7 February 2011
If you have been following the AA's expose on Holden's new VE Commodore - arguably the most significant Australian car launch this decade, you will have seen our posted pictures posted fresh from the vehicle's July debut in Melbourne.
In the days following the reveal there has been some minor criticism of the new looks, the most scandalous being the notion that from some angles it bares resemblance to Commodore's arch rival, the Falcon. But on the whole we found the new Euro styling to be an agreeable new direction for the Commodore - best appreciated, like most cars, in the metal.
Falcon-esque headlights and European styling cues aside, viewing the exterior styling up close a natural progression of Commodore DNA is evident. That squat, wide body looks appropriately menacing when compared with previous models, that have proven themselves as the popular mainstay of Holden's line up. It will no doubt keep die hard Holden fans salivating for the up and coming HSV models.
Holden have already cheekily been trialling some the VE's styling features on the current VZ model, to ensure approval from dedicated Holden followers. The front guard vent with integrated side indicator lens you see on VZ SS and HSV models - A cheeky, secret sneak preview of a signature feature found across the entire VE range, introduced to the current model long after the VE's design was in the final stages.
The doors to Holden's Port Melbourne design studios were opened to the press for a series of extensive presentations encapsulating the different areas of the VE's architecture. From its conception on paper and in virtual, computerised form, through it's clay model phases, to the selection of interior textiles and exterior colours.
Way back in the last millennium and early 2000, initial tape drawings were compared to the VT design. The VE, which became 'the baby' to thousand's of devoted Holden designers and engineers over the next seven years, was conceived.
Holden had decided they wanted to dramatically lengthen the wheelbase, so the front wheels now sit 67mm forward from their previous positioning, while the rear axle was shifted 59mm rearward.
General Motors didn't have a platform in their global armoury suitable to facilitate Holden's intentions, so an entirely new 'Zeta' platform was created. Comprising of three sections that can be manipulated in length (the middle section has been lengthened to create improved rear legroom on WM Caprice/Statesman models) allows for easy adaptation for further rear-drive G.M. products. Holden is now considered General Motor's 'Centre of Excellence' for rear wheel drive design.
The vehicle's beltline (the base of the glassine) has been raised but the sleeker roofline has been lowered slightly, and as the massively flared arches would indicate the VE's footprint has been widened dramatically. Front track width is increased 33mm and rear 41mm. Front and rear overhangs are also reduced.
Holden VE CommodoreAll these revisions, have given the Commodore's appearance excellent proportion with an aggressive stance. It came as no surprise then, to find the Chief Designer was Richard Fellazo; who in his spare time pens heavenly examples of automotive exquisiteness such as Holden's EFIJY concept vehicle.
There is always a constant struggle in car design between the vehicle's designer's and those responsible for the maximising of interior space. Sleek, rakish lines popular in modern vehicles for instance compromise head and shoulder room; such is the case with VE. Though, Holden's Interior Technical team have employed several cunning tricks to keep the Commodore's cabin roomy. If only though, through the art of illusion.
The instrument cluster has been mounted down and away giving the impression of space to the driver, to make best use of interior areas the dash practically shrink wraps the technical components that lie behind it. Thanks to the increased wheelbase legroom is up on previous Commodores, a fair compromise for the slight deficit in area overhead.
Boot space has been increased by 31 litres thanks to the removal of those annoying 'Gooseneck' inboard hinges found on the VZ, replaced by outboard strut-type devices.
The interior design comes in three core variations dependent on model specification. The new entry level Commodore, Omega, replaces the Executive and Acclaim nameplates of old. Omega and Berlina variants bare a practical no fuss layout, with traditional green illumination back lighting a simple single LCD display and controls.
A cascading centre stack flows neatly into the console and houses a Blaupunkt audio unit and heater switchgear. A team devoted to interior squeaks and rattles have ensured fitting surfaces and tolerances are of the highest standard.
A multi info display sits between the speed and tachometers, making for easy-menu based customer personalization of the vehicle's electronic settings. It also doubles as a turn-by-turn display for the optional navigation system available on all models; this system is not currently available to New Zealand however.
