DO YOU ever have that feeling you really should be doing something useful, but just canít be arsed? Thatís the zone I find myself in as I sit outside a nondescript building in a nondescript industrial estate in a nondescript suburb near Melbourne airport.
Iím waiting for editor Inwood to arrive in the W1, a weak autumn sun warming my face. I should be using my phone for something productive, like replying to emails or watching Nurburgring crashes.
Instead, Iím following a link to an oddly compelling time-wasting site.
Deathclock.com purports to be able to predict the precise day of your death, based on a bunch of lifestyle questions. It was started back in the early 2000s when the Grim Reaper finally figured out website construction and decided to apply his powers to nonsensical uselessness, instead of evil.
According to the site, my time on this earth will be up on February 16, 2051. Iím accepting of that; Iíve had a great life, and besides, I donít appear to have anything else in the diary on that day.
But what if there was an automotive Deathclock.com around back in 1988? What if HSV was able to punch in the details of the first VL Group A SS, the game-changing Plastic Pig, into this morbid calculation device? Somehow I doubt the result spat out would say something like: ďYouíll evolve through three core generations, building a legion of loyal fans. Your zenith will come as your morph into a 474kW supercharged beast, reigning supreme, lauded as the greatest Australian-built sports sedan ever built. But youíll be the last of your breed, and your final passing will come in the summer of 2017-18ÖĒ Yet thatís pretty much the reality, so itís no wonder Iím feeling a weird tangle of emotions. Excited, of course, to be heading to some of the best driversí roads in the Victorian High Country in this epic car. But also just a bit melancholic itís come to this. Is this a wake?
A celebration? Hell, it canít be a wake; that feels a bit premature; and besides, we canít neck fruity moselle and listen to a boring old uncle bang on about the glory years.
So it must be a celebration, then. An 815Nm, tyre-frying knees-up as the curtain comes down. Itís impossible not to feel a tug in the gut, though. We all know large, locally built, rear-drive sedans are about as relevant as a Nokia 3310 these days, and as popular as gout, but itís still tragic that the mainstream swing towards SUVs and small cars has claimed the scalp of the great Aussie sports sedan. This is our effiní M5; our E63 Ö those German V8 headkickers have never been in better shape; it feels
For someone still trying to break into motoring journalism via the side door in 1988, being chucked the keys to a new VL Group A SS as a 22-yearold as a pure-elation moment. I thought its styling was brilliant; borderline freakish, like seeing Groundskeeper Willie tear his shirt off for the first time.
And that V8 ... this was as close to a Ďraceí engine as Iíd ever sat behind, even if its 180kW/380Nm outputs do seem a little quaint by todayís standards. But it was injected (a first!) and had a snarl and crispness that thrilled.
It was a wet Friday night in the city as I headed north, and as traffic cleared near Woolloomooloo, I gave second gear an exploratory poke.
The engine sucked and spat; the rear end hissed and fizzed as it slewed sideways on the slick bitumen. This was nine years prior to traction control arriving in the VT, leaving me to gather up a less than elegant slide, hook third, regain traction, and with heart thumping, floor it towards my girlfriendís house.
An epic weekend had started.
criminal that as a supposedly switched-on country with a 92-year history of automotive manufacturing, we are about to have precisely nothing built here that can stare headlight to headlight with those cars.
INWOODíS arrival in the W1 snaps me from this doleful decline. Very considerately, he treats the neighbourhood to a bit of second-gear wide-open throttle, and as shrieking birds take to the skies, itís enough to make you want to cheer and sear a Southern Cross branding iron into your left pec. Holy crap, it sounds tough. Way more hard-edged and nasty than the GTS/GTS-Rís related LSA engine of the same capacity; properly motorsport loud and chest-thumpingly unapologetic.
Job one, even before we drool over the W1ís carbonfibre airbox and dry-sump reservoir, is to deal with HSVís request to add only 1000km to the carís odo.
Inwoodís idea is to simply trailer the W1 to the prime driving roads, and as heís my boss, of course I agree itís a brilliant plan; why waste any of our kilometre limit plodding along camera-infested freeways? But the W1ís wide, low front bar refuses to be dragged onto a trailer, and Iím quietly pleased, as towing this car anywhere would have felt a bit wrong. Pampered, concours E-Type Jaguars are trailer queens. The W1 is this countryís toughest-ever bare-knuckle brawler; dragging it around on a trailer would feel a bit like Danny Green being pushed into the ring for a title fight in a wheelchair, so, yíknow, his legs donít get tired too soon.
you LSA So my first taste of the W1 is through suburbia and onto the Hume towards Heathcote dragstrip for performance testing. First impressions are that the clutch and gearshift donít feel noticeably different to a GTS, which is to say, the pedal is medium weighted Ė not heavy, with a nice, progressive bite Ė and the shift action reassuringly mechanical-feeling with short, positive throws. And damn, it feels brilliant to connect with this car via a manual gearbox. Then thereís the engineís flexibility, which is just colossal. Sixth gear will pull from 40km/h at 1000rpm with no snatch or judder. The drummer from Def Leppard could motor around in a W1 and hardly remember his accident.
