DESPITE sharing much
the more expensive GTS
- including, most obviously,
its overtly aggressive HSV
styling - the Clubsport
R8 nonetheless lacks the
sophisticated wonders of
Magnetic Ride Control and
those bigger 20-inch wheels.
So, could these differences make it harder
to justify the additional $11K hike in price
over that of the Commodore SS V?
HSV obviously asked itself the same
question, then set out to make the
purposefully sporty R8 (and GTS) more
visually compelling, with an aggressive nose
treatment to complement those big vertical
side gills common to all three E-Series models.
The R8's real attractions over the SS V,
though, lie in superior power and torque,
its half a second or so quicker zero-100km/h
sprint, wider rubber, HSV badge...
While the R8 doesn't have - and will not
get - the MRC, nor a ride quality in the same
league, it is tuned for the enthusiast. With more
linear spring rates, and twin-tube gas-charged
Dampers tuned to resist body; roll and pitch,
lit edge
The R8 gives the impression it might
the SS V in areas of steering accuracy, turn-in,
and power-down grip.
Such, is the dynamic competency of the
SSV that HSV hasn't felt inclined: to ring in
massive changes to its suspension. Its damper
pistons are up a tad in size over the Holden's
- 30 to 32mm. But the front anti-roll bar is
I unchanged; only the rear is up in size, to give
even crisper turn-in.
Like its other HSV E-Series siblings, the
latest R8 comes with 275-section rear rubber
on 9.5-inch wide alloys; but unlike the GTS, it
sits on 19-inch wheels. On the front are
8.0-inch rims with 245-section Bridgestone’s.
On a snaky road with good tarmac, the R8
hooks into corners with a precision hitherto
not tasted before in a Clubman-spec car. It
dances around a little on the bumps, but still
tackles twisty highways with the gusto of its
MRC-equipped brethren.
The absence of any unseemly behaviour
comes as something of a shock, even when you
elect to fly without a net, in this case ESP and
traction control. One bite at that linear and
Light-ish steering and it nails the apex, and,
helped by a tickle on the accelerator, heads
off wit neither a wobble nor wiggle from the
rear. But, mercifully, the Clubsport R8 can still
be an instrument of serious oversteering joy when the inclination and opportunity takes you here; the ESP/TC must be dispensed with
before the fun begins.
I its unruliness is not as daggy-primitive
as in the past, but be reassured that those
Bridgestone Potenzas can leave their long,
rubbery calling cards on the deck. Controlling
the width and length of its slide still relies on
some judicious throttle control and steering
anticipation, but it no longer shows the same
inclination to bite back.
The R8's overall poise highlights the relative
clumsiness of previous iterations, handicapped
as they were by an underdone chassis only
partly masked by fat rubber.-The earlier cars
always felt like they had a bloody great hinge
in the middle somewhere. This feels like a well
trained dog - obedient, responsive, playful.
The least expensive of the new E-Series
cars, at $62,890 with a manual gearbox (and
another $2000 for auto), the R8 nevertheless
comes with a healthy list of equipment,
including dual-zone climate control;
6.5-inch colour multifunction display,
11-speaker 230W sound system, DVD
compatibility, and keyless remote.
Graphite cloth trim is standard, with
black leather as an option.
Each of the three E-Series models has
a unique front-seat design: the R8 Sports
pews feature a manual slide and electric
height adjustment.
The Clubsport R8 races onto the market
at around $6000 less (specification-
adjusted) than the car it replaces. Overall,
there's enough evidence that the R8 will
put the acid on the FPV offerings. But it
may leave the fight against the Europeans
to the Senator, which has the technological
armament and more understated styling
in its favour.
Wheels October 2006
