The figures show a totl of 11,213 Holdens were sold during February with the most popular models including the Holden Commodore (3914 units), Holden Captiva (1315 units), Holden Cruze (2075), Holden Barina (1292 units) and Holden Colorado (1241 units).

“We started the year with good sales in January so we’re happy to see the momentum continuing through into February,” said Mr John Elsworth, Holden’s Executive Directon of Sales and Marketing.

“Holden’s market share sits at 13.8 per cent year to date and we’re rapt Australians are placing our cars on top of their shopping lists. Our plan remains pretty simple – keep building fantastic cars and offering outstanding value.”

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Official VFACTS data released by the Federal Chamber of Automotive Industries (FCAI) shows that 74,864 passenger cars, SUVs and commercial vehicles were sold in January, up 11.6 percent (7785 vehicles) on the same month in 2009.

The Holden Commodore was the highest selling new vehicle, increasing 5.9 percent year-on-year to post 3241 sales.

The Mazda3 ran a close second ahead of Toyota’s Hilux and Corolla and Ford’s Falcon in fifth.

Top 10 sales by model:

1. Holden Commodore – 3241
2. Mazda3 – 3223
3. Toyota HiLux – 2997
4. Toyota Corolla – 2711
5. Ford Falcon – 2318
6. Holden Cruze – 2218
7. Hyundai i30 – 2116
8. Hyundai Getz – 1717
9. Mitsubishi Lancer – 1588
10. Toyota Yaris – 1562

Toyota retained the top selling position with a market share of 19.5 percent followed by Holden with 14 percent and Ford with nine percent.

Top 10 sales by marque:

1. Toyota – 14,564
2. Holden – 10,468
3. Ford – 6730
4. Mazda – 6658
5. Hyundai – 6208
6. Nissan – 4144
7. Mitsubishi – 4040
8. Subaru – 3260
9. Honda – 3006
10. Volkswagen – 2337

FCAI Chief Executive, Andrew McKellar, said an industry-wide increase of around 12 percent was a strong result that would provide the market with a confidence boost heading into 2010.

“Business purchases remained strong in January with some buyers taking delivery of vehicles ordered last year under the Federal Government’s business tax break,” Mr McKellar said.

He said new car affordability was better than ever and had been further enhanced by the tariff cut on many imported vehicles.

“New car buyers have effectively been handed a ‘tax cut’ and many brands have moved quickly to reduce prices or increase vehicle specifications.

“As a result, it is expected that this will encourage private buyers to return to the marketplace in greater numbers throughout the year,” he said.

The industry experienced a significant shift towards larger vehicles compared to 2009.

The SUV Luxury segment increased by 51.4 percent to 1812 vehicles led by the BMW X5 (286 sales, 16 percent share) and the Audi Q5 (242, 13 percent).

People movers also soared 49.5 percent on the back of 274 Kia Carnival sales (up from 138 in 2009) which had a 30 percent share of the market.

SUV compact (up 23.1 percent), medium (up 26.6 percent) and large (up 17.2 percent) were all strong in January, as was the Sports segment (up 29.6 percent) and large cars (up 16.9 percent).

Surprisingly, light and small cars increased by the smallest margins (1.9 percent and 2.6 percent respectively). Their sales were still extremely strong, however, cumulatively accounting for 18,035 units which made up 29.8 percent of all non-commercial new vehicles sold.

The medium segment was the only one to lose ground, sliding 2.2 percent to 5449 sales.

The market-leading Toyota Camry had a solid month with 1201 sales as did the second-place Subaru Liberty (up 37 percent to 654), but the Mazda6 and Honda Accord Euro both went backwards.

Locally manufactured vehicles accounted for 9741 of the 74,864 sales (13 percent), trailing 26,311 from Japan, 13,130 from Korea and 10,777 from Thailand.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Speaking at the North American International Auto Show in Detroit, Bob Lutz said there was the possibility of selling high-performance versions of the Commodore in limited numbers as a premium Chevrolet sedan, likening it to a four-door Corvette. In the US’s 13 million new vehicle market, terms like ‘limited numbers’ and ‘low volume’ can still mean as many as 40,000 units annually.

The Pontiac deal – through which Holden shipped 36,000 cars to the US and Canada in 2008 – was to be worth around $1 billion to Holden, after it invested $77 million in preparation for the export.

Right now, the biggest hurdle to Commodore re-entering the US market looks to be the after-effects of the global financial crisis, which sent GM into chapter 11 bankruptcy in June 2009.

While GM maintains it can pay off its almost $7 billion government debt by the middle of the year (much earlier than predicted by most analysts), the ongoing arbitration process with sacked dealers during last year’s restructuring could make Holden’s case a little tougher to push.

Strengthening the local brand’s chances of returning to the States is ex-Holden boss Mark Reuss – a man with a sweet spot for the Commodore – who is now the head of GM North America and poised to play a decisive role in any export program discussions.

Launching the Commodore as a Chevrolet would require some small restyling efforts, similar to those of the Pontiac G8.

Or the Chevrolet Caprice PPV (Police Patrol Vehicle) – another of Holden’s export opportunities in which it is vying for a share of the 60,000 to 70,0000 vehicles per year US police car market.

If it is successful, orders for the long-wheel-base Holden will be made by police and emergency services this year before delivery in early 2011.

Meanwhile, Lutz also confirmed that the Chevrolet Camaro is likely to be exported to Australia, with right-hand drive development of the traditional American muscle car currently a high priority at GM.

Given that the two-door coupe it is based on Holden architecture, Lutz said producing an Australian version would take little more than reversing the instrument panel.

Also speaking from Detroit, Holden managing director and CEO, Alan Batey, said an import program for the Camaro would not commence before 2011, and depended greatly on supply, given the vehicle’s popularity in North America.

If it did arrive in Australia, the Camaro would most likely be sold as a V8-only model and priced upwards of $75,000 – quite a hike from the car’s sub-US$32,000 starting price back home.

Batey admitted a local Camaro would be a niche prospect and one that was in the hands of GM North America.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Works best at play

Model Tested:

• 2009 Holden Commodore SS Ute; 6.0-litre V8 AFM petrol; six-speed automatic; utility – $44,490*

Options (as fitted):

• Metallic Paint $500 (Voodoo); Hard Tonneau $3,030; 20-inch Alloy Wheels $2,369; Matching Spare Wheel $350

Torquey engine; assertive appearance; sporty handling; cabin space and comfort
Dull transmission; poor visibility; dated interior; fuel consumption; weak FM reception

CarAdvice Rating:

As a trade-tough work ute, the Commodore SS is an awesome Commodore Coupe … And the boot space is a real winner. With a load carrying capacity of just over half a tonne, it’s a perfect ‘boss’s’ ute, to complement the fleet of HiLuxes for the blokes who do the real work.

Not that there’s anything wrong with that. The VE Commodore SS ute has, since its 2007 release, carved itself a tidy little niche. The customer base seems happy enough to drop more than $40K on what’s essentially a sporty two-door Commodore with a really big boot.

You know the type, outdoorsy, yet well manicured, with a penchant for an adrenalin filled weekend aback a jet ski or dirt bike, perfect for unleashing some pent up testosterone, and for them at least, the Commodore SS ute is ideal.

