a Momo wheel; a Calais-spec dash was optional.

Built on the wagon platform, Maloo was originally intended to carry the same 718kg payload as the stock ute, but a decent ride/handling compromise couldn’t be found. This was solved by using softer rear springs and reducing the payload to 592kg. Only 132 examples of the VG Maloo were made.

1992 VP GTS (Return of the GTS)
Reintroducing the famed ‘GTS’ badge to the Holden range was always going to be special, but with the VP GTS, HSV wanted to let Ford know that it wasn’t going to reincarnate its Falcon GT without a fight from the General.

Taking the four-bolt main block from the VN Group A, the VP GTS produced 200kW/410Nm against the Falcon GT’s 200kW/420Nm. Based on Berlina trim level with sports seats and Momo wheel added, the four-speed, auto-only GTS (there was no manual deemed suitable at the time) came in three colours: Red, White and Anthracite.

The new independent rear suspension made full use of the engine’s prodigious grunt, which was channelled through chunky 235/45x17 Pirelli P-Zero rubber on 17 x 8.0-inch ROH rims - a large step up from the recent past in tyre grip.

Contemporary reports suggest the GTS wasn’t as refined as the Falcon GT, but at $53,750 it was around $10,000 cheaper and matched it for performance. 130 were built.

1994 VR HSV Caprice (rare LWB, very few built)
For the VR series, HSV unleashed its ‘stroker’, a 5.7-litre version of the venerable locally-built 5.0-litre engine. Capable of producing 215kW/475Nm it gave the HSV products a distinct advantage over their sparring partners from Broadmeadows.

Available in sporty GTS and stylish Senator form, the ‘215i’ package could also be ordered for a couple of long-wheelbase executive hotrods - the auto-only HSV Statesman and Caprice.

These vehicles received all the usual HSV tuning goodies, including retuned dampers and a larger front roll bar, along with premium braking and a limited-slip differential as standard. They did however take luxury onto new levels, with the option of a boulevard suspension tune that equipped the luxo-barges with 225/65x16 tyres on 16 x 8.0-inch alloys to go with softer spring rates and increased ride height. The top-spec Caprice was sold new for $82,590.

1995 VS MANTA
By the mid 1990s HSV had moved on from the original concept of the ClubSport. Though it was still priced under others in the range, its improved levels of standard equipment brought an increase in weight and cost that made the car less accessible to the masses. For the VS series, HSV sought to retrieve that market with the new Manta.

As if to further reinforce its mass appeal, HSV followed the path taken by the VR ClubSport and made the Manta available in both sedan and wagon forms. The recently uprated 5.0-litre engine, now 185kW/400Nm, was installed with the usual manual and automatic options. Subtly styled to the point where it was easy to mistake it for a Commodore SS at a distance, the Manta’s side badging and five-spoked 16 x 7.0-inch wheels with 225/50x16 Bridgestones provided two key visual points that placed it firmly in the HSV family. A manual sedan could be had for $47,972, while the wagon was $51,259. The latter is particularly rare today, with only 26 examples believed to exist.

1999 VT SV99
With only 99 examples built in a unique ‘Hackett Gold’ hue, the SV99 mimicked the original HSV SV88 in its naming convention; the SV for ‘Special Vehicle’ and the 99 for the year of introduction.

The VT Commodore’s Series II update spelled the end of an era for the locally-produced 5.0-litre and 5.7-litre Holden V8s, as they were replaced across the Holden and HSV range with the imported Chevrolet 5.7-litre LS1 V8. Instantly the standard Holden V8’s power increased from 179kW to 220kW, with HSV’s new baseline set at 250kW, up from 220kW.

SV99’s $76,450 entry price gained its owner a 250kW/473Nm LS1 that was matched to either a six-speed manual or a four-speed automatic gearbox. Full leather trim, a premium brake package, a six-speaker, 10-stack CD player and exclusive 18 x 8.0-inch alloys with 235/40x18 tyres helped to set the SV99 apart.

