Holden Commodore 2006 News

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Paul Gover gets behind the wheel of Tim Slade's Supercheap Auto Racing V8 Supercar ahead of this weekend's Bathurst 1000.Many of the people who tune in for the Bathurst 1000 secretly believe they could be a contender at Mount Panorama.Television makes it look easy, from the 290km/h blast down Conrod Straight to the romp across the top of the hill and the dive down through the Esses to the Dipper and on to Forrests Elbow.But it's not. Not even a little bit.A V8 Supercar is a wild beast, noisy and hot and fast and furious and ready to bite you any chance it gets. And that's just driving, not worrying about actually racing a bunch of hotheads who would give almost anything to claim the biggest prize in Australian motorsport.I know because I've just been crammed behind the wheel of Tim Slade's Bathurst racer to see what it's like. It was only a handful of laps at a track called Winton, not the peak of Mount Panorama, but I now have a crystal-clear picture of the difference between a road-going Holden Commodore and its race car cousin.Mostly, it's scary. It's also uncomfortable, intimidating and difficult. Did I mention fast?When smiling Scotty McLaughin and jumping Jack Perkins blast past while I'm finding my feet it's something else again. Fear and intimidation at a different level.But, sitting to write, I cannot stop smiling. Perhaps it's the lingering effects of adrenalin.As I arrive at Winton there is a mix of fear, anticipation and excitement. This is Bucket List stuff for me and a childhood dream for any V8 Supercars fan. I've already been on email to Supercheap Auto Racing's pitlane boss, Jason Bush, for a some tips and a copy of the driver's manual for the car. Just learning the buttons on the steering wheel is tough."Don't worry, you'll be fine," Slade reassures me."Hah. You're going to make a right goose of yourself," chimes in James Courtney, a former champion and serious Bathurst contender. And I thought he was a friend.The toughest job all day is getting into the car. The racer might look like a cushy Commodore, but it's a hand-built thoroughbred constructed from kilometres of super-tough steel tubing. I have to squeeze in through the gaps and then plop into a seat built for someone about 10 centimetres shorter and 30 kilograms lighter.I make it into the Slade slot, but I cannot straighten my arms and my legs are jammed up against my chest. But I don't tell anyone, because I'm here now and I'm staying.The engine starts easily even though it has 480 kiloWatts, but I know it's a temperamental beast and I'll have to be careful not to stall when I head for the track. Now there are six giggling race drivers all waiting for me to fluff it.But I clunk the six-speed gearbox - there is no synchro to ease the shifts - into first and manage to rumble down the pitlane with the speed limiter controlling the car and my enthusiasm.Out onto the track, I know I have to get going quickly. The tyres must be kept hot, the engine has a narrow operating range, and there are a bunch of drivers doing serious test laps ahead of Bathurst."Remember to make your gearshifts strong, all the time. Don't muck around," says Bush over the radio.So I push the long-travel accelerator pedal down, work up through the gears to fifth, and try to take it all in. That's the tough part, because I'm using all I have just to drive the car. How do the racers have time to talk tactics and wave to mum?I realise, in just two seconds, the difference between a journalist driver and a Bathurst racer.As I find some speed, things get easier. I don't notice the stifling heat, or the violence of the response, or the shattering noise.I can feel the gears dropping smoothly into place, enjoy the super-sharp response of the steering, luxuriate in power that seems unlimited, and brakes that kill speed.Now I can watch the gearchange warning lights flicker across the electronic dash, catch sight of Dave the Cameraman at turn three, and even begin to push a tiny bit towards the car's limits. It's moving around, squirming as I unleash the power, then pitching and rolling through the corners, and I'm keen to discover more.But I'm not remotely fit and this is not easy. My chest is crushed by the cornering forces, pushing the brake pedal is like stepping on a brick, and I have to wait-wait-wait for the power if I don't want to flick into a spin.Not just that, but the Dunlop racing tyres on the car are rubbish. They have probably done too many laps, but they feel like giant marshmallows at each corner of the car. I cannot get any sort of feeling of what's happening and I know I could do more with better grip."Are you going to print that," one of the drivers asks me later. "You should, because we all agree about the tyres but we cannot say it."After a quick stop to catch my breath, and babble to the crew about what I've learned, I'm jumped by three of the serious racers as I'm heading to the fourth-gear left-hand sweeper. And I realise, in just two seconds, the difference between a journalist driver and a Bathurst racer. There is a blast of noise, a flash of colour, and they're gone.I try to keep up for a couple of corners, but I'm already wheezing and cramping from Slade's seat, and I have no chance. So I stop.Hours later, as I rewind and replay the laps inside my head, I think of all the things I coulda-shoulda-woulda done, and how much more I could have got from the car. But I also know I'm kidding myself.So, as I plonk down in front of my television on Sunday morning for The Great Race I will be watching with extra respect. And just a touch of pride. But I'm not kidding myself. I know what it really takes.If you think you could be a contender at Bathurst, I've got news. Take it from me, a paid-up pretender, it's never going to happen. Bathurst by the numbers - road car versus racerHolden Commodore VF SS-V vs Supercheap Auto V8 Supercar CommodorePrice: $48,490, $700,000Seats: 5, 1Airbags: 6, 0ABS: yes, noParking sensors: yes, noBlind spot warning: yes, noEngine: 6.0-litre V8, 5.0-litre V8Power: 260kW, 480kWGearbox: 6-speed auto, 6-speed manualFuel economy: 11.5L/100km, 37L/100km 