Inside the spacious and surprisingly quiet cockpit the vivid blue cloth upholstery neatly compliments the Voodoo metallic paintwork of the exterior, and in doing so, provides a pleasant contrast to the otherwise drab and somewhat ‘base-model’ looking surrounds.

The symmetrical centre console, and its much-maligned flush-fit park brake, still allows enough room for two cup holders and a spacious console bin, while behind the seats there’s more than enough room for the grocery shopping or a couple of backpacks – perfect if you don’t so happen to want your groceries distributed like a dog’s dinner all over the tray.

On the downside, however, the VE’s notoriously thick ‘A’ pillars and small mirrors team up with the ute’s natural ‘B’ pillar blind spot to increase the degree of difficulty of conventional lane changing and reverse parking. Weak FM reception from the six CD tuner is also a nuisance, though at least a 3.5mm auxiliary audio jack takes care of the tunes when you’re not in the mood for static.

Switch gear too feels a little on the cheap side with most of the dials and switches lacking any real tactility – especially those of the heating and ventilation controls. What I do appreciate however is the clarity night illumination from the instrument panel and the option of Saab-esque night mode that allows all the cabin lighting to be blackened except for the speedo, a great eye-saver on long country trips.

Joining the steering-wheel-controlled Blaupunkt audio system, the Commodore SS ute also features power windows and mirrors, cruise control, remote central locking, leather wrapped tilt/reach adjustable steering wheel, air-conditioning, and dusk sensing headlamps as standard kit. It’s not a bad level of equipment all things considered, but for my money, I’d want Bluetooth and climate control thrown in – especially when you consider this ute is near fifty-grand on road.

Powered by a Chevrolet-sourced 6.0-litre V8 engine, the Commodore SS ute develops an adequate 260kW of power and brawny 517Nm of torque (in automatic guise) and is fitted with Holden’s AFM (Active Fuel Management) cylinder-shutdown technology in a redundant attempt to save fuel. The AFM system is seamless in operation, but even through a rather restrained city and highway driving cycle, the Commodore SS Ute still saw the a thirsty 16.2L/100km average.

Getting that power to the road is General Motor’s recalibrated 6L80-E six-speed automatic transmission. I’m not a fan. At best it’s dull; at worst it’s awful. The transmission simply takes too long to react the changes in throttle pressure, especially on kick down, and is indecisive when challenged with a change in incline or through spirited cornering. The option of manual override (+/- function) does exist, but sadly makes little difference — even in manual mode the transmission still calls the shots when challenged.

The sum of the transmission’s woes is that the Commodore SS ute not nearly as capable as it could be if optioned with a manual gearbox, either in terms of acceleration or drivability, for under that heavy body is a well sprung car that responds with a tenacious, sedan-like grip… when the planets are all aligned. The ride isn’t too choppy and there’s no nasty jarring from the rear-end, a common complaint with utes, thanks to the coil spruing trailing arm arrangement (MacPherson struts are found up front). Perversely, for a ute, it’s actually a really comfortable ride.

Steering is sharp, slightly heavy (gotta love that) and reasonably accurate of feel, but as much as the mechanics of the situation are great, the ergonomics are well below par with the large steering wheel feeling plasticky and cumbersome when cracking through twisty country roads.

With a level of safety equal to, or better than, most family sedans, the Commodore SS ute includes such standard safety kit as front and side airbags, three-point inertia reel seatbelts with pyrotechnic pretensioners, ESC with Traction Control plus four-wheel disc brakes with ABS, EBA & EBD for a total ANCAP score of five-stars (2009 build onward), an impressive effort when stacked against other commercial offerings.

The Commodore SS ute is far from perfect, yet there’s still a lot to love – especially if you love that V8 throb – and if head-turning attention gets priority on your shopping list, then you could certainly do a lot worse.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

• Ford Falcon XR8 (from $41,490*)

*Pricing is a guide as recommended to us by the manufacturer.

Specifications:

• Engine: 5,967cc OHV eight-cylinder (16 valve)
• Power: 260kW @ 5,700rpm
• Torque: 517Nm @ 4,400rpm
• Induction: Multi-point
• Transmission: Six-speed automatic
• Driven Wheels: Rear (with LSD)
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 260km/h (Claimed)
• 0-100km/h: 6.5 seconds
• CO2 Emissions: 307g/km
• Fuel Consumption: 12.9L/100km (ADR)
• Fuel Consumption: 16.2L/100km (As Tested)
• Fuel Tank Capacity: 73L
• Fuel Type: 91-98 RON Unleaded (E10 suitable)
• ANCAP Rating: Five-star
• Airbags: Front & Side
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver (Steel)
• Suspension: Strut (F) / Trailing Arm (R)
• Cargo Capacity: 594kg (Max. legal)
• Tow Capacity: 1,600kg (Braked)
• Turning Circle: 11.7m
• Warranty: Three Year / 100,000 kilometre
• Weight: 1,791kg (Tare)
• Wheels: Alloy 18 x 8.0-inch (Standard)

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The Federal Chamber of Automotive Industries show Australian’s purchased a total of 44,387 vehicles from the VE Commodore range in 2009. These figures show the Commodore has been Australia’s best selling car every year since 1996.

“It’s been a tough year so we’re rapt Commodore has come out on top again,” Holden’s Executive Director of Sales and Marketing, John Elsworth said.

“Commodore is designed and engineered here in Australia, it’s built here and we’re very proud of the way we’ve been able to continually refine and improve it since it was first launched more than 30 years ago.”

Total sales for Holden in 2009 are 119,568, this is 12.8 per cent of the market and makes Holden the second top selling brand in Australia behind Toyota. Mr Elsworth believes the Federal Government’s investment allowance played an important part in these results.

Other Holden models that were popular in 2009 include the Holden Cruze (12,590 sold since June release), Captiva (11,504 up 14 per cent from previous year) and Colorado 4×4 (11,002 sold).

“Cruze has done really well from the moment we put it into showrooms. Captiva has also been outstanding, comfortably outselling a bunch of rivals including Territory.”

Mr Elsworth said today’s results also showed strengthening sales momentum in December, when 11,773 new Holden cars were sold.

“We’re encouraged by what we think are the early signs of recovery in the market and we’ll go into 2010 feeling optimistic,” Mr Elsworth said.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Comparing the outgoing Omega to the new one is like comparing chalk and cheese

Model Tested:

• 2009 Holden Commodore Omega; 3.0-litre, six-cylinder, petrol; six-speed automatic; sedan – $39,990*

Options:

• Metallic Paint $500 (Fitted); Matching Spare Wheel $350; Six CD Tuner $595; Sport Suspension & LSD $690; Country Pack Suspension $330; Bluetooth Connectivity $495; Rear Park Assist $495

Improved gearbox; fuel consumption; interior space
Dated styling; handling

CarAdvice Rating:

It has always been seen as the fleet special and with the release of Holden’s latest range of SIDI engines; Holden has given the entry level Omega some oomph in the form of a new engine and gearbox.

While the rest of the range receives Holden’s 210kW 3.6-litre six-cylinder directly injected engine, the Omega and Berlina receive a 3.0-litre six-cylinder engine, which produces 190kW and 290Nm. The smaller capacity engine is mated to a six-speed automatic gearbox; a chalk and cheese leap from its four-speed predecessor.