All models now feature steering wheel-mounted audio and menu controls.
Calais models receive more up market colour treatments, luxurious white light illumination, faux wood-grain and more supportive seating along with their higher specification level. A high-resolution screen is fitted to the centre stack that displays audio, and climate control data.
On the higher spec Calais V this screen can also be used as a visual aid for the front and rear parking sensors. You can even watch DVD's on it; In addition to the front infotainment system, Calais V features a rear, roof mounted DVD entertainment screen with wireless headphones for rear occupants. The system is a cost option for all other models.
Sport models such as the SS and SS V is where the variations among interior are most notable. Heavily bolstered sport seating, a more vertical, masculine centre stack and sport instrumentation, illuminated in red offer a racy appeal to the kid in all of us. Not for everyone's taste though is the vibrant red dash pad available on the SS, thankfully it also comes in a more subdued onyx.
Seven new paint schemes have been devised for the VE range; the highly chromatic colours and sparking metallics catch the light with spectacular results, highlighting the wild curvatures to the new body style.
Some speculative claims made prior to the unveiling were quashed at the design briefing. The most poignant of which, given the current fuel prices was that diesel engine options may be up to three years away, and despite strong rumours for VE introduction, a displacement on demand system for the V8's, may be further off still.
The equation for an exhilarating drive is certainly there however. The engine has been moved closer to the centre, and sits lower in the car while the battery has been moved to the boot, and the fuel tank resides forward of the rear axle to improve weight distribution. Massive track and wheelbase gains will improve road holding and roll resistance and multi-link rear suspension will greatly improve handling and on road feel.
Power outputs are also up, with the standard SS model now producing a tyre shredding 270kW from the fourth generation (Gen IV) Chevy V8, the same as FPV's phenomenally quick F6 Typhoon.
Base model and high-output V6 engines increase to 180 and 195kW respectively. Six ratios for manual or automatic transmissions are standard for the V8's, while V6's persevere with five-speed autos or the now archaic four-speed auto, the latter available only in the fleet orientated Omega.
Technical details will be covered more extensively in our focus on the VE's Engineering, which will be posted in coming days. Our in-depth look into the latest iteration of New Zealand's favourite car will conclude with our drive impressions, when we will be among the first in the world to drive the new Holden VE Commodore in August.
Engineering Overview
The words 'clean sheet' were a common favourite among engineers at Holden's Langlang testing facilities, as they discussed in detail, the all new VE Commodore's technical advancements to the motoring press in July.
The new 'Zeta' platform, designed specifically for the VE (but to be used for future GM rear-drive endeavors, such as a new Chevrolet Camaro) has certainly enabled a radical, clean sheet approach to the design of suspension, steering, weight distribution and body rigidity.
Massive leaps forward in these areas will no doubt have improved the Commodore's chassis dynamics, on road feel, comfort and safety over the previous VZ model with its aged, Opel derived 'Omega' platform. Going by reports from Australian press, who have driven the VE (kiwi press drive the vehicle August 14-16) the improvements are significant, with some touting world-class levels of refinement and sure-footedness.
Add a raft of new and exciting electronic gadgetry, engine and transmission developments and the new VE range of Commodore is worlds apart from the borrowed platforms, outdated electronics and agricultural drive trains of the previous, VT-VZ generation.
The engineering program for the VE was the most extensive ever for the Australian carmaker.
"It has taken five years of development, over 1000 technicians and engineers and around 480 million dollars to make this project a reality" said Tony Hyde, Holden's Executive Director of Engineering.
"We understood the limitations of the previous car, and for the VE there was a no compromises, no excuses philosophy"
Some clever ideology has gone into the design of the body structure, and Holden have managed to kill the proverbial two birds here, as noise and vibration targets were exceeded thanks to rigidity added to maximize crash safety. Impressively more substantial chassis rails are made from higher strength steel, although crumple zones feature a more pliable formula to improve the flow of energy through the vehicle during an impact. The hefty 'B' pillar incorporates Titanium and high tensile steels for reduced weight but a breaking strain nearly eight times that of regular steels.
