Buying a used HSV E Series (2006-2009)

Holden Special Vehicles has long reigned as the country’s most successful and prolific supplier of highly practical, high-performance cars.

Media comparisons that pitted HSV products against more exotic imports found local offerings wanting in refinement and finish but compensating via sensational value for money. However, during the mid-2000s, a succession of good-looking and powerful FPV releases provided challenges that demanded a car with the presence and performance of the VE-based E Series.

Following hot on the tail-pipes of Holden’s standard Commodore range came high-performance and luxury versions from HSV. The E Series range began at $62,890 with the six-speed Clubsport R8 and climbed to $76,990 for either a Senator Signature or automatic version of the GTS.

The chunky and more aggressive Commodore shape allowed HSV to give its new cars a far more purposeful look than had been conveyed by the previous range.

All of the E Series were distinguished from lesser Commodores by vertical vents behind the front wheels, high-intensity headlights and LED tail-lights. The Senator air-dam was slightly less aggressive than the big-scoop version fitted to Clubsport and GTS cars and it substituted a subtle boot-lid lip for the other models’ separate rear spoiler.

Flared arches provided plenty of cover for 19 inch diameter wheels with 245/40 front and 275/35 rear tyres. Even bigger rims and rubber, if a buyer felt the need, were optional.

All three shared General Motors’ basic but potent LS2 pushrod engine with 6.0 litres and 307kW. Standard transmission on all but the Senator was a T-56 Tremec manual, with a new US-supplied six-speed automatic optional.

The Senator and GTS came with leather trim included in their base prices plus tailored versions of HSV’s Magnetic Ride Control technology. Fluid in the dampers contained tiny spheres of cast iron and the viscosity could be altered by running an electric current through the fluid.

In Senators, the ride-quality was set normally to ‘Luxury’ and could be firmed a notch if needed. For boy-racers the GTS rode pretty firmly from the outset but a push of the ‘magic button’ created a near-rigid ‘Track’ setting.

Celebrating 20 years of HSV in 2007 brought a run of 100 Clubsport Anniversary sedans with monogrammed seats and larger-than-normal wheels. The market wasn’t excited and these now sell at only slightly higher prices than a stock R8.

September 2008 brought an E2 version with the long-awaited 6.2-litre V8, 10kW of extra engine output and some minor alterations to equipment and pricing. It also marked a significant broadening of HSV’s market appeal in the shape of the R8 Tourer.

HSV’s first station wagon in almost 20 years was base-priced at $65,990 and came only in Clubsport trim. Despite weighing 1900kg-plus, performance testing suggested of the wagon demonstrated that it was only marginally slower than a sedan. With suspension tweaks including larger rear shocks and revised spring rates, differences in cornering ability were also difficult to detect.

Mid-2009 brought a E2 Series 2 version of the HSV range with styling that accentuated an already aggressive appearance. The revamped front-end incorporated LED ‘running lights’ stretching in bright, slim lines from the centre of the vehicle to its extremities and new vented bonnet.

Mechanical upgrades included 8kW extra for GTS buyers and a three-stage stability control that included Launch Control – apparently for the benefit of owners who participated in ‘track days’.

A heavier clutch, as had been used in the limited edition 7.0-litre W427, was fitted to manual models but the spare wheel became an option that could boost on-road cost by almost $700 for a car with 20-inch wheels.

In absolute terms, an HSV won’t deliver perfection in all aspects of its behaviour. However, as a car designed to deal with the developed world’s more diverse combination of road conditions it makes a great compromise.

The factor that conspires most against the E Series scoring higher in ‘practicality’ is tyre profile. While skimpy side-walls keep the tread locked to smooth roads they provide minimal rim protection or road-shock cushioning. Thankfully, most come with a full-sized spare wheel.

Stability control can be deactivated or, in Series 2 cars, left in ‘Motorsport’ setting which allows a fair degree of sideways motoring before the electronic nanny taps your shoulder.

MRC is a more difficult concept to grasp and appreciate unless the car is on a racetrack or being hustled along very quickly. Testers with access to closed circuits reported noticeable differences to the cars’ attitude and mid-corner pace with the ride-control button activated. Around town, however, you might be guessing whether the system is working or not and there are big bucks to be spent when one or more damper units stops doing its job.

The driving position is typical VE but with excellent seats and a lot of visual appeal being generated by the dashboard. Getting a decent line of sight in right-hand bends is compromised by the massive A-pillar but that’s the price of owning a car that has air-bags everywhere and merits a Five Star crash safety rating.

Two rear occupants are treated pretty well (the one in the middle less so) with goodly amounts of head and legroom. If you can, spend a little extra for a used R8 with the optional leather instead of scratchy cloth.

Performance with either transmission is brutal. 0-100km/h in manual cars takes 5.5-5.8 seconds and the automatic is only slightly slower. Overtaking in an auto needs just a nudge on the pedal to activate kick-down or it can be rowed along very rapidly in manual mode.

These cars are designed to operate on 98 RON fuel. Premium ULP (95 RON) can be used if the recommended brew can’t be found. Fuel consumption when driven gently can average 13-14L/100km but using the throttle as HSV intended will send consumption beyond 20L/100km.

>> These cars are technically complex and some will have been driven hard. They must therefore be scrupulously maintained to keep performance and road behaviour at optimum levels. Used E Series need to undergo a pre-purchase check by a specialist with the knowledge and equipment to ensure that all systems are working as they should. Ask for a list of parts that will soon need replacing and their cost before finalising the purchase price.
>> Early E Series suffered clutch failures and transmission problems, resulting in some components being replaced under warranty. The six-speed shift is heavy and a little imprecise by nature but if a car struggles to get gears or the clutch drags when fully depressed it is a vehicle to ignore.
>> Transmission ‘shunt’ is standard in manual cars but avoid those that produce serious thumps or vibration when the throttle is opened and closed in rapid succession.
>> Front spoiler/splitter can be loose or poorly aligned due to kerb or speed-bump contact. Look underneath for cracks.
>> Inspect the outer and inner edges of wheel rims for splits and bends. Rim damage can result in sudden tyre deflation with devastating results if it occurs at high speed. Remember that tyres on these cars are 'directional' and cannot be rotated.
>> Braking systems work very hard and a set of new rotors and pads can be needed well shy of 50,000km. Look at the discs for scoring and discolouration, ‘ride’ the pedal gently to feel for warping.
>> Rear wheel alignment intended to optimise handling chews the tyres’ inner edges. Minor adjustment can save significantly on tyre replacement frequency while making a minimal difference to cornering prowess

This article was first published September 11, 2012.