HSV review - 1st one I've found

[GQ_Smooth]

HSV GEN-F

International Launch
Phillip Island, Victoria

What we liked
>> The completeness of its performance capability
>> Significant refinement upgrade
>> Exterior and interior style

Not so much
>> Dials in centre stack look shonky
>> No split-fold in rear seat
>>Its more fuel efficient – but still a hog


OVERVIEW
>> HSV’s big spender is also a good looker
It’s the most expensive program ever undertaken by Holden Special Vehicles and GEN-F is also shaping as its best.

Riding on the solid engineering and styling update that is the VF Commodore, the V8 GEN-Fs in their various guises continue to deliver driving thrills. But allied with that is an increased sense of refinement, as well as something new – elegance. Yep, the muscled first is now clothed by a velvet glove.

Well, a velvet boxing glove maybe, as there is no mistaking the squat and purposeful look these HSVs have.

That applies most obviously to the new 430kW GTS of course. Sadly, we can’t tell you how it drives because of an embargo reflecting its August on-sale date. The rest of the range? Well that’s going on-sale now so read on.


PRICE AND EQUIPMENT
>> Price down, equipment up
The lineup of models in the HSV range is nominally the same as the departing E3 series; Maloo and Maloo R8; Clubsport and Clubsport R8 sedan and Tourer, Senator Signature, long wheelbase Grange and mighty GTS.

However, there is now an ‘SV Enhanced’ option available for the R8 models, while the Senator and Grange get a performance boost. Not to forget, of course, the GTS is now the mutha of all Aussie performance cars with its 430kW 6.2-litre LSA supercharged V8 engine.

And very importantly, there’s been welcome adjustments to pricing. In a nutshell the entry-level Maloo ute pricing stays unchanged at $58,990, all R8s drop by $210, the Clubsport by at least $4000 to $60,990 and Senator ($83,990) and Grange ($85,990) by $3000.

And what of the mighty GTS? It is priced at $92,990, which is $10,000 (and 105kW) up on its LS3 6.2-litre V8 predecessor, but a couple of thousand less than the Reeves Callaway tuned 300kW VTII GTS of 1999-2002.

A 317kW version of the LS3 continues in the Maloo and Clubsport, a 325kW version in the R8s and a 340kW version in the Senator and Grange.

The R8s can upgrade to 340kW and 570Nm via the $4995 SV Enhance Option, which also contains forged alloy wheels in satin graphite, interior and exterior accenting, and in the case of the Clubsport, a satin graphite spoiler.

Most models come standard with a six-speed manual transmission, while a six-speed auto is a $2000 option. The Senator gets the auto as a no cost option, the Grange gets it standard. The GTS options GM’s heavy-duty 6L90E auto for $2500.

We’ve gone deep into the standard and optional equipment lists for the HSV range elsewhere, but summed up the GEN-F upgrades in a whole bunch of ways courtesy of VF, as well as adding unique equipment of its own.

The exterior look has been overhauled by Julian Quincy and his design team, and includes a new take on the twin-nostril sports performance grille. The sports luxury models retain the single frame grille. There’s also a new diffuser-style rear bumper, four huge exhausts (for all bar Tourer and Grange) and a new range of spoilers.

Like we said earlier, the result is a car that takes its more elegant base and builds a purposeful and tough tone on top. Having 20-inch wheels even in a base Clubsport adds to that style.

But this time round there’s been no cutting of sheetmetal as happened with the E-Series side vent. The underside of the tail-light is different because it is part of the HSV bumper. It also uses LEDs, but the use of a cap in the decklid as per E Series has been dispensed with.

Some models get more bespoke styling pieces if they are more popular in the range. All Maloos get a unique rear bumper, but only the R8 has unique side skirts, a new sail pan designed to improve rear visibility and hard tonneau (the Maloo makes do with VF SS-V side skirts and a soft tonneau). Except for new alloys, the Grange is unchanged externally because it is on a different styling update timeline to the short wheelbase models.

All cars come with the same 20-inch (but staggered) front and rear Continental ContiSportContact 5P rubber (signalling the end of a 20-year HSV relationship with Bridgestone). Alloy wheel designs vary across the range. Sealant and an air compressor in the boot will help you get underway once more, after a flat.

Inside the GEN-F benefits from the same interior overhaul as the VF. HSV has added a set of large gauges low in the centre stack, arguing the old position at the top made them looked tacked on. These look peculiar and don’t feel that well fixed in place. The instrument panel is also new, replacing the VF’s separate gauges with a linked speedo and instrument panel. New seats and new trims are also part of the package.

