HSV GTS

For those about to rev

The arrival of the VE Commodore has triggered its inevitable aftermath - a range of high-performance Holden Special Vehicles (HSV) derivatives to tempt muscle-car fans.

The VE is an all-new car, so it follows that from the skin inward the HSV E Series is also dramatically different to its predecessor.

One thing that will be familiar is the names. ClubSport R8 is the entry model, while the Senator Signature and GTS sit roughly parallel as the sports-luxury and sports offerings.

The GTS is priced from $74,990 as a six-speed manual. It is tested here as the $76,990 six-speed auto - one of the many upgrades it inherits from the VE Commodore V8.

To justify a $12,000 price increase over ClubSport and $25,000 over the Commodore SS V - the flagship of the mainstream VE range - the GTS needs to bring something special to the party.

In the past that has been a unique engine spec with a higher kilowatt count. Not this time. Like all Es, the GTS produces 307kW and 550Nm from its 6.0-litre LS2 engine.

Compared to the VE SS V's similar engine that's plus 37kW and 20Nm. Compared to the old-generation Z Series HSV models - which debuted the 6.0-litre V8 in Australia - E Series advances 10kW and 20Nm.

The GTS is separated by its suspension. A US-developed system called Magnetic Ride Control (MRC) magnetises fluid in the shock absorbers, allowing lightning-fast changes of viscosity and therefore ride and handling behaviour. The GTS can be swapped between "Performance" and "Track" settings at the press of a dash-mounted button.

This system is also used in the Senator Signature, alternating between "Luxury" and "Performance" modes. Only a few other cars use the technology, including the Ferrari 599 GTB Fiorano, Audi TT and the Chev Corvette. Neither the ClubSport or mainstream VE gets it.

Does MRC work? GTS has so many chassis improvements compared to the old HSV Z Series that it's a bit hard to tell. The body is massively stiffer, the suspension hardware all-new and the steering redesigned. MRC adds another layer of performance, as do low-profile 20-inch rubber (different sizes front to rear) and larger AP discs and four-piston calipers.

In Performance mode the GTS feels firm, taut and tough, forsaking most of the SS V's enviable compliance.

This is a big car capable of massive velocity. It can be intimidating. Nevertheless, it grips brilliantly, stays flat turning and braking and responds to steering inputs with a speed that surprises.

The ride remains mostly liveable, although the front or rear crashes wincingly through big holes. Rack rattle, a minor issue in VE, is more prominent here.

Switch to Track mode and the whole thing gets that much more intense. It's not as nasty as you might expect, but Performance mode is focused enough for most uses.

There's no doubt the GTS is miles better than the Z Series or any other HSV predecessor. There's a new sophistication.

However, the monster engine with its sonic exhaust boom is totally in sync with HSV's heritage - just faster. The claim is the manual GTS delivers sub-five-second 0-100km/h times and 0-400m dashes below 13 seconds. This would make it the fastest Australian sports sedan ever, but that's yet to be verified.

More certain is the huge improvement in drivetrain, wrought by the change from antique four-speed to modern six-speed auto.

If Ford and its HSV equivalent, FPV, didn't have access to the marvellous ZF 6HP26 auto, the GTS' new GM-designed 6L80E transmission would be drawing massive plaudits. But it still lacks smoothness and smarts. Changes can jerk through in the low gears. Sometimes there's too little response in "normal" mode and too many changes in "sport" mode.

Changing manually is discouraged by a plastic shift feel and conservative downchange rev limits. Arbitrary control is frustrating when such a barrel-chested beauty of an engine is sitting at the other end of a finely tuned electronic throttle, its excesses smoothed by lovingly tuned (and switchable) stability control.

Should we bother mentioning fuel consumption? Commute quietly and the figures stay between 12 and 14L/100km. Go loud and suffer wallet assault as average fuel use leaps beyond the 20L/100km mark. Gets your attention that. But it's all part of the HSV experience.

GTS styling remains aggressive and a bit Star Wars. Like all HSVs it's differentiated further from Commodore by the vent in the front quarter panel and unique tail-lights.

Inside there are white instrument dials, three ancillary gauges at the top of the centre stack and sports seats with embossed GTS logos. But the space, storage, flat-bottomed steering wheel, six airbags, six-CD audio system, dual climate-control and even the trip computer system all evoke standard Commodore.

And that is the $25,000 question - does a marked toughening and honing of an already fine car warrant such a significant extra spend? For the vast majority the answer is no.

That doesn't make the GTS a bad car, just focused, exclusive and fast. For some that will be reason enough.

What's it got?

Leather trim, climate-control air-conditioning, cruise control, alloy pedal covers, trip computer, six-stack CD audio, powered front seats, driving lamps, remote central locking, body kit, rear park assist.

What's missing?

Split-fold rear seat.