2004 HSV Avalanche Reviews

The Scottish-born businessman who once owned the Arrows F1 team and founded a race engineering and design empire - TWR - that spanned three continents, lost a long battle with cancer on Sunday. His Australian legacy is the ongoing strength of the Holden Special Vehicles and Holden Racing Team V8 Supercar products and brands that TWR helped to develop. Walkinshaw formed a joint venture with Holden to create HSV in 1987 which led to the "Walkinshaw VL Commodore in 1988 with an aero-kit Superman would have struggled to fly with. He founded the HRT race outfit in 1988 and, after losing the company during the collapse of the Arrows F1 team, he rejoined the V8 Supercar scene in 2005 and last year regained control of HRT from Mark Skaife. TWR also campaigns the Walkinshaw Racing team in Bunbaberg Red and Team Autobarn colours. His long-time business associate and former HSV managing director John Crennan said yesterday: "I'm a great believer _ only because I've seen it so many times with Holden at a dealership level _ that operators don't last forever, but names do. I saw enough to know that Holden Racing Team and Holden Special Vehicles will endure." "Tom always had a philosophy that we were in this business to make your client's brand grow and he's succeeded in doing that' "As courageous as he was in his private battle, he was just as courageous in business to invest and persist with concepts well before we'd taken them to our partners for approval." It was a sentiment repeated by HSV, whose official release marking Walkinshaw's death noted: Tom Walkinshaw has made an incredible contribution to the landscape of Australian motor racing and automobile industry over many years and he will be sadly missed by many in the industry. HSV managing director Phil Harding said: "Tom was a tremendous inspiration to me and the whole team at HSV, and while we will all miss him the HSV business continues as normal." "While these events are moments to reflect and grieve, it is important to remember that it is the continuation and success of the business that will serve as the best way of honouring Tom's memory, and we know this was his desire and the desire of his family." Holden chairman and managing director Mike Devereux was another figure quick to pay tribute to Walkinshaw. "On behalf of the men and women at Holden, I'd like to extend our deepest sympathies to Tom's family, friends and co-workers across the world," Devereux said. "For more than 20 years Tom's pursuit of excellence helped forge our brand's reputation as a performance leader both on and off the track through the creation of Holden Special Vehicles and the Holden Racing Team. "From the original 1988 Group A Commodore that will forever be known as a `Walkinshaw' to the extraordinary W427 20 years later, Tom's work was truly iconic. "His contribution not only to Holden, but the automotive industry is legendary and will never be forgotten." Ateco boss Neville Chrichton grieves not just for the passing of a major industry figure, but a mate: "I remember him very fondly. He's been a good mate of mine for a long time and the motor industry and motor racing fraternity have lost a very great man," Chrichton said yesterday.

He worked and hustled and bullied his way to the top of the car world, eventually becoming a Formula One team owner in addition to his successes in Australia with Holden Special Vehicles and the Holden Racing Team. There was also contract work for his TWR operation, lots of it top secret stuff, for a range of big brands including General Motors, Jaguar, Aston Martin and Volvo - as well as victory at Le Mans with Jaguar in 1988. When Walkinshaw's global TWR empire came crashing down in 2002 a lesser man would have been crushed. But the former boxer never gave up, held onto HSV and eventually wrangled the return of HRT. The last time we spoke was when he called from Britain this year to complain that I was was making too much of his cancer. "I'm bloody fine. I'm calling you, aren't I?," he thundered in his deep Scottish burr. "I'll buy you lunch the next time I'm down. That good enough for you?" But lunch didn't happen and now it never well. Instead, I'm writing a tribute _ obituary is not nearly strong enough _ to a bloke who became a legend in Australia after taking over at Holden when Peter Brock was thrown out of the Fishermans Bend family. There was a lot of angst and suspicion when Walkinshaw first became the front man for Team Red. His early media meetings were tough and confrontational, too, and I can remember fronting a bloke with arms like a butcher who was prepared to chop down any opposition. Walkinshaw