Holden Calais News

This month marks the 40 anniversary of the launch of the Holden VL Commodore in Australia.The fifth and final iteration of the original, German Opel Rekord E-derived (and ultimately HZ Kingswood-usurping) VB Commodore series released back in October 1978, it ranks alongside the most revered Holdens ever.Now a cultural phenomenon, it’s become, to Gen Xers and Millennials mainly, what the 1963 EH is to Baby Boomers. Peak Holden. Here's why.The most changed Commodore to dateThat 1970s-era VB changed little through its VC (1980), VH (1981) and VK (1984) facelifts, though the latter did adopt an extra side window, plastic bumpers and truly ugly square instruments to set it apart.Frankly, buyers became bored, rivals were trying harder and sales were in a worrying downward spiral.Stylistically, then, the VL’s strikingly low, sloping bonnet, featuring slimmer yet far-more effective headlights, seemed almost revolutionary compared to any previous Commodore.Inspired by the mid-sized JD Camira’s facelift of 1984, they also provided a welcome change after seven years of samey front-end design themes. The flagship Calais, meanwhile, added pop-up light covers for dramatic visual demarcation. How Eighties is that?And while the mid-body and cabin sections carried through from the preceding VK, save for a tacky rehash of the upper-dash architecture and refurbished seats in Calais, further back, a small kick-up at the trailing edge of the boot lid gave the sedans a distinctive duck-tail silhouette, for a five-per-cent aero improvement. The wagon, meanwhile, made do with a bumper that merely hung back there like a full nappy. Never mind.But the VL’s defining change lurked underneath the bonnet.Breaking with traditionWildly controversial leading up to the launch, to meet unleaded petrol requirements, the VL ditched Holden’s venerable 3.3-litre overhead-valve iron-block in-line six-cylinder (I6) Black petrol engine (in 86kW carburettor and 106kW fuel-injection guises), for Nissan’s more-advanced 114kW 3.0-litre overhead-cam RB30E, which also debuted soon after in the locally made R31 Skyline.Remember when they actually made Skylines in Australia?Dubbed Powertech 6Ei and imported from Japan, it was 33 per cent more powerful yet 15 per cent more economical than the previous 3.3 base, bringing with it a GM-H-first electronic four-speed auto.Fitting the Nissan I6 in “Australia’s Own” was seen as a betrayal amongst some loyalists, politicians and unionists (since the switch meant a Holden engine factory closed), though it quickly became the literal heart of the VL’s enduring appeal.Especially the cop-car-favourite 150kW RB30ET turbocharged option that followed from July, which even blitzed the 122kW 4.9-litre V8 (an unleaded revamp of the 1969-vintage original still stuck with a three-speed auto option) – as well as anything arch rival and market-leader Ford bothered to muster.Perhaps that’s why the contemporary XF Falcon generally commands a fraction of this-era Commodore’s resale values. Burn!Too little, too late, for GM-HYet, for all intents and purposes, the VL helped end General-Motors-Holden’s (GM-H) as we knew it.Firstly, the Commodore failed to reel in the high-flying Falcon, which was comfortably Australia’s most popular car at the time, owning some 15 per cent of the total vehicle market at its peak. Though more popular with private buyers, only once, in April 1986, did the VL hit the top spot, and only by three units. The end-of-year tally was nearly 55,000 versus over 66,000 registrations. The 1987 results were worse: 53,000 against nearly 70,000, in the XF’s favour.Fleet buyers preferred the visibly-wider (by nearly 140mm) Falcon over Commodore because of the former’s greater size, perceived higher-quality interior (Holden’s build quality was dreadful) and more-predictable road manners. No doubt Ford’s brilliant marketing helped, too.Secondly, the VL also suffered at the hands of an increasingly more-aggressive Mitsubishi, which burst back into the large-car segment in 1985, after a four-year absence following the end of the ancient Chrysler Valiant it inherited, with the innovative, wide-bodied Magna – the first of its kind among medium-sized cars anywhere in the world.A massive hit, the latter embarrassed the VL for interior space and set new local standards in refinement, and continued to challenge Holden and Falcon for the next 20 years.Thirdly, that Nissan engine was a financial disaster for GM-H, reportedly costing more than twice as much per unit than when the deal was struck years before, due to unfavourable currency fluctuations. Unable to make a profit with the VL, Holden couldn’t catch a break.That, along with mounting debt partly accrued due to the over-capitalisation and long-term sales underperformance of the also-Opel-based Camira project – a doomed endeavour given how close in size and price the two Holden family cars were – effectively bankrupted GM-H.On December 9, 1986, GM in Michigan bailed Holden out, and split the operations into the Holden Motor Company (manufacturing) and Holden Engine Company, the latter becoming a key export earner later on, allowing the brand to be less-encumbered with debt in the lead-up to the larger, second-generation Commodore’s release in August, 1988.The car behind the complicated legacyWhether the VL was a success or failure depends on your point of view. Commercially it under-performed, but critically… well, things were complicated.Available in government cheapo-spec SL, fleet-fodder Executive, private-buyer-baiting Berlina, luxury Calais and performance SS grades – with the latter trio being sedan-only bar one brief exception – it offered a