HSV VN Group A SS

From where I sit and at the risk of mortally offending more people than I care to have as enemies, Australia has only ever built only three absolutely genuine 'muscle' cars. And only one of them is a Commodore.

Motor vehicles that deliver dedicated performance need an element of mongrel in their breeding. They absolutely cannot be something you'd be happy to lend Aunt Minnie for her meals-on-wheels deliveries - not unless Minnie has a few motor sporting trophies on her mantelpiece.

They are cars that were designed to cover great gobs of terrain at licence-losing average speeds and, with minimal modifications, do the business in competition as well. Extracting optimum performance from such cars demands dedication on the part of the driver and a degree of compromise.

So, in company with the Falcon GTHO Phase III and E49 Charger, the HSV VN Group A SS scores a spot on the podium - and not necessarily on the lowest step. For, in addition to being a superb long-distance cruiser and successful Group A racer, the VN SS was crucial to the survival of Holden Special Vehicles.

Founded in 1987 in the wake of Peter Brock's celebrated split with Holden, the Tom Walkinshaw-backed operation fired its first angry shot via the silvery-blue VL Group A. Sales of the VL matched its achievements as a Group A race competitor - the ambitious 750-unit production run taking almost two years to shift. Seeking cash flow and to calm fears among its dealer network, HSV pulled all the wrong levers with image-murdering products like the SV Astra and a series of uninspiring, VN Commodore-based models. Then, in November 1990, came the Group A.

The cars arrived at HSV's factory in the guise of a VN Berlina and left looking like a 'Star Wars' battle cruiser - but with wheels. Unlike the earlier VL version and its excess of skirts and wings, the VN's 'aero pack' was sculpted to blend almost seamlessly with the original structure. The under-bumper spoiler incorporated functional brake cooling ducts, the side skirts and boot-mounted spoiler about half the size and weight of the VL equivalents.

Under the bulged Group A bonnet was a seriously reworked version of Holden's 4.9-litre V8. The engine block was specially cast for additional strength and there were modified cylinder heads, roller rockers, high-flow fuel injection and a 9.0:1 compression ratio. Output was 215kW at 5200rpm, with 411Nm of torque delivered at a surprisingly high 4000rpm. Behind the engine was a six-speed ZF gearbox similar to that used in late-1980s Corvettes, a heavy duty racing clutch and limited-slip differential. At maximum revs in sixth gear, the Group A had a theoretical top speed of 414km/h but was never timed at more than 253km/h.

Stability and strength were attributes of the VN that set it apart from any previous Holden. Despite the limitations of its live rear axle design, the suspension was effective and handling excellent unless serious bumps or corrugations were encountered. Also new were the five-spoke, 17-inch alloy wheels with grippy Z-rated rubber.

It had been HSV's intention to build 500 of the VN Group A - that being the magic eligibility number for Group A competition. But somewhere between concept and launch of the new model Australia's economy imploded, the car's showroom price soared from a projected $55,000 to more than $68,000 and there was little prospect of reaching that target before the VP Commodore's scheduled arrival. Pleas to the Confederation of Australian Motor Sport (CAMS) were made, agreement reached and Holden allowed to pitch its Group A into battle against Nissan's 'Godzilla' GTR. Eventually, just 302 of the projected 500 cars were built.

ON THE ROAD
"The Group A is a real driver's car," says Martin Hayden, who has owned his pristine example since 2001. "Around town the six-speed gearbox is a pain but get it out on the open road and you discover the true character of the car and all of its amazing strengths."

"The Group A was developed by Holden Motorsport as the basis for a racing car, not as a road car that was adapted to race and that's a very significant factor in the way it drives and its long-term durability," he said.

"The engine structure and internals are intended to operate reliably at up to 8500rpm and those 330mm diameter brakes are the largest ever fitted to a production Holden, so normal road use won't stretch its limits at all."

If any one item highlights the Group A's individuality, it is the steering wheel. Providing its leather covering hasn't decayed with age and neglect, the HSV wheel is a delight with little ridges for added grip and a four-spoke design that virtually demands the 'twenty-to-four' hand position favoured by competition drivers.