In a bid to reduce fuel consumption, Holden has also fitted low rolling resistance tyres to the Omega, helping reduce the fuel consumption from the MY9.5’s 10.6L/100km to an impressive 9.3L/100km.

The new SIDI engine technology differs from the MY9.5 Omega’s multi-point injection system by directly injecting fuel into the combustion chamber. SIDI (Spark Injection Direct Injection) allows for fuel consumption improvements, along with more power at the top end.

Aside from SIDI badges on the boot lid and side flanges and twin exhausts, the Omega is aesthetically no different to its MY9.5 predecessor. It would have been nice to see some visual changes, as the design is getting dated since the Commodore’s 2006 release.

The interior also remains identical to the outgoing Omega. There’s plenty of leg and head room for the driver and front passenger, with exception leg room in the rear in comparison to the Ford Falcon XT.

If you were to drive the MY9.5 Omega and hop straight into the MY10 Omega, it would be like going from a Volkswagen Beetle into a Porsche 911 Turbo.

Not only has straight line acceleration improved, the gearbox is a million times better. The outgoing four-speed automatic would drive you mad with its indecisive gear changes and constant shifting. The new six-speed gearbox works in unison with the SIDI motor to bring out its full potential.

From around 4000rpm, a raspy engine note exposes itself and remains all the way to redline. There is also an acceleration surge from around 4000rpm that gives the Omega a newfound sporty feel.

Mid-range torque from 80km/h has also improved, making overtaking a far less daunting task. The drive can also pass for ‘sporty’ when selecting the tiptronic mode, with the driver shifting gears manually.

The outgoing Omega produced peak torque of 330Nm, which is a 40Nm drop compared to the MY10, but it certainly doesn’t feel any less willing. If anything, the new gearbox has helped free up the engine and make better use of all available power.

While the engine has literally transformed the Omega, the spongy brake feel is still lingering. The brakes feel progressive to a point and then feel firm, requiring more pressure to stop the vehicle.

On test, fuel consumption sat at around 10.1L/100km, an improvement on the previous generation but still a stretch from the claimed 9.3L/100km.

The suspension is very soft and soaks up any type of road thrown at it. This adversely affects handling, increasing the body roll. As most drivers won’t care about handling, it’s a great setup for highways and country roads.

Standard features include: 16-inch alloy wheels, six-speaker stereo with single disc CD player, adjustable steering column (tilt and reach), air conditioning, electric windows, electric wing mirrors, cruise control, automatic headlights, auxiliary input socket, central locking, driver electric seat, alarm, trip computer, power steering, sunglass holder and cloth trim seats.

Standard safety features include: ABS brakes with EBA and EBD, ESC with traction control, alarm, engine immobiliser, driver and front passenger SRS airbags, driver and front passenger head airbags, rear passenger head airbags and driver and front passenger side airbags.

Omega pricing starts from $39,990*, an increase of $700 over the MY9.5 Omega.

The new engine has given the Omega the heart transplant it was desperately waiting for. While it won’t set the world on fire, it makes the Omega feel less like a slow moving boat and more like the fleet model it should be.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

• Ford Falcon
• Honda Accord
• Nissan Maxima
• Skoda Superb
• Toyota Aurion

*Pricing is a guide as recommended to us by the manufacturer.

Specifications:

• Engine: 2,997cc DOHC six-cylinder (24 valve)
• Power: 190kW @ 6,700rpm
• Torque: 290Nm @ 2,900rpm
• Induction: Direct injection
• Transmission: Six-speed automatic
• Driven Wheels: Rear
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: 220km/h (Approx.)
• 0-100km/h: 7.8 seconds
• CO2 Emissions: 221g/km
• Fuel Consumption: 9.3L/100km (ADR)
• Fuel Consumption: 10.1L/100km (As Tested)
• Fuel Tank Capacity: 73 litres
• Fuel Type: 91RON Unleaded Petrol
• ANCAP Rating: Five-star
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver
• Suspension: Strut (F) / Multi-link (R)
• Tow Capacity: 2,100kg (Braked)
• Warranty: Three-years/100,000 kilometres
• Weight: 1,696kg (Tare)
• Wheels: Alloy 16 x 7.0-inch

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

An ecstatic Ford Australia president Marin Burela today announced that his company sold 2460 Falcon sedans compared to Holden’s 2425.

“We outsold them by only 35 or 36 cars but I’ve got to tell you, one would have been enough,” he said.

Burela said around one year ago he and his company made a pledge to “do something very special with the Falcon sedan”, and was especially pleased with the success of the XR6 Turbo and G6E Turbo and the special edition G-Series.

“I can’t tell you what a great celebration and a great delight it was that we were able to do this.  We are now starting to really see that the Australian market, the consumers, are really rallying behind it.”

Market share of the Falcon sedan has continued to climb over the last 14 months, dropping to as low as 25 per cent and peaking at 37 per cent.

Total Falcon sales still trail well behind the Commodore (2841 versus 3455 in October) which has much to do with the success of the Sportwagon – which sold over 1000 units compared to the Falcon wagon’s sub-400 performance.

Burela said Ford is yet to make a definitive decision on the future of the wagon, but said one is due within the next two months and will be heavily influenced by the success and popularity of the new Mondeo wagon.

“The (Mondeo) wagon is now starting to attract an enormous amount of interest from fleets, from government, we’re seeing interest from small business and also the private buyer.

“With the two of them sitting side by side, we’re just letting the market tell us what they want and once we’ve received that … we will know then the direction we need to move in.”

Another battle Burela is watching with interest is the contest between the Falcon and Commodore based utes.

Ford won the sales by 150 units last year, but a solid October from Holden (1127 versus 978) has pushed it into the year-to-date lead in 2009 by just 46 cars.

“Between Holden and ourselves, what a great race.  One month we beat them, the next month they beat us, then we beat them, they beat us, and right now we’re nose and nose.

“What a great success story for the Australian industry between two main competitors who are really going at it and competing out there,” Burela said.

by Tim Beissmann

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Holden’s SIDI equipped automatic and manual gearboxes are like chalk and cheese.

Model Tested:

• 2009 Holden Commodore SV6; 3.6-litre, six-cylinder, petrol; six-speed manual; sedan – $42,790*

Options Available:

• Metallic Paint $500; Limited Slip Differential $360; Leather Upholstery $2500; Sunroof $1990; DVD Player $1290; Six CD Changer $595; Full Size Spare Wheel $350

Sporty gearbox; fuel economy; interior room
Dated exterior; dated interior; brake pedal feel

CarAdvice Rating:

Death by Holden, that’s what it felt like. First the Calais V-Series, then the Statesman and finally the Omega… I wasn’t sure I could cope with any more Aussie lions.

With that frame of mind I lumbered over to Holden to collect the SV6 I was booked into. Expecting yet another six-speed automatic – which I was slowly growing to hate – I was subtly surprised to find a gear stick and three pedals.

Could this be the gearbox which shows the SIDI engine’s true colours? There was only one way to find out.

Holden’s MY10 upgrade yields no changes to the body work, likewise with the interior. The only visible changes are the SIDI badges on the side flanks and the boot and the direct injection V6 under the bonnet.