broader choice than a very-complacent Ford.Actually, that’s a little harsh, as Ford was stretched developing the largely new-from-the-ground-up EA Falcon, along with the SA Capri convertible.What Holden desperately lacked were responses to the XF-based ute, panel van and long-wheelbase luxury car (Fairlane rival), as these were the provenance of the full-sized WB line-up that ceased in 1985. The VN-derived VG ute and VQ Statesman/Caprice twins wouldn’t surface until 1990.Contemporary reviews loved the Nissan I6’s BMW-levels of power delivery and straight-line performance, especially at the SL’s price point, and swooned over the turbo’s sensational speed and smoothness. But many also criticised the VL’s retrograde steering and suspension revisions that were meant to fix previous models’ sharp steering, but instead resulted in duller handling, excessive body movement and a lumpier ride. Fail.Holden was praised for solely offering a cheap V8, since Ford dropped theirs years before (and not rectified until 1991’s EB series), giving caravanning and boating-obsessed Australians an affordably torquey towing option, which nobody could match.To stoke VL sales, a Vacationer special arrived by mid 1987, while another – badged ‘200 Series’ in time for Australia’s Bicentennial – largely served as a spoiler for the EA Falcon the following March.HSV is bornThis was also the era of Holden’s very public breakup with racing hero Peter Brock over his infamous Polarizer engine-efficiency enhancer that GM-H wanted no part of. This led to the in-house Holden Special Vehicles (HSV) replacing Brock’s Holden Dealer Team, resulting in the HSV VL SV88 as the first in a long line of hot Commodores.An early standout was the HSV VL SS Group-A SV, unkindly branded the Plastic Pig or Batmobile despite boasting up to 231kW, developed to meet racing homologation regulations by Walkinshaw. But, with its outrageous body kit and pricing, sales stalled (it was released as VN came on stream), though now they’re a highly sought-after.VL afterlifeWith so much at stake, the VN arrived with huge fanfare in August 1988, and immediately addressed many of its predecessor’s perceived shortcomings, being equal-largest in class with Falcon, far-more modern inside and out and dynamically a better-behaved proposition.A more suitable family car for Australia, in other words.But the thing is, with the financially debilitating Nissan engine deal cancelled, the VN’s powertrain replacement – this time to a rough old Buick 3.8-litre V6 from North America – sealed the VL’s place in Holden folklore. Even with the very non-GM engine code name, RB30E is now considered one of the greats.If nothing else, the Commodore’s quick ascension to the top (a position it would continuously swap with the Falcon until the disastrous AU a decade later, but that’s another story) proves that Australians are basically size queens.Overall, 151,008 VLs were made over about 30 months, a record for any Commodore at the time, with 134,795 built for Australia, 4322 exported mostly to South East Asia and 12,720 in assembled from completely knocked-down components in New Zealand and Indonesia.The final first-gen Commodore may have lost the battle against the XF, but the big Holden eventually overtook – and outlived – the Falcon. The journey back began here.More importantly, it won the affection of Australian enthusiasts and loyalists like no other before or since – thanks ironically to that controversial Nissan heart within, saving the Commodore for 33 more years.Happy 40 birthday, VL.

Law firm Maurice Blackburn has launched a class action lawsuit against General Motors Australia and New Zealand.It alleges faulty transmissions were fitted to “hundreds of thousands” of Holden Commodore and Colorado models, with owners possibly getting a pay-out. The gearboxes in question are codenamed: GM 6L 45, 6L 50 and 6L 80, along with their derivatives. They were sold in new vehicles between January 1, 2011 and December 24, 2024. Models include the Commodore VE and Commodore VF also in Ute, Caprice and Calais guises. Some versions of the Colorado ute and its derivatives — the Colorado 7 and Trailblazer — also used the automatic transmissions. Maurice Blackburn’s class action “alleges that the transmission systems in the affected Holden vehicles are defective due to a design fault in the Torque Converter and Torque Converter Clutch.” “As a result of the alleged defect, the affected vehicles have a propensity to experience various problems including intermittent transmission shudders, excessive vibrations, harsh gear shifts, leakage of Automatic Transmission fluid, accelerated degradation of the components of the transmission system and greater servicing requirements. “The class action alleges that General Motors failed to comply with the guarantee of acceptable quality under the Australian Consumer Law and engaged in misleading and deceptive conduct. ”The class action is open to those who bought new or used vehicles affected. It is also open to those who have sold their vehicle or who own a vehicle, and those who have not yet experienced any issues. Maurice Blackburn is seeking to recover compensation from General Motors Australian New Zealand for loss and damage on behalf of the consumer. A GM spokesperson told CarsGuide, "GM does not comment on ongoing litigation."GM stands by its commitment to achieving the best outcomes for Holden customers."There is precedent for transmission-related class actions, with one being brought against Ford’s ‘Powershift’ dual-clutch transmission in 2016. The case evolved into an ACCC matter and Ford was ordered to pay a $10 million fine for its handling of the situation.

