HSV GXP

HSV GXP

What we liked
>> Same grunt as Clubsport R8
>> Most of the looks of a Clubsport R8
>> Less money than a Clubsport R8

Not so much
>> Rear end looks cool, but doesn't look HSV enough
>> Misses out on launch control introduced on E2
>> The chrome mirror covers are still growing on me

Overall rating: 3.5/5.0
Engine and Drivetrain: 3.5/5.0
Price, Value, Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW

While HSV has certainly taken advantage of the name and many of the parts -- including the GXP brakes and badges -- it in fact had to order more of everything to make up the numbers for this special edition.

As the boss of HSV Phil Harding explains: "Ever since VE in 2006 we've been looking at an opportunity to place a model below the Clubsport R8 and Maloo R8. It may appear that we have taken advantage of some available parts to create this model but the reality is we had to order more parts than what was available."

HSV had to order a new batch of engines, and had its wheel supplier dust off the tooling for the Series One Clubsport rims to make a new batch for the GXP.

"When we saw the GXP coming through the Holden system we started looking at what we could do from a HSV point of view," Harding said. "And we think we've come up with something unique."

HSV has wanted to close the price gap with the top line SS-V and its Clubsport R8 for some time, and the GXP has done that. Indeed, it has wound back the price of a new HSV by nine years -- the last time a HSV sedan was this cheap.

HSV will build 400 GXP sedans (in a choice of seven colours) and 350 GXP utes (in  choice of six colours). It says it has no plans to make the GXP a regular part of the model line-up.

"At this stage it is a limited edtion," says HSV marketing manager Tim Jackson. "But we expect to learn a lot about this car. Let's get it out there and see what the interest is like and make a decision after that."

PRICE AND EQUIPMENT

Read that carefully again. It's worth remembering that the GXP price is driveaway (the other prices quoted are yet to have dealer charges and registration fees added), so it's in fact priced closer to an SS-V than it is to a Clubsport R8.

The last time a HSV sedan was this cheap was in 2001.

Transmission choices are six-speed manual or six-speed automatic. There's a $2000 premium asked for the latter. The only other options offered on the GXP sedan are rear parking sensors, a navigation system, full size spare wheel and tyre, and a sunroof.

The acceleration of the GXP from a standing start may vary ever so slightly from a regular Clubsport R8 because the GXP gets 19 x 8-inch rims on all four corners, whereas the regular Clubsport R8 gets wider 19 x 9.5-inch rears for better traction off the line and better grip in high speed corners. To be frank, though, there's still ample grip.

The GXP edition was originally going to get the Pontiac GXP nose and polished 19-inch rims. But feedback from dealers and customers led HSV to fit the new E2 Series front bumper with daytime running lights, the silver-finish wheels from the Series One Clubsport, and the front fender vents from the regular models.

The GXP editions also get chrome mirror covers, chrome trim on the door handles, and chrome highlights on the fender vents.

Part of the cost savings are because of what the GXP models don't get. Leather is not available. And the launch control system and bi-modal exhausts that were introduced on the E2 HSV range are also off the list. Also, the GXP sedan doesn't get the Clubsport R8 tail-lights, bootlid spoiler, rear bumper and side skirts.

Instead, the GXP sedan gets the export edition's subtle bootlid 'lip' spoiler, tinted tail-lights (the same as those fitted to the SS-V) and a more aggressive rear lower bumper insert. And in lieu of the four-piston, red caliper HSV brakes front and rear, the GXP editions get four-piston, silver-painted Brembo brakes up front and standard SS vented discs on the rear.

If the machined exhaust tips on the GXP looks familiar, you'd be right. They're borrowed from the Series One Clubsport.

The suspension on the GXP sedan is carried over from the set-up developed for the export edition. Thus the GXP sedan was a relatively cost-effective model for HSV to build as the engineering work was effectively done.

It also takes less time to build. A GXP sedan spends a lot less time on HSV's Clayton production line because the brakes, badges, exhaust system and rear bumper and spoiler are already fitted at the Holden factory.

HSV fits wheels, the front bar, a 317 badge and the ID tag and build number.

There's ample space front and rear and generous levels of adjustment in the sports seats and sports steering wheel. Indeed, you wouldn't know the difference between the regular Clubsport R8 and the GXP edition because it comes with the same genuine HSV cloth sports bucket seats (with Clubsport logos), the cluster of gauges, premium sound system and dual zone air-conditioning.

Front, side and curtain airbags are standard, as is stability control that has been calibrated for the Brembo front brakes and standard SS rear brakes.

COMPETITORS

Interestingly, rather than cannibalise sales of the dearer HSV models, the company believes the GXP could end up walking customers "up" to a Clubsport R8.

We'd also include Holden's top-spec SS-V and perhaps Calais V models as potential showroom rivals for the cheapest HSV.

We didn't get a chance to test the fade resistance of the Brembo front brakes on the launch drive. They felt good in normal use and more reassuring at least than the standard brakes. But we'd like to reserve final judgement until after we've had a proper go.

The engine and exhaust sound great even in this relatively basic guise. In fact, I reckon it's the GXP's back-to-basics feel that is part of its appeal. It is after all slightly lighter than a full blown Clubsport R8, perhaps that's why it feels more nimble on its feet.

Overall, the GXP is just a good every day performance car that you're not afraid to use.

HSV engineers considered changing the suspension and coming up with their own tune. But when then they took a GXP for a drive and discovered how good it was, they (rightly) left it alone.

So there's another cheer for cost saving.

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