The ride feels ultra-taut, but first impression suggests thereís just enough initial compliance to filter out most of Melbourneís ruts and bumps. Then a decent whack comes through at suburban speeds and I feel the driverís door heave in its jamb in protest. HSV was utterly unapologetic when describing this as the most track-focussed chassis set-up its engineers have ever attempted; the all-new SupaShock suspension, similar to that used in Walkinshaw Racingís Supercars, offers a setting ďcomparable to a street-circuit tune of a V8 SupercarĒ, according to the company. The inverted coil-over front set-up is apparently Ď2.2 times upratedí over the current GTS, so no wonder thereís so little roll.
But it sometimes feels this stiffness is at the threshold of what the body rigidity can take, given the protest of the doors over fast, bumpy backroads. Later, the brilliance
At around $170,000, the W1 comfortably tops Australiaís previously most expensive car, HSVís own $155,000 W427 of 2008. The W1ís tag makes it around 70 percent more expensive than a GTS-R, so, ignoring the potential collector value and speculative appreciation, does that make it reasonable value? Or crazy money? Letís look at how a couple of German brands price their limitedrun, hi-po models. Compare it to a regular M4 Competition ($154,000) and the limitededition, water-injected, track-focussed M4 GTS, at $295,000 Ė a 92 percent increase.
Or you could compare at Porscheís 911 GT3 RS versus a Carrera S: typically a circa-55 percent jump. On that basis, $170,000 sits somewhere in the middle. Further, a couple of industry observers have tipped that given the developments costs, HSV will barely make money on the run of Ďaroundí 300 cars.
of the damping will be apparent, but the ride equation will continue to mess with my head, sometimes feeling completely acceptable, other times, a jiggle and shakefest that starts to tire after a long day.
HEATHCOTE dragstrip, about 90 minutes north-west of Melbourne, somehow sits as a motorsport portrait of whatís happened to the Australian car industry.
Itís a faded and tatty shadow of what it once was, but just fine for our purposes. Deep down, though, we all know the W1 is a slim-to-none chance to put down a really blinding 0-100km/h time. HSV claims its halo model can hit the magic number in 4.1sec, but weíve rarely been able to match the companyís claims, and we know that the manual transmission will rob it of several tenths in the launch phase, even with the ultrasticky (and expensive) 295-section Pirelli Trofeo R rear rubber. Yes, over in Germany, there are probably Porsche GT3 powertrain engineers, whoíve only now grudgingly reinstated a manual íbox in their trackfocussed weapon, shaking their collective heads, going, ďJah, vee told you soÖĒ Sure enough, despite loads of attempts and various launch techniques, the W1 refuses to bolt to 60km/h any quicker that the last manual HSV GTS (down 54kW and 75Nm) we tested here in near identical conditions. Itís closed-case proof that gifting more power and torque to a big, heavy rear-driver does not bring faster off-the -mark sprinting ability once you pass circa 430kW and 740Nm outputs.
By the 100km/h mark, the W1 has trimmed 0.2sec off our GTS number, but its time of 4.5sec is still only what an auto GTS will do anyway. Beyond that point, though, with the tyres hooked up and inertia tumbling into the vapour trail, the W1 hauls like a shot dog. By 160km/h itís a second faster than a GTS; by 180km/h that gap has doubled to two seconds.
But quibbling over the raw numbers, especially in the off-the-line phase, feels like a football star agonising over the fact heís earning $40,000 a month instead of $43,000.
Whatís more relevant is just how epic this thing sounds from inside the car with the bi-modal exhaust open in either the Performance or Track modes, and how well the driveline handles abuse. The tone is deep and rich off the bottom, all Barry White-ish from down low in the diaphragm. By 4000rpm itís hollering, but thereís no taper up top, just a borderline vicious lunge to the 6600rpm limiter and a volume, especially in the back, that would have small children calling their DOCs case-worker.
Then thereís the overrun, which rumbles and crackles and pops with almost cantankerous contempt that youíve backed out of the throttle. Yet itís not like the almost cartoonish noise some other performance manufacturers tune from their exhausts; this sounds properly motorsport, the noise you expect from a handbuilt engine running titanium internals and a dry sump.
