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HSV GXP models launched

If you’ve been dreaming of owning one of these rare high-performance cars, the Melbourne-based company has just made the move into performance territory more palatable. 

It has launched two new entry models, the ClubSport GXP and Maloo GXP with driveaway pricing of $61,990 for the six-speed manual sedan and $55,990 for the manual.  The cars are based on the Pontiac GXP, which sold for a brief period in the United States.

HSV says the sedan and ute are ‘limited editions’, meaning just 400 sedans and 350 utes will be built.  However, HSV executives are mindful that as an entry level car, both are expected to sell out quickly.

HSV general manager sales and marketing, Darren Bowler, says it is unlikely the GXP will join the lineup as a new model, beyond the limited edition cars.  “We don’t want too many variants in our model range,” he says.

However, the company has left the door open for a similarly priced entry level model at some time in the future.  “We will learn a lot from this exercise and if they work, we will look at it,” Bowler says.

HSV managing director, Phil Harding, says the cars are designed to bring new customers to the brand.  “Importantly, both cars also adhere to the HSV brand pillars of performance, handling and unique design,” he says.

 Harding says it “was always our objective to find a solution for the model that sat below the ClubSport R8”.  “We received a lot of customer inquiries for a model like that and GXP provided us with that opportunity,” he says.

There are many common parts between the GXP and the ClubSport R8, including the 317kW/550Nm 6.2-litre V8.  The cars also get unique suspension settings, a Brembo brake package, E Series 2 daylight running lights, E Series 2 front bumper and bonnet and mudguard vents.

Harding is quick to point out that the GXP pair were not a result of left over components from the Pontiac parts bin.  “There is a great danger that you might refer to this program as inventory user,” he says.

“It’s absolutely nothing of that sort. And certainly companies these days don’t end up with stuff left over; certainly we don’t.  “In terms of building these cars new parts have had to be ordered.”

Body and appearance

It’s no surprise the GXP looks familiar. It uses the same name as the Pontiac G8 GXP model sold briefly in the United States and phased out early this year.  For Australia both the ute and sedan get a mix of Clubsport R8 interior and exterior tweaks, including the same 6.2-litre V8 developing 317kW and 550Nm.

The ClubSport GXP gets a unique rear bumper on the sedan with a blacked-out diffuser into which the quad exhausts are set.  The ute follows a less is more treatment with the rear end and looks similar to an SS ute. Instead of the Maloo hardcover tonneau, the GXP ute opts for a soft-cover.

Drivetrain

The 6.2-litre V8 is already a well proven beast in the ClubSport and this engine is the one and only choice here.

Prices

Both models will debut with driveaway pricing of $61,990 for the ClubSport GXP sedan manual and $55,990 for the Maloo GXP manual ute. Autos attract another $2000.  Options include satellite navigation, rear park assist, sunroof and roof-mounted DVD player for the sedan.

Interior

ClubSport R8 owners will recognize the cabin. The sedan gets HSV sports seats with cloth trim while the Maloo gets the performance sports seats. 

There is also a dual zone climate control system, 6.5’’ multi-function colour display screen, electric windows and Blaupunkt stereo with six-disc in-dash CD player. There are 11 speakers in the sedan and seven in the ute.

Equipment

Outside there are projector headlights, daytime running lights, bonnet scoops, chrome mirror housings and chrome door handle surrounds, sports tail lights on the sedan, soft tonneau cover with HSV logo on the ute, 19-inch Series I alloys.  Inside there is a leather wrapped HSV multi-function steering wheel, trip computer, alloy faced pedals, tyre pressure monitors, HSV sports instruments and triple centre mounted gauges.

Both models are available in Heron White, Nitrate, Sting Red, Phantom, Voodoo and Karma. The ClubSport GXP is also available in Evoke.

Safety

Dual front, side and curtain airbags with seatbelt load limiters, limited slip differential, four piston Brembo performance brakes, electronic stability control, anti-skid brakes and traction control.

Driving

IF the GTS has too much “bling” for your liking then the GXP sedan is a natural choice.  The car steers, brakes and accelerates just like a HSV should but without the “look at me” styling.  That doesn’t mean it’s not without some nice touches, from the mudguard vents and bonnet vents to the skillfully crafted diffuser treatment on the sedan’s rear bumper.

Inside there are touches of the ClubSport R8 around the cabin, and that’s a good thing. To keep the price down it misses the launch control function.  The sedan is a smooth operator when it comes to the nip and tuck of every day traffic. The V8 will help dispatch slowcoaches easily and without drama.

The most surprising thing about the Maloo GXP is that it is a ute. You have to keep checking the rear view mirrors because until you drive it, you’ll dismiss it as just another ute. It’s not.