The number of Holden employees working at the Elizabeth factory on its final day was just 945, with 800 workers having already departed following the end of Cruze production last year.

Holden Australia donated $807,000 to charity over the weekend, of which $307,000 was raised by the 'Commodore Collection' auction that coincided with the 'Holden Dream Cruise' celebrations commemorating the Elizabeth factory closure this Friday.The 'Commodore Collection' consisted of three limited-edition Commodores – Director 05, Motorsport 05 and Magnum 111 – that were among the last to roll off the production line in Elizabeth, South Australia.The Calais-based Director wore build number 05 and was sold to an online buyer for $130,000, with 50 per cent of its proceeds ($65,000) given to The Lighthouse Foundation on behalf of Beverly Brock, former partner of the late Holden racing legend Peter Brock.Alternatively, the remaining auction proceeds ($242,000) were bolstered by a $500,000 donation from GM Holden itself, with a total of $742,000 given to The Smith Family's 'Learning for Life' sponsorship program.According to GM Holden chairman and managing director Mark Bernhard, the sizeable donation is an acknowledgement to the support the carmaker has received from the local community for over half a century.“This is the city where our company was born. We want to show Adelaide that we appreciate the support the community has given Holden, particularly over the past 55 years of manufacturing in Elizabeth,” he said. the limited-run The Smith Family general manager SA and NT Graham Jaeschke said the money will go towards supporting the education of more than 1000 disadvantaged students over a five-year period.Based on the SS sedan, the Motorsport special sported build number 05 and was sold to an excited Jamie Lockett from Ballarat, Victoria for $93,000.“The unique build numbers added a lot of value to the cars under the hammer. To now own the number five of the late Peter Brock, the King of the Mountain himself, now that’s a piece of history to own,” he said.Michael Steinborner from Gawler, South Australia was equally ecstatic with his purchase of the SS ute-based Magnum (build number 111) for $84,000.“I’ve been a Holden fan for decades, and I love utes, so to own the last limited-edition Magnum is incredible,” he said.The auction was run by Manheim and simulcast online. According to Manheim director of sales Adrian Blackwell, bidding for the the limited-run Commodores was unprecedented, with interest coming from all corners of Australia and overseas.Yesterday's 'Holden Dream Cruise' event saw more than 25,000 Red Lion fans turn out across the streets of Elizabeth, with a parade of more 1200 Holden vehicles proceeding through the city.The procession included models ranging from the original 48-215 – dubbed 'FX' – to the most recent VFII Commodore.“It was truly inspirational to see the passion from the Holden fans and our employees past and present. I couldn't wipe the smile off my face from start to finish,” Mr Bernhard said of the celebrations.On October 20, the production line at Holden's Elizabeth factory will grind to a halt for the final time, with local car manufacturing also coming to an end alongside it following the exits of Ford and Toyota.

Holden Australia will aim to raise $360,000 for charity next month when it auctions off 'the Commodore Collection'.

Holden is preparing 24 new models by 2020 as it replaces one of the oldest vehicle line-ups in the Australian car industry.

