2017 HSV GTSR Range

[FiestaST]

Some hardcore Aussie muscle. The pinnacle of Holden performance. The last of their kind:

Australia's leading performance car manufacturer, HSV, confirmed the reintroduction to its line-up of the much-revered GTSR nameplate as part of the final build of the locally manufactured "Zeta" platform.

First seen on an HSV in 1996 with the introduction of the much-acclaimed VS model, HSV will offer three GTSR model variants as part of its MY17 range.

Drawing on its racing heritage, all three vehicles - GTSR (sedan), GTSR Maloo and GTSR W1 - share consistent, track-inspired styling and performance DNA.

Delivering a lower, wider, more muscular stance, reinforcing HSV's track heritage and making a bold design statement were key drivers of the GTSR design program.

All vehicles feature an all-new front fascia with the extensive use of matte black accents and clean, aggressive graphics that maximise air-intake and deliver a distinctive, race-inspired appearance.

A bold front splitter runs around the lower edges to accentuate the low-slung stance, with new Daytime Running Lamps completing the unique front-end design.

The wider stance is enhanced through the adoption of bold, new and wider front fenders. These fenders are 12mm wider (per side) than the balance of the HSV range and feature new horizontal fender vents - carbon-fibre on GTSR W1.

In addition to helping deliver a more aggressive front-end stance, the wider fenders were required to house the all-new 20" x 9" (front) and 20" x 10" (rear) SV Panorama forged alloy wheels.

These stylish, 5-spoke alloys, finished in Hyper Dark Stainless on GTSR and GTSR Maloo and Matte Black on GTSR W1, are ½ inch wider than the balance of the MY17 range and feature waisted spoke sides that aid weight reduction.

A premium, AP Racing, 6-piston brake package, featuring monoblock calipers and massive 410mm (front) rotors and large Ferodo 4488 brake pads, adorn all three GTSR models.

The new 410mm diameter rotor is a fully floating design using technology derived from race-cars but refined for the road. The monoblock caliper construction delivers an improved strength-to-weight ratio while the 410mm rotors share race-inspired ("S" vane) cooling technology.

This world-class braking package takes AP Racing radical design to an all new level delivering outstanding stopping power and brake modulation, and an even firmer pedal feel.

Complementing the GTSR range's wheel and brake package, GTSR and GTSR Maloo feature Continental ContiSportContact 5P tyres. These tyres have been fitted to all HSV models since the introduction of the GEN-F range and were initially chosen for their superior dry and wet weather performance and for offering the finest balance between road holding and ride comfort.

The GTSR W1's forged alloys are wrapped in specially selected Pirelli P Zero Trofeo R 265/35 R20 (front) and 295/30 R20 (rear) tyres.

After extensive evaluation by HSV engineers, these Pirelli tyres were chosen for their ability to maximise the vehicle's track potential.

The Trofeo R tyre is essentially a track-focused race tyre with a unique tread and compound that delivers exceptional performance and helps maximise standing start and mid-corner grip.

From a suspension perspective, GTSR will feature HSV's Magnetic Ride Control system, a semi-active suspension system which responds to road inputs and driving conditions with dampers updated every 1000th of a second to optimise ride comfort, while GTSR W1 will be fitted with all-new "SupaShock" suspension.

This race-inspired suspension system mirrors that fitted to Walkinshaw Racing's "Supercars" - refined for on-road driving but with a tune that is undeniably track focussed to maximise the vehicle's intent.

Internal components come straight from the racing industry with linear-style damper pistons that deliver the lowest frictional losses of any commercial damper available and a front coil design rated at approximately 2.2 times higher than the balance of the HSV range.

At the rear, both GTSR and GTSR W1 feature an all-new fascia and diffuser that houses quad exhaust outlets with dual diamond tips (shadow-chrome on the GTSR W1), while the decklid features HSV's new "Aeroflow" spoiler delivering a strong and cohesive, race-inspired look. The spoiler upper is finished in carbon-fibre on GTSR W1.

