Walkinshaw Performance W407 2016 Review

Holden Commodore SSV with Walkinshaw Performance W407 kit
Road Test

What's got 16-valves, eight-cylinders, belts out more than 400 kilowatts and rocks like a wind-up robot toy when idling? Walkinshaw Performance's latest upgrade kit, the W407. Fitted to a Holden 2015 Commodore SS-V with a 6.2-litre V8, the kit costs $9990 fitted and adds new engine internals, an ECU tune and full exhaust system. Fast, loud and lots of fun, this is more than guilty pleasure, it's a great car.

The pros and cons of driving a big V8 muscle car
Waiting at a set of traffic lights, a Ford Focus ST pulls up beside me. The driver takes a look at the dark grey Commodore I'm sitting in and clearly notices the Walkinshaw livery. I notice him noticing the car.

Then it's go time and old mate in the Focus wants to dance.

Although my ego doesn't usually get the better of me – I worship exclusively at the church of rationality – the Walkinshaw does strange things to one's reasoning. Before I can blink the throttle is pinned, the tyres are squealing and a thunderous roar from the exhaust pipes reverberates for miles.

And thus my week long adventure with one of the most entertaining and indeed engaging Commodores begins.

But first let's look at the particulars.

Fitted with a new camshaft that's lumpier than a three-year-old pillow, beehive-style valve springs, cam sprocket, camshaft bolt set and crankshaft bolt, the modifications give the Commodore teeth.

On top of the LS3 engine's internal tweaks, Walkinshaw also adds a cold-air intake over the radiator to help on the intake side, and ceramic-coated four-into-one long tube headers, high-flow catalytic convertors and a full stainless steel exhaust system to aid the outlet side.

The result is more power and torque but also a sonorous acoustic that brings the 6.2-litre engine to life. Don't get me wrong, the Holden SS-V Redline makes a brilliant noise but there's more subtlety in the Walkinshaw, and ECU tune that brings all the mechanical upgrades together ensures a beautifully balanced tone, from idle to 6250rpm.

With Vbox testing, yours truly managed a 5.2sec 0-100km/h sprint - time and again - on a 30 degree day and poor road surface. But I'm no launch hero and I've no doubt that motoring.com.au's Luke Youlden could smash out much faster runs with ease.

But at the end of the day, look at this way: There's more than enough reliable, repeatable power here for 99 per cent of drivers.

There's a caveat however. If your LS3-engined Commodore or HSV has more than 20,000km on the clock, add another $1000 to the price because Walkinshaw insists on adding new head gaskets, head bolts, OEM lifters and lifter guides.

Engine and exhaust acoustics are vital for any self-respecting V8 muscle car but the Walkinshaw W407's elevated power at higher revs is another major boon. The Commodore SS's 6.2-litre Chevrolet-sourced pushrod engine bangs out an extra 103kW and 125Nm after Walkinshaw has worked its wizardry.

Holden VF II Commodore SS
Power: 304kW @ 6000rpm
Torque: 570Nm @ 4400rpm

Walkinshaw Performance W407
Power: 407kW @ 6250rpm
Torque: 695Nm @ 4950rpm

On the road the extra herbs are felt just as much as heard, our test car launching from standstill with more intensity than regular Holden SS cars. It really hits its straps as the revs rise and the top end is hugely entertaining.

There's also linearity to the power delivery that isn't present in forced-induction models. It's so smooth in how it transfers its power to the ground, you'll rarely need to worry about the rear end snapping loose when you get on the loud pedal punching out of corners.

There's clarity over what all four wheels are doing – and are yet to do – even under full throttle. And that's what I really like about this naturally-aspirated machine. It's kind of like the always-positive 'baby animal born at the zoo' segment at the end of the nightly news... wonderfully predictable.

The six-speed automatic transmission deals with the extra power without protest and although the Walkie gets very loud and fast as the engine spins faster, it's a docile, quiet machine at lower revs and when cruising.

All the good bits that make the Holden Commodore SS such an appealing driver's car are present too. The suspension remains unchanged and I see no problem with that, the W407 tracking through corners with the conviction of a born-again religious zealot. It hunkers down in the bends, generates lots of grip and the steering has enough feel for the driver to really enjoy twists and turns in the road.