The move has come as as it became increasingly clear that it does not make financial sense for the company or the country. But did Holden and its factory workers deserve the public bollocking they’ve received from the Federal Government over the past week?Holden’s crime was to build a factory in what was once the semi-rural outskirts of Adelaide in 1963, that 50 years later would be suffocated by low-cost labour from our Asian neighbours.At its peak, Holden employed more than 20,000 workers across seven manufacturing facilities. Now there is just one car assembly line and 1760 workers.Policies from both sides of government over the past half a century have helped shape the economic headwind that Holden drove into: a wealthy nation with a strong currency, high wages and among the lowest import tariffs in the automotive world.Holden, against this stark backdrop, came to the government for assistance, just as it always has done, in much the same way farmers get a helping hand in times of drought.The difference, however, is that the future of Australian manufacturing remains bleak because the economic fundamentals are unlikely to change anytime soon.When Ford announced in May that it would close its Australian factories in 2016, Holden privately wondered why Ford didn’t even give the government the opportunity to help.It has since emerged that even doubling the government assistance to Ford would not have been enough to save it.But because Holden feels that its brand image is so closely linked to manufacturing -- even if most of the cars in Holden showrooms today come from South Korea and Thailand -- it decided to raise its hand, Oliver Twist-style, and utter "please, sir, can we have some more?".Given recent events, however, Holden is probably reconsidering that decision.The one good call the Federal Government has made in the middle of this Holden sledging campaign is to announce that it will buy bomb-proof BMWs for its politicians instead of hand-built Holdens that can barely withstand a hand-grenade.Holden was criticised for not pitching for the business. But Holden knows that the likes of Audi, BMW and Mercedes-Benz have specialist divisions that can deliver better equipped armoured cars for less money -- a fitting analogy for the rest of the car industry in fact.For example, the Cruze is the cheapest locally-made Holden in 20 years. But its sales have been dented by better equipped and cheaper cars from Japan -- buoyed by a currency that has been artificially devalued by the Japanese government.So where did it all go wrong for Holden?Holden should have cut its production costs sooner than it did (three months ago it got workers to agree to a three-year wage freeze if the new deal goes ahead).But Holden cannot be accused of not reacting quickly enough to the changing tastes of Australian car buyers.It got the Cruze small car into the Elizabeth factory and built it alongside the Commodore in less than two years, in the height of the Global Financial Crisis, when normally such efforts can take up to five years.No-one wants to take responsibility for Holden's manufacturing shutdown. In the end, Holden was in the wrong place at the wrong time. Official statement from HoldenAs part of its ongoing actions to decisively address the performance of its global operations, General Motors today announced it would transition to a national sales company in Australia and New Zealand. The company also said it would discontinue vehicle and engine manufacturing and significantly reduce its engineering operations in Australia by the end of 2017.“We are completely dedicated to strengthening our global operations while meeting the needs of our customers,” said GM Chairman and CEO Dan Akerson. “The decision to end manufacturing in Australia reflects the perfect storm of negative influences the automotive industry faces in the country, including the sustained strength of the Australian dollar, high cost of production, small domestic market and arguably the most competitive and fragmented auto market in the world.”As a result of the company’s actions, approximately 2,900 positions will be impacted over the next four years. This will comprise 1,600 from the Elizabeth vehicle manufacturing plant and approximately 1,300 from Holden’s Victorian workforce.Holden will continue to have a significant presence in Australia beyond 2017, comprising a national sales company, a national parts distribution centre and a global design studio.GM Holden Chairman and Managing Director Mike Devereux said an important priority over the next four years would be to ensure the best possible transition for workers in South Australia and Victoria.“This has been a difficult decision given Holden’s long and proud history of building vehicles in Australia,” said Devereux. “We are dedicated to working with our teams, unions and the local communities, along with the federal and state governments, to support our people.”The sale and service of Holden vehicles will be unaffected by this announcement and will continue through the extensive network of Holden dealers across Australia and New Zealand. Warranty terms and spare parts availability will remain unchanged.