GTSR Maloo also features a new wide and lower diffuser and quad exhaust outlets that combine to deliver a fresh and distinctive rear-end appearance.

Internally, the GTSR range reflects its track heritage with all three vehicles featuring new HSV Podium seats finished in Alcantara with diamond-quilted stitching and leather bolsters (GTSR and GTSR Maloo) and full Alcantara with diamond-quilted stitching (GTSR W1).

Striking red herringbone twin-needle highlights also feature extensively through-out the cabin, while an Alcantara-wrapped, sports-profile steering wheel and gear selector are standard on GTSR W1 and optional on both GTSR and GTSR Maloo.

HSV's engineering team have worked feverishly to squeeze every ounce of potential out of the 6.2 litre Supercharged LSA Generation IV Alloy V8 that powers both GTSR and GTSR Maloo. The adoption of a new, (K&N) hi-flow performance air filter sees maximum power output increase to 435kW, making this the most powerful LSA V8 engine HSV has ever offered.

GTSR W1 will feature the acclaimed 6.2 litre Supercharged LS9 Generation IV Alloy V8 engine as originally fitted to the 6th generation Chevrolet Corvette ZR1.

Aided by its 2.3 litre supercharger, forged aluminium pistons, dry sump and carbon-fibre airbox (specially designed by HSV to satisfy the engine's unique air-flow requirements), the LS9-powered GTSR W1 will have a maximum power output of 474kW making it the most powerful performance production car ever built in this country. Maximum torque (815Nm) places the vehicle in "V8 Supercars" class.

This hand-built engine (it takes approximately 5 hours to assemble) is to be fitted at HSV's production facility in Clayton, Victoria.

To optimise the potential of this powertrain, GTSR W1 will utilise a Tremec TR6060 (MH3 spec.) close-ratio, 6-speed manual gear box with a ZF SACHS twin-plate clutch. This gear-set, including solid-plate flywheel, is new to HSV and helps keep engine RPMs more centred around maximum power output. When mated to this higher revving engine, the transmission gives the driver a much more useful power-band, helping optimise the driving experience.

Along with the ability to support the higher torque output of the LS9 engine, the MH3 gear-set delivers outstanding overall shift feel, with short throws and smooth gear synchronisation.

The bi-modal exhaust system fitted to the three GTSR models has been calibrated to open earlier in the "rev" range than previous HSV models, rounding off one of the most significant powertrain programs in HSV's history.

All three GTSR models will also be fitted with performance features signature to the HSV range including Torque Vectoring, Enhanced Driver Interface and a Driver Preference Dial to moderate key electronic vehicle systems including Traction Control, Launch Control, Torque Vectoring, Bi-Modal Exhaust and Electric Power Steering.

Three new colours will be available with the GTSR range - "Spitfire", a vibrant green, "Son of a Gun", a gunmetal grey and "Light My Fire", a metallic, burnt orange. A tailored, high-quality car cover will also be offered with all GTSR models, individually numbered on GTSR W1.

"With the MY17 range being the last of the Zeta platform product (GEN-F range), our intentions were always to send the platform off with a bang and the content we have delivered is central to that plan", said HSV's Managing Director, Tim Jackson.

"The GTSR name was last used nearly 20 years ago, and as we built this range with a view towards current market expectations and trends, we couldn't help but feel the GTSR nameplate was the logical fit for this family of product."

"We're confident we've delivered our best product ever, and the greatest performance cars ever produced in this country", he said.

Build of the GTSR range commences in April and while all vehicles will be available in limited quantities, production of GTSR W1 will be limited to approximately 300 vehicles.

https://www.netcarshow.com/hsv/2017-gtsr_w1/

 

[FiestaST]

https://www.netcarshow.com/hsv/2017-gtsr_maloo/

 

[FiestaST]

https://www.netcarshow.com/hsv/2017-gtsr/

 

[Drifter]

The GTSR W1's forged alloys are wrapped in specially selected Pirelli P Zero Trofeo R 265/35 R20 (front) and 295/30 R20 (rear) tyres.