The structure is now more practical, and faster to assemble, thanks to a pre-built front end module incorporating the likes of bumpers beams, engine and A/C radiators, washer bottle, and headlights. This logical approach to construction also improves the structures fit and finish, and will shorten repair times for Holden's dealer network and panel repairers.
A new 40 million dollar press in Holden's plant stamps out the largest single body panel in Holden's history. The one-piece panel makes up almost the whole side of the VE's external skin, when pressed for the longer WM models it is among the largest body panel in automotive construction today.
To confirm the structure's mostly automated construction, the very first VE to be built was also the first of many sacrificial lambs to be destroyed in Holden's rigorous testing procedures, it was torn down weld by weld for visual inspection.
Destruction of shiny new vehicles may be a gut-wrenching thought to you or I, but it is a vital part of Holden's validation processes, and naturally their safety testing. Over 3.4 million Kms of actual road and track testing were conducted before the VE could be signed off, 2.2 million of which were conducted at the Langlang proving facility.
Brutally rough test roads, expedite the vehicle's aging process (6000 kms equate to a vehicle's lifetime!) by shaking the Commodore to its foundations in the name of structural durability. As sadistic practices these are to any car lover, they uncovered many weak areas that were remedied before final production. Fatigue cracking in suspension arms led to redesigned items for example. A specific rig was even built to test the manual gear selector over 1.3 million operation cycles, after the test-drives revealed a rubber boot slipping down the selector shaft.
In Holden's Vehicle Synthesis, Analysis and Simulation (VSAS) department, 79 actual crash worthiness tests, each at a price of $650,000 were conducted, along with 5000 virtual tests using powerful computer software. During our tour of the Holden facilities we were invited to inspect two Commodores, both barrier tested at 64km/h, the same as independent NCAP testing. The outcomes were eerily close to the virtual tests conducted, a testament to the accuracy of said computer-based tests.
Safety features higher on the VE Commodore than ever before.
Electronic Stability is standard fitment across the range, a first for Australian car manufacture.
Also standard are pedals and steering columns that collapse away from the driver, and dual stage front and side airbags. Higher spec models pick up curtain airbags.
The inclusion of ESP across the board has been made easier thanks to the upgrades made to vehicle's new electronic system. The Commodore now utilises the uniform General Motors Local Area Network (GM-LAN) data communication system. This vastly increases the amount of electronic features that can be added, but reduces the need for masses of electrical wiring, instead networking 21 microprocessors throughout the vehicle with vital data being communicated on only two wires.
Holden is really just playing catch up here, as similar systems have been in use by European vehicles for years. Even Holden's own Vectra, which in Opel guise was first seen in Europe four years ago, makes use of GM-LAN operating at the same baud rate of 33 kbps, and managing the similar amounts of micro-processors. Holden do claim some enhancements have aided the versatility of the system for VE however. This means added convenience features such as roof mounted DVD players, (standard on Calais V) or parking aids no longer have to be optioned in the showroom, and can be retrofitted easily by Holden dealers.
Engine outputs have been increased, and many revisions have been made to the Commodore's staple Alloytec V6. Power for the entry-level V6 is 180kW @ 6000 rpm, torque is 330Nm @ 2600 rpm. For the high output version as used in the SV6 variants, torque increases by 10Nm and power climbs to 195kW @ 6000 rpm.
"Drivability was a big focus which means better launch feel, responsiveness and torque delivery," said Simon Cassin, Holden's Engines and Transmissions Engineering Group Manager.
No less than 72 new parts have been remodeled for the 3.6 litre V6. New timing gears and chain lessens engine noise, front and rear oxygen sensors offer finer fuel mixture adjustment, and digital cam and crankshaft sensors deliver data to the engine management system faster and more accurately than their analogue predecessors.
Variable intake manifolds are now available on both the base model and high output V6 engines, and engine calibration has been altered for a more aggressive pedal map and flatter torque curve.
The new 6.0 litre Gen IV alloy V8 now produces a whopping 270Kw @ 5700 rpm and 530 Nm @ 4400 rpm, this is output not long ago reserved for muscular HSV's, but is now giving bang for buck appeal to SS, SSV Berlina and Calais models.