“GM remains committed to the automotive industry in Australia and New Zealand. We recognize the need for change and understand the government’s point of view. Moving forward, our business model will change significantly however, GM Holden will remain an integral part of its communities and an important employer both directly and through our dealers,” Devereux said.Since 2001, the Australian dollar has risen from US$0.50 to as high as US$1.10 and from as low as 47 to as high as 79 on the Trade Weighted Index. The Australian automotive industry is heavily trade exposed. The appreciation of the currency alone means that at the Australian dollar’s peak, making things in Australia was 65 percent more expensive compared to just a decade earlier.With the decision to discontinue vehicle and engine manufacturing in Australia by the end of 2017, GM expects to record pre-tax charges of $400 million to $600 million in the fourth quarter of 2013. The charges would consist of approximately $300 million to $500 million for non-cash asset impairment charges including property, plant and equipment and approximately $100 million for cash payment of exit-related costs including certain employee severance related costs. Additional charges are expected to be incurred through 2017 for incremental future cash payments of employee severance once negotiations of the amount are completed with the employees’ union. The asset impairment charges will be considered special for EBIT-adjusted reporting purposes. Holden milestones1948Prime Minister Ben Chifley unveils the first Holden car, declares “she’s a beauty”. More than 18,000 orders are held before the 48-215 “FX” Holden goes on sale. Some customers sell their place in the queue for £100.1954One in three cars on the road is a Holden.1958One in two cars on the road is a Holden.1960The first export of left-hand-drive Holden vehicles begins with a small shipment of cars to Hawaii.19621 millionth Holden sold (EJ Special sedan, Oct 1962).1964Holden employee numbers peak at 23,914 across seven facilities in Queensland, NSW, Victoria and South Australia.19692 millionth Holden sold (HK Kingswood, March 1969).19743 millionth Holden sold (HQ Kingswood, June 1974).1978Holden celebrates 25 years of continuous sales leadership.19814 millionth Holden sold (VC Commodore, June 1981).19905 millionth Holden sold (VN Calais, August 1990, more than twice as many as any other Australian built car at the time).1991Japanese car-maker Toyota beats Holden and Ford to market leadership for the first time in Australia.20016 millionth Holden sold (VX Commodore SS, June 2001).2002The last year Holden led the Australian new-car market.2004Holden produces 165,000 vehicles (the most in its modern era), almost matches the 1963 peak of 166,274. Factory worker numbers in 2004: 7350.2005Holden’s biggest export year: 60,518 cars were shipped, mostly to the US and the Middle East.20087 millionth Holden sold (VE Commodore LPG, Aug 2008).2011After 15 years as Australia’s favourite car, Holden Commodore sales are overtaken by the Mazda3 from Japan. Automotive historians say it is the first time since WWI an imported car has led the new-car market.2013Toyota Corolla on track to become Australia’s top-selling car for the first time.Only five out of 100 new cars sold in Australia is a locally-made Holden.Holden is overtaken in some months by Mazda, Hyundai and Nissan.After several redundancies and a three-year wage freeze, Holden factory worker numbers fall to 1760.Despite a record new-car market, Australian vehicle production falls to its lowest levels since 1958.Holden is on track to export just 14,000 of the 84,000 cars it will make locally.

A decision on Holden's future is a mere pen-stroke, email or phone call away -- and it could now happen before Christmas after the Federal Government increased its pressure on the iconic car-maker.News Corp Australia understands the global CEO of General Motors, Dan Akerson, based at the company's headquarters in Detroit, has the sole discretion to sign away Holden's manufacturing operations and with it the jobs of 1760 factory workers.Contrary to earlier reports -- and protocols at other companies -- the Holden decision does not need to go to the General Motors board, which meets monthly.Mr Akerson is a $12 million-a-year man who served as an officer on a US naval destroyer in the 1970s.  In just three years he has developed a reputation in Detroit as not being afraid to make tough calls, such as shutting factories or axing entire brands, such as Pontiac and Hummer and the sale of Swedish icon Saab.A self-confessed "non-car guy", Mr Akerson has helped reshape General Motors globally since it came out of bankruptcy, driven the company to record profits and, as of yesterday, finished repaying the $50 billion loan from the US Government, which sold its remaining shares in GM.In a recent interview with USA Today, when asked about the secrets to his success and the transformation of General Motors, Mr Akerson said: "You can't live in a crisis mode … fundamentally I've got to run a business that's gonna turn profits."Holden has lost $432 million over the past five years and the company openly admits it loses money on each car it builds locally. Mr Akerson speaks about "fortress balance sheets" and taking emotion out of decisions by being able to "define reality"."That was necessary in this industry and in General Motors," he told USA Today. "Once you define reality you have to provide a vision."With pressure from the Federal Government reaching new heights after the Treasurer Joe Hockey said of Holden in Question Time "either you're here, or you're not", General Motors is increasingly being left with no option but to shut the car-making factory that Queen Elizabeth II visited in its opening year, in 1963.It is possible an announcement by Holden could come on or before December 20 -- the last day of work for Holden factory employees before the scheduled summer shutdown, and the same day the preliminary report by the Productivity Commission is due to be released.An early announcement would alleviate the uncertainty being felt by Holden factory workers and minimise the potential damage being done to the company's brand image.When asked yesterday if Holden felt pressured by the Federal Government to announce a shutdown sooner rather than later, Holden boss Mike Devereux said: "Everything that could have been asked of me has been asked of me (at the Productivity Commission hearing). No decision has been made by