Holden: Perfect power trip

The HSV E Series has been rejigged and it packs a powerful punch. Photo / Supplied

When the E Series launched, HSV (Holden Special Vehicles) discovered that spending money to differentiate its models from common Commodores meant more sales. So this second-gen car is more than just a facelift.

What's new?
Under the rejigged face, butt and Pontiac bonnet there's a lot of new electronic trickery.

Most pertinent to power-loving HSV owners is the very clever multi-stage stability control, with its more progressive intervention and competition mode.

It's designed for track days and it cuts in later to allow rear slide, yet will catch the car if you push it too far.

Even racers find it useful: Garth Tander improved his Winton lap time by 1.1 seconds, with a 1.39.59.

The system also features launch control, to modulate engine torque relative to rear wheel slip for repeated, consistent launch times.

Meanwhile, new options include a brake upgrade for the GTS and a stiffer performance suspension for the Clubsport.

The company line
HSV aims to put the $97,390 GTS back on top of the family tree, with suspension changes, a small power boost, wider front wheels and track, high performance options and the extra tech trickery.

HSV managing director Phil Harding says, "If you invest in differentiation and technology you can take the brand further - take it a significant step on."

What we say
These cars have returned to a brasher aesthetic that borders on fussy. Extra badges, air intakes, nostrils, more badges ...

The GTS pours 500Nm to the rear wheels. Don't respect her and she'll bite, as this over-eager writer discovered on the handling track at Holden's Lang Lang test facility - in the rain.

I floored it after a tight bend, the back snapped round and we made a brief trip into the grass. ESC only goes so far, and you cannot afford to underestimate the power of these cars.

However, that's why folk buy them and it's why HSV club members regularly run track days where they can legally put them to the test.

But who wants to dent their daily driver or destroy the clutch for fun?

On the road
Hence this clever stuff. Supercar ace Greg Murphy took us round Lang Lang, drifting the GTS through bend after bend - with ESC on competition mode. It allows plenty of slip before hauling you in.

It won't make you bulletproof but will allow owners to push the envelope.

As for launch control, it's astonishing and anti-intuitive for anyone with half a gram of mechanical sympathy. Select competition mode. Bang foot on throttle. Hold 4500rpm, flick off the clutch.

Keep that throttle pinned, revs on 4500, slap into second in a puff of rubber smoke, crossing the legal limit before third.

I hit it from rest in 5.2 seconds flat; one journo managed 5.11. We kept going back, and not once did the clutch complain.

I like the active bimodal exhaust, too. The GTS is still a refined cruiser, but boasts a suitably hairy-chested idle and full-noise roar.

And the next-gen cruise control. And ...

Why you'll buy one
You want exciting rear-drive handling on track - with the safety net that should ensure you'll drive it home.

Or you want an aspirational performance sedan without paying European-car prices.

Why you won't
HSV remains a little too blue-collar, the performance (or the look) a little too overt for your delicate tastes. Or you just can't handle this much machismo.