Former Holden boss Mike Devereux poised to kill the Commodore name – after saying he would save it.

Australian cars not affected by faulty ignition which can cut out and disable airbags.

THE global boss of General Motors, Mary Barra, has thrown a lifeline to Holden's design centre, securing its future and the jobs of 140 car designers once manufacturing comes to an end in 2017 -- and GM's first female CEO is expected to visit the facility within the next 12 months.Mary Barra's senior staff have told Holden executives that the company's design centre in Port Melbourne, which turns 50 this year, will be used to style cars for North America, China, India and the rest of the world.The Holden design facility is one of just 10 studios owned by General Motors globally and has already created the iconic Camaro sold in the US and the Cruze hatch sold internationally as a Chevrolet, among other models not yet on sale.The future of the Holden design centre, which has created every locally-made Holden since the 1966 HD (the Holden's sold before then, including the original 1948 'FX', were designed in the US) was under a cloud in the wake of the factory shutdown announcement."We have support from GM leadership," said former Holden design boss Mike Simcoe, who is now Vice President of GM international design."Mary Barra supports Holden design," said Mr Simcoe, during a rare behind-the-scenes media event at Holden's design centre. "When she was in charge of product development (before she became CEO) she agreed this studio should continue."I can't give you the quote because I can't speak for her, but she was very specific about keeping this place alive." Mr Simcoe said Mary Barra would likely visit Holden but would not speculate when.Mary Barra is currently facing a US senate inquiry into GM's handling of the recall of 4.8 million vehicles said to have a faulty ignition switch, and which is being blamed for accidents that resulted in 13 deaths.Mr Simcoe said it would be some time before a Mary Barra would visit Australia "with her just taking over the company and some of the stuff that's happening over there right now". Mr Simcoe added: "I was unsure about the future (after the manufacturing shutdown announcement). But I can honestly tell the guys who work for me there is no issue."At its peak in the early 2000s, when Holden was developing the VE Commodore, the company hired 250 designers, but has about 140 now working on mostly foreign projects "It's expensive to make things in this country but it's not expensive to design them," said Holden design Richard Ferlazzo.Mr Simcoe said Australia had a wealth of design talent because "we have more car brands on sale in Australia than most other countries, so the people who work here get exposed to more brands, from the cheapest to the dearest".This reporter is on Twitter: @JoshuaDowling 