Ouch!!!!

 

[CamiKaze]

Those seats look comfy.

 

[FiestaST]

https://youtu.be/d69LKIPYguA

 

[FiestaST]

If you didn't notice from the intense styling these cars are properly quick with stupid amounts of power

 

[Genisys]

That is insanely... Awesome looking. Very unique.

 

[FiestaST]

That is insanely... Awesome looking. Very unique.

Glad someone else appreciates them.

Which one of the three is your fav?

Red one; Green one or that Bronze colour one lol

 

[Drifter]

The Bronze one.

 

[FiestaST]

Behind the beast: An in-depth look at the Corvette ZR1-powered 2017 HSV GTSR W1

You already know it’s limited to 300 units. You already know it’s $169,990 (before on-road costs). And you already know it’s powered by the much-hyped LS9 engine out of the Chevrolet Corvette ZR1. Now, though, it’s time to go in-depth to find out what makes the 2017 HSV GTSR W1 as special as it is, and will forever be…

The Hardware

A hand-built unit that takes approximately five hours to be assembled, all GenIV LS9 engines were assembled at GM’s Performance Build Centre in Wixom, Michigan.

A supercharged 6162cc (376 cubic-inch) engine based on the LS3, the LS9 – in ZR1-guise anyway – runs a compression ratio of 9.1:1.

Costing around $35,000 Aussie dollars per engine (plus taxes), the LS9 features a sixth-generation Eaton four-lobe Roots-type supercharger, an aluminium block, unique camshaft, forged-titanium conrods, titanium inlet valves, hollow-stem exhaust valves, cast iron cylinder liners, and forged-aluminium pistons with in-block oil spray cooling oil jets, as well as the dry sump oil system mentioned earlier.

HSV says it opted for LS9 for the W1 not only because there was no physical reason not to, but importantly, because in 435kW/740Nm GTSR-trim, the supercharged 6.2-litre LSA is approaching its limits – and the limits of the transmission it’s bolted up to.

For context, the LS9 – equipped with a specific air filter and 87mm throttle body – claims 2.3 litres of air per revolution (L/rev), the LSA 1.9L/rev. The LS9 also has a maximum rpm of 6600rpm, the LSA maxing out at 6200rpm.

With official power and torque figures recently confirmed by HSV, we can tell you the W1 develops 474kW at 6500rpm and 815Nm at 3900rpm – 2kW and 4Nm off the outputs of the 476kW/819Nm Chevrolet Corvette ZR1 that ceased production in 2013.

HSV has equipped the LS9 with a nine-plate water-to-oil cooling system, uprated from the seven-plate stacked-plate unit used in the LSA.

A larger heat-exchanger intercooler – offering a 49 per cent increase in core volume over that used for the LSA – has also been added to aid cooling efficiency, along with an additional high-flow water pump and an upgraded dual-brick charge-air intercooler, instead of the LSA’s single-brick item. HSV says the improved setup sees charge air temperatures cooled by up to 60 degrees Celsius.

Performed at HSV’s Clayton facility in Victoria, the GTSR W1’s engine out/engine in production requirement is a rare process not seen since the $155,500, 375kW/640Nm 7.0-litre LS7-powered W427 back in 2008 – of which only 136 were ever made.

The Wheels and Tyres

For reference, the original 215kW/475Nm 5.7-litre naturally-aspirated V8-powered VS Commodore-based 1996 HSV GTSR rode on 17-inch alloy wheels and 235/45 Bridgestone Expedia “high-performance tyres”. It’s 2017, though, and now the new GTSR W1 rides on some genuinely massive – and expensive – rolling stock.

Up front the W1 gets 20×9-inch forged-alloy ‘SV Panorama’ wheels, with 20×10-inch items on the rear – half an inch wider, front and rear, than the GTS’s 20×8.5s and 20×9.5s.

