| The GTS-R was conceived in the
same context as a Group A racer except there were no rules. Group A homologation race
requirements can dictate compromises in a road car. And that is why the outrageous GTS-R
could go where previous Group A specials could not. HSV drew up a wish list for the
ultimate road racer without worrying about the impact it might have on the track version.
Unbridled by sub-5.0 litre race requirements, the GTS-R boasted the monster 215kW stroker
engine with the torque of a pile driver, and an extra 10-15kW on tap if the Optimised
blueprint engine was ordered. It was fed through the T56 6- speed manual transmission, a
hefty box of cogs with a sweeter shift quality than any previous rock-crusher manual
gearbox. Thanks to its Sport specification independent rear suspension and the Hydratrak
differential, most of the amazing performance was useable most of the time. The body
additions were minimalist and there to do a job. The light and simple carbon fibre rear
wing stood out because there was no attempt to hide it. Sourced from the Holden Race Team,
it reflected what was happening on the race track. The GTS-R came in a very expensive shade of yellow that was a
match for the world’s top show cars at the time. Ian Callum was let loose in an HSV
interior for the first time so the yellow and carbon fibre theme continued throughout the
cabin. It was at least as quick down the strip as the VN Group A and in some cases faster.
The GTS-R was more agile under all road and weather conditions than any previous high
performance HSV race special.
While these credentials underpin its
credibility, ultimately they’re not what the GTS-R is about. It added a huge
“look at me” factor for serious performance car fans. If the GTS-R doesn’t
put a smile on your face during a Sunday morning romp in the hills or you don’t want
to be noticed on an easy Saturday night cruise through city streets, you will have missed
the point.
1996 HSV GTS-R |