The final VE, an SS Z-Series, was completed amid the first examples of its VF replacement and early build examples of the VF-based Chevrolet SS export cars.The “chlorophyll” green SS V Z-Series automatic sports sedan, which retails for a list price of $49,790 and is destined for a Northern Territory dealer, is the last of more than 350,000 sold locally since it started production in July 2006.The car Holden dubbed its “billion-dollar baby” is soon to be replaced by the VF Commodore on sale next month, the latest in a Commodore line-up of 15 models that number more than 2.9 million produced.Holden executive director of manufacturing Richard Phillips said the VE was a landmark achievement for Holden and yesterday's end to production of the model was a bitter-sweet moment.“The company's first true ‘clean-sheet’ design allowed our team to show the world what Holden was capable of and the result was, and remains, a stunning car,” he said.“It's been such a great product for us but at the same time we're excited about the future and the entire Holden team is energised by the imminent launch of the fantastic new VF Commodore.”"The VF is the most advanced car ever created in this country, a car that takes the winning values and trademark driving dynamics of the VE and elevates it to a new level of luxury, technology and sophistication,” he said.The final VE made its journey through the General Assembly plant yesterday, sharing the line with VF pre-production cars including the first pilot-build examples of the Chevrolet SS - many of the workers involved were part of the team that completed the Elizabeth plant transformation for the model when it began in 2006.Andrew Shaw, 40, has worked for Holden at Elizabeth since 2002 and was hired as part of the VE preparation. “To be part of the VE launch and follow it right through and then end up in here watching it come off the line for the last time, it was a bit of a spinout and good to be part of ... it's been a real buzz for the last few months. “One chapter finishes and another one begins, this one is so important to get our domestic sales back to where they need to be - there's a lot of faith in this car and we're very proud of it,” he said.Scott Connelly, 38, has been at Elizabeth since 1998, was at the plant throughout VE and was sorry to see it go. “I am sorry to see it go but I'm excited about the VF - it's a better car and looks great, we have Chevrolet SS pilot cars coming through now as well, it's sad to see VE go but it's exciting to see something new,” he said.Chris Aistrope, 27, has been at Holden just over 10 years and was a little sad to farewell the VE Commodore. “I'm sorry to see it go but I'm looking forward to VF, all the new technology in it, the feeling in here is good, seeing the Chevrolet SS come through now as well,” he said.Holden has made more than 520,000 VE vehicles for domestic and export markets since it went on sale in late 2006.Around 170,000 were exported to six continents, including the Middle East, South-east Asia and the US, where it was sold as a Pontiac G8 sedan - it returns to the US later this year.The VF Commodore was revealed earlier this year in Calais and SS V forms, as well as debuting as the exterior for the Chevrolet SS Daytona racecar ahead of its appearance as the Chevrolet SS sports sedan on the US market later this year.The VE Calais V was Carsguide's Car Of The Year in 2006 and motoring magazine Wheels recently named the VE Commodore as the best Australian-made car yet.Holden Commodore timeline:1978 - Holden celebrates 25 years of overall market leadership and launches the VB Commodore, priced from $6513, in October.1979 - Holden VB Commodore scores 1-2-3 victory in the Repco Round Australia Rally in August1988 - The VN Commodore is launched in August and is built exclusively at the Elizabeth (SA) plant.1990 - The 5 millionth Holden, a red VN Calais, is produced, at Elizabeth, S.A.1997 - Holden's new VT Commodore model range is introduced in September, representing a $600 million investment.1999 - Holden gives the green light for a Commodore coupe and the Series II VT Commodore range is launched.2000 - Holden confirms that the Commodore coupe will carry the Monaro nameplate.2001 - The 6 millionth Holden is produced at Elizabeth. Holden wins total market leadership for 2001 and Commodore is the Australia's top-selling car for the 6th consecutive year.2002 - Holden first US export program is announced - the Monaro-based Pontiac GTO.2006 - Holden launches its billion-dollar baby, the all-new VE Commodore, in July, after $532 million upgrade to the Vehicle Operations plant at Elizabeth, SA. The VE wins Carsguide’s Car Of The Year.2007 - VE Commodore awarded 2006 Wheels Car of the Year. New export market for VE sedans announced SS Commodore to be sold in the US as Pontiac G8.2008 - Holden celebrates 50 years at Elizabeth, its 60th anniversary and announces exports Pontiac G8 sedan and ute range to North America. GM Holden builds its seven millionth vehicle - a 60th Anniversary Commodore - and Commodore marks 30 years on Australian roads.2009 - Holden announces it will build Chevrolet-badged Caprice Police Cars for the US market, but loses Pontiac G8 export program.2011 - Commodore marks 15 years as top car in Australia and the Cruze rolls off the Elizabeth production line in February.2012 - Commodore loses top spot to Mazda3, Commodore and Cruze both finish 2011 in top five.2013 - Holden unveils the heavily-revised VF Commodore and says it will not be the last to wear the nameplate, despite continued sales shrinkage.Production figures:1978 Commodore VB Total built: 95,9061980 Commodore VC Total built: 121,8071981 Commodore VH Total built: 141,0181984 Commodore VK Total built: 135,7051986 Commodore VL Total built: 151,8011988 Commodore VN Total built: 215,1801991 Commodore VP Total built: 111,7701993 Commodore VR Total built: 165,2621995 Commodore VS Total built: 277,7741997 Commodore VT Total built: 303,8952000 Commodore VX Total built: 207,3392002 Commodore VY Total built: 241,9092004 Commodore VZ Total built: 228,7882006 Commodore VE Total built: 520,000Total 2.92 millionThe last VE:SS Z-Series sedan in “Chlorophyll” greenList price: $49,790Engine: a 6-litre 90-deg V8 with Active Fuel Management (AFM) technologyTransmission: 6-speed automatic, rear wheel drivePower: 260kW @ 5600rpmTorque: 517Nm @ 4400rpmFuel economy: 12.3l/100km combined-cycle, 292g/km 