never cut anyone slack and fools had their foolishness pointed out to them. If he didn't want to answer a question he didn't. There was a stony silence and a brutal glare. But he won people over with some impressive road cars and successes on the track that built on his first appearance at Bathurst in 1984 and victory in 1985 with a Jaguar crewed by local hero John Goss. The bottom line was simple: Walkinshaw was prepared to roll up his sleeves and get the job done. He was a charismatic leader who inspired great things in his race teams and among his close-knit group of motoring specialists, as well as fear among his rivals. Yes, he was called `Cheating Tom' by some people - and there are some great stories about rule bending and more - but he was a racer to his core and near enough was not remotely good enough. Sometimes the rules were just a guideline. His absence has been obvious at HRT in recent seasons, and particularly at Bathurst 2010 when Team Red missed his rock-like stability and confidence. Walkinshaw was the heart of the team and the crew always lifted for him. Now I am forced to rewind through many, many meetings to try and unravel a complicated man. Walkinshaw was as tough as anyone I've met, yet he had an almost-impish sense of humour. He loved a joke or the chance for some mischief. He was a wonderful host - gracious, thoughtful and generous. He was also incredibly loyal and committed to his people. They were more like a family than employees, which probably explains a lot of the spats. Ian Callum, once with Walkinshaw and now chief designer at Jaguar, says simply "I love the man". The key to Big Tom was to push back. If you were prepared to fight your corner, you got respect. If not . . . There will be people who are happy that Walkinshaw is gone, but they were probably on the losing side at a stoush of some sort. It's hard to know what will happen to HSV and HRT now that Walkinshaw is gone, but he was usually one step ahead of his opposition and the business should be in safe hands. Walkinshaw's own strong hands allowed him to built an empire and a list of successes that stretches for decades. Big Tom was almost larger than life and will be remembered in a similar way to Brock. He was a hero.

For once, more power isn't part of the latest update to HSV's range.  The E3/WM3 models instead pick up exterior and interior refinements, headed by a sophisticated infotainment package and an optional LPG injection system that cuts fuel use without any affect on performance.It's good on the regular Holdens and so much fun it's dangerous on the HSV variants. Why dangerous? Because the temptation to look down at the centre console display - HSV calls it an Enhanced Driver Interface - to see how many G's you're pulling is almost overwhelming - and that means taking your eyes off the road.Take my advice - plug in the USB stick and review the data on a computer after the drive.  The EDI can be either a track day toy or a useful way to smooth out your driving style, depending on which mode is dialled up.In the case of the WM3 Grange, it is another weapon in the Clayton-based company's challenge to the performance European sedans that it is competing with for space in the reserved sections of corporate carparks.ValueIt's hard to argue with an $89,000 vehicle that will keep up with a Merc E63 or BMW's M5 in most situations, has much more interior space and still costs half as much. By any comparison, it's a lot of car for the price with interior space that puts its Euro rivals to shame, performance that's on a par and mod-cons that are often options in many luxury car line-ups.That said, it's still a lot of money for what visibly began life as a Holden Commodore, no matter how many dress-up kits or flashy fascia HSV tacks on. Still, go to Europe and you'll see E-Class Mercs and 5 Series BMWs being used as taxis ...TechnologyLocal engineering has gone a long way to overcoming what is an old-fashioned lump of V8 under the hood. The 325kW and 550Nm is more than drivers will ever need on the road. Adding to the image is the latest LPG injection sytem, without the gas.The natural fuel is injected into the cylinders in liquid form. HSV calls it Liquid Propane Injection; owners who tick the option will call it a bragging point. There's no discernible loss of power - and big fuel savings - as the LPI provides the go up to 5300 revs, after which the premium unleaded petrol takes over.Toss in a blind spot alert sytem, self-levelling xenon headlights, a bi-modal exhaust system that is refined or raucous depending on pedal pressure and a magnetic ride control suspension kit that, depending on the mode, noticeably changes the vehicle's attitude around corners and over bumps and the Grange starts to look like a smart package indeed.DesignThe Grange is visually the most refined of the HSV range and a definite improvement over the previous model. The front end is either overtly masculine or a a touch too much boy racer depending on who you're talking to The daytime running lights help soften the effect and from side or rear-on it looks more luxurious than "look-at-me".HSV's chief of design and styling is, not surprisingly, a fan.  "We have made the Grange a more dynamic looking car, and the update delivers greater on-road presence, he says."It definitely still retains the classy appearance and proportions that you expect from a luxury performance car; however, we have added a few more masculine-looking details like the DRLs and the shockwave inspired exhaust tips."Little touches, like the recesses for the screens mounted in the back of the front seats, help avoid problems with sun glare and ensure the rear seat passengers are quiet.SafetyThe driver-aid acronyms - ABS with EBA and BFD, ESC and STC - are all standard kit on the Grange, as they are on most cars these days. The difference is in the calibration, with the HSV allowing a bit of leeway before the electronics intervene. It's enough to be fun without getting into trouble.The self-levelling xenon headlights cast a massive spread of light even at 110km/h and the four-piston brakes aren't likely to fade this side of a racetrack.DrivingIt isn't hard to find a comfortable driving position in the long-wheelbase HSV and the leather-trimmed seats do a reasonable job of holding you in place as the pace pick up. They're more suited to larger drivers, though, which again shouldn't be a problem in this market segment - it's nothing another couple of business lunches won't fix.The flat-bottomed steering wheel helps here, too, but the sporty styled wheel isn't matched with a quick enough rack, meaning drivers can't turn through a 90-degree corner without shuffling their hands. That kind of defeats the purpose.A reversing camera with overlaid guide lines complements the standard parking sensors and makes manoeuvring the big car a relative breeze, but it's on the open road where the Grange justifies its existence.Overtaking is simply a press of the pedal away, no matter what the speed and switching the suspension from luxury to sports mode gives you confidence to tackle the most chopped-up roads. It's not going to outrun or outhandle a Porsche, but try fitting five people into a 911.The satnav is easy to use and alerts the driver to nearby rail crossings, speed camers and school crossings which is an intelligent features other carmakers should copy.The only criticism comes when getting into the car of a night _ unlike its Euro rivals the auto headlights don't activiate when the car is unlocked.VerdictA worthy local contender in the luxury performance market that can only be rivalled by the FPV in the value-for-money stakes. 8/10HSV GrangePRICE: $88.900ENGINE:  6.2-litre LS3 V8POWER: 325kW at 6000 revsTORQUE: 550Nm at 4600 revsTRANSMISSION: six-speed automatic, rear-wheel driveBODY: Four door sedanSEATS: FiveDIMENSIONS: Length 5203mm, width 1899mm, height 1469mm,  wheelbase 3009mm, tracks front/rear 1592mm/1590mmSTEERING: Power-assisted rack-and-pinionSUSPENSION: MacPherson strut front, multi-link rear FUEL TANK: 73 litres FUEL TYPE: Premium unleaded FUEL USE: 14.0litres/100km (tested)CO2 EMISSIONS: 328g/kmWEIGHT: 1883kgSPARE TYRE: Inflator kit.BRAKES: Ventilated 365mm four-piston front discs, ventilated 350mm four-piston rearsWHEELS: 19-inch alloysTYRES: 245/40 front 275/35 rearSAFETY GEAR: ABS with brakeforce distribution and emergency brake assist, electronic stability control and traction control, self-levelling xenon headlights

...  the premium long-wheelbase Holden WM Caprice has received its own bespoke Series II upgrades.  Better value, higher specification levels, lower entry price points, greater relevance to younger buyers and a new naming convention are the highlights.To help attract a younger audience, the Statesman name has been retired, and the two entrants in the range have been renamed. The entry-level model is now the Caprice, while the range-topping variant is called the Caprice V-Series.The entry-level Caprice is available only with the 3.6-litre SIDI V6, producing 210kW at 6400rpm and 350Nm at 2900rpm. It’s mated to a smooth six-speed automatic transmission.An advanced new Holden iQ infotainment system provides a touch-screen interface that facilitates control of the car audio, satellite navigation (with traffic alerts and lifetime map