Out with a bang
HSV throws 410kW at its farewell Clubsport R8 model. David Linklater drives it.
HSV has thrown 410kW at its farewell Clubsport R8 model.
It’s pretty safe to call it now: HSV is giving Commodore its last blast.
With production of the Holden donor car that has formed the basis of most HSV models for 30 years scheduled to cease on October 20, the end is in sight for this particular iteration of Aussie muscle car.
If you’re thinking that HSV has stashed away an enormous stock of Commodores to keep its supersedans rolling out the factory doors, think again. Production is being tightly controlled as Holden’s plant heads towards the end of days, and final build for the current generation of New Zealand-bound HSV models will be in September. No more.
It going out with a bang. Much of the glory belongs to the rangetopping and very exclusive (just 300 made) $189,990 GTS-R W1 model, but the truth is that HSV has pretty much thrown the muscle-car book at every model in the range for its 30th-anniversary year. And why not? Nothing to lose now.
So the entry-level R8 Clubsport now comes in LSA enginespecification, which means it’s gained the supercharged engine formerly reserved for the GTS. Not quite the full noise, but pretty close: the Clubsport’s blown 6.2-litre V8 makes 410kW/691Nm, putting it 20kW/48Nm shy of the GTS. Same tougher drivetrain components, plus the Driver Preference Dial (DPD) incorporating torque vectoring and bi-modal exhaust.
Why bother with the GTS at all when it costs an extra $16,500? Well, it still has a few tricks up its sleeve: Generation 3 Magnetic Ride Control suspension, 397mm drilled disc brakes with forged six-piston calipers (a $3995 option on R8 and fitted to our test car), extra cabin equipment and different body addenda.
You’re still getting plenty for that extra money – and of course it’s the next step towards the GTSR, a W1-lookalike with a teeny bit of extra power.
But you could easily argue the bang-for-your-buck award goes to the Clubsport R8 LSA. Sure, $100k is still a lot of money for a fast Commodore – but it is a very fast Commodore.
And there’s a lot more to the latest Clubsport than that. It’s a bit of an insult to call it a muscle car, because muscle cars are all about V8 noise and straight-line speed. HSV has always had the knack of combining those qualities with the type of chassis sophistication that swallows bumpy backroads whole.
Smoke it up if you must, but the real joy of the Clubsport is to thread it down your favourite backroad. Sure, it takes up a lot of tarmac – but it rides incredibly well given the sporty suspension and monster footwear, and there’s a truly nimble feel to the car in tight corners. You don’t have to manhandle this machine; instead, you make corners your friends.
But you’ll probably spend most of the time with the DPD in Sport mode, even when you’re not pressing on.
In Tour it’s just too light for such a substantial car. Even if you’re, well, touring.
You still need a track to really enjoy that supercharged V8. It’s torquey but too muted at low revs, and by the time you’ve opened up its throat (and the bi-modal exhaust) you’re past 4000rpm and focusing far too much on another kind of Commodore. One with blue and yellow stickers.
Even in more vocal Sport mode, it’s still too quiet. More V8 rumble at low revs, please.
But you really couldn’t ask for a more composed and responsive macho-machine. The chassis tames all of that power and it’s absolutely world-class – even if the Commodore-cabin isn’t. That’s always been the problem with HSVs: inside, the relationship to a humble Holden sedan is all too obvious. On the plus side, you do get all of the VF-Commodore’s driverassistance and safety equipment: warnings for forward collision, lane departure, blind-spot and reversetraffic, plus a head-up display. It’ll also park itself.
What happens next? HSV is yet to make an official announcement on future product, but the company has just signed a 15-year lease on new premises in Melbourne. So there’s a level of confidence there.
The plan is obviously for the hot models to keep coming. A heavily tweaked, petrol-powered HSV version of the Colorado ute is a possibility (and would surely appeal to the brand’s current customers), as are modified versions of Holden’s forthcoming American SUVs: Equinox and Acadia.
HSV has previously said there’s no chance of an enhanced version of the next-generation, Opel-sourced Commodore. After all, Opel; has its own go-faster division. But with the recent purchase of Opel by PeugeotCitroen and no real guarantee of Commodore (Insignia)/Astra supply beyond their current generations, who knows? All bets might be off.
There’s also the expertise gained in the ASV joint venture ‘‘remanufacturing’’ Ram trucks into right-hand drive, which could translate into high-end GM product like the Camaro ZL1 being configured for Australasia. Expensive but exciting.
We’ll let you know. At the moment, we’re enjoying the Clubsport while we can.