HSV Grange Reviews

For once, more power isn't part of the latest update to HSV's range.  The E3/WM3 models instead pick up exterior and interior refinements, headed by a sophisticated infotainment package and an optional LPG injection system that cuts fuel use without any affect on performance.It's good on the regular Holdens and so much fun it's dangerous on the HSV variants. Why dangerous? Because the temptation to look down at the centre console display - HSV calls it an Enhanced Driver Interface - to see how many G's you're pulling is almost overwhelming - and that means taking your eyes off the road.Take my advice - plug in the USB stick and review the data on a computer after the drive.  The EDI can be either a track day toy or a useful way to smooth out your driving style, depending on which mode is dialled up.In the case of the WM3 Grange, it is another weapon in the Clayton-based company's challenge to the performance European sedans that it is competing with for space in the reserved sections of corporate carparks.ValueIt's hard to argue with an $89,000 vehicle that will keep up with a Merc E63 or BMW's M5 in most situations, has much more interior space and still costs half as much. By any comparison, it's a lot of car for the price with interior space that puts its Euro rivals to shame, performance that's on a par and mod-cons that are often options in many luxury car line-ups.That said, it's still a lot of money for what visibly began life as a Holden Commodore, no matter how many dress-up kits or flashy fascia HSV tacks on. Still, go to Europe and you'll see E-Class Mercs and 5 Series BMWs being used as taxis ...TechnologyLocal engineering has gone a long way to overcoming what is an old-fashioned lump of V8 under the hood. The 325kW and 550Nm is more than drivers will ever need on the road. Adding to the image is the latest LPG injection sytem, without the gas.The natural fuel is injected into the cylinders in liquid form. HSV calls it Liquid Propane Injection; owners who tick the option will call it a bragging point. There's no discernible loss of power - and big fuel savings - as the LPI provides the go up to 5300 revs, after which the premium unleaded petrol takes over.Toss in a blind spot alert sytem, self-levelling xenon headlights, a bi-modal exhaust system that is refined or raucous depending on pedal pressure and a magnetic ride control suspension kit that, depending on the mode, noticeably changes the vehicle's attitude around corners and over bumps and the Grange starts to look like a smart package indeed.DesignThe Grange is visually the most refined of the HSV range and a definite improvement over the previous model. The front end is either overtly masculine or a a touch too much boy racer depending on who you're talking to The daytime running lights help soften the effect and from side or rear-on it looks more luxurious than "look-at-me".HSV's chief of design and styling is, not surprisingly, a fan.  "We have made the Grange a more dynamic looking car, and the update delivers greater on-road presence, he says."It definitely still retains the classy appearance and proportions that you expect from a luxury performance car; however, we have added a few more masculine-looking details like the DRLs and the shockwave inspired exhaust tips."Little touches, like the recesses for the screens mounted in the back of the front seats, help avoid problems with sun glare and ensure the rear seat passengers are quiet.SafetyThe driver-aid acronyms - ABS with EBA and BFD, ESC and STC - are all standard kit on the Grange, as they are on most cars these days. The difference is in the calibration, with the HSV allowing a bit of leeway before the electronics intervene. It's enough to be fun without getting into trouble.The self-levelling xenon headlights cast a massive spread of light even at 110km/h and the four-piston brakes aren't likely to fade this side of a racetrack.DrivingIt isn't hard to find a comfortable driving position in the long-wheelbase HSV and the leather-trimmed seats do a reasonable job of holding you in place as the pace pick up. They're more suited to larger drivers, though, which again shouldn't be a problem in this market segment - it's nothing another couple of business lunches won't fix.The flat-bottomed steering wheel helps here, too, but the sporty styled wheel isn't matched with a quick enough rack, meaning drivers can't turn through a 90-degree corner without shuffling their hands. That kind of defeats the purpose.A reversing camera with overlaid guide lines complements the standard parking sensors and makes manoeuvring the big car a relative breeze, but it's on the open road where the Grange justifies its existence.Overtaking is simply a press of the pedal away, no matter what the speed and switching the suspension from luxury to sports mode gives you confidence to tackle the most chopped-up roads. It's not going to outrun or outhandle a Porsche, but try fitting five people into a 911.The satnav is easy to use and alerts the driver to nearby rail crossings, speed camers and school crossings which is an intelligent features other carmakers should copy.The only criticism comes when getting into the car of a night _ unlike its Euro rivals the auto headlights don't activiate when the car is unlocked.VerdictA worthy local contender in the luxury performance market that can only be rivalled by the FPV in the value-for-money stakes. 