Giving the W1 some impressive front-end bite and response, HSV’s engineers also managed to incorporate a three-degree negative offset change into the W1’s front wheels compared with the GTS.

The real ‘trick’ to making the GTSR W1 a legitimate road and track weapon, however, comes from its slightly mental Pirelli P Zero Trofeo R tyres.

Measuring 265mm-wide at the front and 295mm-wide at the rear, they are 35-aspect up front and 30-aspect out back. Not for messing about, the super-aggressive R-compound Italian rubber retails for around $1400 a pair, or $2800 a set. Ouch.

Overall, as a result of the new engine, new brakes, new tyres, and new suspension, the W1’s electronic stability control (ESC) system, too, has benefited from a complete recalibration.

The Result

We’re not always number-driven here at CarAdvice, but these are worth a look.

Although HSV is still stipulating these figures as “preliminary”, let’s just say we’re confident they’ll be near the mark.

0-100km/h in 4.2 seconds
0-60mph (96.6km/h) in 4.0 seconds
0-400m in 12.1 seconds
Thanks to the close-ratio gearbox’s tall first gear, HSV says the W1 will hit 98.5km/h in first gear, with 80-120km/h achieved in 2.16 seconds in second gear, and in 5.2 seconds in fifth gear.

Sadly, despite the W1’s theoretical potential to reach approximately 293km/h in sixth gear at 6600rpm, as with all VFII-based products, the ‘Big Dog’ GTSR is still speed limited to 250km/h.

With none other than Supercars driver Warren Luff at the wheel, HSV says the W1 has already lapped Victoria’s 3.0-kilometre Winton Motor Raceway in 1.33:20 – 4.4 seconds faster than HSV’s 1:37.60 GTS record. A good time, it’s still 13.5 seconds off the 1:19.70 Supercars lap record set by Fabian Coulthard in an FGX Ford Falcon in 2016 (just teasing, HSV).

And for those thinking of taking their GTSR W1 to the track themselves, HSV’s top engineering brass say, ‘go nuts’.

Although neither the GTSR nor GTSR W1 feature the same ‘GM Level 3 Track Capable’ rating as the recently reviewed 2017 Holden Commodore Motorsport, Magnum and Director trio, Joel Stoddart says enthusiasts needn’t worry.

“The test mule you drove today, that’s completed two full days at Winton, a week up at Hidden Valley in hot weather, and of course down here at Phillip Island for final validation – and that’s on the same car.

“That car’s done four track days on the same engine, same components, etc. So, [on top of the upgraded cooling], we do make sure these cars are capable on the track, because it’s where people will test them, and it’s a good measure of their performance.”

The Body

Looking the part, with its tough stance, the W1 wears all-new front and rear bumpers, a new front splitter, new horizontal front fender vents, and new front fenders that are 12mm wider per side than those of the GTS.

Made of polypropylene, not aluminium like on the GTS, wider fenders have been something of an inside secret at HSV for some time, with the company’s chief designer, Julian Quincey, asking for them since HSV released the VZ-based Coupe 4 in 2004.

At the back, a new carbon-fibre-topped ‘Aeroflow’ rear spoiler is joined by a new rear diffuser, and new chrome-finished ‘diamond-shaped’ outlets for the W1’s re-calibrated bi-modal exhaust.

Never satisfied, engineering head Stoddart tells us he still wanted HSV to say yes to equipping the W1 with a wider rear end to accommodate the rear wheel and tyre package he really wanted – the ZR1’s 20×12-inch rear wheel, wrapped in a 335mm-wide, 25-aspect tyre – but it couldn’t physically be done… this time, anyway.

The Interior

You can’t release a car like the GTSR W1 without making a few ‘necessary’ improvements to its cabin.