upgrades), Bluetooth telephone system and rear view camera, all of which are standard.The Holden iQ’s inbuilt audio options are extensive: a virtual CD collection, full iPod emulation, a USB flash drive and even Bluetooth music streaming are all standard. And unlike some other brands that require an accessory cable containing the firmware for full iPod connectivity, the Holden iQ system has the Apple hardware-emulating chipset inbuilt as standard equipment.The step up to Caprice V-Series is significant. You get the awesome punch of Holden’s Generation IV 6.0-litre V8 – 260kW at 5700rpm and 515Nm at 4400rpm, thanks very much – as well as this engine’s latest upgrade to flex-fuel capability, which allows it to sip ethanol-blended fuels up to and including E85.The engine also features Holden’s AFM cylinder deactivation system for fuel saving at low loads and highway cruising speeds.Caprice V-Series also includes a standard sunroof, full Nappa leather trim, dual-screen rear DVD (which also plays through the front touch-screen when the car is stationary), a Bose premium sound system and tri-zone climate control air conditioning.And the price? The new Caprice is $61,990, which is actually a reduction of $2000 compared with the outgoing Statesman V6, despite the significant equipment upgrade, and the Caprice V-Series is $69,990 – that’s $5500 cheaper than the former Caprice V8.The Australian International Motor Show in Sydney is also the ideal place to check out the recent range revisions from Holden Special Vehicles in the form of the new E Series 3.  Leading the highlights list are three new HSV technologies. HSV’s new Enhanced Driver Interface (EDI) streams vehicle performance data directly to the new touch-screen display, while Liquid Propane Injection (LPI) is the first system of its kind on an Australian production car, and is available as an option on all models, except for the Clubsport R8 Tourer.Finally, the new Side Blind Zone Alert (SBZA) is available as an option on every model in the E3 range, and is standard on Grange.  HSV has also added a significant set of interior updates to the E Series 3, including a new ‘Oracle’ dash, a new model-specific stainless steel ID plate on the centre console, new twin-stitch seat trims on GTS and Senator Signature, as well as a new leather colour: Turismo Rosso. There are also new binnacle gauges on offer, and piano black trim on the centre console and steering wheel.The final standout aspect of the E Series 3 range is a raft of new standard features being offered on all HSV models including an Enhanced Driver Interface (EDI), a reversing camera with rear park assist, satellite navigation and touch-screen audio with iPod connectivity.HSV will also announce a special Limited Edition 20 Years of Maloo R8 to celebrate the 20th birthday of the Aussie ute icon.  Since its launch at the Sydney Motor Show in October 1990, the HSV Maloo nameplate has been synonymous with innovation, pioneering the ute segment with airbags, ABS brakes, performance braking systems, climate control air conditioning, traction control and electronic stability control.Limited to just 100 units, 20 Years of Maloo R8 is a celebration of the iconic Aussie performance ute with an all-round package delivering an exclusive blend of design, performance, and technology.  It includes unique ‘Vector’ E-vents and hood scoops, spectacular 20-inch wheels in black highlight, as seen on GTS, HSV’s bi-modal exhaust system, the new Enhanced Driver Interface (EDI) and SBZA systems, rear park assist with reversing camera and sat-nav.The 20 Years of Maloo R8 is packed with new features and is a fitting tribute to this iconic nameplate. With its mix of performance, looks, and technology it is sure to become one of the most sought after Maloos in history.Prices start at $67,900, and the 20 Years of Maloo R8 will sit proudly on the HSV stand, shortly after its first public unveiling at the Deni Ute Muster earlier this month.

"It has its own following," says McDonnell about the V8 ute.  "It's a hero for us. It's close to our hearts." The first Maloo was launched in October 1990 at the Sydney Motor Show as the first V8 sports ute.  It still holds the Guinness record for the fastest ute with a speed of 271.44km/h set in 2006. In its 20th year, HSV celebrates the Maloo's milestone with a special model limited to just 100.  The new ute goes on sale in October and will be a highlight at the Deniliquin Ute Muster (October 1-2). The new Maloo features large air scoops at the side, 20-inch black wheels from the GTS, matte black hood scoops and a bi-modal exhaust."It's more aggressive than in the past," says McDonnell.