With such impressive grunt produced by the standard V8, one can only wonder what tyre-frying power and torque the VE HSV models will offer? Outputs in excess of 300kW can definitely be expected when the HSV variants break cover, perhaps even knocking the 317kW Chrysler 300C SRT-8 of its perch as most powerful car under $100K.
Fuel economy will prove to be the thorn in the VE's side, with a $2 a litre petrol price looming ever more closely, the reluctance to own a large car continues to increase. Somewhat disappointing then that the VE's fuel economy figures are, at best only 0.4 L/100K better than the VZ. In some cases, such as Calais and Calais V, V8 economy is down 0.3 L/100K, despite an extra two ratios, thanks to a new six-speed auto standard for the V8's, replacing the antiquated four-speeder.
It is important to remember that with the introduction of newer technologies fuel efficiency has been improved, and for this Holden deserves kudos. But the additional weights of new components, and higher outputs from the engines mean the VE's actual, on-road economy doesn't see as impressive leaps forward as the rest of the car.
No diesel engine variant was deemed necessary at this point, nor the implementation of General Motor's displacement on demand system. Both, options the Aussie carmaker had the choice of, and both systems used for years by some of the European manufactures Holden had benchmarked for quality and technology. (Mercedes Benz introduced Active Cylinder Control in 2001).
Given the current fuel prices, these more fossil-frugal options will be missed, though we can expect to see them in future Commodore models.
Holden started with a clean sheet, that now tells the story of nearly a decade of hard graft, by some very dedicated and talented designers, engineers and technicians. On paper it would seem, the pros outweigh the cons for the VE and an exhilarating drive is expected.
First Drive
A month has past since we first posted official pictures from Holden's unveiling of the all-new VE Commodore on our website. Over that period the kiwi motoring press have been on absolute tenterhooks, awaiting anxiously the opportunity to get behind the wheel and drive the first Australian car to cost a Billion dollars in its production. The anticipation heightened by a series of in-depth technical and design briefings held at Holden's Port Melbourne Facilities, finally came to an end this week as we set off on the first of a two-day drive program around the Yarra Valley and Holden's Langlang proving grounds.
First vehicle sampled in the seven-car line up was the base-model Omega. Even on uninspiring steel rims dressed with plastic covers, it pulls off athletic and contemporary looks with the signature flared, side-vented guards. It'll look even more sporting with the 16-inch alloys that come as standard specification for Kiwi buyers.
The Omega's interior packaging, much like the Executive and Acclaim models it replaces, is still geared towards fleet purchasers. Matt colour treatments lacked much of the jewelled touches that add appeal, and price, to others in the range. The omittance of minor luxuries such as a dampened glove box opening and leather wrapped steering wheel, are forgivable for the average company vehicle however, and are picked up by all the other variants in the line up.
More important than aesthetic gratuities though is safety. Active safety is more prominent with the VE than in any Holden before it, and Electronic Stability Programming (ESP) is standard throughout the range. An additional safety package for the Omega costs a further $1900; including active head restraints, side and curtain airbags, it is an option box well worth ticking. All other models pick up side airbags, and Calais variants also receive curtain airbags in their standard kit. Unfortunately optioning curtain airbags on Berlina, SV6, SS and SS V models carries a hefty $3000 penalty, as they are only available in a package deal with leather interior.
VE's suspension and sub frames are insulated from the chassis by rubber mountings; the difference in ride quality between the outgoing VZ model and the VE was picked up immediately. The Omega gliding over the judder bars in Holden's car park gracefully, with none of the clunking link pins and noise resonance of the VZ's front end.
At highway speed the $44,000 entry level offering cruised with the refinement of a vehicle far beyond it's price bracket, not quite Lexus territory, but without question a leader in the class.
The same four-speed automatic transmission is retained for the budget conscious Omega and Berlina models, but benefits from enhanced calibration and the inclusion of an input shaft speed sensor, enabling much finer control of shift patterning and launch control. The result is a vast improvement. One can't help but wonder though, what the incorporation of the SV6's five-speed auto would have done to the price tag of the two base versions. In-fact, considering the mere $1000 price gap between the SV6 and lesser Berlina, the bodykitted SV6, with high output 195kW V6 (over the base 180kW V6) and five-speed auto or six-speed manual would be our pick of the range for $48,990.