If you were to forget that the VE Commodore was released in 2006, you would find the Poison Ivy test vehicle to still be quite the looker. The modern design still attracts attention and looks sporty enough to trick people into thinking that your bite is worse than your bark.

When you open the cabin door, you’re reminded again of the VE Commodore’s age. The once steadfast interior design looks very dreary in comparison to the competition on offer from Ford’s Falcon and Toyota’s Aurion.

The dark colours and dark red background lighting don’t inspire a sense of excitement like they once did.

Luckily the negatives stop there.

Interior leg and head room is still the Commodore’s forte. Passengers of any size can hop into the rear and stretch out in comfort. The limousine-like leg room is matched by sufficient shoulder and head room, except if you’re banished to the middle-rear seat which sits a bit high for adults.

Having driven a range of vehicles in Holden’s latest direct injection line-up, the gearbox has always been the main letdown. This time around I was graced with a six-speed manual gearbox that mates perfectly to the 3.6-litre V6.

The short shifting six-speed manual is sharp and notchy, giving the driver the impression they’re actually driving the car. The clutch on the other hand has a fairly long travel and is a bit laborious, but doesn’t take long to get used to.

Being at the helm of the SV6 is a commanding position. While the A-pillars are far too chunky and manage to hide small cars and cyclists, forward and rearward visibility is good overall.

One of the most notable advantages of the new direct injection engine is how much freer the Commodore revs. The SV6 previously felt like it was being held around the neck and was restricted in some way. Now, a boot full of throttle yields an uncastrated engine note and a rewarding torque band.

While it’s no SS Commodore, the SV6 can cruise along in sixth gear and has enough torque to pull the vehicle’s mass at any speed beyond 60km/h. On the highway, the SV6 rides and handles like a family car, soaking up any road thrown at it. This ultimately affects the vehicle’s cornering prowess, but it was never a true sports car to begin with.

Brake feel is bitterly disappointing across the entire Commodore range. The brake pedal has a lot of travel and doesn’t begin biting until the end of its travel, at which point the pedal becomes firm and requires plenty of boot.

Under the bonnet is Holden’s all new SIDI (Spark Injection Direct Injection) engine. Producing an impressive 210kW and 350Nm of torque (still down on the Falcon’s 391Nm of torque), a six-speed automatic and six-speed manual transmission is available.

Official fuel consumption is rated at 10.2-L/100km, on test we achieved around 10.4L/100km with around 70:30 highway/city driving split.

Starting at $42,790, the SV6 costs $300 more than the Falcon XR6 and $2,200 more than the Aurion Sportivo.

Standard features include: 18-inch alloy wheels, seven-speaker sound system with CD-player, air conditioning, Bluetooth connectivity, central locking, power mirrors, power windows, partial electric driver’s seat, automatic headlights, leather steering wheel, alarm and trip computer.

Safety features include: Driver and front passenger front airbags, driver and front passenger head airbags, driver and front passenger side airbags, rear passenger head airbags, Electronic Stability Control (ESC) and engine immobiliser.

It seems I have found the only way to appreciate Holden’s all new SIDI engine. The six-speed automatic gearbox doesn’t do this engine any justice and until Holden can reinvigorate the gearbox, the only way to truly enjoy the new engine is with a manual gearbox.

A sporty gear shift and easy clutch make the SV6 an absolute pleasure to drive. The masses of space and eager performance make the SV6 an excellent choice for family makers chasing a large family sedan with a hint of performance thrown in for good measure.

Ratings:

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Road Test the Rivals:

• Ford Falcon XR6
• Toyota Aurion Sportivo

Specifications:

• Engine: 3564cc DOHC six-cylinder (24 valve)
• Power: 210kW @ 6400rpm
• Torque: 350Nm @ 2900rpm
• Induction: Direct injection
• Transmission: Six-speed manual
• Driven Wheels: Rear
• Brakes: Discs with ABS, EBA & EBD
• Top Speed: Not Tested
• 0-100km/h: Not tested
• CO2 Emissions: 242g/km
• Fuel Consumption: 10.2L/100km
• Fuel Consumption: 10.4L/100km
• Fuel Tank Capacity: 73L
• Fuel Type: 91 RON Unleaded
• ANCAP Rating: Five-stars
• Airbags: Front, Side & Curtain
• Safety: ESC with Traction Control
• Spare Wheel: Space Saver
• Tow Capacity: 2100kg (braked)
• Warranty: Three-years/100,000km
• Weight: 1663kg (Tare)
• Wheels: Alloy 18-inch

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Alongside the Holden Commodore SS V-Series Special Edition GM Holden has also announced the special edition Commodore International for completely different buyers.

The International sedan and Sportwagon models will deliver $7,500 of extra features (given the RRP of extra features) such as leather seat trim and 18 inch alloy wheels.

“The International edition is even better value when you combine extra features with the advanced 3.0 litre direct injection engine and 6-speed automatic transmission.” Holden Director of Marketing Philip Brook said

Using Holden’s all new 3.0 litre Spark Ignition Direct Injection V6 engine and six-speed automatic transmission, the Commodore International will gain all the features of the Omega plus:

• 18 inch alloy wheels (4)
• Berlina front grille
• Leather appointed seat trim
• Leather wrapped steering wheel
• Bluetooth for compatible mobile phones
• International badge
• Chrome decklid eyebrow moulding (sedan only)
• Rear Park Assist (sedan only as already standard on all Sportwagon models)

The new Commodores will go on sale from November with a driveaway price of $35,990 for the VE Commodore International Sedan (auto) and $37,990 for the VE Commodore International Sportwagon (auto). Metallic paint will set you back another $500.

LPG fans are unfortunately only able to pick the 3.6 litre dual fuel LPG Alloytec V6 engine in Commodore International sedan guise mated to a four-speed automatic transmission.

No photos of the new Commodore International are currently available, we’ve used a previous image which is almost accurate but is missing the SIDI badge. CarAdvice will update once photos come through.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Special Editions seem to be the flavour of the month with Holden joining Honda, Toyota and Mazda with special editions announced today.

GM Holden is set to release two new special edition models to increase Commodore sales in two different segments.

Firstly the SS V-Series Special Edition sedan, Sportwagon and Ute will get Holden’s styling treatments with new aggressive twin nostril front fascia with unique lower splitter and twin letter-box hood scoops. SS-V special edition sedans will also get a decklid spoiler and chrome highlights.

The new Special Edition Commodores will be available in three colours – Phantom black, Red Hot and Voodoo blue and will cost the same as the standard SS V-Series models.

• VE Ute SS V-Series Special Edition (man) $47,490 RRP
• VE Commodore sedan SS V-Series Special Edition (man) $55,290 RRP
• VE Sportwagon SS V-Series Special Edition (man) $57,290 RRP
• Six-speed automatic transmission +$2,000 RRP

Ute fans will be delighted to know the SS V-Series Special Edition Ute will be unveiled at tomorrow’s Deni Ute Muster.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

While I would concede that the looks, which personally don’t overly appeal to me, have stood the test of time, the mechanical package was behind the game from day one.

The 3.6-litre Alloytec V6 port-injected engine first introduced in 2004 always seemed to us to be an unhappy unit, mechanically harsh and mostly sounding a little strangled in its performance.

