“I al­ways wanted a VT ClubS­port,” An­nemarie Craggs says. “It’s be­cause of the shape — I still think it’s one of the best-shaped HSVs.” There’s no deny­ing that claim, with the VT series mark­ing a dis­tinct change to­wards a more Euro­pean-in­spired de­sign. The series pre­sented a Com­modore rev­o­lu­tion, with an all-new body de­sign mask­ing sig­nif­i­cant me­chan­i­cal changes — most no­tably the in­clu­sion of in­de­pen­dent rear sus­pen­sion (IRS) through­out the Com­modore pas­sen­ger-car range. Even big­ger news was the sec­ond-gen­er­a­tion Holden Com­modore VT, which uti­lized the then-new GM LS1 engine — a rev­o­lu­tion in over­head-valve V8 en­gines. The all-al­loy LS1 pro­vided sig­nif­i­cant weight sav­ings over the old cast-iron Holden V8, as well as im­mense power po­ten­tial, with fac­tory six-bolt mains and pri­or­ity mains oil­ing, as well as a more ad­vanced Delco engine-man­age­ment sys­tem. An­nemarie’s series-one HSV VT ClubS­port is powered by the last of the cast-iron five-litre Holden V8s, rated at 195kW (261hp), with a four­speed au­to­matic trans­mis­sion, and, while there are faster and more pow­er­ful HSVs out there, she feels no de­sire to ‘up­grade’ to a later model HSV, hav­ing owned this one for 10 years. Con­sid­er­ing the car’s con­di­tion, de­spite it push­ing 20 years of age, she’s clearly a lov­ing owner. “It’s in pretty much mint con­di­tion,” she says. “I re­cently put the stan­dard wheels back on, as we had it at CRC Speed­show. We re­ally only use it for HSV Own­ers Club events.”

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