At first glance, the HSV Clubsport R8 Tourer, looks like the lesser wagons built by Holden. Look closer, and you notice large wheels, and neat side air vents aft of the front wheels. At the front, the grille is flanked by dummy grilles with extra driving lamps, but so what?
Stroll round to the back and there are two pairs of exhaust pipes sticking out each side show that this means business. And of course HSV (Holden Special Vehicles) has been making hot versions of Holdens, and racing them, for 20 years. So they know what business they are in. Of course, Holden produces the Pontiac G8 GT sedan, which has the same basic underbody as the HSV models.
There is a large trunk, and you can fold the rear seats forward to make the Tourer into a very fast load carrier – and carry big loads at that. The question was whether you would get the handling of a sporty sedan or a big load carrier.
Inside, the good news is that the instruments are black on white, except the digital display in the middle, which is a subdued grey on black. Normally it shows speed, but has a few other functions.
Leather seats feel rather hard at first, but actually turned out to be comfortable, with reasonable lateral grip. As on the Commodore, the seating position is excellent.
All about performance
But this Clubsport is all about performance – and with 420 bhp at 6,000 rpm and masses of torque from the 6.2 liter GM LS3 engine it should be quick. In the test car, the engine was mated to the six-speed manual box used on the Corvette, and it has that rather clunky shift you get with this box.
Start your engine, and there is a subdued rumble from the V-8. Snick into gear, and off you go. I pressed the loud pedal, and was rewarded with a superb growl at around the 3,000 rpm mark as all that torque pushed me back into the seat. I lifted off, remembering I was still in a built-up area, and cruised my way to the open road, noting that the engine would tool along at 1,000 rpm in sixth quite happily – that is 37 mph (60 km/h) which is tall cruising gearing indeed.
The other impression I got straight away was that the steering was well-weighted, and that the car went where pointed, although the intermediate gearing is a trifle low for such a fast car. Also, at around 2,000 rpm, the engine is busy, suggesting that it has quite a lot of friction to overcome to get going.
Speed races up at an indecent rate
But get going it does. Once I got the chance, I floored the throttle grabbed the next gear, then the next as the speed raced up at an indecent rate. Yes. This is a fast muscle car, with bags of power – enough to challenge many a sports car. Surprisingly, and perhaps because of that tall gearing, you need to keep the revs over 3,000 rpm if you want to hurry.
At the top end, the cut-off is at 6,300 rpm – very near peak power – and in practice it is best to shift up at 6,000 rpm. There is not point in going higher, and you are likely to lose time if you hit the limiter.
Devours main roads with ease
The Clubsport R8 Tourer simply devours main roads at any speed you choose – or are allowed to choose – cruising quietly at low revs, but always with that growl on hand when you shift down and give her the gun. This may be the latest incarnation of an old pushrod design with only two valves per cylinder, but it is a winner in the grunt stakes, pushing the compact wagon ahead fast almost at any speed.
Excellent steering and turn-in
The handling turns out to match the engine, but being much more modern, of course, with Holden's double jointed bottom link for MacPherson struts at the front, and multi-link wishbones at the rear. The steering is excellent, the car turning in sharply, and tracking very well on smooth or rough surfaces.
Mostly neutral steering
The handling is neutral, but when pressed at low speed there is a tendency for some oversteer, which is good. Hurrying along twisty roads, though, the car steers neutrally, covering the ground well, offering a good combination of flat cornering with taut steering and good handling. On these roads, which have average to poor surfaces, though, the ride is not up with the best, being rather joggly, although the overall comfort level is good.
The large grooved discs pull the car up very quickly, and the Bridgestone Potenza tires – 245/35 R20 at the front and 275/30 R20 at the rear provide plenty of grip. Yes, the test car had 20-inch wheels, which are about as big a diameter as you can get.
Without doubt, the HSV Clubsport R8 Tourer is aptly named; it is not a hard-sprung load carrier, but a smooth wagon with masses of power, good handling and steering. On the debit side, that big V-8 uses a lot of fuel, partly because it is rather heavy at over 4,200 lb (1,900 kg). I suppose in the current environment this must be a bit of dynosaur – but we have thought the end of performance cars was nigh 20 years ago before, didn't we?