THE homegrown V8 power war has been ceded to FPV.  Instead of increasing power for the new HSV E Series 3, the performance car company has chosen to fit a range of hi-tech electronic gadgetry to its E3 models, offer dual gas/petrol power, increase the price by up to $1000 and give it a facelift.So the HSV range stays with the 317kW/550Nm 6.2-litre V8 (GTS and Grange are 325kW), while FPV will this week release its new range with a 335kW/570Nm five-litre Coyote V8.  HSV boss Phil Harding says that while there is no increase in power and torque, fuel consumption and CO2 emissions are marginally down."We didn't have increased power and torque on our list of actions for this model year update," Harding says.  Engineering general manager Joel Stoddart admits the 6.2-litre V8 engine is "getting close to its maximum potential".  There is no talk yet of moving to the coming compact global GM V8.PRICING AND DRIVETRAINPrices have increased by $1000 on all but the Senator which is up $560. HSV justifies the price rise on the increased technology and inclusion of standard satnav and reversing camera.The E3 range also includes a 20th anniversary Maloo ute model which is limited to 100 vehicles. It costs $67,600 in manual which is $3000 more than the standard model and $69,600 for the auto.TECHNOLOGYHSV boss Phil Harding says the E3 is "more than just a facelift", pointing out three "firsts" for an Australian manufacturer.  They are an automatic liquid propane injection (LPi) system, side blind zone alert system (SBZA) and an enhanced driver interface (EDI) which is like a computer game for the performance car."There are more ideas generated internally than we can afford to make business decisions on," Harding says.  "We're never short of ideas on sales, product, marketing and manufacturing to make our business more efficient and exciting."HSV is proud of its LPi system that automatically and seamlessly switches between gas and petrol, even though they only expect about 5 per cent take-up. It is offered as a $5990 option ($6390 on Maloo) on all but the ClubSport R8 Tourer.Stoddart says it has the same performance as in petrol-only mode, although it does switch seamlessly back to petrol when the car operates above 4000rpm.The EDI is an elaborate graphic system displayed on Holden's new touch screen that provides a wealth of information from G forces to "race" information such as brake and throttle percentages and a stopwatch.The information system was developed in conjunction with race technology company MoTec and details can be downloaded on a USB stick and analysed on a laptop just as a race engineer would in Formula One or V8 Supercars.The Windows-based software can also work with the GPS satnav system to record lap times on major Australian racetracks which are loaded into the vehicle, or plot new tracks.SAFETY The $1990 optional blind spot warning system is similar to the one developed by Volvo. When selected it shows a blue light on the side of the dashboard which turns red when the ultrasonic sensors detect a vehicle in the blind spot. If the driver indicates and moves into that occupied spot, it flashes.There is no audible alarm. The system can be turned off and it defaults to how it was left when the car was last used.To overcome continued adverse comments about the dangerous lack of rear vision caused by the rear spoiler, all HSVs now come with a reverse camera with rear parking assist sensors and a lower spoiler.STYLINGInside are new trims colours and materials, more leather, restyled instruments and gauges, and a HSV welcome and build number displayed when the touch screen is switched on.Outside, there is more chrome, a "superflow" rear spoiler, chrome exhaust tips integrated into the rear bodywork like in the Honda Civic Type R, a new fascia and, for the first time, the Grange gets an engine power designation badge on the boot to mark the increase in power to match the GTS.DRIVINGWith no mechanical changes to the new models, driving dynamics are the same. But even though HSV engineers say there are no changes, the clutch felt a little lighter in the manual models.HSV's clever LPi system is seamless. The EDI will display when it is in petrol or gas mode, but you wouldn't feel any difference. Ride is firm but fair on the road, although the rear can be noisy over sharp hits.  Magnetic ride which is standard on the Grange, Senator and GTS has a "luxury" damper setting which takes the sting out of the bumps.The cars felt more at home in a short session at Broadford motorcycle race track north of Melbourne. Here the magnetic ride was switched to "performance"and the cars flowed through the tricky set of corners.Switch the traction control to "competitive" mode and you can play hero, allowing the back to drift out, but not far enough to cause alarm. Traction control can also be turned off totally.The extra width in the front tyres of the Grange give it more directional stability and turn-in, allowing quick change of direction on the Broadford esses.VERDICTThe addition of the EDI and data logging is a gimmick that some will find enticing, while the satnav is past its due date and should justify some of the price rise.  