General Motors."When asked by News Corp Australia if an announcement would be made before or after Christmas, Mr Devereux and Holden representatives declined to answer.A formal decision to shut the Elizabeth car making factory is believed to be a formality given the hardline stance of the Federal Government to not increase taxpayer funding to the industry, and Holden's request for more assistance.Central to the debate over the Holden shutdown is the definition of the word "decision". In car industry terms, executives may have made up their minds on an outcome, but a "decision" is a more formal process.It took Ford more than 300 meetings and seven years to arrive at its decision to shut its Australian factories, and Mitsubishi was questioned for four years before its eventual shutdown, the Federal Government is trying to force Holden to announce its bad news within months.When Ford announced the 2016 shutdown its Australian factories, the decision was made at board level and included input from executive chairman William Clay Ford Jr, and Edsel Ford, both great-grandsons of Henry Ford. It then took several days for the announcement to be made to Ford workers on the factory floor.When asked by the Productivity Commission how much extra money Holden had asked from the Federal Government, Mr Devereux said the government had the figures and would not disclose them publicly.Carsguide understands Holden had asked for an average of $150 million per year -- the annual figures fluctuate to match the progress of vehicle development.In March 2012 Holden agreed to invest $1 billion in two new cars to be built from 2016 to 2022, in return for $275 million in taxpayer assistance -- $215 million from the Federal Government, $50 million from the SA Government and an estimated $10 from the Victorian Government.However after Ford announced in May this year that it was closing its factories in 2016, Holden has asked for an increase in taxpayer support because, it says, market conditions have "changed significantly" since the original deal was signed.Holden milestones1948Prime Minister Ben Chifley unveils the first Holden car, declares “she’s a beauty”. More than 18,000 orders are held before the 48-215 “FX” Holden goes on sale. Some customers sell their place in the queue for £100.1954One in three cars on the road is a Holden.1958One in two cars on the road is a Holden.1960The first export of left-hand-drive Holden vehicles begins with a small shipment of cars to Hawaii.19621 millionth Holden sold (EJ Special sedan, Oct 1962).1964Holden employee numbers peak at 23,914 across seven facilities in Queensland, NSW, Victoria and South Australia.19692 millionth Holden sold (HK Kingswood, March 1969).19743 millionth Holden sold (HQ Kingswood, June 1974).1978Holden celebrates 25 years of continuous sales leadership.19814 millionth Holden sold (VC Commodore, June 1981).19905 millionth Holden sold (VN Calais, August 1990, more than twice as many as any other Australian built car at the time).1991Japanese car-maker Toyota beats Holden and Ford to market leadership for the first time in Australia.20016 millionth Holden sold (VX Commodore SS, June 2001).2002The last year Holden led the Australian new-car market.2004Holden produces 165,000 vehicles (the most in its modern era), almost matches the 1963 peak of 166,274. Factory worker numbers in 2004: 7350.2005Holden’s biggest export year: 60,518 cars were shipped, mostly to the US and the Middle East.20087 millionth Holden sold (VE Commodore LPG, Aug 2008).2011After 15 years as Australia’s favourite car, Holden Commodore sales are overtaken by the Mazda3 from Japan. Automotive historians say it is the first time since WWI an imported car has led the new-car market.2013Toyota Corolla on track to become Australia’s top-selling car for the first time.Only five out of 100 new cars sold in Australia is a locally-made Holden.Holden is overtaken in some months by Mazda, Hyundai and Nissan.After several redundancies and a three-year wage freeze, Holden factory worker numbers fall to 1760.Despite a record new-car market, Australian vehicle production falls to its lowest levels since 1958.Holden is on track to export just 14,000 of the 84,000 cars it will make locally.This reporter is on Twitter: @JoshuaDowling _______________________________________ 

It was a launch so big Holden even flew-in mystery driver The Stig from Top Gear – race driver Ben Collins – to help unveil the new Commodore to dealers at a secret meeting last Thursday. Today, it’s the public’s turn to see it. The new “world-class” Holden Commodore has arrived – and it is the most technically-advanced car ever designed, engineered and built in Australia. Holden finally took the covers off the new Commodore at a media preview in Melbourne this morning before it goes on sale in June. It has been seven years since the last new Commodore – the longest gap in the model’s 35-year history – and it will be the last of its type. When this VF Commodore bows out in 2016 it will be replaced by a large front-drive sedan based on new global underpinnings that will be adapted for local conditions. Holden showed only the luxury Calais version of the new Commodore range today – the fleet models will be unveiled in the coming months – as the company tries to win back buyers with technology. To combat the perception that the Commodore is too big to park in some cities, every new Commodore will come with a self-parking system – sensors in the bumpers measure the size of a parking space and guide the car into position. The driver only needs to select reverse and apply the brakes. The new Commodore will also be available with technology that alerts drivers if they are about to crash into the car in front in stop-start traffic, wander from their lane without indicating, or if there is a vehicle in their “blindspot” (the