First published in the December 2004 issue of Street Machine

This, my friends, is the HSV GTS/R, the latest and possibly greatest take on Holden’s reborn Monaro. Sure, there are plenty of cool Monaro-based projects think ill-fated HRT 427 or Mark Jones’s FAT GTO but it’s hard to go past the GTS/R for sheer desire. No it ain’t a road car and never will be but there’s a fair chance HSV will build a limited number for the well-heeled to use as private playthings. There is also talk of a one-make race series to be used as a feeder category for V8 Supercars.

The price will no doubt be sky high but what you’ll get is a stinking hot coupe, ready to race. And there won’t be a shortage of buyers, based on the looks alone. In this department the GTS/R is a standout, with real-steel pumped guards and fat side skirts giving the car an unbeatably muscular stance. Wanna replicate the look on your own Monaro or HSV Coupe? You could get the job done but getting it engineered would be nigh-on impossible – though some of you will try. Race car cues abound, with mesh-grilled vents at the rear of the front guards, rear diffuser and brake cooling ducts.

That’s not to say everything on the GTS/R is a dream designed purely for the mega rich. It would be a real shame if those gorgeous ROH rims never saw use on a production HSV. One thing we will definitely see on road cars are the funky lights. The fronts use the trendy HID headlights but parkers, indicators and tail-lights use very trick LED technology.

Under the skin is pure racecar porn, starting with a 6.0-litre LS2 for power. Lifting grunt to 335kW (from 297kW on Z-series HSVS) is a high-lift camshaft, cold-air intake, 14-inch extractors, a 21⁄2-inch twin exhaust system and re-mapped ECU. This power figure seems a little conservative for those kind of mods but HSV is no doubt thinking reliability over outright grunt.

Forged pistons, roller rockers and double-row timing chains provide extra strength, with a baffled sump, fuel swirl pot, oil cooler and big radiator to prevent things going bang on race day.

Backing up the LS2 is the familiar T56 with a suitably tough clutch. Out back is a low 3.73:1 diff with full/mini spool to get the power to ground.

There’s no doubt this thing will rocket and it should stop and turn just as well. The front suspension has been completely revised, with top struts relocated downwards for improved geometry, a chrome-moly tubular crossmember, CNC-machined aluminium upper arms and cast aluminium lower control arms. The rear end has been revised from factory, and scores adjustable Öhlins shocks. There is also a fast ratio steering rack in the mix, as well as a cutting- edge AP brake set-up.

Inside is enough to give any petrolhead brain-fade. There is carbon fibre everywhere, including a complete dash (with MoTeC dash logger, naturally) and door cards. An FIA-spec rollcage and Willans six-point harness means you’ll sail through scrutineering, while the central console is the stuff boy racers’ dreams are made of.

While most of us will never get the chance to drive or own one of these babies, it looks like there will be plenty of opportunity to at least ride in one – around race tracks, with gun V8 Supercar drivers at the helm. That’s better than a poke in the eye.

GTS/R engine in detail:

The LS2s fitted to new HSVS are bolted in exactly how the Yanks left them, complete with the standard extractors and air intakes. Not so the GTS/R, which is rebuilt with forged pistons, billet rods, roller rockers, a hot cam and half-inch extractors. Power is rated at 335kW, with a stomping 605 Nm of torque.

1. The GTS/R makes do with the factory inlet manifold, unlike HRT 427’s eight-throttle carbon fibre jobbie. Bugger.

2. An over-the-radiator carbon fibre air intake looks suspiciously like the ones used by a number of the faster LS1 drag racers.

3. The two-row aluminium radiator is not only larger than factory but is mounted lower and on an angle to clear the path for the cold-air intake. It also incorporates a heat exchanger for the power steering cooler.

4. Swirl pot prevents bubbles forming in the coolant — bubbles are bad! Note the use of braided line.

5. Shock towers have CNC aluminium plates welded in to lower the mounting position. The front crossmember is a beauty, made from chrome-moly tube.

6. Remote gas canisters for the adjustable Öhlins shocks allow drivers to set their cars up for different tracks and conditions.