Itís way more Nomex, much less feather boas, than the twin-turbo V8s from a couple of the Germans. Itís also quite distinct, in sound, character, and revability compared to the LSA. Of course thereís an inescapable family likeness, but itís almost like a William-and-Harry thing. Both have ample merit, but you know which one you want along for a weekend in Vegas.
That close-ratio Tremec gearbox, too, is right on the job, allowing near-flat upshifts just shy of the 6600rpm cut out, with a synchromesh thatís hard to beat.
WE HUSTLE from Heathcote towards the pretty little town of Nagambie via the C344, which is a road that
The changes inside specific to W1 over GTSR are not extensive, but they probably didnít need to be.
There are full Alcantara facings for the diamondquilted seats, and Alcantara wraps the steering wheel. The seats themselves are generously sized and offer ample lateral bolstering; long-legged types may wish for a little more under-thigh support. Heating is welcome, but thereís no cooling for the hot-blooded in warmer climes. Decent Bose audio and quality navigation are givens.
What was apparent in our time with the car is the difference in sound levels and ride comfort in the front, versus the rear. Passengers in the back are subjected to a fair degree more impact harshness and bump-thump, while the volume levels, due to the proximity to the muffler system, elevate from thrilling in the front, to borderline uncomfortable at max revs in the back.
manages to basically irritate the bejeezus out of the W1. The size and frequency of the lumps and bumps on this stretch send the chassis into a constant state of restlessness and, frequently, complete agitation. I have to grudgingly concede that the trade-off for the ultrafocussed chassis tune is a loss of a little of the GTSís unflustered touring ability.
I take slight consolation that Inwood, now ahead of me in a 991.2-series Porsche 911 Turbo, is suffering exactly the same discomfort, but also has earfuls of tyre roar to contend with. I still have no real clue why he needs a 911 Turbo for this trip when thereís a perfectly nice, vacant passenger seat next to me, but I try not to take it personally. Since becoming editor, Iíve noticed via Instagram heís taken to wearing snakeskin trousers and a fedora in nightclubs, and demanding his grapes be prepeeled.
So of course he needs a 911 Turbo. Iím hoping itís a just phase heís going through.
When we arrive at our overnight stop in Bright, nestled in the Ovens Valley, Inwood eats pizza and drinks beer with us just like a regular person. There are no demands for poached swan or a snifter of cognac, although he does insist on the seat closest to the heater at our outdoor table, and I know heíd take a throw-rug for his knees at this point if one was going. Still, things are looking up.
The next morning weíre up in the pre-dawn darkness to try and meet the sunrise at the ski resort of Falls Creek. To avoid a possible lynching from the Bright locals, I leave the drive-mode selector in the Sport setting, which keeps the exhaust well hushed unless you spin the engine into its angry zone. This really is a brilliantly judged set-up, and gives the W1 terrific powertrain duality. With the secondary flaps shut, you can lope around using as few ratios as you want Ė first to fourth is no problem Ė and thereís no bass drone when you ask it to pull. I actually prefer the lighter steering delivered in the Sport mode; for me itís a shame you canít keep this setting when the Performance or Track modes are selected. A job for the facelift? Oh, waitÖ Inwoodís 911 Turbo was never intended for comparative purposes, but itís instructive that the W1 is able to keep it so honest on the twisting run along the Great Alpine Road towards the famed Bogong High Plains Road. Sure, in the hands of pro drivers on a closed-road targa course, it would likely be a different story. But in the hands of a couple of journos having a crack within the bounds of sanity on a public road, the W1 stands tall.
Literally tall, as Inwood and his Porker have a centre of gravity similar to goanna roadkill compared to me in the HSV sedan. Heís also got about 250kg less to wrestle and phenomenal all-paw traction. But I have a power and torque advantage, as well as massive midcorner grip provided by those only-just road-legal (and massively temperature-dependent) Pirelli Trofeos. Then
thereís the power-down ability. The Commodoreís Zeta platform has always been a great thing when it comes to converting torque to thrust, but the W1 takes it to a new level.
First, though, you can lean on the loaded front corner in this car with an intensity that would have a regular GTS howling and baying at you to keep its nose out of the Armco. Then start chasing big throttle inputs still with loads of lock on and the apex barely in sight.
Unless there are ruts or youíre plain savage with the loud pedal, it just squats slightly and hammers out.
The clarity and feedback of the chassis is sublime; the linearity and punch of this engine properly nextlevel.
