HSV Clubsport R8 Tourer LSA quick spin review
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The car: HSV Clubsport R8 Tourer LSA
The price: $85,990 (plus on-road costs)
Vitals: 6.2-litre supercharged V8; 400kW/671Nm; 6-speed automatic; 14.5L/100km (tested); rear-wheel drive.
What is it?
The most powerful station wagon ever produced on our shores, thanks to a newly-fitted Chevrolet-sourced, supercharged 6.2-litre LSA engine which is shared with the mighty HSV GTS.
What isn't it?
A HSV GTS. Despite the fact they share the same heart, beefed-up driveline and additional cooling features, the Tourer is considerably detuned from the GTS (down 30kW/69Nm), and it shows - predominantly in its lesser low-down power delivery. It also misses out on the GTS' torque vectoring function, Track mode, magnetic ride control and larger six-piston front brakes and discs.
What does it say about me?
That you want to be the fastest home from the grocery shopping. With a generous 895-litre boot, and the advantage of split-fold seats (regular Commodore-based sedans only get a ski port), the Tourer is friendly with everyday families.
Why would I buy it?
Because time is running out. The donor car to all of HSV's models, the Holden Commodore, will cease to exist after 2017 when Holden closes local manufacturing and moves exclusively to an import basis. HSV will continue to operate thereafter, but won't say what it plans to specialise in just yet.
Why wouldn't I buy it?
Because the Tourer is available exclusively with an automatic transmission. Three-pedalled fans are instead pointed to the Clubsport, Maloo or GTS models if they're set on an LSA engine.
Best bits?
The standard bolt-on goodies are impressive: AP ventilated discs with 4-piston callipers, staggered 20-inch wheels (8.5-inch fronts and 9.5-inch rears) and quad exhaust outlets, among other touches.
Worst bits?
HSV's EDI (Enhanced Driver Interface) system, conveying key performance data, is now optional instead of standard. And the best part of the Tourer's soundtrack only comes to life above 4000rpm, when the bi-modal exhaust opens right up.
How's the cabin ambience?
It's much less lairy than HSVs of the past, with a decidedly refined, bordering-on-European feel to the cabin, despite mostly low-rent materials in the out-of-sight panels. There are soft-touch materials, deep and comfortable bucket seats, and a smart centre stack comprising chrome highlights, faux carbon fibre and a colour touchscreen.
Does it cost too much?
That's a matter of perspective. There is basically no other station wagon with this sort of power available for under $150,000. But at $85,990 (plus on-road costs), the Tourer is temptingly close to GTS territory.
Is it safe?
It's five-star safe, thanks to six-airbags, reversing camera and front and rear parking sensors. It can also even do the heavy lifting when parking. These traits are reinforced by a head-up display function, blind spot monitoring and forward collision alert functions, among others.
Is it practical?
A low ground clearance and 20-inch wheels with no spare (tyre inflation kit instead) means the Tourer isn't suitable for all surfaces, but the interior is spacious and the cargo area will fit a full-size pallet. Yes, we tried it out of curiosity.
Will it get me noticed?
Commodore wagons are a dime a dozen on Aussie roads, but our vehicle still stood out thanks to a new Slipstream Blue paint scheme (one of 10 colours) and updated LED tail lights, among other minor styling revisions as part of the Gen F2 upgrade.
Does it go?
At 4.6 seconds to 100km/h - 0.2 seconds slower than the GTS - the Tourer certainly doesn't muck around. The caveat is that you'll need to reach nearly 4000rpm before the engine meets its full potential, only giving a limited ceiling before the 6200rpm redline. The best way of covering this spectrum is engaging the vehicle's Performance Shift Mode, a feature that activates only in enthusiastic driving when the transmission is pushed across to Sport.
Does it like corners?
HSV has done a surprisingly good job of getting a 1974kg station wagon to corner with such finesse, but keep in mind the Tourer is still 4.93 metres long. The steering is slightly heavier than your typical Commodore, but is more accurate and responsive. Body control is admirable, as is the calibration of the vehicle's stability control, which loosens the reigns enough in the sportiest Performance mode, but keeps things tidy in Touring and Sports modes.
What about bumps?
The ride is sporty but strikes a neat balance between comfort and performance. Only the sharpest irregularities will eke any crashing from the suspension.
What about service stations?
You don't buy one of these things if fuel use is a major concern, but if you must ask we used 14.5L/100km during a circa 500km trip. Expect much higher in sporty driving.
Would you buy one?
I love the R8 Tourer and it ticks all the boxes, but the rational side of me can't look past the new and improved VFII Redline Commodore station wagon, which is nearly $30,000 cheaper. I'd argue it even sounds better than the HSV, too.
What else should I consider?
If you're not willing to go downmarket, be prepared to fork out some hard earned. The closest, albeit smaller fit to the V8-powered Tourer is probably the Mercedes-AMG C63 Estate, which starts at $157,000. Above that, there's the king of fast grocery haulers, Audi's $230,000 RS6 Avant.
The spin
Tell the world exactly where you stand.
The translation
A qualified muscle car masquerading as a spacious family wagon.