HSV News

It's cheaper than petrol, so the running costs are lower, and it's cleaner, and the great thing about today's high-tech injection systems is that there is no loss of performance. The gas revolution began in 2003 when LPG system manufacturers were required to comply with the OBD, On Board Diagnostics, requirements laid down in our exhaust emission laws. To comply they had to be able to isolate the operation of individual cylinders, something that was impossible with the old venturi/mixer systems that had been in use since the 1970s. They also had to be able to isolate individual cylinders to be compatible with other systems on the cars, such as Traction Control and Electronic Stability Control. Without such control Ford hasn't been able to fit its dedicated LPG cars with electronic stability control. While the old systems could be made to work perfectly well on the older cars and are still being fitted today to older models by owners wanting to save a few bucks at the bowser, they weren't suitable for newer cars under the new laws. That was the main motivation for the move to the sequential-injection systems that are now being used. The main sequential injection system in use injects vapour into the engine in much the same way as sequential petrol-injection; the gas is injected through a dedicated LPG injector in the intake port near the intake valve. As a result the quantity of fuel injected is accurately controlled, and because it's done near the intake valve, the intake manifold isn't filled with an explosive mixture of air and LPG, which reduces the possibility of a backfire to almost nil. Holden uses a sequential vapour-injection system on its Commodore and Colorado models. When Ford eventually introduces its new dedicated LPG system it will be a sequential liquid-injection one, but test cars have been on the road for at least five years, which suggests there have been issues with its development. HSV also uses a sequential liquid-injection system, but in HSV's case it's a dual-fuel system rather than a dedicated gas system like the one Ford will use. The proponents of Liquid-injection claim it to be a more efficient system as the LPG is injected as a liquid the same way the petrol is injected, but those who favour vapour-injection say their system is more accurate and not subject to issues with cylinder bore wetting, or underhood vapour-lock problems or refuelling issues that they claim can affect liquid systems. Both systems deliver the same driveability as an engine running on petrol, and also the same performance.

The more racing we do the better for us and the fans. That's the biggest thing to come out of the new ownership arrangements in V8 Supercars announced this week. Teams may get some extra money out of the new ownership, but the flipside of the extra rounds is the expensive infrastructure teams will need to be able to get cars to every one of those rounds. The organisers need to have a good look at where we go with these extra rounds, especially the international rounds. Asia is the most logical because it's closer than the Mid East where we have been racing. It's also in the same time zone which is better for Aussie fans. Circuits such as Singapore and Malaysia are where we should be focusing. China was a debacle the first time we went there but I'd love to go back. It's a great track. Apart from New Zealand it was our first real push overseas and I think it was successful on some levels, but politics got involved so we've never been back. We will also introduce the car of the future in 2013 so it will be a big year for our sport. I know there is scepticism about our chances of getting other car manufacturers to compete, but once they understand the extra exposure from the bigger season, I think they will be convinced to join. Which companies they are I don't know and couldn't guess. This weekend we head to Winton which was my training track in the old days when I first got out of karts and into Formula Ford. It was my club and home track and since then I've done a lot of racing around Winton. It's a tight and narrow track and it's quite difficult to get the car set up right because of the different nature of the corners. I won both races in 2009 when they introduced the Dunlop soft tyre and I finished second in both races last year, so I'm comfortable racing there. However, I've never qualified on the front row and this year I'm hoping to change all that and grab pole. Qualifying has been one of my weak points and it would be nice to finally get it right. You need to start on at least one of the first two rows here because the narrow track makes passing difficult. It's a place where you can easily over-drive the car. You have to be patient, hit your marks and get the best out of the soft tyres which we will be using all weekend. We're expecting very cold temperatures and possibly rain on the Sunday so the soft tyres should last much longer than they did at Perth. I'm hoping to see Karl Reindler and Steve Owen back this weekend after their fireball start-line incident in Perth. I know Steve is fit and ready, but I'm not sure about Karl. He's had to have some skin grafts on his hands. It would be great for the fans to see him come back after such a horrible accident. The starting-line crash highlighted some big problems with our cars so Triple 8, being an engineering company, has gone to great lengths to fix it. Our chief engineer Ludo Lacroix has looked at everything that sits around the driver and tried to make it more fire retardant and easier to get out. He's also looked at the fuel tank. All the changes he's made to our cars for this weekend are also available to teams that have bought cars from us. The co-drivers for the endurance races, including my partner Mark Skaife, will get a run in the first practice session. It will be vital for Mark to keep his eye in, but don't expect to see him in the development series. There are rumours around that we are going to have a fourth car so Skaifey can get more experience. I can't say we haven't looked into it, but running a four-car team is probably beyond our abilities.