On a white-knuckled blat through the Victorian alps early the car's chunky weight is almost forgotten and after an hour or so of intense driving the car came alive and I simply didn't want to stop driving.

When you're really on it, the car absolutely honks between 4000rpm and 6000rpm and this where the new camshaft really comes into its own. It's truly a thing of beauty, and not just an rowdy boulevard cruiser.

This vehicle has a couple of chassis tweaks too, with ride quality slightly firmer due to the fitment of HSVi 20-inch staggered alloy wheels, shod with Bridgestone Potenza RE050A tyres. These add another $4500 and larger, more potent Walkinshaw Performance six-piston brake calipers and discs hike the price again, by $5650. That said, the latter improve stopping power significantly and on fast, winding mountain descents they did an awesome job time and again.

And they look pretty trick with the yellow finish.

Bigger is better but you have to have your wits about you
The most powerful car ever parked in motoring.com.au's secret underground military-grade vehicle compound was the Walkinshaw W547, a supercharged machine good for 547kW, or around 733hp. Driving that vehicle was like trying to wash a cat. It made you feel alive, but was pretty crazy.

Although this less powerful W407 doesn't deliver the same sort of supercharged uppercut, it's far easier to extract maximum performance and the power delivery isn't as manic, and I like that. You can engage full throttle off the line with only mild wheel spin, rather than uncontrollable, lurid (but rather enjoyable) fishtailing.

And before you can say "good luck with your ruined transmission and driveline" our test car had more than 23,000km on the clock and throttle response was sharp, and there was no taxi-like shunting through the prop shaft.

Walkinshaw also offers a driveline warranty on its fettled vehicles, which honours any remaining new car warranty the Holden may have.

The good, the bad, and the brilliance of driving a V8
It's not all whisker-twitching goodness though. The car has been tuned to run exclusively on ultra-premium fuel with a 98 research octane number, or RON. The standard 6.2-litre V8 in the Commodore SS accepts 91 RON regular fuel.

Then there's the question of whether you want Walkinshaw prising open your V8 engine and plugging in their high performance parts. The W407 kit costs almost $10,000 and for half the price you could opt for the W375 package, which delivers 375kW and 675Nm at slightly lower revs without any internal mods to the engine.

The aftermarket tuner has been modifying Commodores for years now and, with the keys to Holden's ECU lockup, Walkinshaw Performance has yet again put together a compelling package. Even with a lumpy camshaft this car purrs like a contented kitty and makes a very good car even more exciting to drive.

It'll be interesting to see what HSV does next with the European-built, imported Commodore coming in 2018, and by extension it will be fascinating to see where sister company Walkinshaw goes.

I seriously doubt whether the new Commodore, a rebadged Opel Insignia, will ever outdo cars like the W407 in terms of driver involvement and sheer fun factor, but I'd be happy to be proven wrong!

What I love about Walkinshaw vehicles is their unique ability to rewire the brain momentary, flipping routine synaptic switches from "normal" to "gratuitous" without you even knowing. As it stands the W407 might be a little expensive but it delivers an unforgettably loud, fast and entertaining experience.

And the Ford Focus ST that initiated the traffic light tango? Annihilated.

Walkinshaw Performance parts fitted:
W407 kit $9990 new, $10,990 if vehicle has 20,000km-plus
WP 6 Piston Brake package – $5650
WP Engine Covers  – $625
HSVi HF-20 Staggered Wheels/Bridgestone Potenza RE050A  – $4500
WP Sill Plates  – $145
WP Smart Antenna  – $40
WP Armrest Cover  – $495
WP Headrest  – $425

2016 Walkinshaw Performance W407 pricing and specifications:
Price: $62,570 (plus on-road costs [donor car + $11,880 supplied and fitted])
Engine: 6.2-litre V8 petrol
Output: 407kW/695Nm
Transmission: Six-speed automatic
Fuel: 12.9L/100km (ADR Combined)
CO2: 300g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
>> HSV GTS (from $98,490 plus ORCs)
>> Lexus GS F (from $151,490 plus ORCs)
>> Mercedes-AMG E 63 S (from $250,540 plus ORCs)