Now all that has changed with the introduction of direct injection, plus a myriad of other changes, to the MY10 Commodore, plus the long-wheelbase Statesman and Caprice, engines.

The big feature for most prospective Holden large sedan, wagon and utility buyers will be the downsizing of the base engine to 3.0-litres and the inevitable question; “how does it go, mate?”

Well we can tell you right off that it goes pretty darn well, in fact we’d go so far as to say you wouldn’t think it was from the same engine family as the old 3.6-litre.

It revs, it has plenty of power and it has more than enough torque, especially now that it is coupled to a six-speed automatic transmission that is never wanting for the right ration for the job.

And if you think that’s a glowing report the new 3.6-litre direct injection engine fitted to the up-spec models, such as the Calais and he SV6, is an even bigger gem, in fact there’s just one word to describe it “gun”.

At least one senior Holden executive, no we won’t be naming him, told CarAdvice that “this was the VE we should have had back in 2005.”

In GM Holden nomenclature these new engines are Spark Ignition Direct Injection (SIDI) and they now offer the same technology as engines previously used in the likes of the Cadillac CTS that almost made it to our shores earlier this year.

There are SIDI badges on all models to proclaim the new engines and we’ve got to say it’s a badge that Holden can wear with some pride.

The two new engines draw upon the best practices and creative expertise of GM’s technical centres in Germany, North America and Australia.

The Alloytec V6 SIDI engines, both 3.0-litre and 3.6-litre offer advanced direct combustion chamber fuel injection, are made in Melbourne at the company’s Fishermans Bend engine plant, although many of the components, including the blocks, come from GM facilities in other parts of the world.

The engines deliver a balance of improved operating refinement with first-rate noise and vibration control, good specific output, high torque over a broad rpm band, fuel economy and low emissions, exclusive durability-enhancing features and very low maintenance.

In addition to aluminium engine block and cylinder heads the 3.0-litre SIDI engine utilises an exhaust manifold integrated into the cylinder head.

Local development work on the two engines started in 2007, with engine, calibration and vehicle durability testing taking place over a 30-month period.

More than 1.1 million test kilometres and almost 11,000 engine dynamometer hours were clocked up in the process.

Fuel efficiency has become the latest game between local car manufacturers and Holden has certainly upped the ante with its new engines.

Commodore Omega achieves just 9.3 litres of fuel per 100 kilometres in the official ADR81/02 test – up to 13 per cent better than current models – making it more efficient than some major four-cylinder competitors.

The 3.6-litre SIDI engine improves fuel efficiency in the premium models from seven to 13 per cent, which means that in a Calais fuel use drops from 11.2 to 9.9L/100km on the ADR81/02 test cycle.

Carbon dioxide emissions from both engines have also been reduced with the 3.0-litre dropping as low as 221 grams of CO2 per kilometres and the 3.6-litre going as low as 236g/km.

Director of Marketing, Phillip Brook, pointed out that head-to-head with the base model Ford Falcon XT automatic the Omega is 1.2L/100km more fuel efficient and emits 30 grams a kilometre less CO2.

All V6 SIDI models have received a power upgrade, with the 3.0-litre increasing output to 190kW from the 175kW of the previous engine, while the 3.6-litre is up from 195kW to 210kW.

At the same time torque has increased to 350Nm for the 3.6-litre while the 3.0-litre produces 290Nm, and both engines are still tuned to run on 91RON petrol, the minimum fuel rating available in Australia.

On the road both engines deliver performance that is more than up to the job of moving a large sedan, although we didn’t get to drive a Statesman with the 3.6-litre engine.

However, the comments of those who did indicate it is more than adequate for moving such a large car.

An interesting aspect of the new engines is deceleration fuel cut, which seamlessly cuts the fuel feed when decelerating or coasting.

The feature has been in use on VE from its inception but now Holden has refined the operating range of this feature to maximise fuel efficiency.

Low rolling resistance tyres – the Electronic Stability Control (ESC) has even be recalibrated to allow for them, changes to a host of technical aspects of the cars and the addition of the 6L50 six-speed transmission all make driving the MY10 Commodore range a much more pleasant experience than it was in the past.

Going downhill it will automatically shift down a gear and use the engine to help hold vehicle speed, reducing brake wear.

Going uphill the transmission detects when the car would normally be prone to shifting rapidly between gears or “hunting”, and intervenes by holding the right gear for the job.

A Holden executive told CarAdvice that recently departed chairman Mark Reuss had been insistent on the adoption of the six-speed transmission. He reportedly rejected a five-speed option saying that Holden had to do more than be “just adequate, it had to move ahead of the game.”

Overtaking performance in the 3.0-litre V6 is certainly adequate and in the 3.6-litre it is exceptional.

The changes to the MY10 Commodore are al about fuel efficiency and improving the driveability of the car, and besides a couple of new ‘hero’ colours nothing else has really changed.

Holden sees it as evolution rather than revolution and we would have to agree, the same body shape continues – love it or not – and the interior doesn’t get any upgrades or changes, so buyers should continue to expect unrelieved expanses of black plastic and dark upholstery.

CarAdvice will be putting a range of MY10 Commodores through its testing regime in the near future and we’ll also be looking at how the new powertrains stack up against some of the competitors.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Holden’s MY10 Commodore Ute will introduce side impact and curtain airbags as standard equipment on all Ute models.

The entire MY10 VE and WM range, including Ute, also receives a steering column shroud energy absorber that helps to reduce driver knee injuries and a passenger seat belt reminder.

Holden wouldn’t be drawn on whether the Ute would now achieve a five-star rating from ANCAP but said the vehicle would be tested very soon. A five-star rating would make the Holden Ute the first locally produced LCV to achieve this standard.

The improvements join a long list of safety features found standard including Electronic Stability Control (ESC), which incorporates Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Brake Assist (EBA) and Traction Control System (TCS).

The combination of front, side and curtain airbags, together with ESC as standard across the range is unmatched in the light commercial segment.

GM Holden Director of Safety and Integration, Ian Butler, said making six airbags standard across the entire Ute range was a positive step forward for occupant safety in the LCV market.

“Holden believes that occupant safety is just as important in the LCV market as it is in the family sedan market,” Mr Butler said.

“Safety features are not something that should be limited to vehicle types or models and should be standard on all our vehicles, including those in the light commercial market.

“When it comes to safety we are absolutely committed to continually improving the passive and active safety features we offer.”

The upgrade follows the recent announcement that Holden’s entire range of locally manufactured passenger cars has been awarded the maximum five-star Australasian New Car Assessment Program (ANCAP) rating for the first time ever.

The five-star rated MY10 range – Commodore sedans, Sportwagon, Statesman and Caprice – and the upgraded Ute will go on sale later this month.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Holden’s take on Australia’s cheap fuel – LPG.

Model Tested:

• 2009 Holden Commodore Omega LPG Ute; 3.6-litre, six-cylinder, dual fuel; four-speed automatic; utility – $36,890*

Options:

• Metallic Paint $500 (Fitted – Nitrate Metallic); Six CD Stacker $595;

LPG integration; value for money; styling

Power and torque; automatic transmission

CarAdvice Rating:

By Paul Maric

When it comes to tools of the trade, one of the most important is the humble utility. Created by Ford back in the mid ‘30’s, the utility has been a tradie’s best friend ever since.