8/10HSV GrangePRICE: $88.900ENGINE:  6.2-litre LS3 V8POWER: 325kW at 6000 revsTORQUE: 550Nm at 4600 revsTRANSMISSION: six-speed automatic, rear-wheel driveBODY: Four door sedanSEATS: FiveDIMENSIONS: Length 5203mm, width 1899mm, height 1469mm,  wheelbase 3009mm, tracks front/rear 1592mm/1590mmSTEERING: Power-assisted rack-and-pinionSUSPENSION: MacPherson strut front, multi-link rear FUEL TANK: 73 litres FUEL TYPE: Premium unleaded FUEL USE: 14.0litres/100km (tested)CO2 EMISSIONS: 328g/kmWEIGHT: 1883kgSPARE TYRE: Inflator kit.BRAKES: Ventilated 365mm four-piston front discs, ventilated 350mm four-piston rearsWHEELS: 19-inch alloysTYRES: 245/40 front 275/35 rearSAFETY GEAR: ABS with brakeforce distribution and emergency brake assist, electronic stability control and traction control, self-levelling xenon headlights

You can rant and rave all you like about gas-guzzling V8s and big cars.But you only have to ride in one for a week to realise why those who can afford them love them so much.Take, for instance, Holden Special Vehicle's Grange. Suspension, brakes and engine, along with a few body bits, have been targeted for work that makes the Grange only slightly less plush than a Caprice in the ride department but which turns the Grange into a real wolf in sheep's clothing.On the one hand, you have the plush leather interior, all mod cons, bells and whistles and amazing passenger space and on the other, the HSV 6.2-litre Chev V8 that becomes, if you stick your boot into it and leave the pedal to the metal, a snarling rocket ably backed up by uprated brakes and suspension. If you happen to be taking two persons of the female persuasion to the airport for a long trip with their copious amounts of luggage, don't worry. The Grange boot gobbles up almost anything you can throw at it and even allowing for a long-legged teenager in the front passenger seat, there is still enough room in the back to hold a party. Well, almost.It is not until you get in a car like the Statesman or Grange that you realise just how compact even larger European and Japanese cars really are.The Grange, with luxurious leather seats, DVD screens in the back of the front seat headrests and room to really stretch out, lends itself to back-seat passengers.In fact they can have almost as much fun as the driver.DRIVINGwhile it still has claims as a limo, the Grange is really a driver's car. Treat the throttle gently and it moves along with just the merest hint of a burble from the four exhaust pipes. And keep the suspension on plush rather than sport and you could be in a Caprice.If the red mist descends and the road ahead is winding and empty, the six-speed auto becomes a tiptronic, the magnetic ride control stiffens up the suspension and lots of throttle produces lots of acceleration and noise.While the Grange is not in the sportscar handling category, it does get round corners remarkably well, the big fat tyres hanging on and the stiffened suspension keeping the bulky car, 1.94 tonnes, on track. If you keep the ESP on, and there is no valid reason for turning it off on public roads, there will eventually be a little bit of oversteer before the electronic guardian angel decides enough is enough and pulls the pin on a few cylinders.Those dirty big brakes also come to the party. Given they have to deal with more than two tonnes if there are a couple of people on board, they perform predictably with good progressive pedal feel. Perhaps a race track may stress them more but in normal road work they performed faultlessly.When it comes to getting from corner to corner, 6.2-litres of Chevrolet V8 does the job as well as anything, as you might expect when 317kW (440bhp) is put to work, work that will eventually see it hit 250km/h if you can find a track with a decent straight.Between induction noise and exhaust burble, you know you are making those cubic inches earn their keep. In fact, that V8 symphony is a bit of a tease and the urge to hear it can often overcome the urge to keep a clean licence.The Chevrolet symphony should only be played when those in the car are the only ones listening to it.What about finish and fit?Is it as good as the European efforts? By and large yes. There is precious little noise in the cabin and most of that is from the tyres and varies with the road surface. The biggest indictment of the test car cabin was perhaps that the front passenger's glovebox popped open under some particularly vigorous cornering on a rough surface.That, of course, may well have been due to the fact it was not shut firmly in the first place.GM claims a combined (urban/highway) fuel consumption figure of 15litres/100km.On the open road at a steady cruising speed the big US donk sipped anything between 8-11 litres/100km depending on the surface and gradient and if you booted it around town the figures became little short of frightening.Anyone keen to equal or better the claimed figure would need a light foot and disdain for that delightful Chevrolet symphony.Apart from the HSV go fast bits, the Caprice already comes with almost everything designed to pamper, including: fixed-front seats cup holders and rear seat pop out cup holders, airconditioning with individual climate control for each front occupant and a rear seat climate control, power windows front and back, speed proportional power steering, four-wheel ABS, electronic traction control via ABS and engine management, a 10-speaker Bose