But it is unlikely that the data gimmick will be a key selling point for buyers of Senator and Grange.HSV E3Prices:ClubSport R8 $67,600 (manual) $69,600 (auto)ClubSport R8 Tourer $68,600 (m) $70,600 (a)Grange $88,900 (a)GTS $82,900 (m) $84,900 (a)Maloo R8 $64,600 (m) $66,600 (a)20 years of Maloo R8 $67,600 (m) $69,600 (a)Senator Signature $83,990 (m/a)Engine: 6.2-litre V8Power: 317kW (325kW GTS, Grange) @ 6000rpmTorque: 550Nm @ 4600rpmTransmissions: 6-speed manual and auto (Grange auto only)Options:SBZA $1990 (standard on Grange and Maloo 20th); LPi $5990 (ute $6390); Turismo Rosso leather $1490 (GTS and Senator)

HSV engineering general manager Joel Stoddart says it had been difficult enough for company management to overcome the "taxi mentality". "It was even harder to understand this and implement it in a performance car," he said. HSV boss Phil Harding says the decision was made two years ago when petrol was about $1.60 a litre and rising. "Fuel isn't that price now, but no one will be able to tell me what the price will be in future," he says. The HSV liquid propane injection (LPi) system was developed with Orbital Engineering. The LPI system features a multi-valve fuel delivery module, meaning that each one of the engine's eight cylinders has both an LPG injector and a petrol injector attached to it. Stoddart says they designed the system to look like original equipment, "not an afterthought". There is no loss in peak power or torque as the engine switches to petrol over 4000rpm. Stoddart says there is little change to the power and torque curves when running on gas, either. "Maintaining engine and handling performance was important. We didn't want to dilute the car," he says. The engine starts in petrol mode, then switches seamlessly between LPG and petrol as required. Running on LPG, CO2 emissions can be reduced by up to 15 per cent and fuel costs can be decreased by up to 50 per cent, depending on the price of LPG and driving styles. The boot loses about 165L of space and weight is increased by about 100kg when the LPG tank is full. LPi is a $5990 option available on all but the ClubSport R8 Tourer and costs $6390 on the Maloo ute as a new tub liner is required. It is also eligible for the government's $2000 gas rebate. The LPi system was tested over two years in five vehicles increasing to nine recently. Testing included one major hot trip to Darwin and several to Kununurra in Western Australia with cold and altitude testing in the Alps during the "bumper snow season this year". It also included marathon 450-hour endurance sessions on the factory dyno and simulated crash evaluation for the tanks.

Instead of increasing power for the new HSV E Series 3, the performance car company has chosen to fit a range of hi-tech electronic gadgetry to its E3 models, offer dual gas/petrol power, increase the price by up to $1000 and give it a facelift. So the HSV range stays with the 317kW/550Nm 6.2-litre V8 (GTS and Grange are 325kW), while FPV will this week release its new range with a 335kW/570Nm five-litre Coyote V8.  HSV boss Phil Harding says that while there is no increase in power and torque, fuel consumption and CO2 emissions are marginally down.  “We didn’t have increased power and torque on our list of actions for this model year update,” Harding says. Engineering general manager Joel Stoddart admits the 6.2-litre V8 engine is “getting close to its maximum potential”.  There is no talk yet of moving to the coming compact global GM V8. VALUE Prices have increased by $1000 on all but the Senator which is up $560.  HSV justifies the price rise on the increased technology and inclusion of standard satnav and reversing camera. The E3 range also includes a 20th anniversary Maloo ute model which is limited to 100 vehicles. It costs $67,600 in manual which is $3000 more than the standard model and $69,600 for the auto. TECHNOLOGY HSV boss Phil Harding says the E3 is “more than just a facelift”, pointing out three “firsts” for an Australian manufacturer.  They are an automatic liquid propane injection (LPi) system, side blind zone alert system (SBZA) and an enhanced driver interface (EDI) which is like a computer game for the performance car. “There are more ideas generated internally than we can afford to make business decisions on,” Harding says.  “We’re never short of ideas on sales, product, marketing and manufacturing to make our business more efficient and exciting.” HSV is proud of its LPi system that automatically and seamlessly switches between gas and petrol, even though they only expect about 5 per cent take-up.  It is offered as a $5990 option ($6390 on Maloo) on all but the ClubSport R8 Tourer. Stoddart says it has the same performance as in petrol-only mode, although it does switch seamlessly back to petrol when the car operates above 4000rpm.  