2001 VX SV300
SV300 was introduced with 2001’s VX Series II update. Priced at a whopping $94,950 - more than $10,000 above the Grange - SV300 was packed with top-shelf equipment. Available only as a six-speed manual, it housed premium brakes and unique alloys as standard, along with an exclusive mustard leather interior, electrically adjustable driver’s seat and specific SV300 logos. Its engine was HSV’s ‘full monty’, with 300kW/510Nm generated from the 5.7-litre, all-aluminium Chevrolet V8. A redesigned multi-link rear suspension, Hydratrak limited-slip diff, traction control and 18 x 8.0-inch alloys with specifically matched 235/40x18 Bridgestone S03s ensured all that grunt found the bitumen.

The SV300’s frontal styling was unique to the range, with a chrome grille featuring an embossed ‘SV300’ identification and a ‘cross hatch’ lower intake grille matched to the body colour.

The SV300 was certainly exclusive: Only 100 were built in a choice of three colours, Hackett Gold, Phantom Black and HSV Racing Green.

Externally there were the usual side skirts matched to a front facia, which shared the same treatment as the HSV sedan range. Model-specific, ‘Chrome Shadow’ 18 x 8.0-inch alloys provided additional sparkle.

The inside was familiar to owners of the VY Senator with full leather trim and eight-way adjustable driver and passenger seats. Rear-facing third-row seating was optional.

With its two-tonne heft, the Avalanche dulled the performance of the peaky LS1, although it could still achieve 100km/h in less than seven seconds - on any surface.

With Avalanche’s 38:62 front-to-rear torque split, Coupe4 retained a rear-biased driving feel. Though it was saddled with an ageing four-speed transmission it could still hit 100km/h in 6.1 seconds, or 6.6 seconds if you deployed full power on gravel. On twisty roads, it could give the 300kW GTS a run for its money, as it was able to use more of its power more of the time.

That changed with 2006’s Astra VXR. Powered by a turbocharged 2.0-litre inline four, the sharply-styled, six-speed manual VXR produced 177kW/320Nm for the driven front wheels to contend with.

The car was essentially an import from GM’s European subsidiary Opel’s Performance Centre (OPC), with the VXR badge coming from GM’s United Kingdom brand, Vauxhall. HSV green-lighted the VXR to compete in the ever-intensifying hot-hatch sector, where it was priced at $42,990 to go head-to-head with competition that included the (cheaper) Focus XR5 and Mazda3MPS. To tame the power, properly HSV-sized, 235/35x19 rubber encased in 19 x 8.0-inch rims was used in conjunction with traction and stability control systems. Inside, Recaro seats and OPC-branded dash displays added further sportiness.

That changed with the ClubSport Tourer R8. Here was an advanced Aussie wagon that incorporated HSV’s sophisticated multi-link IRS to deliver ride and handling comparable to European rivals at a fraction of the price ($65,990 manual, $67,990 auto - for reference, a 2008 Mercedes-Benz E63 AMG Wagon was $245,312).Under the bonnet, the new 6.2-litre LS3 packed a storming 317kW/550Nm punch, while both manual and automatic options had six ratios.

Four-pot front and rear brakes hauled the two-tonne Tourer down from 100km/h in only 36 metres, while massive 275/35x19 rear tyres on 19 x 9.5-inch rims gave exceptional traction. 245/40x19 front hoops on 19 x 8.0-inch wheels also offered sharp turn-in.

With the same menacing look as its sedan stablemate, Tourer R8 was a perfect family car, especially with the optional overhead rear DVD player installed.

2008 W427
After aborting plans for a road-going version of the mighty 7.0-litre Monaro that won consecutive Bathurst 24-hour races in 2002 and 2003, W427 was perhaps the most eagerly-awaited HSV since the original VL SS Group A released 20 years earlier.

Powered by what was effectively a Corvette-based race motor, W427 sported a dry-sumped 7.0-litre V8 that produced an astounding 375kW/640Nm. It was matched to a heavy-duty six-speed manual with appropriately hefty clutch. It also carried a hefty price tag - $155,500 - though even at that price-point, W427 represented solid value when compared to the contemporary $240,000 BMW M5.

