HSV GTS Supercharged review from 2002 (LSV conversion)
Discussion
Found the following review which I thought might be of interest to those considering a second hand purchase
HSV GTS Supercharger
Think standard HSVs are a bit sluggish? Then you might like this. You might also be insane
By Jethro Bovingdon February 2002
The first time you exit a tight corner with a hint of opposite lock and keep this 500bhp supercharged HSV nailed deep into three figures lives with you forever. The exponential lunge of acceleration is stunning, the rise of the rev counter needle matching the increased intensity of the torque and power storm. It's the sort of power that demands total concentration and a healthy dose of restraint. But when the opportunity arises to wring out the HSV it's an absorbing, thrilling and slightly scary experience.
Over the last couple of years HSV has made a name for itself in the UK as the creator of cut-price M5 rivals. The 401bhp GTS-R matches the German icon for sheer performance and its chassis balance can teach the Munich auber-saloon a thing or two. At one point the GTS-R was nearly ΂£15,000 cheaper, too. That was before 'rip-off Britain' became such a buzz-phrase. One by one the manufacturers dropped their prices and now the £50K GTS-R doesn't seem the bargain it once was. Still cheaper than the M5, but only by £2000, the GTS-R has found its market drying up.
The less powerful GTS is still doing great business, though. At £39,995 it makes a lot more sense and its 340bhp should be plenty for most reasonable people. But for unreasonable people HSV UK's servicing arm, Linden Special Vehicles in Northampton, can now supercharge the GTS in return for £10,000. That's creeping up into M5 territory again, except that the M5's 400bhp starts to look pretty puny when the supercharged GTS flexes its muscles.
Owners will have to put up with 'only' 340bhp for the first 1000 miles as the standard engine is run in. Then the supercharger, which runs at 0.5 bar, and intercooler can be fitted, with awesome results. Power is up to 502bhp at 6050rpm and torque leaps from 350 to 457lb ft - higher in the rev range (5100rpm versus 4000rpm).
The GTS has had a raft of styling tweaks for 2002 with new bumpers, side skirts, rear spoiler, front grille and headlamps to give it a sharper edged, more aggressive appearance, which is undeniably menacing if not very subtle. The chassis lacks the GTS-R's more sophisticated multi-link rear suspension arrangement and Hydratrak diff (as used in TVRs) but with an effective LSD the big HSV does a good job of putting all that power on the road. The switchable Racelogic traction control previously seen on UK HSVs has been replaced by a simple factory-fitted on/off system. Amazingly, in the dry at least, you'll rarely feel it intervene.
Rather than a sudden rush of torque, the supercharger keeps the same linear curve as a normally aspirated unit. There's more of it, sure, but it's predictable and progressive in its delivery so your right foot has a precise input into what the car is doing. The HSV's weight and size mean you can't take too many liberties, but if you're sensible it's possible to make ruthless progress.
Thing is, the GTS's playful nature means that sooner or later you'll stop being sensible and start really enjoying yourself. The extra power means that if you so desired you could drive everywhere with a twist of opposite lock. The V8 has plenty of low-down power so a satisfying slide can be provoked and held without ever unleashing the truly angry horses at the top-end.
Most of the time the LSV-converted GTS drives much like the standard car. Fast, grippy and huge fun. B-roads reveal admirable stiffness and great body control. The massive brakes (343mm cross-drilled discs front, 315mm rear) are tireless and bite with conviction right at the top of the pedal travel whilst the steering is accurate, weighty and surprisingly direct. The six-speed manual gearbox is a bit ponderous - but what do you expect when it's handling 500+bhp.
It's when you're really committed that the supercharger makes a difference. Find a good road, use all of those revs and the blown GTS is devastatingly rapid. For those who have sacrificed a TVR for a growing family the pumped-up HSV could be the perfect tonic. If you're after big fun with four doors, the supercharged GTS has got everything else licked.
HSV GTS Supercharger
Think standard HSVs are a bit sluggish? Then you might like this. You might also be insane
By Jethro Bovingdon February 2002
The first time you exit a tight corner with a hint of opposite lock and keep this 500bhp supercharged HSV nailed deep into three figures lives with you forever. The exponential lunge of acceleration is stunning, the rise of the rev counter needle matching the increased intensity of the torque and power storm. It's the sort of power that demands total concentration and a healthy dose of restraint. But when the opportunity arises to wring out the HSV it's an absorbing, thrilling and slightly scary experience.
Over the last couple of years HSV has made a name for itself in the UK as the creator of cut-price M5 rivals. The 401bhp GTS-R matches the German icon for sheer performance and its chassis balance can teach the Munich auber-saloon a thing or two. At one point the GTS-R was nearly ΂£15,000 cheaper, too. That was before 'rip-off Britain' became such a buzz-phrase. One by one the manufacturers dropped their prices and now the £50K GTS-R doesn't seem the bargain it once was. Still cheaper than the M5, but only by £2000, the GTS-R has found its market drying up.
The less powerful GTS is still doing great business, though. At £39,995 it makes a lot more sense and its 340bhp should be plenty for most reasonable people. But for unreasonable people HSV UK's servicing arm, Linden Special Vehicles in Northampton, can now supercharge the GTS in return for £10,000. That's creeping up into M5 territory again, except that the M5's 400bhp starts to look pretty puny when the supercharged GTS flexes its muscles.
