HSV's modified Holden-based cars got a bit lairy there for a while. Well, for some of us anyway.

But when you have a scratch around, it wasn't all HSVs that kind of overdid the wings and spoilers thing a few years back. In fact, there's one that was mad enough to still look the business, but has since matured quite gracefully into middle-age. And that's the HSV Clubsport from 2000. In fact, the VX-Commodore-based Clubsport ran from that year until late 2002 when it was replaced by the VY model. At which point the more upright tail-lights and other detail changes - that looked fresh back then - somehow messed up the purity of the VX, which was based on the original VT of the late-90s.

For our money, it will be the VT and VX Holdens that ultimately rate as the best looking examples of that bodyshell, and it looks like the HSV fashion stakes will follow the same path. If you don't believe us, watch out for a VX Clubsport in traffic and decide for yourself, but we reckon the smooth, organic-shaped tail-lights and overall stance and simplicity of the VX Clubby is a winner.

They're still pretty good to drive, too, provided you can afford the fuel. Actually, with the standard tall gearing, these things could cruise on the highway using as little as eight or nine litres per 100km, but around town and in stop-start traffic that can easily double. There's plenty of performance on tap for anything you care to try, and they'll tow a boat or caravan with zero fuss.

When you get down to it, you're buying a modified Holden Commodore with an alloy V8 engine on board and a body kit to make it stand out from the crowd. But that also means that you can count on Holden Commodore running and maintenance costs, as well as being a car that is not beyond the home mechanic to keep going.

The Mexican-built LS1 engine in these cars is now regarded highly among tuners and the trade, but it wasn't always so.

Back in the early days of Holden's use of the 5.7-litre V8, quality control was a big problem and early Holdens and HSVs to use the engine were not without hassles. And, being just the second model to use the engine here, the VX Clubsport must be approached with a bit of caution.

The big problems were to do with the engine's internals. Poor assembly seems to have been the main culprit, but it remains that a disturbingly high percentage of these early LS1s were trouble-makers.

The first thing many owners noticed was a thirst for oil. Holden looked after those customers by either rebuilding the engine or replacing it outright.

Engines that were 'fixed' often had an 'X' stamped into the engine number for future reference. Either way, a compression test before the purchase these days would be the smart way to go.

That said, the trade is divided on what actually causes the oil consumption problem; some reckon it's the piston-cylinder wall clearance; others say it's to do with poor crankcase ventilation. Suffice to say that if the oil on the dipstick is black and thick or not well within the low and full marks, we'd be pretty suspicious.

The flip-side, of course, is that plenty of LS1-powered VXs have travelled enormous distances with no problems, so it seems a bit of a lucky-dip.

The other big gripe over the engine back in the day was that of piston-slap when cold. Frankly, all these engines – even later ones – tend to exhibit a bit of piston slap first thing in the morning, but it should go away after the first gear change. The likely cause is the metallurgy in the pistons themselves and it doesn't seem to affect the engines beyond that bit of noise first up.

Like we said, the LS1 has proved a big hit with the tuner community, but tuners ain't tuners.

If you decide to take a punt on a modified Clubsport, make sure you find out exactly what has been done to the engine and, equally importantly, who did it. The smart guys out there can seriously improve an LS1, but, equally, the backyarders can really mess things up and shorten that engine's life expectancy in the process.

A set of headers and a higher-flow exhaust is a common modification and not one to be concerned about, provided the tuner hasn't simply removed the catalytic converters. That would make the car unroadworthy and could lead to a big fine for anybody driving the car.

Many a Clubsport was treated to lowered suspension, too, and while this can ruin ride quality and also make the car unroadworthy, it can also drastically reduce rear tyre life on these cars in particular.

If the car you're looking at is a six-speed manual, make sure all the lower gears engage without a crunch and try to drive up a hill in a higher gear to check that the clutch doesn't slip under load. Neither should the car shudder during take-offs.

In automatic versions, the four-speed unit still being used back then often has a lifespan of about 180,000km before it needs a rebuild, but we've seen some examples go much further than that figure. Sometimes it's the luck of the draw, other times it depends on how the car has been driven.

Speaking of which, the Clubsport was not a cheap car when new, but now that they're much more affordable they're falling in to the hands of the wannabe drifting champions of the world. So check for rubber (that used to be on the back tyres) plastered up under the rear wheel arches as proof of a hard life.

Check the brakes for wear, too. There should be at least some pad material remaining and if the car shudders or the brake pedal pulsates when applying the brakes, you're probably looking at warped rotors. That said, the HSV stuff with its tougher braking hardware is less likely to suffer from this, but it's worth a check anyway.

It's worth remembering that these are far from new cars these days, so finding one that is in exceptional condition will skew the price more somewhat. That also means that things like the paintwork may not be absolutely perfect any longer, especially since the paint technology Holden was using at the time was not as good as it his now.

Our rating: 3.5/5

Nuts and bolts

Engine/s: 5.7-litre V8 petrol

Transmissions: four-speed auto/six-speed manual

Fuel economy (combined): 14.9L/100km

Likes:

• Plenty of performance in all circumstances.
• Big and roomy. Super practical.
• Reliable and durable.
• Not as `bogan' as some HSVs over the years.

Dislikes:

• Will drink plenty of ULP.
• Manual can feel clunky and slow-witted.
• Early engines had their problems.
• Beware thrashed examples.

Competitors:

Ford Falcon XR8 – The old enemy; Ford's V8-powered Falcon was aligned more closely with the non-HSV Commodore V8s, but still comes into the reckoning for its tuneful, zesty V8. 3/5

Ford Tickford TS50 – Tickford's direct competitor to the Clubsport fizzled in the market. Hard to find now, but the last of the Windsor V8s is lovely. 3/5

Holden Commodore SS – More or less the basis of the Clubsport, the SS was cheaper but more simply specified. You'll miss the extra performance and braking while you're counting the change. 3/5

What to pay (courtesy of Glass's Guide):

Model                   Year       New      Now

Clubsport            2000       $54,950  $7600

Clubsport R8       2000       $63,950  $7900

Clubsport            2001       $56,185  $7700

Clubsport R8       2001       $65,350  $8000

Clubsport            2002       $57,824  $8200

Clubsport R8      2002       $67,523  $8900