Walkinshaw Racing Limited Edition 2014 Review

It starts off like any regular Monday morning. I stumble into work bleary eyed after watching the late-night Italian F1 Grand Prix, hand the keys for the Kia Cerato I'm driving to our Road Test Editor, Matt, and sit down with a cuppa before hitting the keyboard with the latest news...

Then out of the blue the receptionist calls. "A bloke from Walkinshaw is here," she says, and I cast a knowing glance at Johnny, our videographer.

A couple minutes later I'm in the motoring.com.au basement gawking at a carbon black and gold Walkinshaw-tuned HSV Clubsport R8. The rear-wheel drive, 1850kg sports sedan is powered by a modified 6.2-litre LS3 V8 that pumps out a gobsmacking 550kW and 980Nm, and already the cameras are rolling, capturing the steroidal engine as it strains against its mounts.

With the entire car pitching slightly under high revs as the exhaust note is recorded, I realise this homegrown sedan has more grunt than any Mercedes-Benz V8-powered AMG model, even the latest twin-turbo units.

No more than 50 of the Walkinshaw Racing Limited Edition packages will be sold, and they're available for fitment to most VE and VF Commodore-based V8 vehicles built since 2006. ‘Our' car is based on an HSV Clubsport R8 (Gen-F) fitted with the 6.2-litre V8, but even the regular VE SS Commodore can handle the upgrade, although it puts out a slightly lower 500kW/800Nm.

I jump on the back of a comparison already taking place – BMW M4 versus Mercedes-Benz C 63 AMG – and by the time we hit the open road it's clear the Walkinshaw's power claims are no exaggeration.

The Aussie bruiser keeps pace with the Germans from a standing start but takes pole position when it comes to roll-on acceleration, unleashing a full-on acceleration blitz. The only limiting factor when dropping the hammer at speed is the six-speed GM automatic gearbox, which hesitates slightly before processing our 'seek and destroy' request.

Acceleration from a standing start is immediate and imposing, with huge thrust developing from as low as 1500rpm. The way it surges forward gets the pulse racing and though we struggle to obtain a decent 0-100km/h time (due to heavy rain) it feels brawnier than the W497 tested in 2013, which dispatched the benchmark run in 4.5 seconds.

Fuel consumption is pretty hefty, the
car drinks upwards of 20L/100km when pushing, but at 110km/h on the
freeway it gulps down an average of 12.5L/100km, loping along at under
2000rpm in top gear.

Under full throttle the acoustics are brilliant, the Walkie emitting a soul-stirring battle cry. First there's a high-frequency supercharger whine, followed by a V8 basso profundo tone, surging and rising to a crescendo that raises the hairs on my neck as it nears redline.

The addition of new (lumpy) camshafts means the brawny Walkinshaw delivers a somewhat different engine and exhaust note to regular LS3s, tinged with an old-school warble. And it's not by accident it sounds so distinct.

"Everything that breathes has been changed, from exhaust to airbox," says Walkinshaw Performance spokesperson Tom Reynolds.

"Anything that has gas passing through it, we've had a fiddle with. We've got a pod filter, cold air intake, you name it. Ceramic-coated headers and a Walkinshaw Performance dual active cat back exhaust contribute to the free flowing fumes."

But that's just the start of it. Cranking up the volume from 'loud' to 'ear-bleeding', adding 225kW and 430Nm to the HSV Clubsport R8's already potent 325kW/550Nm engine, is not a slapdash process, says the company.

To achieve those figures and ensure it remains reliable, refined and smooth enough for daily driving, you need plenty of tinkering. The key ingredient is the Eaton Twin Vortices 2300 Series supercharger, along with an intercooler and all the plumbing that goes along with it.

High-flow injectors add more fuel to the fire, together with custom moulded heater hoses, cast aluminium coil covers, and a unique Walkinshaw Performance injection moulded cold air intake package.

But perhaps the most important update is the fitment of new engine internals, including a lumpier (but OEM-spec) camshaft, cam sprocket, crank bolt, camshaft bolt set, valve spring retainers, valve stem locks, and Beehive style valve springs.

Walkinshaw Performance says 1000Nm was possible, but not without compromising drivability. Delivering "torque where it matters" was the mantra during development, and as a result the car generates scintillating thrust from low revs.

The latest Walkinshaw creation is hugely powerful and frighteningly
quick, but surprisingly engaging too. Despite the retched conditions –
visibility is down to a couple hundred metres at one stage due to the
torrential rain – the Walkie tracks cleanly through corners, testament
to the car's HSV/Commodore underpinnings.

The steering is neat
and tidy, the brakes strong and there's enough tech in there to ensure
the car doesn't get too out of shape. Even when the Walkie's tail does start to wag, it never feels twitchy or snappy (something that
can't be said of the M4).

This large rear-drive sledgehammer is not
going to challenge a WRX STI up a tightly twisting alpine pass, and it
doesn't have the badge cachet of a Porsche, but there's something
special about locally engineered and built products, particularly when
they deliver this much satisfaction.

The Racing Limited Edition gets extras like a special tool kit, a plaque signed by Walkinshaw's current V8 Supercar drivers and a unique engine cover and Walkinshaw Racing decals to sweeten the deal. There's the dyno tune and a full drive-line warranty that lasts the balance of the car's standard warranty.

Reynolds says all Walkinshaw Performance packages are guaranteed for "the balance of the normal manufacturer warranty", with the WP warranty covering all driveline-related issues. If power windows fail, the standard HSV/Holden warranty applies, but if there's a driveline failure, "it comes to us" he says.

"That said, we've never had a failure. It's not a problem we've had thus far," he said.

Walkinshaw spent 12 months developing the kit, which costs $24,490 (including installation) and works with both six-speed manual and six-speed auto transmissions. Walkinshaw also offers chassis upgrades, with suspension and brake mods available at extra cost.

There are also plans to take this very car and put V8 Supercar and Walkinshaw Racing team driver Nick Percat behind the wheel, for a proper blast around Mount Panorama ahead of the Bathurst 1000 race.

2014 Make Model Type pricing and specifications:
Price: $97,980 (HSV R8 ($73,490) + $24,490 WP package)
Engine: 6.2-litre V8 supercharged petrol
Output: 550kW/980Nm
Transmission: Six-speed automatic
Fuel: 18.2L/100km (as tested)
CO2: N/A
Safety Rating: Five-star ANCAP

What we liked:
>> Half a megawatt of power
>> Old-school V8 exhaust note
>> Powertrain refinement levels

Not so much:
>> It's expensive
>> It drinks like a fish
>> Test car's gregarious looks

Also consider: Mercedes-Benz C 63 AMG Edition 507, HSV GTS, FPV GT F