The more racing we do the better for us and the fans. That's the biggest thing to come out of the new ownership arrangements in V8 Supercars announced this week. Teams may get some extra money out of the new ownership, but the flipside of the extra rounds is the expensive infrastructure teams will need to be able to get cars to every one of those rounds. The organisers need to have a good look at where we go with these extra rounds, especially the international rounds. Asia is the most logical because it's closer than the Mid East where we have been racing. It's also in the same time zone which is better for Aussie fans. Circuits such as Singapore and Malaysia are where we should be focusing. China was a debacle the first time we went there but I'd love to go back. It's a great track. Apart from New Zealand it was our first real push overseas and I think it was successful on some levels, but politics got involved so we've never been back. We will also introduce the car of the future in 2013 so it will be a big year for our sport. I know there is scepticism about our chances of getting other car manufacturers to compete, but once they understand the extra exposure from the bigger season, I think they will be convinced to join. Which companies they are I don't know and couldn't guess. This weekend we head to Winton which was my training track in the old days when I first got out of karts and into Formula Ford. It was my club and home track and since then I've done a lot of racing around Winton. It's a tight and narrow track and it's quite difficult to get the car set up right because of the different nature of the corners. I won both races in 2009 when they introduced the Dunlop soft tyre and I finished second in both races last year, so I'm comfortable racing there. However, I've never qualified on the front row and this year I'm hoping to change all that and grab pole. Qualifying has been one of my weak points and it would be nice to finally get it right. You need to start on at least one of the first two rows here because the narrow track makes passing difficult. It's a place where you can easily over-drive the car. You have to be patient, hit your marks and get the best out of the soft tyres which we will be using all weekend. We're expecting very cold temperatures and possibly rain on the Sunday so the soft tyres should last much longer than they did at Perth. I'm hoping to see Karl Reindler and Steve Owen back this weekend after their fireball start-line incident in Perth. I know Steve is fit and ready, but I'm not sure about Karl. He's had to have some skin grafts on his hands. It would be great for the fans to see him come back after such a horrible accident. The starting-line crash highlighted some big problems with our cars so Triple 8, being an engineering company, has gone to great lengths to fix it. Our chief engineer Ludo Lacroix has looked at everything that sits around the driver and tried to make it more fire retardant and easier to get out. He's also looked at the fuel tank. All the changes he's made to our cars for this weekend are also available to teams that have bought cars from us. The co-drivers for the endurance races, including my partner Mark Skaife, will get a run in the first practice session. It will be vital for Mark to keep his eye in, but don't expect to see him in the development series. There are rumours around that we are going to have a fourth car so Skaifey can get more experience. I can't say we haven't looked into it, but running a four-car team is probably beyond our abilities.

I must say I was disappointed the officials decided on Saturday to ban burnouts as post-race celebrations. It's a tradition in all motorsport and it's part of what makes it a spectacle for the fans. The ludicrous situation is that the V8 drivers were banned, but the superbike riders who shared the event with us weren't, so we had BMW rider Glenn Allerton doing a burnout after his event win, but Jamie couldn't after he won the main event of the program. It comes back to the burnout display by Shane Van Gisbergen at the previous round. It's got nothing to do with setting a bad example. In fact, it shows the driver's skill level to be able to control the vehicle. Instead, it's got everything to do with getting back to the grid for post-race TV interviews. Maybe Shane's display was a bit over the top, but it was his first race win and it was on home soil, so I think it was an exceptional case. The other burning issue is the massive fire in the starting grid crash in the first race on Sunday. I haven't spoken with Steve Owen or Karl Reindler but I spoke with Steve's crew and they said he's ok and I hear Karl is too although he might need some time for his hands to heal. The burns to his hands are what's got me. His suit withstood the fire, but somehow his hands got burnt. I'm also concerned about the window net melting. While the marshals did a great job, I think we need a thorough investigation of the cars, the starting grid procedure, flag marshals, fire marshals and everything. It's a very rare situation. Usually the drivers can see a stalled car and avoid a straight-on hit at high speed, but Steve was totally unsighted until the last second when David Reynolds deviated. The last big starting grid shunt I can remember involved Mark Larkham and Paul Morris at Oran Park in the late 1990s. It might be rare, but it's worth a thorough investigation to prevent it happening gain. I was happy with the weekend results, even though we could have done better on tyre wear. We'll sit down and analyse it when we get back on Friday. The last time we were in Perth in 2009 I was able to conserve my tyres, even the soft tyres. This time they just melted. However, it's the first time we've been here with a Holden. The car set up seemed to be working really well, so I'm not sure if it's my style or the car set up that's to blame.

