FEATURE – 1992 HSV VP Clubsport
Words: Mike Ryan
Photos: courtesy of SEVEN82MOTORS
Here’s a question for you: Where does the VP range sit in the HSV canon? It’s fair to say it’s not highly regarded right now, but looking at recent trends in collectable car pricing, the VP may well be the next range to go gangbusters in the market. As such, it makes the opportunity to pick up a good one - while they’re still affordable - more important than ever.
Second Club, Stronger Legs
Following the VL and VN, HSV’s VP range was released in October, 1991; a month after the Commodore range they were based on.
The offerings were pretty much the same as what had been available on the VN, but there were a bunch of oddities with differing levels of HSV stardust sprinkled on them, like the Nitron, SV91, +Six, Sport Wagon and Formula, to name a few. Toward the end of the VP model run, a handful of ‘5th Anniversary’ models hit the market, too. The Clubsport, GTS, Senator and Maloo ute were the bread and butter of the range, though.
The Clubsport had been introduced on the VN range as the entry-level HSV and proved popular enough (410 were built) to not only continue on the VP platform but remain in the HSV range right up to the end of Commodore-based HSV production in 2017.
With list pricing of $38,979 when released in ’91 ($39,571 for the auto), your dollars back then got you a lot of what had been fitted to the VN Clubsport, including the 180kW / 400Nm 5.0-litre V8 engine (itself a tuned version of the 165kW 5.0 V8 used in the Commodore SS), the T5 5-speed manual or retuned GM TH700 auto trans, LSD, upgraded suspension, ABS and interior luxuries like air conditioning, a 4-speaker sound system and power windows.
There was a new alloy wheel design and an expanded range of colours, but what was really new, and what made a big difference to the Clubsport’s performance on the road, was the adoption of Independent Rear Suspension (IRS).
Taking the semi-trailing arm set-up that had been originally developed for the Statesman and sticking it under the Clubby’s back end markedly improved its handling, especially when braking in to and accelerating out of a corner. Compared to the live axle rear on the VN, it was a revelation.
Arguably just as significant as the introduction of IRS was the introduction of a more serious approach to styling.
Prior to the VP, HSV models had been designed in-house, but then-boss Tom Walkinshaw saw the need to make the range more sophisticated, so brought in Ian Callum to elevate HSV styling to the next level.
Admittedly, the Callum touch would be more apparent on the VR and VS model HSVs that followed, but compared to the VN, the overall design on the VP was more unified. And without the need to build homologation specials (the last of those was done on the VN), there was no need to develop a winged and spoilered behemoth like the VL ‘Walkinshaw’ to go racing, either.
Looking at the HSV VP range now, it’s all pretty mild, really, especially compared to the brawnier approach that was rolled out from the VX Series… and those ugly three-spoke wheels that graced the VS!
One to Drive
Well-received when new, the HSV VP Clubsport is just as good a driver’s car now as it was then, with ample levels of comfort and performance.
The example featured is pretty representative of what the new HSV VP Clubsport buyer got in the early 1990s.
Sold new through Garry & Warren Smith in Victoria (HSV’s best-selling dealer at the time), the feature car was ordered with the TH700 auto, standard ‘Langton’ cloth-trimmed sports seats and leather-wrapped Momo steering wheel, as well as HSV-specific sports instruments.
Period options included a sunroof, car phone, premium sound system, CD player and seat upgrade. These were rarely ordered back in the day and none were requested for this car.
Almost as rare is a black VP Clubsport, of which only five were built. Alaskan White, as per the car pictured, was a popular choice, along with the usual Maranello Red, Sapphire Blue, Imperial Blue and Anthracite Grey. Spot a VP Clubby in anything but these colours and it’s either a rarity or a later respray.
On the feature car, the paint appears to be original, with no obvious evidence of a respray or any other modifications. In fact, the only non-HSV addition appears to be tinted windows.
Number 209 of 387 VP Clubsports built, this example is believed to have spent all its life in country Victoria, including the past 17 years in storage. That explains the 194,000kms on the odometer and the car’s very good overall condition. It’s not concours, but not far off it, either.
This past July, SEVEN82MOTORS in Queensland bought it and added it to their showroom.
Ben from SEVEN82MOTORS describes this Clubsport as being a good example that runs well, with no apparent flaws in the driveline, suspension that’s still tight and no electrical gremlins, either.
With electronics becoming more and more a part of cars of this era, digital displays that drop out, central locking that plays up and switchgear that doesn’t work is usually reason to walk away from a prospective purchase, but Ben says this example has all-working kit on the electronics front.
Some very minor kerb rash on the wheels and a few other trifling cosmetic issues are the only faults on this car, so that’s a positive.
One to Buy?
I asked the question at the top of this article and I’ll ask it again: Where does the VP range sit in the HSV canon? Being an HSV, it’ll never hit the absolute basement in terms of pricing, unless it’s a particularly ratty or badly-molested example. That being said, VPs aren’t the collectors favourite right now, regardless of condition.
Their age – not too young and not too old – means the VPs are in a kind of purgatory at the moment that’ll only change with time and the greater appreciation of older cars that comes with time.
That makes a VP a tough sell, but its time is coming, so if you’re smart and prepared to sit on one as a long-term investment, it can be a great buy.
SEVEN82MOTORS showroom on the Gold Coast. Phone (07) 55 966 566 or go to http://www.seven82motors.com.au/