Fortunately, HSV thought the same. That means the lucky few who will ever get to sit in the damn thing will enjoy some phenomenally comfortable and supportive new ‘Podium’ seats, fully upholstered in diamond-quilted Alcantara.

Accompanied by ‘W1’-branded headrests, the seats are complemented by an Alcantara-wrapped sports-profile multi-function steering wheel, an Alcantara-wrapped gear lever, and a variety of ‘W1’ branded items, including the sill plates, an ID plate, and the start-up screen for HSV’s Enhanced Driver Interface (EDI) system.

The End

Indeed. With Holden confirming production of the VFII Holden Commodore is to wrap up on October 20, the end for the tried and tested Zeta platform is well and truly nigh.

HSV says approximately 300 GTSR W1s will be built, spread across 56 Australian dealers and six Kiwi ones. That said, HSV will be keeping a small number for their own purposes and requirements, with this tipped to be up to five cars.

Currently, HSV says it’s looking at “in excess of 800 orders” for the GTSR, however, this is said to encompass interest in the GTSR Maloo, GTSR sedan, and of course, the GTSR W1.

Additionally, HSV has suggested it may very well hold a small number of cars – likely three to four – for frequent HSV buyers who might miss out on the initial allocation of W1s. The idea then being for those known owners to have a second chance of securing one of these very special vehicles via a raffle.

As for some final thoughts, we’ll leave that to HSV managing director Tim Jackson.

“I think there’s a sense of pride we’ve really achieved something here. I’m proud that we’ve delivered the best product we’ve ever done, and I’m grateful for the support we’ve received from Holden and GM and all around the place. If every time you do a product, you’re trying to do a better one, and do the best one, I’m convinced we’ve done it on this one.

“And, I guess from a personal point of view, we’ve pushed the boundaries in terms of what we typically do – you wouldn’t typically adopt this level of change on a program this short. With the constraints we have and the tools that we have, I think we’ve delivered.”

http://www.caradvice.com.au/516670/...at-the-corvette-zr1-powered-2017-hsv-gtsr-w1/

 

[ubercal]

Wow , good looking aggressive cars.A nice refreshing change

 

[FiestaST]

2017 HSV GTSR W1: company boss justifies $170k LS9-powered monster


For the $169,990 (before on-road costs) asking price of the just-revealed 2017 HSV GTSR W1, you could get yourself into a BMW M3 Competition, Mercedes-AMG C63 S, or even the brand-spanking new Alfa Romeo Giulia. Talk to the man in charge at HSV, though, and he says justifying the company’s most expensive ever model is simple.

“I think there’s simple justification: just have a look at the performance of the vehicle versus its competitive set,” HSV managing director Tim Jackson told CarAdvice.

“Can you find a car that delivers what [the 474kW/815Nm GTSR W1] delivers for anywhere near the price? No. That’s the justification I think.”

Powered by the monstrous supercharged 6.2-litre LS9 V8 engine out of the Chevrolet Corvette ZR1, the W1 – in sheer outputs terms anyway – easily trumps the likes of the 331kW/550Nm BMW M3 Competition ($144,615), 375kW/700Nm Mercedes-AMG C63 S ($155,615), and 375kW/600Nm Alfa Romeo Giulia ($143,900).

“If you want to say, ‘Oh, it’s the most expensive HSV ever done’, look at the content in the vehicle, the investment that we’ve made, and the performance of the vehicle,” Jackson said.

“It stacks up to what else is in the market, and it’s a moment-in-time vehicle.”

Whether you’re a Holden Special Vehicles fan or not, the numbers – at least – don’t lie. And to get close or better the W1, you’ve got to start looking at cars such as the $230,615 BMW M5 (423kW/680Nm), circa-$250,000 Mercedes-AMG E63 S (450kW/850Nm), and $246,700 Audi RS6 (445kW/700Nm).