Then there are the upgraded AP Racing brakes and 410mm front discs, which didnít make any great difference to the carís 100km/h-0 figure on the test track, but feel like they could stop communism when used hard on the road, with near-perfect pedal feel and the ability to seemingly burrow the snout of the car into the bitumen just before turn-in.
Only the lack of perfect pedal placement for heeltoeing (for my feet, at least) sticks as a demerit.
Guess that wonít get fixed in a facelift either.
BY THE time we begin the climb up towards Falls Creek, first light is starting to weakly filter though the huge stands of eucalypts, and smooth bitumen glows black in the soft, bluish pre-dawn. Right now, it feels almost wasteful to be one-up in this car. Itís so specifically built to accommodate four adults in comfort, it seems a shame not to have anyone else to enjoy it with, or at least make car-sick.
See, parts of this road should, in theory, be too tight for the big HSV to feel fully deployable, yet it just doesnít seem to care. Itís a huge-hearted thing, scathingly quick and sounding enraged when really spanked, yet at the same time utterly co-operative and remarkably non-threatening when youíre driving it hard.
Youíll feel out the ESC intervention just to know where the threshold is Ė yep, bloody high Ė but then find you can drive right up to it, and be sniffing at it, corner after corner, even on damp patches, without re-awakening it.
Alex and I suffer possible irreversible testicle damage in the biting cold for our Falls Creek photography, but who cares? After swapping cars a few times, weíre both left shaking our heads, exchanging grins that render words a bit redundant. We both know weíre getting close to the peak of this drive, and the realisation that, in terms of the Aussie performance-sedan landscape, the W1 has just stuck its flag on the summit. This thing is a proper belter.
Later, as Iím bombing along a deserted section past Rocky Valley Lake, I find myself mentally ticking off elements about this drive that I doubt Iíll ever repeat. To have had a chance to drive a big-capacity, supercharged V8 hooked to a manual in a rear-drive, Aussie-built sedan Ė a combination about to become an automotive unicorn Ė is something to be deeply grateful for. I recall one of those eulogy cliches; ďletís not lament what weíve lost; letís celebrate that which we were lucky enough to have had,Ē or something along those lines.
Yet it doesnít seem to help much when I finally park the W1 for the last time and walk away.
Engine V8 (90į), ohv, 16v, supercharger Layout front engine (north-south), rear drive Capacity 6162cc Power 474kW @ 6500rpm Torque 815Nm @ 3900rpm Transmission 6-speed manual Chassis Body steel, 4 doors, 5 seats L/W/H/WĖB 5044/1899/1468/2915mm Front/rear track 1622/1590mm Weight 1895kg Boot capacity 496 litres Fuel/capacity 98 octane/71 litres Fuel consumption 20.7L/100km (test average) Suspension Front: struts, A-arms, anti-roll bar Rear: multi-links, coil springs, anti-roll bar Steering electric rack and pinion Turning Circle 11.4m (2.7 turns lock-to-lock) Front brakes ventilated discs (410mm) Rear brakes ventilated discs (372mm) Tyres Pirelli P Zero Trofeo R Tyre size 265/35R20 (f), 295/30R20 (r) Safety NCAP rating (AUS)
Power to weight: 250kW per tonne Redline/cut-out: 6500/6600rpm Speed at indicated 100km/h: 97 Speed in gears 85km/h @ 6500rpm 126km/h @ 6500rpm 173km/h @ 6500rpm 225km/h @ 6500rpm* 250km/h @ 4800rpm* 250km/h @ 4550rpm* Standing-start acceleration 0-20km/h: 0.9sec 0-40km/h: 1.7sec 0-60km/h: 2.5sec 0-80km/h: 3.3sec O-1OOkm/h: 4.5sec 0-120km/h: 5.6sec 0-140km/h: 7.1sec 0-160km/h: 8.7sec 0-180km/h: 10.4sec 0-400m: 12.3sec @ 195.5km/h Rolling accelí: 2nd/3rd/4th/5th/6th 80-12Okm/h: 2.0/2.7/3.4/5.0/7.0sec Braking distance 10Okm/h-0: 36.5m
Verdict 9.0/10 Lion-hearted engine; overall feedback and clarity of chassis Steering mode not individually switchable; loud and bumpy in back Track: Sydney Dragway, cool. Temp: 21įC.
Driver: Nathan Ponchard. * Speed limited.
Warranty: 3yr/unlimited km. Service interval: 12 months/15,000km. Redbook 3-year resale: 54%.
AAMI insurance: $1371. ** Includes Audi Drive Select ($500), metallic paint ($1695) and S line sports package ($7900). 1 2 3 4 5 6