stereo system, DVD/VCD with display screens on dash (only when stationary) and backs of front seats, cruise control, trip computer displaying average speed, average fuel consumption, instantaneous fuel consumption and range for remaining fuel, smart key, including central locking, memory seat adjustments and radio settings, just to mention a few.HSV WM GrangePRICE: $84,690ENGINE: 6.2-litre LS3 aluminium alloy 90 degree OHV V8, cross-flow heads, twin knock control sensors compression 10.9:1.103.2 mm bore, 92.0 mm stroke,POWER: 317kW @ 6000rpmTORQUE: 550Nm @ 4600rpmFUEL: PULP, 73 litres 14.5 litres/100km (claimed combined) Using 95RON (PULP) or lower will not cause any problems, but will result in slightly less engine performance and economy.BRAKES: Front: 365mm ventilated discs. Four piston calipers Rear: 350mm ventilated discs. Four piston calipersTRANSMISSION: 6-speed Automatic Transmission with active select Limited Slip Differential with HSV specific ratio Sports Suspension with MRC Electronic Stability Control (ESC), Anti-Lock Braking System (ABS), Electronic Brake force Distribution (EBD), Electronic Brake Assist (EBA), Traction Control System (TCS)WHEELS/TYRES: 19" x 8" front alloy wheel with 245/40 R19 98Y full size spare 19" x 9.5" rear alloy wheel with 275/35 R19 96Y

All eight cylinders are firing hard at Holden Special Vehicles and the punch will only get strong with the arrival of V-Series cars with an LS3 V8 under the bonnet.

That's despite sitting slap-bang in the middle of the nation's knife-edge economy, diminishing disposable income, plummeting large car sales and soaring petrol prices.Last year it sold 5222 cars, up 42 per cent on the previous year — and a long way north of the 421 sales it made 20 years ago, in its first year of trading.HSV managing director Scott Grant says his company was bucking the big-car sales spiral.“Our customer order book is very strong,” he said. “There's a two-and-a-half month waiting list for some of our models.“WA, for example, is extremely strong because of trades and mining booms. We could sell another 100 Maloos a month in WA.“We can sustain a volume of 4000 to4500 units a year for the next three to five years. That's a great position to be in.”The average age of an HSV buyer is 38. But within that figure is specific groupings. Grange owners average in the low 40s and Astra (yes, there's still the VXR) buyers are in the low 30s.HSV's buyer profile is changing from buyers who primarily desired the big-bore engines to more professional customers getting out of European sports sedans: “About 20 per cent of our sales are `conquests' to buyers trading in Audis and BMWs.”Grant makes HSV's position a clear distinction from Holden.“We are a stand-alone unit. We are for customers who want a premium product and that's not discounting Holden, it's just to show that we have very different customers. The VE is an outstanding platform.”And to appease its customers, there's a new model with a numerically bigger boot badge.HSV last week launched a significant running change to its range, slotting in the Chevrolet Corvette's hot 317kW 6.2-litre LS3 V8 to justify the distinctive “317” boot badges.The engine goes into the E-Series models — ClubSport R8, GTS, Senator Signature and Maloo R8 — and the stretched WM Grange. Technically, the LS3 gets a bigger 103.25mm bore — yet retains the outgoing engine's 92mm stroke — for 317kW at 6000rpm and 550Nm of torque at 4600rpm.Valve lift is higher, exhaust ports are wider, and intake valves jump to 55mm diameter from the LS2's 50.8mm. There are new cylinder heads and, probably more significant, a stronger engine block that puts more meat around the bores.Gearboxes have also been revised, with the six-speed Cadillac auto getting partial lock-up in the top three cogs and a quicker sequential change.Play with the auto box and you'll discover neat features, such as subtle engine run-on when down-changing to keep it on the boil when cornering.The auto gets a standard oil cooler that improves fuel economy by allowing the box to change up at lower revs.HSV engineering manager Joel Stoddart says the LS3 changes up at lower revs than the LS2. “That improves economy and comfort when driving gently,” he says. “Overall the new engine offers better driveability thanks to improved torque and power.”The MRC adjustable suspension remains on selected models without change, though there is a ride and visual enhancement in the form of new 20-inch Pentagon alloy wheels.These are standard with the performance pack on the Maloo R8 and GTS, and a $2500 option on the rest of the fleet.HSV adds new colours to the 2008 palette, including Sting (red), which teases buyers into making a statement and the more restrained Karma (grey).Buyers wanting to turn their car up to “loud” can go red paint with 20-inch Pentagon alloys and red-painted brake calipers.“These buyers want to show off their car,” says HSV sales and marketing manager Darren Bowler.“To them, it's the number on the boot; a case of “mine is bigger than yours'. That's part of the reason why there's a bigger number each model.