The interior received full red leather trim and multi-function steering wheel, while outside the front facia and 20 x 8.0-inch front rims (with 245/35x20 tyres), along with massive 20 x 9.5-inch (275/30x20) rear wheels were unique.

The rest of the package was suitably fettled to take the big-block V8. Six-pot front/two-pot rear brakes, stiffer springs and bushes along with unique calibrations for the Magnetic Ride Control damping, stability and ABS programs ensured W427 delivered an appreciable step-up in all-round performance from its less exclusive stablemates. And exclusive it was, with only 137 built (plus one show car).

2012 E3 GTS
From its ‘shockwave inspired’ front fascia, daytime running lights and ‘hazard’ design 20-inch wheels, there can be no mistaking the menace of the latest HSV GTS. Although the latest, 325kW/550Nm version of the all-alloy, 6.2-litre Chevrolet-sourced V8 lags behind the current supercharged FPV GT range in outright power, the $82,990 ($84,990 in auto) GTS combination of launch control, ‘Magnetic Ride Control’ adjustable damping and ‘Competition Mode’ stability control option give GTS a dynamic edge.

The rims measure 20 x 8.5-inch at the front (with 245/35x20 tyres) and 20 x 9.5-inch at the rear to accommodate 275/35x20 rubber. Four-pot brakes (with six-pots optional) and the ‘Enhanced Driver Interface’ that offers a raft of driving data further support the sportiness of the latest GTS.

But the story of the latest HSV product isn’t purely about balls-out motoring. Yep, even HSV has joined the green movement, with a specifically calibrated Liquid Propane Injection (LPI) system. Available optionally across the range, it offers a 13 per cent improvement in emissions as well as cheaper running costs with no sacrifice in power.

CONCLUSION
Australia has to be proud of the way The General has built the HSV brand over the last 25 years. From beginnings focused mostly on motorsport it has - through its ever-evolving succession of quality road cars - engendered a loyalty from its home country that remains as strong as that of any other manufacturer. HSV remains a true halo brand, with generations of Holden buyers aspiring to step up for the opportunity to own one, one day.

Three picks: Industry figures choose their favourite HSVs:

Phil Harding- Managing Director, Holden Special Vehicles

1. W427. This car delivered excitement in spades - an understated look with a massive increase in engine output, but the chassis was also improved to cope with the power. This is a car that creates adrenalin. You know it is very powerful, very quick - and then you get in and turn the key. It was a limited production run, highly collectable and very rare, so it is very special.

2. Coupe 4. A great looking car with a wider stance and flares over the wheel arches. The chassis was the best in its day, and it was extremely quick and stable around the proving ground’s handling track. We also measured a 0-100km/h time of 6 seconds - on sand! It’s also very rare and very collectable.

3. E3 GTS with LPI. This is the best production car from HSV. It has presence on the road, huge amounts of driver satisfaction and has features not available on other cars at a similar price. It stands as a technology leader, a tribute to HSV’s capabilities. And I love driving it. It makes me feel good.

Christophe Boribon- National Auctions Manager, Shannons

1. VL SS Group A SV. The first HSV produced, initially 500 units for homologation, then a further 250 road cars. The Bathurst win in 1990 with Grice/Percy adds to its race heritage. Its very ‘out there’ body kit created controversial response from the public when released, but it is truly seen today as one of the iconic Australian Muscle cars, and a potentially solid investment.

2. W427. The most expensive HSV built, with only 137 examples, plus one show car produced. The 375kW 7.0-litre V8 makes it the most powerful and fastest car built by HSV. Rare and well appointed, it is still commanding strong prices today. It will become a future classic (if it isn’t already), given the high power and low volume.

3. ClubSport R8 Wagon. The best looking upmarket wagon to come out of Australia, with ample grunt from its 325kW, 6.2-litre V8 and useability for family and sporting activities. A great ‘bang for bucks’ option when compared to its European rivals, it remains one of the fastest production wagons.

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