The EDI is an elaborate graphic system displayed on Holden’s new touch screen that provides a wealth of information from G forces to “race” information such as brake and throttle percentages and a stopwatch. The information system was developed in conjunction with race technology company MoTec and details can be downloaded on a USB stick and analysed on a laptop just as a race engineer would in Formula One or V8 Supercars. The Windows-based software can also work with the GPS satnav system to record lap times on major Australian racetracks which are loaded into the vehicle, or plot new tracks. SAFETY The $1990 optional blind spot warning system is similar to the one developed by Volvo.  When selected it shows a blue light on the side of the dashboard which turns red when the ultrasonic sensors detect a vehicle in the blind spot. If the driver indicates and moves into that occupied spot, it flashes. There is no audible alarm. The system can be turned off and it defaults to how it was left when the car was last used. To overcome continued adverse comments about the dangerous lack of rear vision caused by the rear spoiler, all HSVs now come with a reverse camera with rear parking assist sensors and a lower spoiler. STYLING Inside are new trims colours and materials, more leather, restyled instruments and gauges, and a HSV welcome and build number displayed when the touch screen is switched on. Outside, there is more chrome, a “superflow” rear spoiler, chrome exhaust tips integrated into the rear bodywork like in the Honda Civic Type R, a new fascia and, for the first time, the Grange gets an engine power designation badge on the boot to mark the increase in power to match the GTS.HSV E3 Prices: ClubSport R8 $67,600 (manual) $69,600 (auto),ClubSport R8 Tourer $68,600 (m) $70,600 (a)Grange $88,900 (a)GTS $82,900 (m) $84,900 (a)Maloo R8 $64,600 (m) $66,600 (a)20 years of Maloo R8 $67,600 (m) $69,600 (a)Senator Signature $83,990 (m/a)Engine: 6.2-litre V8Power: 317kW (325kW GTS, Grange) @ 6000rpmTorque: 550Nm @ 4600rpmTransmissions: 6-speed manual and auto (Grange auto only)Options: SBZA $1990 (standard on Grange and Maloo 20th);LPi $5990 (ute $6390)Turismo Rosso leather $1490 (GTS and Senator)

The Enhanced Driver Interface is already confirmed for the HSV flagship, the WM3 Grange, and is expected to be standard across the E3. The EDI streams a dizzyingly variable array of real-time vehicle dynamics and performance data to a touch screen located in the centre console upper, taking a big step up and beyond the touch-screen console already fitted to Holden's own VEII Commodores. The WM3 upgrade list also includes Side Blind Zone Alert, a bi-modal exhaust, reversing cameras, daytime running lights and satellite navigation. Power increases from 317kW to 325kW – the figure emblazoned on the Grange’s rear for the first time – and torque remains at 550Nm. HSV says the V8 output will be unaffected by the major new option for the brand, its $5990 Liquid Propane Injection system. But it claims the propane system reduces emissions by up to 15 per cent and running costs by as much as 50 per cent. While the hi-tech system is eligible for the Federal Government’s $2000 rebate on factory-fitted LPG systems, the Grange is still subject to a Luxury Car Tax hit. While final prices will not be confirmed until the full 2011 HSV range is launched on September 21, HSV predicts $900 as the maximum increase. And HSV is confident the new Grange will continue to win sales from European brands. “With the combination of the Grange’s power and new technologies we are confident the HSV Grange retains its position as the ultimate Australian-made luxury performance car,” says Darren Bowler, HSV’s general manager of sales. Our Grange buyer expects the best appointed car in our range, and with this much equipment as standard we are sure they won’t be disappointed.” The seemingly-intuitive touchscreen EDI system was developed in conjunction with industry specialist MoTeC, which also supplies computer controls and digital dashboards to V8 Supercar teams. Its array of graphics and display pages was designed in-house by HSV’s styling department. Modes include a stopwatch, data logging, corner G forces and dynamics. A race page uses GPS to set tracks, record lap times, record fastest lap, as well as time gain and loss on individual laps. A number of circuits – including Bathurst and Phillip Island – are already programmed into the system. While EDI is being touted as the HSV hero feature, the LPI is a new application of LPG to high performance motoring, injecting LPG into the cylinder as a liquid rather than vapour. This is said to allow for cooler combustion and better fuel metering, which in turn ensures outright engine performance can be maintained when it is incorporated as a dual-fuel system that, while delivering significantly reduced emissions and significantly lower running costs. The WM3 also receives exterior and interior re-touches including a new front and rear design and daytime running lamps to bring luxury flagship into line with the rest of the HSV range.