“The VS was 195kW; now we have 317kW. Buyers want badges.”However, not all get them. Grange and Senator owners will smugly make do with having all the numbers but no flagrant display. Even the brake calipers are silver.At the top of the tacho, around 6500rpm, the latest LS3 engine sounds like a muted V8 Supercar. The exhaust note is a guttural roar yet it's delivered with a clean and fuss-free spin, like the engine has found its sweet spot.HSV doesn't make a song and dance about the new sound on the street. But it makes delightful background music to what's happening under the right foot.Where the LS2 could sometimes bog down at low speeds, the LS3 is confident. It's an easier engine to drive and that's helped by a smoother clutch action and slightly better shift changes on the six-speed manual. I say slightly because it still needs a firm hand, and demands you follow every angle of the shift pattern's bends.But the package feels immensely strong. You can be an absolute bastard to the box and the engine and it'll just cop it without complaint.The auto loses no points in acceleration — the same 100km/h sprint time of 4.96 seconds as the manual — but gains heaps in driver ease. The sequential change is crisp and quick and the availability of six cogs puts any four-speed light years behind.Tickle the accelerator and there's that 550Nm of torque raising its head. It makes driving the manual an easier experience but its immediacy is more pronounced with the automatic transmission. Steering is firm yet nicely weighted — more appreciated at cruising speeds — and is razor-sharp for fast corners and impromptu lane changes.The MPC adjustable suspension — standard on the GTS, Senator and Grange — is a two-stage affair giving a firm, sporty ride for fast corners and track work, and a surprisingly compliant and quiet ride for suburbia.It makes a substantial difference to the turn-in for the big cars and doesn't hurt the kidneys unless the bitumen is especially irregular.Seat comfort and cabin room are first class, naturally borrowing from its VE Commodore donor.It makes the most of the grunt but, surprisingly, keeps its rear wheels incontact with the bitumen — most ofthe time — because of its weighty rear fibreglass deck cover and sticky big wheels.The Maloo even feels perkier than the sedans, though that's more attributable to the mileage on the odo.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise.The latest incarnation of the HSV flagship has done nothing to detract from the fond memories.There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps.The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high.There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come.The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range.Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic.The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick.A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall.The Grange drives smaller than its considerable road footprint.Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners.The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop.The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV.The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode.The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters.Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats.In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

Bolted into the engine bay of the WL Grange is the all-American 6-litre LS2 engine.It measures the heart and soul of HSV's latest loud limo that now cranks out 297kW of power and 530Nm of torque.The same powerplant is now housed in the latest Clubsport, Senator, GTO coupe and Maloo ute.What the engine change – 285kW 5.7-litre LS1 to the 6-litre stonker – means is more might for HSV's power-hungry customers.It goes hard, is loud and retains the comfort, space and luxury of previous incarnations.Down low there is heaps of torque and the equipment has been upgraded to cope with the extra loads. Here we have a bigger tailshaft, differential and axles.All are engineered in proportion with the extra weaponry of the LS2.Hooked up to the hydramatic HXD 4L65E heavy duty four-speed automatic, the powertrain retains grace at low speeds as well as a fair deal of refinement at pace.Gear changes are smooth and unfussed. It stays well behaved when on the rampage or when forced to fold into crawl mode in heavy traffic.On this test the WL Grange needed just under three tanks in a week travelling between Brisbane and the Gold Coast with the average consumption reading at 13.8-litres/100km.Thirsty yes. But this is hardly a small capacity, lightweight saloon.It loves to be driven hard and is comfortable in most conditions.A bit of diesel splashed on a wet roundabout and the Grange breaks traction simultaneously at both ends but it is slow-motion stuff and the four-wheel slide of the long-wheel-base lasted for a second or two before it gripped again.The Grange retains its unmistakable pace and grace character of previous versions with the exception that it probably does everything just a little bit better these days.It gains the performance braking system of 330mmx32mm ventilated and grooved discs up front and 315mmx18mm at the rear with the front HRT red calipers embossed with the HSV logo.The Grange comes extremely well-equipped and is loaded with safety gear including active front head restraints and seatbacks.There is the standard 12-speaker sound system with subwoofers and a not insubstantial 430watts of power.Toys for the kids in the back include the DVD system with dual LCD screens and a remote control unit.And the Grange is the only car in the HSV range that comes with the Holden Assist facility (three-year subscription) as standard.