While some tradesmen buy utilities to portray an image and to serve next to no function, HSV Maloo anyone, Holden and Ford still sell ‘grass roots’ utilities that serve both form and function.

I jumped behind the wheel of the base spec Holden Omega Ute, this one had a slight twist though, it was powered by Liquid Petroleum Gas – better known as LPG.

Inside the cabin, you’ll be hard pressed to spot any differences between the LPG powered Omega Ute and the dedicated petrol powered Omega Ute.

The in dash fuel gauge reads the amount of petrol available, while a little switch with LEDs next to the rubbish compartment controls the LPG system.

Holden’s LPG ute is a dual fuel arrangement – in comparison to the system Ford uses which is dedicated LPG, and as such, the vehicle still requires unleaded fuel to start and warm up the engine, hence the requirement for the petrol tank and petrol fuel gauge.

After starting, the system will automatically seamlessly switch to LPG (if selected) once it’s at operating temperature.

Holden took their designers and engineers to task with the VE Ute, giving it more room behind the driver and passenger seats and increasing the airy feel of the cabin.

The end result is a an impressive 220-litres of storage space behind the seats, leaving enough room to store odds and ends when you have a passenger on board – a common deficiency for single cab utes.

There’s plenty of plastic around the cabin though. It’s not hard to tell that you’re driving a base model and as such you miss out on some creature comforts like automatic climate control, six-stack CD player, alloy wheels and the like.

The steering wheel also feels exceptionally nasty. It’s made out of what appears to be a rubbery plastic which could whither away in the heat of a summer’s day.

On the flip side though, the interior is rugged and built for use, meaning that it should stand the test of time, especially for hard working tradies who depend on their utilities.

I guess you’re wondering where the LPG tank lives. Unfortunately the downside to vehicles fitted with LPG is that they require room to store the tank. In Holden’s case the 73-litre LPG tank lives between the cabin and the tray. The end result is the tray losing storage space due to the protruding LPG tank.

The plastic cover over the tank does a good job of concealing the 73-litre tank. But, a loose cover that obscures the emergency stop dials wouldn’t go back on once it was taken off. As a result it remained off, exposing the system to water until the vehicle was returned.

It was a bit disappointing to see the lack of a lock on the tray. It could be opened and closed irrespective of the vehicle’s lock status. So even if you were to fit a cargo cover, would be thieves could still take as they pleased from the tray.

While LPG has its advantages, the drive certainly wasn’t one of them.

The engine sounds much like any other Omega engine, but is totally let down by a four-speed gearbox that feels reminiscent of yesteryear. The gearbox results in slow acceleration and a total lack of response from the normally spritely engine.

Producing 175kW and 318Nm of torque, the combination is enough to keep most punters happy, but had yours truly a bit disappointed.

Holden engineers have perfected the ride quality though. The Omega Ute rides and handles just like its sedan counterpart, soaking up bumps in the road with great ease. You’d be hard pressed to notice any difference between the sedan and ute when it comes to handling and ride.

The official fuel consumption figure of the LPG powered Omega Ute is 15.1-litres/100km, but I achieved around 16.0-litres/100km on test.

Cargo capacity is reduced by 109kg due to the LPG tank, taking it down to 700kg. The braked towing capacity of 1600kg remains though.

The Holden Commodore range starts at $33,490, while the LPG Omega demands a $3400 premium. Buyers can also claim a $2000 rebate from the Federal Government to alleviate the extra cost of the system, effectively reducing the premium to $1400.

Holden’s take on the LPG work vehicle has proven to be a success and I like what they’ve done.

It most certainly won’t go anywhere in a hurry and isn’t loaded to the hilt with features, but performs as every tradesman would expect it to – well, at least it will for those tradesmen who don’t insist on having a V8 and losing their cargo capacity by lowering their ute and fitting it with flash wheels.

The Holden Commodore Omega LPG Ute is priced well and looks pretty good too in my opinion. If you’re a sensible tradie looking for an LPG utility and have Holden running through your veins, there’s no better option in my opinion.

EDIT: Images of tray added below.

*Pricing is a guide as recommended to us by the manufacturer.

Ratings:

CarAdvice Overall Rating:

How does it Drive:

How does it Look:

How does it Go:

Specifications:

• Engine: 3565cc V6
• Power: 175kW @ 6500rpm
• Torque: 318Nm @ 2400rpm
• Induction: Naturally aspirated
• Transmission: Four-speed automatic
• Driven Wheels: Rear
• Brakes: Four-wheel discs
• Top Speed: N/A
• 0-100km/h: N/A
• CO2 Emissions: 244g/km
• Fuel Consumption: 15.1-litres/100km (ADR combined)
• Fuel Consumption: 16.0-litres/100km (as tested)
• Fuel Tank Capacity: 73-litres
• Fuel Type: Unleaded and Liquid Petroleum Gas
• ANCAP Rating: Four star
• Airbags: Driver and passenger
• Safety: ABS brakes with EBD and BA. ESP.
• Spare Wheel: Full-size steel wheel
• Suspension: Independent front and rear
• Cargo Capacity: 700kg
• Tow Capacity: 1600kg (braked)
• Turning Circle: 11.3-metres
• Warranty: Three-year/100,000km
• Weight: 1745kg
• Wheels: 16-inch steel with 225/60R16 tyres

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

The MY10 (model year 2010) range, to be released next month, will feature a five-star score on Commodore sedan and Sportwagon variants as well as Statesman and Caprice models.

The result comes compliments of such safety features as six airbags, Electronic Stability Control, ABS with EBA and EBD as well as Traction Control on all models.

MY10 models also include a steering column energy absorber that helps prevent knee injuries and a passenger seat belt reminder.

“We’ve always been very confident in these vehicles’ real world safety capabilities but even so, it is very rewarding to receive this third party endorsement,” said Holden Chairman and Managing Director, Alan Batey.

“The five-star result reflects our rigorous approach to all aspects of vehicle safety. We are committed to a policy of continuous improvement which is highlighted with the launch of this exciting range.”

VE Commodore sedans and special International models that have been converted to LPG also scored a five-star result.

Commodore utility models remain with a four-star result.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

When CarAdvice saw outgoing Holden chairman and managing director Mark Reuss pull the covers off the new Commodore at the Holden Engine operations plant in Melbourne’s Fishermans Bend this morning we were hard pressed to notice the difference.

Perhaps a small embellishment on the centre grille and a slightly different lower radiator opening on the Omega sedan and, of course, SIDI badges on the front guards, were the only clues to what lay beneath.

It’s in the engine bay that the major changes lie, with the introduction from September of 3.0-litre and 3.6-litre Spark Ignition Direct Injection (SIDI) V6 engines, coupled to six-speed automatic transmissions.

The new Model Year 10 (MY10) cars will offer virtually unchanged pricing from the current cars, with only the Omega and Berlina models receiving a $700 increase to the recommended retail price.

The Commodore Omega uses just 9.3 litres of fuel per 100 kilometres in the official ADR81/02 test, an improvement of up to 13 per cent over current models, which makes it more efficient than some major four-cylinder competitors.