And that’s the key to all HSVs. There is some serious under the skin engineering on the suspensions, engines and steering to back up the go-fast looks.  HSV’s general manager sales and marketing Darren Bowler calls the GXP a “sleeper”.  He might be right but if you hang around too long this sleeper will rocket out of showrooms.

At a glance

Engine: 6.2-litre LS3 Gen 4 V8
Price: $61,990 sedan, $55,990 Maloo ute.
Power: 317kW at 6000 revs
Torque: 550Nm at 4600 revs.

Audi A5 Sportback 3.0 TDI review

Audi has been accused of having too many variants before, and it wouldn't be the first time that an importer was accused of having too many models in what really is a small market.  But the number of models Audi has on offer now could have some people again wondering how it supports such a broad range on low volumes. But if the buyers are there and the four-ringed brand is making money, who are we to argue?

The A5 range has comprised a two-door coupe and droptop adjunct to the A4 sedan and wagon range. But now we have the A5 Sportback - a four-door four-seat coupe version of the A4, but sleeker and even more elegant than the handsome sedan.  It weighs less than the long-running A4 sedan, but is longer, wider and lower and just 2mm longer in the wheelbase.

Drivetrain and price

We're in the all-wheel drive three-litre turbodiesel V6, certainly the pick of Audi's mainstream engine range - although the 4.2-litre V8 in the old RS4 and the R8 remains a firm personal favourite - but the diesel has some irresistible numbers.

The particle-filtered V6 has common-rail direct-injection and a variable-geometry turbo that produces 176kW and 500Nm, the latter on tap from 1500rpm through to 3000rpm.  The as-tested cost of the test car is $103,070, quite a jump from the list starting price of $89,100 and similar money to roomier and perhaps more versatile machines.

Fit-out and equipment

The cabin is very Teutonic - laid out and finished superbly, with plenty of safety and other equipment, much of it even as standard - eight airbags surround the occupants, who describe the vehicle around them as feeling solid and strong.  The centre screen displays all the infotainment functions including the optional $4550 multi-media satnav system and six-CD changer (for $970), which includes a hard drive for the good-quality sound system.

The front ($850 optional) sport seating is firm but not uncomfortable, with the new Audi centre armrest set-up now not intruding on the elbow room, restricting centre console storage flexibility or impeding the handbrake (which is now a little electronic lever anyway), it's a nice place to be.

Rear room for the two occupants is not cavernous - the elegant roofline restricts headroom a little (a problem felt by several four-door ‘coupes’), and the leg room is limited.  Bootspace area is reasonable but it's not an overly deep or wide load space, so even a folded stroller can take a big chunk of the room.

Driving

The powerplant performs admirably in other Audi product and its track record is certainly not tarnished here - very quiet, smooth, frugal and deceptively rapid, there's precious little wrong with the engine.  It gets the Sportback up and running just a touch quicker than the other A5 and A4 variants with the same powerplant, but all reach 100km/h in around six seconds, which is good going regardless of the fuel being used.

The seven-speed double-clutch auto works well with the torquey powerplant most of the time, with slick and well-timed upshifts in all three drive modes (an option), although some downshifts (even in comfort mode) are a little jerky.

The three-mode system tightens up suspension, steering and alters throttle response and it is noticeable the change in character.  For a family all-rounder there probably needs to be a more cosseting base-line for the comfort mode, as the ride - while more compliant than Dynamic mode - still doesn't fit the definition of ‘comfort’.

But the Sportback has ample in common with the coupe and A4 sedan. It's not anywhere near as nose-heavy as earlier examples of the breed, pointing into corners with plenty of enthusiasm, with heaps of grip and no excuses for the stability control to interfere.

It has the sort of back-road talent that could shame many sportscars, but much of that comes down to the three-mode drive system Audi calls drive select - comprising adaptive dampers, dynamic steering and a sport electronic locking differential. It's a $7600 option, so it would want to be an effective system.

In isolation, the A5 Sportback is a good machine, but the question remains as to whether it’s sure what it wants to be – a practical family car or a peppery sportscar.

Audi A5 Sportback 3.0 TDI quattro

Engine: three-litre common-rail direct injection 24-valve DOHC intercooled turbocharged V6 diesel engine.
Power: 176kW between 4000 & 4400rpm.
Torque: 500Nm between 1500 & 3000rpm.
Transmission: seven-speed double-clutch automatic, permanent all-wheel drive with self-locking centre differential.
Performance: Top speed 250km/h, 0-100km/h 6.1 seconds.
Fuel consumption: combined 6.6 l/100km, on test 11 litres per 100km, tank 64 litres.
Emissions: 174 g/km.