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The Motor Report: Calais V 6.0 AFM Test

BBDOS CV8 — Thu, 19 Nov 2009 12:40:05 GMT

Just to balance the ledger, the other white meat:

The Motor Report
Tony O'Kane
November 9 2009

Quote:

WE’RE NO STRANGERS to Holden V8s. Whether it’s the 6.0 litre Gen 4 in the SS Commodore or the HSV-tuned LS3, we’ve driven – and adored – the GM small-block on many occasions.

But how can you make the package better? Extracting power is a no-brainer (just ask HSV), but is it possible to make the big, brawny bent-eight easier on the hip pocket and – dare we say it – more environmentally friendly?

Holden reckons it has the answer in the form of its Active Fuel Management (AFM) cylinder deactivation technology, which all auto-equipped Holden V8s now ship with. Whether it’s the SS, the Calais, Caprice or Statesman, buy a brand-new V8 with an automatic transmission, and it’ll have AFM.

The premise is simple: during cruising, cut the number of active cylinders from eight to four, and enjoy reduced fuel consumption. After all, a big torquey V8 doesn’t need all its reserves of grunt while just coasting along, right?

We’ll find out in just a minute.

For many though, the mantra “there is nothing quite like a V8″ rings loud and clear. There is just something about the way a big V8 serves up large dollops of lazy torque from tick-over, that continues to appeal.

If this is you then the Calais V AFM will not dissapoint. It’s loaded with luxury and continues to offer all of the positive attributes of a big V8, along with improved fuel consumption on the open road.

The Motor Report Calais V 6.0 Test/

Things looking up: Holden Back To Two Shifts at Port Melbourne Engine Plant

BBDOS CV8 — Mon, 16 Nov 2009 04:29:33 GMT

Mark Cadle
BBDOS CV8
GMI Australia Correspondent
November 16 2009

As a sign of the improved times in the Australian economy, Holden is reintroducing the second shift at the Global HFV6 plant, the source of 2.8, 3.0. 3.2 and 3.6 litre variants of the MPI and SIDI HFV6, including the 2.8 Turbo used in Saab Aeros, Opel Insignia and Cadillac SRX. Several of these variants are unique to the Fishermans Bend plant.

Increased demand due to the introduction of the MY2010 SIDI Commodore and also for engine assemblies from overseas customers has caused the shift to be re-instated.

Scott Whiffin, GM Holden's Director of Corporate Communications released the following information:

Quote:

The engine plant moved to a single shift in June following a fall in volume; resulting from the Global Financial Crisis. Since that time the plant has been running at a daily rate of 240 to 320 engines a day, depending on demand.

The daily rate will rise to 440 engines a day until the end of the year and remain at 400 engines per day through January and February. “The past year has been an incredibly challenging time for Holden’s manufacturing workforce as they manage their lives around changes in our production schedule,” Martin Cray, Global HFV6 Production Manager, said.

The reintroduction of a second shift is being achieved within the existing workforce. "We managed to retain a skilled workforce through difficult times because we were confident things would turnaround. We are now able to lift production from within our existing team"

Holden Vehicle Operations at Elizabeth in South Australia, which will continue to operate on a single shift, is manufacturing 340 cars a day. The rate was increased earlier this month from the previous build rate of 310 cars a day.

This increased volume is intended to address anticipated demand for vehicles ahead of the 31 December deadline for the Government’s 50% investment allowance. It will also ensure cars are available to dealers across the Christmas shutdown period and into the New Year..

Drive: Calais V SIDI 3.6 Test

BBDOS CV8 — Mon, 16 Nov 2009 00:37:38 GMT

Quote:

The range-topping Commodore should give Euro-rivals a fright.
Bruce Newton, The Sydney Morning Herald, October 10, 2009

Holden Calais V-Series
Holden's Calais V is the most prestigious model in the Commodore range but until now it's really only been the V8 that's presented the response and atmospherics suited to the image.

However, a new fuel-injected V6 and a new model-year designation have the potential to change that.

What do you get?

The SIDI (spark ignition direct injection) 3.6-litre Alloytec V6 engine and its new six-speed auto combine to cut the Calais V's claimed fuel use by 11 per cent, down from 11.4 litres per 100 kilometres to 10.1L/100km. CO2 emissions drop from 270g/km to 241g/km.

Apart from the drivetrain, there are no equipment changes of note. The only way to pick the 2010 model is by its Ecoline and SIDI badges. Maybe that's why pricing stays at $56,790.

Equipment runs to leather trim, six-CD audio, powered front seats, dual-zone climate control, an overhead DVD player for the rear seats and alloys.

Some equipment was culled in recent times. Audi-style flip-out front door bins are gone, the passenger seat is now four rather than eight-way power-adjusted and sealant and an air compressor replace the space-saver spare. A full-sized spare tyre is a no-cost option.

How safe?

Fitting a seat-belt reminder to all VE models has given the entire range the top five-star ANCAP crash rating. It adds to a safety equipment list that includes six airbags, stability control and anti-lock brakes.

The Calais V also comes with front and rear parking sensors; important for a big, long car with mediocre visibility.

What's Inside

Holden is convinced Aussies still want what the Calais V offers � the space of a large car.

In the rear, passengers get beautifully shaped deep seats and sprawling room. However, the middle-rear passenger contends with a hard, raised pew.

Up front, both driver and front passenger are seated in massive buckets.

However, the instrumentation still isn't that easy to read. The centre stack controls reflect a dated 1990s design, the media screen sits too low, the centre console-integrated parking brake looks ugly and the cruise control stalk is awkward.

Ambience is good, though, and the old-fashioned centre stack has large and legible buttons and controls.

The Calais V does not have a large boot but it is efficiently shaped. With only a ski-port it lacks flexibility, although Holden would tell you to consider the Sportwagon.

