Much information has already been leaked, and spy photos of undisguised development mules have done the rounds on the web.
But a broken embargo has seen key technical details leaked ahead of HSV’s official announcement, and the news that the Camaro ZL1’s supercharged 6.2 litre LSA V8 will power the range-topping GTS is already general knowledge.
So too is the fact that the venerable LS3 will still power the bulk of the range, with three tunes offering either 317kW, 325kW or 340kW of power.
But there’s still a few cats left in the bag, and TMR can finally reveal exactly what you can expect to find in HSV’s Gen-F range. Read on for a full model range breakdown.
The entrypoint to HSV ownership continues to be the Clubsport sedan and Maloo ute, and the LS3 remains the powerplant of choice.
In both the Clubsport and Maloo, the LS3 produces 317kW and 550Nm. It’s largely carry-over, and the gearbox choices remain either the TR6060 six-speed manual, or the 6L80E six-speed automatic.
Annoyingly, paddle shifters won’t be offered on any automatic HSV.
However the brake package has been extensively reworked. The standard Clubsport and Maloo still get four-piston calipers front and rear, but the rotors are larger (367x32mm front, 367x28mm rear), and the calipers themselves are now forged rather than cast.
Brake pad material has also been revised for better performance as well as a firmer, more responsive brake feel.
As with the VF Commodore, the HSV Gen-F range features electric, rather than hydraulic, power steering.
With the move to electric power steering (EPS) being dictated by Holden’s fuel-efficiency requirements, it remains to be seen if the Gen-F’s EPS tune delivers as much feel and feedback as a conventional hydraulic system. We’ll find out at the launch.
Both Maloo and Clubsport reap the benefits of the VF Commodore’s substantially improved interior, and the HSV-specific front and rear bumpers are more harmoniously integrated with the Commodore’s sheetmetal than in the previous E3 generation model range.
There are a few notable differences in the interior though. The auxilliary voltmeter and oil pressure guage have been moved down to the bottom of the centre stack, and there’s now a rotary controller for the new Driver Preference Dial (DPD) just aft of the gearlever.
The DPD controls a number of the Clubsport and Maloo’s systems, and allows the driver to switch between three pre-set modes - Touring, Sport and Performance.
DPD simultaneously controls the stability control calibration, steering calibration, traction control and also unlocks the launch control mode for manual-equipped Clubsports and Maloos.
Other new standard features include front and rear parking sensors, keyless entry and ignition, a blind spot monitor, rear traffic alert, an automatic parallel parking system and an electric parking brake - all borrowed from the VF Commodore.
The sideskirts on the Clubsport and Maloo are also borrowed from the Commodore, and being the entrypoints to the Gen-F range both models get cloth upholstery and less heavily-bolstered front seats.
Clubsport R8/Maloo R8/Tourer
The R8 variants of the Maloo and Clubsport up the ante with 325kW and 500Nm from their 6.2 litre LS3s, courtesy of a different engine tune and a high-flow exhaust with bi-modal mufflers.
A fighter-jet style head up display is also standard on all R8 variants, and can project speed, tachometer, lateral G and turn-by-turn navigation instructions up onto the windscreen.
HSV’s EDI system also displays a wide variety of data on the central multifunction display, and is standard on all models from the R8 up.
Peak G, speed, lap times and suspension data can all be displayed on the EDI screen, but the functionality remains unchanged from what was seen in the E3 generation models - just the graphics have had a revamp.
Leather-trimmed HSV Performance seats become standard on the R8, and are eight-way electrically adjustable. The side-skirts on R8 sedans, R8 Tourers and R8 Maloos are also HSV-specific, unlike the Holden-sourced items on the Clubsport and Maloo.
A forward collision alert and lane departure warning add an extra layer of safety, and rain-sensing wipers are standard from the R8 up.
R8 SV Enhanced
Want something more out of your LS3? HSV will offer a special SV Performance option for all R8 models, which bumps power up to 340kW and and torque up to 570Nm - all while staying naturally aspirated.
A bi-modal intake and an inlet tube borrowed from the Camaro SS work in concert with a free-flowing exhaust to add that extra muscle, and the SV Performance forged wheels reduce unsprung weight to improve handling.
SV-specific colour accenting on the mirrors, fender vents and spoiler also mark the R8 SV as something special, as do a smattering of badges.
The Gen-F’s sports luxe variant packs the 340kW/570Nm LS3 of the SV-enhanced R8, and marries it with an uprated version of HSV’s Magnetic Ride Control (MRC) suspension.
The Senator’s spec sheet mostly mirrors that of the R8, but the addition of heated front seats, a chrome single-slot front grille, 20-inch matte silver forged wheels and a subtle bootlip spoiler give it a more refined air.
With the Holden Caprice still awaiting an update of its own, the HSV Grange carries over its exterior sheetmetal and interior fittings for this year.
However, there’s been a slew of new technology added to it.
The HSV Grange will now ship with the frontal collision alert, lane departure warning, rain-sensing wipers and head-up display of the R8, along with the Driver Preference Dial and two-stage MRC suspension.
Its LS3 V8 has also been uprated to 340kW/570Nm to give it some extra poke, and the brakes are the same AP-sourced forged four-piston stoppers as used by the Clubsport R8.
With the Gen-F, HSV has taken its GTS flagship to new heights. The 6.2 litre supercharged LSA engine of the Camaro ZL1 has found its way under the bonnet, and belts out a whopping 430kW and 740Nm.
That engine is hooked up to either a beefed-up TR6060 six-speed manual or a 6L90E six-speed auto, and although HSV has yet to quantify the GTS’s performance, indications from the company are that it will give the likes of the Mercedes-Benz E 63 AMG and BMW M5 a run for their money.
To help it channel all that power and torque to the ground, the GTS comes equipped with a torque-vectoring driveline, which sends drive to the outside rear wheel during cornering to manage wheelspin and also steer the car into turns.
The GTS isn’t all about sheer power, either.
Its MRC suspension gets three separate tunes rather than the usual two (the third being a rock-hard Track setting), and its Driver Preference Dial can also call up a GTS-specific ‘Track’ mode in addition to the other three modes.
With many GTS owners expected to hit the racetrack, the GTS’s brake package has also received a big upgrade to help it cope with the strain of repeated hard stops.
The calipers are now forged, and the six-piston front calipers now grip 390x36mm two-piece rotors, while the four-piston rear calipers squeeze 372x28mm rotors.
Inside, the GTS' equipment list largely mirrors that of the Senator Signature. In short, it's got everything.
HSV has yet to announce pricing for the Gen-F range, saying that negotiations with Holden are still ongoing. However, expect pricing details to surface in about ten days time.
There are, however, indications from HSV that pricing for the entry-level Clubsport and Maloo could drop slightly, although the R8, Senator and Grange are unlikely to move much from their present price points.
The added performance of the Gen-F GTS means that the sticker price will rise, however HSV says that whatever the case, the GTS will definitely be no more expensive than $95,000.
The HSV Gen-F range officially goes on sale on June 16.
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