“If there’s an evaluation to be done on ‘does it look like we’re making a lot of money on W1’, all I say is take the LS9 engine – you can look them up online, there’s a number on it of around US$25,000 – turn that into Aussie dollars, ship it over here, put a transmission on it, do all the other work we’ve done to it, add your luxury car tax to it, add your dealer margin to it, and your GST to it.

“There’s a very clear walk up in what the recommended retail price looks like, and you can have a look at it and say, ‘Okay, I can understand why it’s that price’.

“I firmly believe the value equation’s there,” Jackson said. “And you can look at that from what you think the costs include – the content on the vehicle, and the development of that vehicle – you can look at it from the competitive set in the market place, and then you can also look at it as a moment-in-time vehicle [that is] limited and unique.

“There are lots of different ways you can put a perspective on it, and from my perspective, I can look at it from all those angles and say, ‘Okay, I think it’s a fair price for that car’.”

Elaborating further, Jackson said a key part of any program is deciding what the company feels is a fair price to charge for a vehicle, and the GTSR W1 program was no different.

“We look at it right at the start, not at the end, because we don’t want to get to the end and say, ‘Oh, well actually we think that’s too much to charge for that vehicle’,” Jackson said.

“But, we know where the demand has been, we know where – in terms of inquiries that have come to us and dealers – the demand for the vehicle [is], we know the content that’s going into it, we’re obviously closer than anyone to knowing the cost of development, and it sounds funny, but we get off on making great product.

“We obviously need to get an appropriate return for that, but we know HSV is always about value. It’s not about going, ‘Okay, well I can match that up – from a content perspective, from a performance perspective – well you should put us up against a Mercedes-AMG E63 S, so make it [around] $250,000. But that’s not what HSV has ever been about. We’re about providing great performance at great value, and being able to demonstrate that difference.”

In the end, Jackson summarises his viewpoint succinctly. “We get off on making great product – we [just] can’t do it for free. But what floats our boat is delivering great product to the customer, and in this instance, we think we’re going to do that.”

http://www.caradvice.com.au/518451/2017-hsv-gtsr-w1-company-boss-justifies-170k-ls9-powered-monster/

 

[FiestaST]

Five great moments in HSV history

Holden Special Vehicles, better known as simply HSV, is a brand synonymous with performance and ‘Australianness’ – but 2017 is the last time you’ll ever see HSV offer a model based on an Australian-built vehicle.

Here, at the end of an era, and with this week’s big unveil of the heroic GTSR W1, it’s only fitting that we travel back through time and take a look at five great moments in HSV history.

1988 VL Walkinshaw

For HSV, this is the car that started it all. Called the Holden VL SS Group A SV, it was the first vehicle produced through the Holden and Tom Walkinshaw Racing partnership.

Powered by a modified version of Holden’s 5.0-litre naturally aspirated V8 engine, it produced a hearty 180kW of power and 380Nm of torque, with torque sent through a five-speed manual gearbox.

When it launched, it had an asking price of $45,000. In today’s money, that’s a little over $100,000.

Only 500 were built in the initial scheduled run, between March and November 1988, along with an extra 250 that were produced when demand when through the roof.

Group A regulations meant the company had to build a road-going race car, and it did so with a modified version of the VL SS Commodore that featured a wing producing a 25 per cent reduction in drag.

Although its looks have forever polarised enthusiasts, it has never failed to captivate. It’s so wild, we simply had to snap a photo of the first HSV next to the last, with a shot of the VL Walkinshaw alongside the HSV GTSR W1.

Speaking of which…

1996 VS HSV GTSR

I clearly remember when the GTSR was first released. It was yellow, very yellow. And, the colour was aptly named ‘Yellah’.

Powered by a naturally aspirated 5.7-litre V8 engine, it pumped out 215kW of power and each person that bought one was flown to Melbourne to accept delivery of their car. They even had overnight accommodation paid, and had lunch with engineers.

A full 75 were produced for Australia, with an extra nine built for the New Zealand market, plus one media evaluation vehicle, taking total build count to just 85 vehicles.