We won't be alone in that thinking. The SV6 is currently New Zealand's favourite model of Commodore, offering SS looks and features, without the V8 price or fuel bill. In addition to the better of two V6 power unit options, it also picks up 18-inch alloy wheels, fog lamps, dual exhaust system, rear spoiler, more supportive seating, and SS style dash and instrumentation over the Berlina. Sports suspension rides slightly firmer than the standard spec, but even over rough roads is far from jiggly and delivers more rewarding agility for the driving enthusiast. The lighter V6 also provides a more nimble and balanced feel on the road, over the beefy V8 counterpart.
A slight deficit in poise maybe, but such is the attitude of any V8 Commodore, they have always been the engine you shouldn't introduce to your mother. With a guttural soundtrack burbling through dual exhausts, and quad chrome end tips, the VE generation IV V8's are no different. The noise and acceleration they provide seem intrinsically linked to the corners of your mouth, as the sonorous exhaust note climbs along with the speedo, you can't keep but grinning like a Cheshire cat.
Punching out 270kW @ 5700 rpm and 530Nm of torque @ 4400 rpm, the SS and SS V models offer the V8 as standard, and snap through the new six-speed auto's ratios with brutal enthusiasm. Claimed 0-100km/h is 5.5 seconds.
When pressing on through tight back roads the Commodore exhibits excellent roadholding characteristics, even the comfort-biased Omega and Berlina variants delivered a cohesive connection between the road and driver. Rough road driving too impressed with almost non-existent axle-tramp.
The sure-footed and communicative rear suspension of BMW's 5 series was Holden's primary target when designing the new independent, multi-link rear end. Holden's new concept in MacPherson strut front suspension, called Linear Control Suspension, gives sharpness to the handling that makes the car easy and fun to drive. It also improves the car's directional stability, a point best demonstrated by one of Holden's chassis engineers and test drivers, Who performed pant-wettingly abrupt lane changes at 230km/h whilst passengering us around the Langlang high-speed circle track. All the while, calmly explaining how designing the car to be stable during such manoeuvres naturally extrapolated to improved on-road behaviour at lower speeds.
The steering rack across the range has been shifted ahead of the front axles; this in addition to a 10% faster ratio on centre compared with the VZ has enhanced feel, feedback and precision. Turning circle though has been increased marginally (0.4m) due to the increases in track and wheelbase.
Attention to detail is evident throughout the range. Panel gaps and margins are tighter than any Commodore; wind noise is markedly reduced, thanks to the recessed windshield that also deflects rain away from the side windows. Refinement is world class, Bluetooth communication is available on all models, and even the wiper operation has been expertly silenced to rival any European luxury vehicle.
The tireless efforts from Holden's engineers have not been in vain, and the VE Commodore eclipses any Commodore before it, and despite no real leap forward in on-road fuel economy it will be one large car hard to pass up during rising fuel prices.
To enhance the appeal further Holden have rolled back pricing for much of the VE range, at $52,490 Calais sees the biggest savings with nearly $9500 being lopped off VZ's retail price. Slightly staid in their appearance Berlina models seemingly target middle management types, they have dropped $3000 to $47,990 but may struggle in private sales. The standard V6 is priced perilously close to kiwi's favourite, the sportier SV6. Another popular sport model, the muscular SS benefits from a $6600 saving over VZ, and is now priced $56,490; the entry price point should you desire V8 power.
Opting for the higher 'V' specifications on SS and Calais models adds $10,200 and $9000 respectively.
Holden also hope to market the WM Caprice and Statesman models, (not on the drive program) more vigorously. The WM Statesman V6 starts at $66,490, the V8 Statesman $72,490, while the car of choice by Holden's Middle Eastern export clientele, the Caprice, is only available in V8 at $79,990.
VE Commodore is due to reach showrooms across New Zealand in September.