Interior equipment highlights include the Driver Performance Dial, which can tailor various parts of the performance armoury to different parameters (see MECHANICAL below). More orthodox stuff includes push button start, electric park brake, sat-nav, MyLink, Bluetooth and dual-zone climate control.


MECHANICAL
>> Some new, some old, all potent
While the GTS occupies much of the attention when it comes to GEN-F’s technical story – as it should – we will concentrate on the other models here, as that is what we are allowed to deliver drive impressions of at the moment.

Any reviews of the GTS have been embargoed until the end of July, so watch out for the full story then. For now check out our coverage of the car from HSV's technical briefing.

The GEN-F benefits from the substantial engineering overhaul of the Commodore VF donor car. So that means new front-mounted linear-ratio electric steering, aluminium knuckles and lower control arms in the front suspension, a higher percentage of ultra-high strength steels in the body, aluminium bonnet, decklid and instrument panel beam to save weight and the fundamental uprating of electronics with the installation of GM’s Global A architecture.

But let’s start with the engines, which are the heart of every HSV. The Maloo and Clubsport come with the 317kW/550Nm version of the LS3. The R8s get the 325kW/550Nm version, while the R8s with the SV option and the Senator and Grange are powered by the new 340kW/570Nm unit.

The step up from 317kW to 325kW is provided by a bi-modal exhaust. The further step to 340kW comes courtesy of bi-model intake and new exhaust headers from the GTS.

Incredibly, despite different powers and weights, HSV is claiming all manual and auto GEN-Fs record 12.6L/100km (m) or 12.9L/100km (a) fuel consumption averages. This is a reduction of as much as 1.1L/100km for the Tourer. Weight drops help with this (from as little as 30.5kg for the Maloo R8 to 68kg for the Clubsport). Aerodynamics are also improved, benefitting from Holden’s work in the wind tunnel.

Beyond the engine bay the sports performance GEN-Fs run on conventional suspension, which has been retuned to reflect the new aluminium hardware with which it now works. Meanwhile the Senator and Grange get a retuned version of the third generation MRC (Magnetic Ride Control) Dampers that are also featured on GTS. MRC is not offered as an option anywhere in the range.

But all cars get the Driver Performance Dial, which can swap through Touring, Performance and Sport modes (and track for GTS only). The Maloo and Clubsport miss out on the illuminating and educative EDI display (Enhanced Driver Interface that cycles through everything from track lap times to instant kW readouts to lateral G) on the monitor. They can adjust the stability control, steering and switch on launch control (in manuals).

The R8’s DPD manipulates stability control, launch control, steering and the bi-modal exhaust (to pump up the volume). The Grange and Senator can fiddle with ESC, launch control, steering, MRC and bi-modal exhaust.

All cars (bar the GTS) run the same 367mm ventilated discs mated to forged aluminium four-piston callipers (sports performance in red, sports luxury in pewter). All cars (including GTS) run the same size rubber – 265/35R20 front ad 275/35R20 rears.

All cars route their drive to the rear wheels via a limited slip differential, but the GTS is the only model that gets torque vectoring.


PACKAGING
>> Big on space
If there’s something that remains relatively unchanged it’s the interior acreage of these cars.

The sedan offers its usual amount of sprawling space, something the Grange obviously adds even more of. But if you need extra load space then the sedan has the problem of not offering a split-fold rear seat.

So go for the Maloo or the Tourer – it just depends on what sort of load you want to lug and what your self image is.

Of course the Maloo struggles for in-cabin space, but you can still drop a bag in behind the seat and there are pockets and nets in the rear firewall.

The obvious interior change across the range is the dashboard, which retains much of the look of the VF with HSV adding some trim touches and those peculiar dials. It lifts the atmosphere remarkably, making it more relevant to the European competition HSV would like to pitch these cars against.


SAFETY
>> Driver assistance gets a big lift
The introduction of the Global A electrical architecture has introduced a whole raft of new driver assistance systems and safety features to the GEN-F, just as it has for the VF Commodore.

All models come with automatic parking assistance, front and rear parking sensors, a reversing camera and traffic alert, a side blind zone alert, hill hold control and hill start assist. Move up through the range and you’ll find forward collision alert, lane departure warning and a head-up display.

More orthodox safety items include stability control, front, front-side (now with pelvis as well as thorax protection) and curtain airbags that come straight from the VF Commodore, as does a full five star ANCAP safety rating.