view over the shoulder not covered by the side mirrors). Top-line Commodore models will also have a heads-up display that reflects the vehicle’s speed and other key information in the driver’s line of sight, similar to that used on BMWs. The internet music service Pandora – and its talkback equivalent Stitcher – will also be available. “No other car created in Australia is as technologically advanced, and we’re very proud,” said Holden chairman and managing director, Mike Devereux. “Our aim … was to create a car that challenged some of the broader perceptions people have about the traditional Australian-made large car. It will offer levels of quality and sophistication to rival some of the best cars in the world.” Holden is confident it will get a sales boost with the new model but stopped short of saying whether the new Commodore would ever reclaim its status as Australia’s top-selling car, after losing the crown it held for 15 years in 2011 to the Mazda3. “We’re back, better than ever, it’s game on,” Devereux said. “I think this is going to change people minds about what we can do in this country. Australians should say ‘look at what we can do, look at how good we can be, we do punch above our weight, big time’.” But, Devereux said, the Commodore would never again reach its all-time high sales set in the late 1990s. “The time for any one vehicle … to sell one tenth the cars in any country is an illogical assumption to make. No model of anybody selling any car in this country will . The market is so fragmented now.” At its peak in 1998 Holden sold more than 94,000 Commodores (in a year Australians bought 807,000 new cars). Last year Holden sold just 30,000 Commodores, its lowest tally ever, despite a record 1.1 million new-car sales. “Every feature that we could cram into this car, and frankly every feature that you can find on any car, is in this one,” Devereux said. “If you’re going to sell a car in San Francisco and in Sydney, or and in Miami and in Melbourne, it has to be world class. This is a no-excuses car.” Holden will keep the performance V8 SS Commodore under wraps for one more week. Holden’s North American counterpart Chevrolet will unveil that car at Daytona Speed Week next weekend, where the Commodore will also make its debut as a Nascar before being sold as a Chevrolet SS from November. “ will also be exported to the USA for GM’s biggest brand, Chevrolet,” Devereux said. “But you’re going to have to wait .” In the meantime, News Limited has created a computer-enhanced illustration of what it will look like. The ‘new’ VF Commodore is in fact a redesign of the VE Commodore released in 2006; the company could not justify investing in an all-new model in the wake of the Global Financial Crisis and with sales of large-cars falling to record lows. Instead, it invested heavily in technology. The front and rear appearance have changed – and the interior is completely new, with a much more upmarket appeal – but the core of the car (the doors, roof and body) are the same as before. The new Commodore is a little bit longer than the last one because the designers stretched the edge of the boot and rear bumper for better aerodynamic efficiency at freeway speeds. It looks wider because the headlights have been moved outboard slightly – and the front fenders are not as pronounced – but the new Commodore is the same width as the last. Even the side mirrors and exterior door handles are the same. The V6 and V8 engines are carried over from before but the new model is expected to be about 10 per cent more fuel efficient due to the use of weight-saving aluminium in the bonnet, boot and underbody, said to trim 40kg from the car’s overall mass. The flagship Holden Caprice will get the Commodore’s new interior but only a mild external makeover. The fleet versions of the new Commodore – and the wagon and ute – are due to be unveiled closer to the June on-sale date. The new Holden VF Commodore: What's new: Self-parking technology on all models Forward collision warning in low-speed traffic Lane-departure warning Blind-spot alert Heads-up display Internet music radio service Pandora Large infotainment touch screen Sensor key with push button start Electronic park brake Two 12V power sockets instead of one Cruise control switch moves to the steering wheel Other menu controls move to the indicator/wiper stalks Aluminium boot, bonnet and underpinnings About 40kg less weight overall What's not: Sedan body, doors and glass External door handles Side mirrors Centre console lid V6 and V8 engines (but they are 10 per cent more efficient) The rear ends of the wagon and ute are unchanged Caprice limousine only gets a mild makeover but new interior This reporter is on Twitter: @JoshuaDowling  

Even at a time when fuel economy is top-of-mind with a growing number of Australian drivers there is plenty of space on the roads for Commodores and Falcons with old-fashioned V8 muscle under the bonnet. They burble menacingly at idle. They are the backbone of V8 Supercar racing.Yet V8s in the 21st century are not what they were in the days when they first conquered Mount Panorama and a GTHO Falcon or a Monaro - or even a Valiant V8 - was a dream machine for a generation of Aussie youngsters.Since 1970 the crude oil price has exploded from $20 a barrel to double that amount during the Iran revolution, over $70 during the first Gulf War, broke through the $100 barrier ahead of the Global Financial Crisis and has now settled at just below $100.In Australia, petrol prices have correspondingly risen from about 8c a litre in 1970 to about 50c in 1984 and almost $1.50 today.Despite all this, and despite one attempt at a death sentence by Ford in the 1980s, the V8 has not been wiped from Australian showrooms. Holden and Ford have continued to produce large cars with a V8 alternative and continue to slog