The Holden-built hero will begin shipping soon from Adelaide and goes on sale as the home-grown Commodore in April across Australia. We've already revealed the SS-V that is closest to the new American muscle car, as well as the news that buyers in the USA will pay a fair amount less for their car than people at home. The first official pictures of the export SS Performance confirm the car has a number of different body bits, as well as signature 'bowtie' Chevy badges, which will appeal to Commodore owners who want to make their car just a little bit different. I've lost count of the number of Commodores I've seen over the years, mostly utes and dual-cab Crewman pick-ups, with their Holden badges ripped off and replaced by Chevrolet items. This time around, Chevrolet has already delivered even-better bragging rights through a first-up NASCAR win and pole position at the Daytona 500 with its SS - a spot taken by Danica Patrick in a landmark success for women drivers everywhere. It's all adding up to an irresistible bait for buyers who can get their hands on the Chevy badges and bits. I've already seen the enthusiasm for the Chevrolet connection with a number of tasty offers for a Chevrolet SS tee shirt that I got at the early press review of the NASCAR racer. Not that I intend to part with a piece of history ... It might take a while before the latest SS badges are available, but I have a friend who has tapped into the demand for wide-angle VE Commodore door mirrors, bringing the bits back during business trips to the USA. Mark Reuss, the former head of Holden who now leads General Motors in the USA, also sees the potential for a bit of back-trading on the badges and body bits once the VF is ready for the road and a bit of customisation. "Why didn't I think of that? It could be a good business," he laughs when I mention the potential for a bit of reverse exporting. This reporter is on Twitter @paulwardgover  

I stumbled across a case this week at Daytona Beach in the United States of all places where GM was launching the brand new Chevy SS sports sedan. Nothing ironic about that, apart from the fact it's a Holden through and through and the first Chevrolet in two decades to have rear-wheel drive, something of an asset in the world of motor sport. The launch comes at a time when the future of Holden's homegrown product, the rear-wheel drive Commodore hangs in the balance. Sales continue to fall, it has been outsold by the smaller Cruze for more than a year and will most likely be replaced sooner than later by a front-wheel drive Chevrolet, built on the same production line that currently produces Commodores and badged as a Commodore. Now that's what I call ironic. We were in Daytona for the famous Daytona 500 stock car race where the new Chevy SS, the soon to be launched Commodore VF in Chevy clothing was getting ready to make its race debut. Described by GM heavyweight Mark Reuss as a four-door Corvette, the V8 powered SS represents yet another opportunity for Holden to prop up declining sales of Commodore which have plunged more than 60 per cent over the past few years. It follows in the footsteps of other Holden hopefuls, exported to the US under the defunct Pontiac badge, as well as the long wheelbase Caprice that has scored limited success, supplied in dribs and drabs as a patrol car to police forces across the country. Holden is hoping to export at least 5000 Chevrolet SSs a year, designed and built right here in Australia but powered by a 6.2-litre V8 instead of the standard Holden 6.0-litre unit. It's the same engine that powers the current Corvette hero car, which is likely to be a big drawcard for Americans. In Australia, the 6.2-litre LS3 engine is reserved for Holden's high performance, HSV line of vehicles. Where previous efforts have faltered, Reuss, who once ran the Holden franchise in Australia, believes this time they've got it right, with an SS that is a premium product based on the top of the range Calais V and priced accordingly although that price is yet to be revealed. What's all this mean for Australia? Perhaps a stay of execution for the Commodore as we know it. Holden has confirmed the name will live on, but not necessarily on the back of a car designed and built in Australia. In 2015, it is planning to introduce a new Cruze based on a new platform. Two years later, a second new "global" platform will be added but it is not saying at this stage what vehicle that will support. In the meantime, Holden has expanded its body production facilities. Some punters are suggesting that it has the capacity to continue building a rear-drive car, perhaps even a range of performance-focused vehicles alongside the new ones much the same as Nissan has been doing for some time with some of its models of late. As long as there is a demand for the car, Holden will continue to build the Commodore, Reuss says. The extra demand generated by sales of the Chevrolet SS can only help. Reuss concedes the project is a bit of an experiment, but one about which they are passionate. Almost as soon as they started work on the VF Commodore, he says they started planning the Chevrolet. Resources from both GM and Holden were poured into the project, resulting in a better car all round -- in the case of Commodore the best yet if you believe the spin doctors. A prerequisite of the plan was that the car had to have the ability to compete on the race track as a stock car, in a field dominated these days by a swarm of front-wheel drive vehicles. Reuss says it is crucial to have a car racing in front of the public that is as close to stock as possible, that Americans can go out and actually buy. The success of one could well be the saviour of the other, particularly in Australia where Holden sold just 30,000 Commodores last year 40,000 if you count exports. "I'd love to tell you this is going to run until 2020 in Australia. I'd love say that but we haven't sold one car yet," Reuss said. Chevrolet on the other hand was America's best-selling performance brand last year, with Camaro and Corvette accounting for one in three sports cars sold in the United States. The man in the street is pretty excited about the cool new Chevy -- perhaps we should be too? (Check even the cleaner at our hotel owns a bloody Camaro).