The gearshift came in for its share of criticism when the cars were new and, no, it isn't the light and delightful device you might find between the seats of a Honda. It will, however, cope with far more torque than the Group A motor can muster and is likely to hold together for about half a century without requiring an overhaul. Smooth progress through suburbia involves moving rapidly away from the lights (0-60km/h takes all of 3.5sec) then selecting third or fourth gear and letting the engine torque do its work until there's a need to stop again. On the freeway, sixth is viable and will still deliver appreciable acceleration without a downchange. Undulating country roads are best tackled in fifth, dropping one ratio for most bends and another for tighter ones. Second gear, unless treated with respect, will do nothing but tear expensive strips off your Z-rated rear tyres.

The VN interior - with the exception of that wonderful steering wheel - combines Berlina-level cloth trim with a smattering of Calais add-ons that include a trip computer, electric mirrors and windows and central locking.

The three road tests of VN Group As that we found hardly mentioned fuel consumption at all. This was despite the car's release coinciding with a Middle Eastern conflict that was sending fuel prices to more than 80 cents per litre. Only Wheels magazine in a lopsided comparison with BMW's $180,000 M5 considered fuel economy - suggesting that a Group A should average a tad below 20L/100km. According to Martin Hayden, that figure is a worst scenario - his experience of the car at highway speeds is 11-12L/100km. "However," he says, "if you take it out on a track day and let it have its head, you'd easily be under 10mpg (28L/100km).

HOW MUCH?
Viewed against the soaring values of older, high-performance Holdens, the VN Group A SS is a seriously undervalued example of the brand.

In terms of build numbers, it equates directly to the GTHO Phase III but examples of the Durif Red Holden in outstanding condition remain at around a quarter of the Ford's ballooning values.

Group As that have travelled fewer than 10,000km - and these exist in surprising numbers - have sold for close to $50,000, while cars like Martin Hayden's 21,000km example are available at less than $40,000.

"There are very few Group As that you wouldn't want to own," Hayden says. "The vast majority have been looked after pretty well and they aren't expensive or difficult to maintain so there aren't many around that have been really neglected."

BODY
Faded and mismatched paint is the best indication that your potential purchase has undergone some panel work. Check panel gaps to ensure everything has been properly squared up. The front spoiler is extremely vulnerable but replacements are available from HSV. Genuine side skirts come in two pieces, so cars with single section skirts aren't authentic. Towing a Group A or even using the jack can cause fibreglass damage. Martin Hayden recommends modifying the support panel behind the number plate to accept a towing eye (kept in the boot until needed) and using a scissor jack to increase clearance before using the jacking points.

ENGINE & TRANSMISSION
Even serious abuse is unlikely to damage a Group A V8. Old age and neglect are this engine's biggest enemies so inspect coolant and power steering hoses and drive belts for leaks and perishing. Factory exhaust systems are no longer available so replacements need to be custom-made. The six-speed gear change was vague from new and the transmission isn't especially quiet but rattles and serious selection problems demand investigation. Replacement gearboxes cost around $15,000 new.

SUSPENSION & BRAKES
Brake rotors and pads are still available, as are suspension components. Tired front strut inserts can manifest after just 30,000km. Correct alloy wheels aren't available from HSV but can be found second-hand at around $400 each.

INTERIOR & ELECTRICS
Wheel arches that were enlarged to accommodate race rubber cause unavoidable problems with rear seat location. Worn trim can be replaced with material available from former HSV supplier Ashlore Trimming. All but the first few cars had climate control air-conditioning and the system needs to be monitored during your test drive to ensure effective cooling. Dash components including the trip computer are Calais items and available new or second hand.

NUMBER BUILT: 302

BODY: all steel, integrated body/chassis, four-door sedan

ENGINE: 4.9-litre V8 with overhead valves and twin throttle body fuel injection

POWER & TORQUE: 215kW @ 5200rpm/411Nm @ 4000rpm

PERFORMANCE: 0-100km/h - 6.5sec, 0-400 metres -14.5sec

TRANSMISSION: six-speed ZF manual

SUSPENSION: Front - independent with Macpherson struts, upper and lower control arms, coil springs, anti-roll bar and telescopic shock absorbers. Rear - live axle with trailing arms, coil springs, anti-roll bar and telescopic shock absorbers

BRAKES: disc front and rear, power assisted

WHEELS/TYRES: 17 x 8 alloy, 235/45/ZR17 radial

PRICE RANGE: $15,000-50,000

CONTACT: HSV Owners Clubs throughout Australia