I might not be racing a car, but I'm racing around doing a lot of PR as are most of the drivers.  And the teams are also playing catch up on work, plus catch-up on a well-deserved break.Our workshop has plenty of work to do building a brand new race car for Skaifey and me for Phillip Island in September and Bathurst in October.  The benefit of this break is that we can also rotate our staff through some holidays to catch up with some well-deserved rest because they worked right through Christmas last year to get our new Holdens built.  So we basically have a skeleton crew on all the time at our Banyo headquarters.Mark is really excited about the new race car.  We both have to get comfortable in the car which is difficult for him and me because he has longer legs and a shorter torso than me.So getting the seat, steering wheel and pedals in a comfortable position for both of us will end up as a bit of a compromise.  I will have to stretch a bit more to the pedals, but I'll be closer to wheel.We drove together for HRT in 1999 and had a two-stage steering column we could push or pull about an inch, which is something our team is looking at.  Obviously you can't change the seat which is anchored down, so our legs will be a bit compromised for space, but we've got away with it in the past.Speaking of car-building, it's good to see V8 Supercars has now started building two prototypes to iron out any problems before the teams start building their race cars.  It's definitely a good concept and will make racing cheaper.However, with the chassis and components identical and only different Ford and Commodore shells, there is some skepticism among the fans about retaining that all-important Ford-Holden rivalry.  The teams will also have a challenge coming to terms with some of the technical issues such as the 100kg lighter weight and independent rear end.I hear they are thinking of staying with the spool diff, but having a custom housing so we can swap in a Detroit Locker or Salisbury. Interesting to hear that we may get those options for varying circuits and conditions.Our team, along with FPR, HRT and SBR have been testing various diffs to get the feel of where they work and where they don't, how they hook up and how they change the feel of the car.  Either has its pros and cons. It doesn't matter to me which one they go with.We've given our feedback and now it's up to the category to make their decision.  The idea is to allow more passing, particularly for drivers to dive down the inside into a corner and still have enough turn to be able to avoid running into the side of the car they are passing.All drivers are scared of that because you don't want to gain a place only to cop a points penalty through contact.  The other reason for the possible change of diff is to minimise the amount of damage our cars are doing to the tracks.The initial cost of all the car of the future changes will be huge, but in the long term it will be cheaper on running costs.  It should also make it safer with bigger wheels and brakes, and lighter cars.I was surprised and delighted at the weekend to see that Valentino Rossi has made a comeback to MotoGP just weeks after breaking his leg.  The sport really needs a charismatic rider like him and it was almost a fairytale comeback with a fourth place, denied of a podium by our very own Casey Stoner.No doubt he would have had the best doctors, best prep and best recovery, but it still takes an enormous  amount of personal courage and talent to come back so quickly after the biggest accident of his career and then to perform so well.  What a star.I'll also see a few F1 stars when my wife, Nat, and I fly to Europe for the Spanish GP in August.  However, I'm a little disappointed because I have to fly home before the Sunday race for a rookie day and test day the next week.  It would have been nice to see Mark Webber win another race, but at least we will be there for the practice and qualifying.