Mr Reuss said that at 9.3 litres, a motorist travelling 20,000 kilometres could save $325 at a current indicative price of $1.25 a litre for 91RON fuel.

He said that travel would also produce 600 kilograms less carbon emissions. A fleet user travelling 40,000 kilometres could save $650 and 1.3 tonnes of CO2.

Mr Reuss said that Holden had driven the new 3.0-litre car from Melbourne to Sydney on one tank of fuel and had actually averaged 7.4L/100km during the trip.

He also said this would be achieved through the use of SIDI, which he described as state-of-the-art technology, and a first for an Australian built car.

Mr Reuss said Holden had concentrated on the powertrain revisions rather than trying to produce a redesigned Commodore.

Defending the current design as still highly desirable, despite being three years old, he said a revamped Commodore would happen but added “I’m not about to tell you when.”

Mr Reuss said there would be continual revisions to the Commodore to constantly make it better.

The all-new 3.0-litre engine, the smallest Commodore engine offered to buyers in more than 20 years, and the familiar 3.6-litre displacement will be offered, depending on model.

The changes will be effective across the petrol sedan and Sportwagon range, as well as the SV6 Ute and the Statesman and Caprice long-wheelbase variants.

The engines are the centrepieces of a model year upgrade with fuel efficiency, lower running costs and consumer requirements firmly in mind.

Along with the new engines will come the new six-speed transmission, which will be sourced from two GM plants overseas, and weight savings, including 10 kilograms that has been pared from the engine, plus low rolling resistance tyres.

Mr Reuss said the introduction of the new engine technology would help Commodore to extend its 13-year reign as Australia’s favourite car.

“People are telling us they want lower operating costs while keeping the flexibility of the Commodore’s size, so that is exactly what we are offering,” Mr Reuss said.

“Direct injection technology is a major step forward for the Australian car industry. It places a more refined Commodore amongst four cylinder competitors while delivering the space and flexibility, which Australian car buyers clearly want.

“Australians and Australian families aren’t getting any smaller, distances aren’t getting any closer but customer expectations in terms of fuel efficiency and environmental impacts are changing fast.

“Holden understands that and this new technology is our response. It exploits the technology potential of an advanced, all-alloy engine made right here in Australia and makes it available to Australian car buyers,” Mr Reuss said.

Both V6 engines will be produced at Holden’s Fisherman’s Bend plant and shipped to the assembly plant at Elizabeth in South Australia.

The 3.6-litre SIDI engine improves fuel economy in the premium models from seven to 13 per cent. Calais boasts a 12 per cent improvement with fuel economy dropping from 11.2 to 9.9L/100km on the ADR81/02 test cycle.

In contrast to their more frugal nature the engines will boast a power increase. The 3.0-litre has increased output of 190kW from the 175kW of the previous engine, while the 3.6-litre is up from 195kW to 210kW.

In other guises this engine makes up to 225kW but it is possible that Holden decided to detune the engine to ensure that P-plate drivers were not excluded from using the vehicle.

For nomenclature enthusiasts we can tell you that the 3.0-litre V6 is called LF1 and the 3.6-litre LLT, while the six-speed automatic is codenamed 6L50.

At the announcement this morning the Federal Minister for industry and innovation, Senator Kim Carr, came out in defence of the Australian large car.

“People want a car that can hold the kids and the shopping at the same time,” Senator Carr said, adding; “They want economy but they want power.”

He said the Australian automotive industry was grappling with very tough times by getting smarter and more sustainable, but could not be expected to turn green overnight, especially in a recession.

“However, these are very significant gains and they are being achieved by redesigning and rethinking existing technologies. It enables us to reduce the carbon footprint right here right now,” Senator Carr said.

While the 3.0-litre V6 is very obviously aimed at the business end of the car sales market, many fleets now have rules only allowing four-cylinder cars.

Mr Reuss said he and his sales team would be spending a lot of time with government and business fleet buyers to explain to them the whole-of life cost benefits of considering the new fuel efficient Commodore.

Senator Carr also defended the Commodore saying that he would be encouraging government to put a consideration for buying Australian first, where possible.

Commodore remains Australia’s top selling sedan, but has been under increasing pressure from Mazda3 and the Toyota Corolla as private buyers, in particular, move to smaller cars.

Holden has also become locked into a fuel efficiency race with its major rivals.

Toyota recently announced new efficiency figures for its four-cylinder Camry, and plans to build a Camry hybrid next year, while Ford has announced that it will fit the highly fuel efficient EcoBoost turbocharged four-cylinder to the Falcon from 2011.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Following on from our story yesterday, the CarAdvice team are this morning attending a press conference at Holden’s Fishermans Bend engine facility to discuss changes to the powertrain line-up for the VE Commodore and WM Statesman range.

Although the conference has just begun we can bring you news already as follows:

• 3.0-litre SIDI V6: This new engine will produce 190kW at 6700rpm and 290Nm at 2900rpm and will manage a fuel consumption figure of 9.3L/100km (combined). The 3.0-litre unit will be available in Omega and Berlina sedan, Sportwagon and Ute models.
• 3.6-litre SIDI V6: The existing 3.6-litre unit will gain SIDI technology and will be available across the remainder of the VE range (SV6, Calais & Calais-V), as well as six-cylinder WM models. The engine will see a performance increase to 210kW at 6400rpm and 350Nm at 2900rpm.
• Transmissions: All SIDI V6 engines will now be mated to a six-speed automatic transmission as standard.
• LPG: LPG powered V6 engines now achieve a fuel economy figure of 13.4L/100km (combined) as well as being the most CO2 emission friendly car in its class.
• Price: Most VE and WM models will not see any increase over the current recommended retail price.
• E85: Next year an E85 fuelled alternative will also be made available with this engine to be exported globally. Export vehicles to be powered by the Aussie V6 include SAAB’s new 9-5 model.
• Design: Exhaust manifold integrated into cylinder head to advance quality, save weight, reduce construction cost and increase efficiency. 3.0-litre engine some 10kg lighter than 3.6-litre unit.
• Market: 3.0-litre engine claimed to be “sweet spot” for the current VE model range although a 2.8-litre unit was available. Holden may utilise this engine in the future as powertrain and vehicle weight changes come about or if the market calls for it.
• Export: Opportunity exists for Chinese export of engines in the near future.

Fuel Efficiency, CO2 and engine specification tables below (click on image to enlarge):

Stay with us this morning for further updates as they come to hand.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Holden will take a different course to that recently announced by major rival Ford, instead unveiling smaller and more fuel-efficient versions of its V6 engine.

It will also unveil a six–speed automatic transmission, which coupled with a 3.0-litre version of its V6 engine, is aimed at cutting fuel consumption by 10 per cent from the current 10.6 litres per 100 kilometres.

As part of the revised engine plan the Commodore powerplant will also be fitted with direct injection, which is expected to give the Commodore class-leading fuel efficiency.

The announcement of the revised VE Commodore has been widely tipped in the media for some time, but it became imminent when Holden late today issued a succinctly worded invitation to the media for tomorrow morning.

The statement said; “Holden chairman and managing director Mark Reuss will hold a media conference tomorrow to make a major announcement about the Holden Commodore sedan, Sportwagon and Ute, Statesman and Caprice.”