COMPETITORS
>> European, Australian, American...
HSV prefers to talk up potential European rivals, but for most of us the obvious direct competition comes from the Ford Performance Vehicles line-up of hot V8s and turbocharged sixes. There is no head-to-head rival for the Maloo R8 in the FPV lineup, while the GS undercuts the cheapest HSV ute significantly.

Through the middle of the range FPV offers a variety of hot six and V8 variants that climb from $57,870 and 315kW (GS) to the $82,490 and 335kW (GT-E). The GT R-Spec is probably the R8’s closest competition and it is set at $76,990.

FPV offers no rival for the LWB Grange or the GTS – does anyone?

Throwing a fresh cat among these feisty pigeons is Chrysler’s new 300C SRT8 Core which knocks out 347kW for just $56,000. Other potential rivals? Well, what about Holden’s own SS-V Redline from just $51,490...


ON THE ROAD
>> So far so good, but more testing required
First thing that must be said is that a true on-road assessment is going to have to wait until motoring.com.au starts working its way through the GEN-F range at its own pace on familiar roads. Much of the launch program drive was conducted at convoy speeds on straight-forward and unchallenging tarmac.

This is a not a whinge about not being able to go and hoon, it’s about not being able to assess these cars at the right pace on the right roads that owners will no doubt go and test them on.

What we could sense was that HSV has benefitted from the work Holden has done on refinement and quality. Burbling along on a freeway or country road, the GEN-Fs we drove all did a good job of shielding road noise, allowed engine noise when the taps were opened up and didn’t squeal and rattle on rougher surfaces.

However, on rougher roads the Maloo ute we sampled was pretty bouncy in the rear-end, feeling like it had too much rebound dialled in. It would undoubtedly be better with a load onboard.

But that effect was not noticeable in the SV Enhanced Clubsport R8 sampled later in the day. It had a controlled yet still very much liveable ride.

The improvement in steering in all cars was obvious. The heaviness of the old hydraulic system has been banished, without losing any sense of connection with the road.

The clutch action in manuals is also much lighter and more liveable. The shift action remains quite heavy, but the LS3 doesn’t require that much working away at the box, such is its torque levels.

However, heeling and toeing in the manual proved a hit and miss affair, with the height difference between brake and throttle pedals varying from car to car.

Well that’s all the nice calm and logical stuff. Now on to the fun at Phillip Island Grand Prix circuit.

Most of the range was available to sample on the fast and sweeping circuit including a GTS ‘engineering’ car (although I can’t tell you what it was like, let me just say this: phwoarr).

The opening sessions were devoted to a motorkhana that served to highlight just how much difference the lighter EPS makes in tight manoeuvres between the cones. Later, its certainty in high speed turns was just as impressive.

The circuit also gave us a chance to let the LS3 have its head. While the LSA was definitely the star of the show, the nat-atmo 6.2 is still an awesomely fast way to go, the pushrod engine revving with surprising enthusiasm and quickly propelling the car to jail-bird speeds.

When mated with the manual gearbox there doesn’t seem to be a hitch or hole in its delivery. However, the auto, even in Sport mode, seems to have the occasional off-on throttle hesitation that encourages manual shifting.

Dialling through the DPD modes it was quickly obvious how dramatic the changes in feel could be. From the Touring setting of the Grange (!) to the Performance setting of the Clubsport R8 was a vast gulf. Understeer and body roll were banished and controllable drifting oversteer out of tighter corners became easily attainable.

The Maloo R8 also proved to be a chuckable joy and the R8 Tourer both capable and entertaining. It’s the HSV you buy when you have to convince your partner you’re being sensible!

Through all this the evidence of why HSV opted for these new Continental tyres became apparent. They are soft and sticky and very grippy, as was shown by the rapidity with which HSV mechanics were whacking new tyres on to cars as the laps went by. One front right was showing cord after a particularly hard session through the cones.

But it would be unfair to just attribute the GEN-F’s chassis powers to rubber. This is a car of deep and abiding ability. It underlines the fact that HSV, unlike many other car companies, regards quality engineering as its number one priority.

The E Series was an excellent car and the best HSV had ever developed. But there is no doubt GEN-F goes a big step further in terms of all-round capability. And seven years on that is simply how it should be.

Our only proviso remains testing the various GEN-Fs on our own terms on our own roads. We suspect they will perform pretty darn well.


Apart from the tech, I'd be very comfortable with an FPV if I owned one, doesn't appear to be as much of a step up as I hoped.