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HSV Design Manager, Julian Quincey, is making no apologies for the styling of the W427.
Quincey explains that HSV did not want to add spoiler height in direct proportion to what was under the bonnet of the W427 (more here).
"We have intentionally opted for the look of a race car. We wanted substance not show," he said.
The main priority according to Joel Stoddart, HSV's new Engineering Manager, was to keep the price as close as possible to $100,000 while complying with all ADRs and meeting the day to day practicality requirements that Holden and HSV owners expect.
Quincey's brief was to convey that this was a serious factory supercar related to the mainstream HSV range but clearly identifiable as a stand-alone model, without cutting too severely into the engineering budget. Several cues were lifted from the still born HRT 427 while various Holden racing drivers including Greg Murphy were emphatic that any racing cues such as the carbon fibre rear spoiler had to be authentic, with a minimalist racing look.
Quincey was confident that new manufacturing processes for the special three-piece carbon fibre rear spoiler would avoid the milky discolouration that plagued the carbon-fibre items fitted to the HSV GTS-R.
Despite the tiny projected "build to order" volumes, these modest appearance upgrades have ensured that the W427 has not been compromised, compared to HSV's mainstream models. Its 20mm lower ride height and boost in performance have dictated a re-engineering of the suspension, which is 30 per cent stiffer than that of the GTS.
Quincey responded to the new lowered ride height by specifying a rubber-faced lower edge on the more vulnerable front air dam.
The new suspension tune then dictated a costly recalibration of the MRC (Magnetic Ride Control) self-adjusting damper system specific to the W427 -- money that HSV wouldn't even spend on its mainstream Maloo ute.
The unique 20-inch alloy wheels were not changed for styling reasons. They were specifically developed to clear the strap drive of the 380X35mm front rotors, a special rotor-attaching process that allows the rotor to expand and contract uniformly under intense braking loads.
The LS7 engine has dictated the LS7 version of the new Tremec TR6060 six-speed manual transmission (as fitted to the FG Falcon) and the unique LS7 clutch, which in turn required HSV to re-engineer the clutch pedal mechanism. The limited slip differential has required double shot-peening to enhance durability.
Installing the LS7 engine along with its dry sump lubrication and 9.2-litre oil tank has required some lateral thinking. HSV engineers did not want to cut into the body when this could have raised serious crash-testing issues.
Instead, they have exploited the existing cutout behind the LHS headlight used for housing the air-filter box on standard Commodores. A unique oil tank specific to the W427 has allowed HSV engineers to move the tank into this location. Hence, it is not specific to left or right hand drive, unlike the original Corvette installation. This in turn required the engineers to move the air intake above the radiator, a process that needed to occur anyway, since the big engine needed extra airflow.
Stoddart noted that getting enough air into the engine and through the various cooling radiators including the 13-row engine oil cooler required for extreme Australian conditions was one of the main engineering challenges. Quincey's revised frontal styling is more a product of these requirements than any styling trend, reinforcing the substance over style approach of the whole car.
Another new feature that called for significant local engineering input was the bi-modal exhaust system, which comprises two exhaust tracts with different sound levels. Unlike the similar but much simpler system on the new FG XR8 -- which changes its exhaust route via a simple spring loaded device that reacts to internal exhaust pressures -- the W427's new vacuum-controlled exhaust system can respond to throttle position, engine speed and vehicle road speed.
One of the main benefits over the FG XR8 system is that the W427 system allows a fruitier exhaust note at idle, while stationary, but if the driver tries to rev the engine without moving, the system will quickly switch to the quieter mode. It can also sense when the driver requires the quieter mode while cruising but will open up the system as soon as extra performance is needed.
Although the W427 revealed at the Melbourne International Motor Show is close to the final specification that goes on sale in the third quarter of 2008, it remains to be seen whether the show car's special paint finish will be available.
The new model was always intended to book-end the company's 20th Anniversary celebrations by evoking the first Walkinshaw Group A, which was first revealed in production-ready specification, almost to the day, at the 1988 Melbourne Motor Show -- hence the W427 name.
Both Stoddart and Quincey noted that even if the W427 show car is sporting the Group A's original and unique Panorama Silver (named after the Bathurst race circuit's Mount Panorama), the colour is no longer in the Holden system after Holden switched from acrylic lacquer to thermoset enamels in early 1994.
However, Quincey assured the Carsales Network that the red leather interior would stay as the sole interior treatment. A limited range of exterior colours to coordinate with the interior colour are yet to be specified.
Quincey noted that HSV would examine the feasibility of offering Panorama Silver in Holden's latest new paint technology if customer demand is there.
The show car's special sill plates, unique instrument finish, full red leather gear lever surround, W427 seat monograms and the technical cabin highlights that extend to the steering wheel are all destined for final production, according to Quincey.
HSV is intending to have its first representative moving demonstrator on the road as early as April.
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