I must say I was disappointed the officials decided on Saturday to ban burnouts as post-race celebrations. It's a tradition in all motorsport and it's part of what makes it a spectacle for the fans. The ludicrous situation is that the V8 drivers were banned, but the superbike riders who shared the event with us weren't, so we had BMW rider Glenn Allerton doing a burnout after his event win, but Jamie couldn't after he won the main event of the program. It comes back to the burnout display by Shane Van Gisbergen at the previous round. It's got nothing to do with setting a bad example. In fact, it shows the driver's skill level to be able to control the vehicle. Instead, it's got everything to do with getting back to the grid for post-race TV interviews. Maybe Shane's display was a bit over the top, but it was his first race win and it was on home soil, so I think it was an exceptional case. The other burning issue is the massive fire in the starting grid crash in the first race on Sunday. I haven't spoken with Steve Owen or Karl Reindler but I spoke with Steve's crew and they said he's ok and I hear Karl is too although he might need some time for his hands to heal. The burns to his hands are what's got me. His suit withstood the fire, but somehow his hands got burnt. I'm also concerned about the window net melting. While the marshals did a great job, I think we need a thorough investigation of the cars, the starting grid procedure, flag marshals, fire marshals and everything. It's a very rare situation. Usually the drivers can see a stalled car and avoid a straight-on hit at high speed, but Steve was totally unsighted until the last second when David Reynolds deviated. The last big starting grid shunt I can remember involved Mark Larkham and Paul Morris at Oran Park in the late 1990s. It might be rare, but it's worth a thorough investigation to prevent it happening gain. I was happy with the weekend results, even though we could have done better on tyre wear. We'll sit down and analyse it when we get back on Friday. The last time we were in Perth in 2009 I was able to conserve my tyres, even the soft tyres. This time they just melted. However, it's the first time we've been here with a Holden. The car set up seemed to be working really well, so I'm not sure if it's my style or the car set up that's to blame.

That white ute, built on a 3-Series platform, is real. Yes, it's a concept but it's also a fully-functional car. It's also not the only BMW ute. Yes, Australian golfer Stuart Appleby has one - a 2000 E39 M5 beheaded and bedded in 2008 by Deniliquin-based custom shop Southern Rod - but BMW has done the deed before.It chopped a sad E30 M3 of 1986 to become a work car that could haul parts around the factory. It's now even sadder and sits in a corner of a BMW warehouse.BMW last week put its tongue in its cheek with the announcement the M3 ute would become the fourth body variant of the M3 family. "Under the strictest secrecy, the world's first high-performance pickup (really?) has been created at the BMW M GmbH development centre," BMW's April 1 release states."The sportiest example by far in this vehicle category (really? HSV anyone?), the BMW M3 Pickup will fire the imaginations of all motorists with a deep appreciation of top performance matched by a keen practical bent. "309kW/420hp under the bonnet and a rear-axle load capacity of up to 450 kilos take the hallmark BMW M relationship between race-oriented driving pleasure and everyday utility to an entirely new level."This unique vehicle has already completed extensive test and set-up drives on the Nurburgring's Nordschleife in advance of its global unveiling on April 1, 2011." It adds that the BMW M3 Pickup is "the first BMW M3 variant in the 25-year-plus history of this model range to come with a trailer tow hitch"."Notwithstanding these unquestionable stand-out qualities, the BMW M3 Pickup will not be heading for the golf course or series development, but will retain its status as an exclusive one-off," the press release says as reality sets in."It is earmarked for use as a workshop transport vehicle for BMW M GmbH. With this in mind, the BMW M3 Pickup - unlike a similar predecessor built back in the 1980s - has gone through the requisite procedures to earn its road certification, which makes it officially a truck - but one that puts a whole new spin on the meaning of the word."

The current lineup of hotrod Holdens is already locked in place and management chiefs at both HSV and GM Holden confirm it's "business as usual" at the Clayton-based operation in Melbourne.

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.

...  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.