Walkinshaw W310 Commodore SS: Road Test

Price Guide (recommended price before statutory & delivery charges): $50,685
Options fitted to test car (not included in above price): HSV R Wheels ($3490), carbon bonnet wrap, carbon boot lid spoiler, carbon mirror wrap, scuff plates
Crash rating: Five-star ANCAP
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 11.5
CO2 emissions (g/km): 274
Also consider: Ford Falcon GS (from $52,990); Holden Commodore SS V Redline ($51,490); HSV Clubsport ($60,990); Subaru WRX STI ($54,990)

As the first VF Commodore to be tuned by a reputable aftermarket company Walkinshaw Performance, the W310 Commodore SS makes a strong -- and loud -- first impression.

Costing $6495 (including labour) on top of the $44,190 Holden Commodore SS, the W310 pack adds big ticket power and torque to the already burly 6.0-litre V8-powered sports sedan, transforming it into a more potent 310kW street machine.

The W310 kit adds several Walkinshaw Performance parts, including high-flow catalytic converters, ceramic-coated headers and a stainless steel cat-back exhaust system that, together with a cold air intake and a custom ECU calibration, delivers big performance gains.

Engineers at the Melbourne-based tuning house have boosted the car's output from 260kW/517Nm to 310kW/580Nm, representing a considerable increase of 50kW and 63Nm. With the addition of "very specific resonators" the car now has an awesome exhaust rumble at mid and high revs the regular SS lacks. But more on that later.

The powertrain upgrade is covered for the same three years or 100,000km (whichever comes first) as the Holden factory warranty adding some peace of mind to the purchase.

Other parts fitted to the car include a W310 built plate, plus rear 'Walkingshaw' and '310' badges.

The carbon fibre bonnet, rear deck-lid spoiler and mirror wraps evident on the test car are costs options, as are the Walkinshaw sills and blacked-out HSV 'R' alloy wheels.

But this car is all about the experience not just the look, and it delivers this in spades.

What the induction, exhaust and engine mapping changes do is add a lot more character and pace, ensuring the car has serious straight-line savvy. Acceleration in the six-speed automatic model we tested was forceful, posting a 0-100km/h time of 5.2 seconds, according to our V-Box tracker.

Ultimately that benchmark acceleration time makes it several tenths quicker than the regular SS auto, which does the same sprint in just under six seconds.

As expected, the extra poke means a cautious right-foot is required to avoid a loss of traction, but once the car is in motion it's a rocket.

The tweaked ECU and free-flowing exhaust system provide the W310 with awesome mid-range punch; and between 2000 and 4000rpm the engine sings, exhibiting excellent roll-on acceleration.

We had the car for a day and a bit, so didn't get a chance to test overtaking performance, but we reckon it'd be suitably rapid.

Throttle response is generally very good: it's admirable Walkinshaw has achieved the power and drivability gains without resorting to forced induction. A pleasant side effect is the smooth, linear power delivery that makes it a controllable, pliant sports sedan.

The only issue in the driveline was the automatic gearbox, which on occasion was caught napping when opening the taps.

Walkinshaw Performance has ensured the car's engine and exhaust acoustics match its beefed-up performance threshold. Simply put, the W310 has a sonorous, resonant V8 tone that's equal parts raw and refined. Don't ask me how that works, it just does.

At idle the car is surprisingly quiet (due to carefully tuned resonators aft of the cats) and it doesn't drone at freeway speeds, which is handy when you want to keep a low profile. But as the revs rise a gruff, bassy warble expands rapidly into a barking, snarling but rhythmic howl that's as lumpy as any classic carburetted 308 sounds when fitted with extractors.

It's not obnoxiously loud, but it has enough presence to inform other road users of your whereabouts (with the odd stab of the gas) and informs passers-by of your approach. I also love the burbling-crackling on the overrun as unburnt particles of fuel ignite upon contact with the hot exhausts.

For all its extra show and go, the VF's improved manners are still retained in the W310, making for what is an accomplished high-output large sedan. Ride comfort is good, there's not a lot of road or wind noise, and the car comes with all the mod cons of its derivative.

The chassis has been left unmolested by Walkinshaw Performance, though suspension upgrades will be "available in the fullness of time" a spokesman for the tuning company told motoring.com.au.

The Commodore-based W310 would turn and stop more confidently with stiffer springs and better brakes, no doubt about it, but when pushed into corners the Walkie is predictable and can hold a decent line through a corner.

Though the extra kilowatts means traction control has its work cut out for it (which makes for an entertaining drive at times!) the W310 provides plenty of feedback and the electro-mechanical steering is surprisingly direct.

Body roll can affect the car's trajectory on tighter, faster bends as the suspension struggles to cope with the car's 1729kg mass. For the most part, however, it's a capable performance car that's as involving as it is fast, which says a lot about the way Holden has tuned the VF in the first place.

It's not the most efficient car we've tested -- we ended up with a fuel economy average of 18.0L/100km -- but that's mostly hard-driving and commuting around town.

I had a ball driving this car. High levels of performance are one thing, but it's a great cruiser too, with plenty of room, a big boot, good comfort levels and loads of amenities and technology.

Is the W310 kit worth the money? I've driven vehicles fitted with more costly options that deliver a lot less satisfaction, and with Walkinshaw's three-year warranty, it makes a pretty compelling case.

See more photos of the Walkinshaw 310 at www.motoring.com.au