Owners will have to put up with 'only' 340bhp for the first 1000 miles as the standard engine is run in. Then the supercharger, which runs at 0.5 bar, and intercooler can be fitted, with awesome results. Power is up to 502bhp at 6050rpm and torque leaps from 350 to 457lb ft - higher in the rev range (5100rpm versus 4000rpm).
The GTS has had a raft of styling tweaks for 2002 with new bumpers, side skirts, rear spoiler, front grille and headlamps to give it a sharper edged, more aggressive appearance, which is undeniably menacing if not very subtle. The chassis lacks the GTS-R's more sophisticated multi-link rear suspension arrangement and Hydratrak diff (as used in TVRs) but with an effective LSD the big HSV does a good job of putting all that power on the road. The switchable Racelogic traction control previously seen on UK HSVs has been replaced by a simple factory-fitted on/off system. Amazingly, in the dry at least, you'll rarely feel it intervene.
Rather than a sudden rush of torque, the supercharger keeps the same linear curve as a normally aspirated unit. There's more of it, sure, but it's predictable and progressive in its delivery so your right foot has a precise input into what the car is doing. The HSV's weight and size mean you can't take too many liberties, but if you're sensible it's possible to make ruthless progress.
Thing is, the GTS's playful nature means that sooner or later you'll stop being sensible and start really enjoying yourself. The extra power means that if you so desired you could drive everywhere with a twist of opposite lock. The V8 has plenty of low-down power so a satisfying slide can be provoked and held without ever unleashing the truly angry horses at the top-end.
Most of the time the LSV-converted GTS drives much like the standard car. Fast, grippy and huge fun. B-roads reveal admirable stiffness and great body control. The massive brakes (343mm cross-drilled discs front, 315mm rear) are tireless and bite with conviction right at the top of the pedal travel whilst the steering is accurate, weighty and surprisingly direct. The six-speed manual gearbox is a bit ponderous - but what do you expect when it's handling 500+bhp.
It's when you're really committed that the supercharger makes a difference. Find a good road, use all of those revs and the blown GTS is devastatingly rapid. For those who have sacrificed a TVR for a growing family the pumped-up HSV could be the perfect tonic. If you're after big fun with four doors, the supercharged GTS has got everything else licked.
Edited by V8HSV on Wednesday 31st January 09:03
o.versteer said:
Great writeup and great car - which was subsequently owned by a member of this very forum, who will no doubt be along in a minute to elaborate 
Now I REALLY want that supercharger!
Now I REALLY want that supercharger!
And here I am.
I traded my 2000 VT GTS for the above, as after a few performance mods., I realised that what I really wanted was 500+ bhp.
Having driven VT's with various internal mods., I didn't like the lumpy feeling that a cam change can often give & I wasn't really happy about the big increase in mpg, as the HSV was my daily drive & business car. The supercharged engine was actually slightly more fuel efficient than my mildly modded n/a VT engine (when driven on a like for like basis).
Several improvements were made to the car after I bought it. Most importantly the mapping of the two fuel pumps was changed. A strut brace & AP brakes were fitted. The exhaust system was changed from the hideous one that Mark(LSV) had to quickly knock up from bits & pieces he had lying around in order to get the car out in time for the press. Perhaps uniquely, as I've not heard of anyone else with it, the rear diff. had an oil cooler fitted to it.
Interestingly, I never felt the urge to make any significant power improvements as fortunately LSV had set it up perfectly for my requirements. They used LS1 edit software. It was docile & very easy to drive on an everyday basis & I had no worries about my wife driving it with our child in the back. Only as you let the revs. build would the supercar slaying performance be unleashed.
Autocar timed it at least twice at 0-60mph 4.6 secs. 0-100mph 10.0 secs. (before any of the improvements). I suspect that the 0-100 time might have improved slightly. It was really awesome in the 100-150mph band. Over 150mph, the poor aerodynamics started to let the side down & at 175mph (Road Angel not the wildy inaccurate speedo) I thought that the windows were going to come in! That was slightly uphill & there was more to come so I'd guestimate the top speed to have been 180-185mph.
I changed the oil/filter every 5-6k miles & apart from a snapped belt, it was totally reliable & very cheap to run/service. It was still on the original clutch, despite the abuse it received during time trials with the press.
I even averaged c.25mpg thanks to the high 6th gear on a run. If you wanted to stick to 70mph, 30mpg was attainable.
When it got to 3 years old, I looked at replacements & test drove a range of cars as varied as a V10 Toerag - 997 911S. Nothing was as much fun, even the Porsche which was brilliant & hard to fault, felt sterile in comparison & in straight line a little slow! So I had planned to keep it as a fun car, maybe make a few changes & get my self another car to use for work.
A lying b*tch of a van driver, decided that she'd plough into it just before Xmas 2006. Even then the firemen commented on how tough it was, as they cut the roof off. So that was the end of the most fun "allrounder" that I've ever driven.
It could cope with 4/5 adults & luggage, be a comfy business cruiser & had genuine supercar performance.
Of course the game has moved on since 2001 & now the likes of BMW & AMG etc. produce big saloons with similar performance. The ain't as much fun though!
Edited by A57 HSV on Wednesday 31st January 13:33
A57 HSV said:
Will, that will be awesome. You've had strenghened "internals" haven't you, just wondering if traction will be an issue. Wonder what the power will be? Can't wait to hear about it.
Yes, internals done with low comp ratio (8:1), expect it to be over 600 brake as its 570 currently plus the new block is 'run-in' and also with the Wortec full exhaust system which made it feel faster so maybe close to 600 before a rise in inlet boost. Will report back when I get the car, hopefully at some point this week.
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