it out at Bathurst.But Australian cars, even the ones that now have American V8s imported for local use, are not the only bent-eight blasters on the road.Germans are prolific builders of V8s and produce some of the most powerful engines in the world thanks to AMG-Mercedes, BMW and Audi. English V8s are built by Aston Martin, Land Rover and Jaguar, while the Americans provide V8s in the Chrysler 300C sold here. Even the Japanese luxury brand Lexus has a V8 in its IS F hero and its luxury saloon LS460, as well as the LandCruiser-cloned LX470.Most V8s are powerful enough breathing ordinary air, but there are many forced-induction models with either turbo or supercharging to liberate even more power. Walkinshaw Performance does the job in Australia for Holden, BMW is going down the turbo V8 road for its latest M cars and Benz had a time with a supercharged AMG V8.But V8s are not just about unrestricted power. The push for greater fuel economy has also reached V8 land and so Chrysler and Holden have V8s with multiple displacement technology which shuts down half the cylinders when the car is just cruising to improve fuel economy. Formula One racing engines now do the same thing when they are idling on a grand prix starting grid.Holden's Active Fuel Management (AFM) was introduced on the V8 Commodore and Caprice in 2008 and the red lion brand is committed to the engine - with future technology updates - despite near-record fuel prices."It is incumbent on us to keep it relevant and continue introducing new technology that delivers on our customers' needs," says Holden's Shayna Welsh.Holden has the biggest stake in V8s with more models than any other company selling in Australia. It has a total of 12 models with V8 engines across four nameplates and four body styles, including Commodore SS, SS V, Calais V, Caprice V and the recently introduced Redline range. V8s account for about one quarter of Commodore sedan sales and almost half of Ute sales."We see it as being more than just the V8 engine - it's about the entire car. It's the whole performance package that appeals to people and we want to continue making cars that people are proud to own," Welsh says."The combination of features and technology, great handling and braking and outstanding value is consistent across our V8 model range."Ford fans are also committed to V8s, according to company spokesperson Sinead McAlary, who says a recent Facebook survey was overwhelmingly positive."We asked whether they worry about petrol prices and they say 'No, it's the sound of the V8 we love and we are prepared to pay the price'," she says.Both Ford and Holden also have performance divisions where the V8 was, and still is, king. Ford's is Ford Performance Vehicles (FPV) and Holden's is Holden Special Vehicles (HSV).HSV marketing manager Tim Jackson says their sales are "on par" with last year."That's despite the fact that last year we had the limited edition GX-P which is an entry level product for us," he says. "We don't have that model in our range at all this year and you would expect numbers to come off, but we've been able to maintain sales volume."All of HSV's range are powered by a naturally aspirated V8 engine (6200cc 317kW-325kW), while the opposition at FPV has gained the kilowatt advantage with forced induction (supercharged 5000cc 315kW-335kW).Jackson says their LS3 V8 has been "validated" by customers."We're not getting guys screaming at us to go turbocharging. The LS3 is an extraordinary unit. It's a light engine with a good power-to-weight figure. There is not a turbo engine that would do it for us at the right development cost. But I wouldn't rule it (turbo) out or rule it in."Jackson says there have been no repercussions from the rise in petrol prices."Our customers don't have other choices in their repertoire," he says. "A small car doesn't suit them and they're not into an SUV. They're of a certain level where the whole cost of running the car is easy for them to absorb."The top-selling HSV is the ClubSport R8, followed by the Maloo R8, then GTS.However, the greatest HSV in history is debatable, Jackson says.HSV engineering boss Joel Stoddart prefers the all-wheel-drive Coupe4 and sales boss Darren Bowler the SV5000."The Coupe4 is special because of its engineering but I like the W427 because it's the fastest," Jackson says.FPV boss Rod Barrett says they are also experiencing strong sales growth. He says they sold about 500 cars in the first quarter, which is up 32 per cent on the previous year. He also says sales of the F6 have slowed since the launch of the supercharged V8 engine variants late last year, as customers "opt for power". Ford no longer offers a V8 with the demise of the XR8 sedan and ute last year."Our middle name is performance so we have all the V8s," Barrett says. "When we were launching this new supercharged car all the V8s came across here."Barrett says their supercharged engine has changed people's minds about "dinosaur V8s"."The turbocharged F6 was a cult hero car in its day and people thought a V8 was a low-tech dinosaur," he says. "But when we produced a high-tech all-alloy five-litre supercharged V8 built in Australia people started to think that V8s aren't all that bad after all. I'm not seeing the demise of the V8 just yet, but for us, the future is hi-tech."The supercharged 5.0Litre V8 335kW FPV GT continues to be FPV's top-selling vehicle followed closely by the supercharged V8 5.0 litre 315kW GS sedan and GS ute.Barrett believes the current GT is the best FPV car yet with its segment-leading power, light weight and improved fuel economy."However, I think our most iconic car was the 2007 BF Mk II 302kW Cobra in white with blue stripes. That car brought back the passion of '78 with the original Cobra. If you have a look at the second-hand prices, they are still holding up very well" he says.