HSV’s Clubsport R8 is like a power tool. I, like many other power-crazed DIY enthusiasts, will turn a power tool on and give it a couple of revs — a couple of totally unnecessary ‘blips of the throttle’ so to speak. It doesn’t matter whether it’s a skillsaw, chainsaw, drill, or line trimmer — we all give them a couple of squirts to check they’re turned on. Even though we know they are.

Blipping the HSVs throttle bursts the 317kW and 550Nm LS3 into life and is even better than having a mulcher, bandsaw, nail gun and lathe combined into one megatool. Even at idle, the engine gives the Clubsport R8 the occasional shake. It’s a nice reminder that an LS3 is not to be forgotten.

But you shouldn’t use power tools in the wet. With traction control off (which most sane people won’t try), the Clubsport R8 feels like a Doberman on rollerblades — all bite, but very little grip. So torque-laden is the LS3 that one slip of the throttle and you’ll make a committed attempt at drilling the HSV backwards through some roadside foliage. Even the traction control can’t reign in the power, leaving the R8 with a nervousness under acceleration.

The main problem is the six-speed automatic gearbox. It’s just no match for the engine and chassis, with inconsistent kickdown when you want the power. It turns what could be an exhilarating drive into an apprehensive and meek excursion. I ended up trying to drive the R8 with the sequential manual. It’s better, but not much, with lethargic changes sometimes meaning you hit the rev limiter under acceleration while it thinks about choosing the next cog.

This just means is that HSV has chosen the wrong auto ‘box, therefore I would recommend prospective purchasers harden up and buy the R8 in manual like a proper sports car. Then they can experience the glory that is the HSV’s engine note. This isn’t a weedy, tinny, strained sound like the FPV FG range of 5.4-litre V8s; this is a symphony of eight cannons assaulting the armada of your ears. It comes from a 6.2-litre block of Detroit’s finest metalwork and it’s so lusting for recognition that HSV has put a power and torque plaque on the engine cowling.

“What’s it got, mate?” comes the question from the interested bystander. “Well, let’s just pop the bonnet so I can gloat,” comes your reply.

The LS3 has an extra couple of hundred cubic centimetres over the previous LS2 6-litre 307kW variant, and this gives another 10kW, which isn’t enough to notice, but does give bragging rights over FPV’s 315kW¦at the flywheel, anyway.

The view most people will see of your Clubsport R8 is it disappearing into the distance. Observe the twin intersecting LED rings that form the tail lights, and the quad tailpipes that emit the bellowing thunder of the engine from either side of a trapezoidal diffuser.

The Clubsport R8 rolls on 19-inch, 10-spoke mags with a rounded triangle design, wrapped in Bridgestone tyres in 275/35/R19 on the back and 235/35R19 on the front. The alloys partially conceal ventilated and slotted brake discs the size of a satellite dish, gripped by four-pot callipers front and rear. These give a stopping distance from 100kph of just 36m in the dry, doing a great job of ensuring the pointy end, with its fog lamps that frame the deep front splitter, doesn’t get damaged in an emergency situation.

The Clubbie feels much bigger inside than the FPV GT. Holdens let you sink into the depths of the car and the dashboard and steering wheel seem large. The seats, while comfortable, are designed for far wider hips than mine and therefore I found them not supportive enough laterally.

Three dials sit at the top of the centre console for oil pressure, oil temperature and voltage. Beneath them lies the large screen that serves as a multifunction entertainment system and reversing indicator.

I’m sure HSV will sell plenty of autos to lazy drivers who want the kudos of a 317kW badge on the back of their car. For cruising and open road driving, the HSV has all the trimmings, though you might find the noise a bit tiring over a very long distance. With FPV having just released its FG range, which is a big improvement over its previous BF series, which should you buy? I think the FPVs edge out the HSV in terms of driving feel, but if you’re a die-hard V8 fan because of the noise, and you want to sound like Skaife every time you pull away from the traffic lights, the Clubsport R8 will give you by far the most satisfaction.

Price: from $77,990 (manual), $78,990 (auto)

What we like

• Engine tone
• Braking performance
• Power

What we don’t like

• Gearbox
• Handbrake lever

Words and photos Darren Cottingham

Gallery