One thing is almost certain the car will not be the often-discussed VF Commodore but rather an updated VE, possibly called a Series II.

Mr Reuss, who last week revealed he would be leaving Australia shortly to take up a very senior post with GM in Detroit, has repeatedly said he believed the VE should undergo significant but ongoing changes, rather than a “major model revamp.”

The direct injection system, previously found only on much more expensive vehicles and used by GM on the 3.6-litre V6 engines that power its Cadillac range, will be a focus of the Commodore’s improved fuel efficiency.

CarAdvice believes the direct injection engines will be called SIDI, Spark Injection Direct Injection, as with the Cadillac version of the V6.

All V6 engines will get a version of the direct injection but those in the SV6 and Calais will use a 210kW 3.6-litre version.

Picking the new Commodores on the road will be a difficult task as styling revisions have been kept to a minimum with changes only made to improve aerodynamics and drag efficiency.

One thing is certain there will be a lot more equipment on all models as Holden seeks to increase the value argument to draw customers back to the large car.

The Holden news comes a little over a week after Ford revealed would fit a turbocharged, four-cylinder engine to the Falcon large car from 2011.

Ford says the EcoBoost four-cylinder Falcon will be up to 20 per cent more efficient than the existing six-cylinder, which means fuel economy could be in the order of 8.0L/100km.

Holden won’t have the new Commodore on sale for at least another month but wants to build anticipation as its seeks to stem the trend towards smaller cars.

It is also fighting to keep the Commodore in its position as Australia’s top selling sedan, and up to June it was just over 3000 units in front of its small car nemeses the Mazda3 and Toyota Corolla.

CarAdvice will bring you a full coverage of Holden’s announcement tomorrow.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Holden Executive Director Sales, Marketing and Aftersales, Alan Batey made the announcement at a press conference held at GM Holden headquarters in Melbourne today.

“Holden has a long and proud history in motorsport that stretches back over 40 years and today’s announcement is an exciting step into the next chapter,” Mr Batey said. “Our commitment and passion for motorsport has not waived. Today we are making a clear statement on how much we value this sport which is also a very smart, responsible sponsorship decision. We are very excited about working with TeamVodafone and are thrilled to welcome back both Craig Lowndes and Jamie Whincup to the Holden family.”

TeamVodafone was formed out of the UK-based Triple Eight Race Engineering, winning multiple British Touring Car Championships with the factory GM Vauxhall team.

In its five short years in the V8 Supercar Championship Series, TeamVodafone has evolved from series debutants into the category powerhouse.

From 2004 to the end of last season, TeamVodafone had scored 12 pole positions, won 24 championship rounds and 38 individual race victories, including three straight Supercheap Auto Bathurst 1000 titles and the 2008 V8 Supercar Driver and Teams Championships.

In 2009, TeamVodafone has continued its impressive run scoring three pole positions, winning nine out of 12 races year to date and again leading both the Driver and Teams Championships after six of 14 Championship events.

“We are delighted to join the Holden family,” TeamVodafone Managing Director, Roland Dane said. “Triple Eight Race Engineering started running with General Motors in the UK, winning many races and Championships, and it was only an anomaly due to circumstances that we did not race Holdens when we began in V8 Supercars. I have always wanted to put that right when the opportunity arose, which it now has.”

Dane said its association with GM was quite emotional.

“Although our relationship with GM in Europe is due to end, again due to circumstances, we recognise that we would not have got to where we are without them,” continued Mr Dane. “It is an emotive topic for Triple Eight and we feel that as we have grown with GM that we should continue to live together with them, here with Holden.”

Last week Dane confirmed that the team had re-signed with major naming rights sponsor Vodafone for another three years, and that Lowndes and Whincup would also be with the team through to the end of the 2012 season.

Reigning V8 Supercar Champion Jamie Whincup said he was excited by the prospect of returning to Holden.

“Personally, I am very excited, I started my V8 Supercar career in Holden teams and didn’t quite get the results I wanted so now I have the chance to rectify that,” Whincup said. “Triple Eight is a cohesive and dedicated team and I am very confident that we can continue to record similar results when we climb aboard our new Commodores to start the 2010 season. I look forward to working with Holden and hope that we can shoot for further championship success together.”

The V8 Supercar Championship Series is Australia‟s premier motor racing category, the category racing in front of approximately 1.5 million people over the course of a 15 event season with a cumulative national television audience of approximately 20 million.

After seven events on the 2009 calendar attendances are up over seven per cent on last year, with over 168,000 attending the inaugural Dunlop Townsville 400 recently – TV audiences up 11 per cent over the corresponding round in 2008.

Source: Holden

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.

Leaving Melbourne on an early, and slightly chilly autumn morning, our destination is Tarcutta, NSW.

The reason behind our choice is that the small farming town sits exactly halfway between Melbourne and Sydney on one of the busiest major highways in the world – the Hume.

Historically, this town was once a change over point for interstate truckies traveling the long road between our two largest capital cities, but with progress being what it is, Tarcutta will be bypassed within the next few years.

But, we digress.

The rationale behind this destination is that by driving up and back will approximate the same scenario as driving Melbourne to Sydney, a datum roadtest for fuel economy, but with the added bonus we all end up back in our own beds after the trip.

Our first stretch takes us from Melbourne’s busy CBD and sees us quickly on to a network of freeways before climbing the Great Divide on the Hume Highway to our first driver change point, a quarter of the way to Sydney, in Glenrowan, Victoria.

Old Ned might have got away if he’d been in a V8 but he was 130-years too early!

6AM will see our departure from South Yarra in Melbourne. Unlike other publications which have gone for unrealistic measures to save on fuel (folding mirrors, taping gaps and accelerating slow than the speed of walk) we will simulate real world driving conditions which everyday people like you and us would partake.

The most technologically advanced part of this trip will be our live GPS updates and live video crosses throughout the day. Tune in to our live video feeds at: 6AM – South Yarra. 9:35AM – Glenrowan. 1PM – Tarcutta. 7:30PM – South Yarra.

You will be able to chat to us LIVE via the video feed at these times. If you have any questions in between these times, simple post them as comments and we will answer them with each live cross. We will also be logging our entire route throughout the day with the VBOX, that will go online with our conclusion article.

LIVE VIDEO FEED:

LIVE GPS UPDATES:

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The results, although not remarkable, will show you just how much of an advantage one of the cars has. Check out the video below for the results.

The results give us the following insight into power/weight ratios:

Holden Commodore SS (AFM): 118.57kW/tonne
Ford Falcon XR8: 128.99kW/tonne

The Falcon’s weight obviously plays a major part in its ability to accelerate with ferocity, but the power/weight figures suggest it still has the edge due to the greater power output. We tested 0-100km/h, 1/4-mile and 100km/h-0 braking using the VBOX supplied by Applied Measurement.

You will have to check back to this page at 1:30PM AEST on Monday, 27th April to get the results via a live video cross. You will be able to send questions in to us via the console below while we are broadcasting and we will answer questions while we are streaming live.

The final event and the last blow in the shootout will be our economy drive on Tuesday, 28th April, leaving South Yarra at 6AM.

©2010 Car Advice | News | Reviews - http://www.caradvice.com.au - All Rights Reserved.