Most buyers optioned a performance package that had HSV engineers strip the Holden-supplied and locally built 5.7-litre engine down to optimise tolerances.

This was also an incredibly special car because Ian Callum (head of design at Jaguar) worked on parts of the car (seats and door trims), while he was employed by Tom Walkinshaw Racing.

At the time, it had an asking price of $76,000, with most buyers paying an additional $10,500 to have the engine blueprinted by HSV.

In today’s money, that’s a whopping $161,000 — it’s not hard to see where HSV plucked W1 pricing from.

1996 VS II HSV Grange

The duck’s nuts, the bee’s knees. The HSV Grange was the car to buy if you wanted to make an all-Australian statement and declare to the world that you had finally made it.

What’s more is that each Grange sold since the VS was delivered with a bottle of uniquely numbered Penfolds Grange Hermitage.

That’s right. Although it’d be lost on yours truly, the VS II Grange was delivered with a bottle of 1984 Penfolds Grange Hermitage – valued at around $600 at the time – in the boot.

The Grange was built off the top-specification Holden Caprice and improved on performance with modified power steering and suspension, and was originally offered with two engines outputting 185kW and 215kW of power respectively.

Grooves in the windscreen also debuted on the 1997 HSV Grange, which gave the wiper blades an extra clean with each service wipe.

The Grange continued all the way through to the Gen-F, where it received a final salute with a Grange SV badge and a naturally aspirated LS3 V8 engine. There was even a liquid-injected LPG version of the Grange offered during its tenure.

2004 HSV Coupe4

While you may not have seen many of these on the road, the HSV Coupe4 was an incredibly significant car for HSV.

It was HSV’s first all-wheel-drive car and it was Australia’s first proper all-wheel-drive sports car. It was also the first time an HSV started life at the company’s headquarters in Melbourne.

Normally, an HSV would come down the production line at Holden in South Australia and then head to HSV for modification.

The reason it started life at HSV was due to the body shell requiring extra width to accommodate the tyres and extra track, and of course the all-wheel drive system.

While the GTS Coupe of the same era cranked out 300kW of power, the Coupe4 was limited to 270kW of power from its naturally aspirated 5.7-litre LS1 V8 engine, due to limitations with the Quad Drive permanent all-wheel drive system.

The nine-month development program was shared between Holden and HSV, leading to the product being designed and produced. It also ended up in the USA wearing a Pontiac badge (but only in rear-wheel drive) as the Pontiac GTO.

2017 HSV GTSR W1

Well, what a way to sign off.

If you’ve read any of our speculative articles about the GTSR, it seemed clear there was no sense in HSV building a car with an LS9 engine. The amount of engineering and man hours required to make it work would in turn need a huge price tag and generous build numbers — especially given its production lifecycle would be only several months.

Well, they did. And, it’s insane. 474kW of power and 815Nm of torque from a 6.2-litre supercharged LS9 V8 engine. It doesn’t get much crazier than that.

With an asking price of $169,990 (plus on-road costs), it represents the most expensive HSV in the range. With a build cap of 300, HSV’s investment in developing this car has gone well beyond dropping an engine into the engine bay and hoping for the best.

Engineers worked tirelessly overcoming countless hurdles to make it work and they’ve pulled off a remarkable product.

And that, is about as fitting a send-off as we can imagine for this chapter in HSV history. What comes next? We can’t wait to find out.

http://www.caradvice.com.au/518020/five-great-moments-in-hsv-history/

 

[UrBaN963]

I'll have a greeny thanks.

 

[FiestaST]

Just remember if you drive an HSV you need to be proficient in your Aussie lingo

 

[FiestaST]

Good article actually...

http://www.carmag.co.za/news_post/12-australian-muscle-cars-that-shaped-the-industry/

 

[FiestaST]

https://youtu.be/lvJqurVY_AE

 

[FiestaST]

https://youtu.be/UIYgeSjjYg0

 

[FiestaST]