Under the Bonnet

Apart from using less fuel, injecting fuel directly into the combustion chamber helps performance. Peak power climbs from 195kW to 210kW, while torque tops out at 350Nm compared with 340Nm previously.

It is better than the previous engine, pulling strongly through all parts of its wide power range. The new dual exhaust makes it sound better, too.

But is it more fuel-efficient? Our week of varied running (on the cheapest fuel) returned an average of 11.0L/100km, which is reasonable for a big car.

The new six-speed is an improvement, although it tends to be a little too eager to shorten gears on hill climbs and thunks more when in sports mode.

On the road

Some minor rear suspension adjustments and new Yokohama tyres improve an already high-quality dynamic package. The Calais V continues to ride and handle with aplomb for such a big and heavy car. Dampening refinements have further quelled engine and road noise.

The size of the car is intimidating when trying to park in tight spaces. A deep seating position and high sills exacerbate this.

Verdict

Holden hopes the various improvements to the V6 will slow the leak of sales out of the large-car segment. In the case of the Calais V V6, it makes an enticing alternative to equivalently priced European prestige models with lesser equipment and smaller engines. It also makes a cheaper and very acceptable alternative to the Calais V V8

Drive New Car Test: Holden SIDI 3.6 Calais V

Ford Mondeo Campaign takes aim at Holden Omega Sportwagon

mikmak — Fri, 13 Nov 2009 07:02:36 GMT

Ford Mondeo takes aim at Holden Omega Sportwagon
Fords latest marketing campaign aims squarely at Holden Sportwagon customers, with larger cargo space and included gadgets.
www.gminsidenews.com
November 13, 2009
Michael McWilliams

Following on from their recent TV advertising campaign flaunting the Ford Focus TDCi's greater range than the Toyota Corolla, Ford Australia has made another bold move, this time taking aim at the Holden Omega Sportwagon.

Quote:

Originally Posted by Ford Australia

When Ford designed the new Mondeo Wagon, cargo capacity and payload were a priority, while still maintaining the Mondeo's elegant design. The Mondeo Wagon certainly delivers on that promise offering 8% more cargo capacity than the Holden Omega Sportswagon*. The new Mondeo LX Wagon also delivers on your requirements for a superior payload, with the capacity to take up to 49% more weight than the Holden Omega Sportswagon.
The new Mondeo Wagon makes packing easier with:
• A flat floor with no protrusions
• 60/40 rear flip fold rear seats

The SAE rated cargo volume is a rather impressive 2163 litres for the Mondeo vs. 2000L for the Sportwagon. Whilst Ford curiously boasts easier packing with a flat floor with no protrusions (which the Omega has) and 60/40 split fold rear seat (which Omega also has), there are some technology benefits which Mondeo has in its armoury, in addition to it's surprising advantage in payload (715kgs vs 480kgs). Omega counters with a towing advantage of 2100 kgs, vs. the Mondeo's 1200kgs.

Ford has rightly focused on features as the primary advantage of the Mondeo with Voice Activated Audio, Climate and Bluetooth functions, leather wheel and gear knob, drivers knee airbag and 8 speaker stereo.

Interior space is a virtual match with both offering impressive head room front and rear. The only clear advantage aside from cargo space in the Mondeo, goes to the Omega Sportwagon with around 50mm [2"] more shoulder room and rear leg room.

Even the turning circle comes down to millimetres!

Omega's strongest advantage is obviously the new 3.0 SIDI engine, providing power, torque and performance benefits, while line balling the Ford's combined fuel economy despite a 200kg weight penalty. The technology of the SIDI engine really shines through in urban economy, with a 1.0/100km benefit in addition to a significantly better air pollution rating reflected in a high Green Star count.

One thing is for sure, though Holden can rely on the Commodore's reputation for Aussie toughness to aid market share, the Mondeo has distinct advantage in interior design stakes and tangible technology features which are going to be much easier for a salesman to demonstrate to private customers.

The cargo capacity will probably be of most interest to fleet buyers who may have been turned off by the Sportwagons most recent genesis, but they will no doubt also make note of the difference in urban fuel consumption. That gap is sure to widen when the 2.3 powered Mondeo is carrying any significant type of load, though the pendulum swings the other way on the highway.

Whether or not Holden makes a response through marketing is not as important as their product response. Though the International Edition will hold the fort for a month or two, with a full leather appointed interior and 18 " wheels, the aesthetic overhaul of both the interior and exterior can't come soon enough. This will be a very interesting battle: flashing lights, bells and whistles, vs. traditional Aussie grunt.

Holden Protests 'Extreme' Fuel Test, Says Drive

JoeT — Mon, 09 Nov 2009 16:45:46 GMT

Holden Protests 'Extreme' Fuel Test

Toby Hagon
7 November 2009
www.drive.com.au

Holden now trains dealers how to cope with difficult questions as a result of Drive's fuel tests.

Holden has "trained" its dealers how to cope with difficult questions on the shock result of Drive's exclusive fuel test that showed the much-hyped new 3.0-litre Commodore is thirstier than its Falcon rival.

The company has sent a dealer bulletin with notes on how to answer questions surrounding the results of the most comprehensive independent fuel test between the two large-car rivals, which involved driving for 1000 kilometres around Bathurst's Mount Panorama race track at or below the 60km/h speed limit to simulate city driving.

It showed the Commodore was 10 per cent thirstier than its Ford rival, despite its windscreen fuel label claiming it is 8 per cent more frugal.

Click here to continue article

Holden Presents 'Revolutions In Sport' - Vote To Win A New SV6 Ute!

JoeT — Sat, 07 Nov 2009 04:36:24 GMT

What is the greatest revolution in sporting history? Have your say and win!

Holden's Revolutions In Sport Website

November Holden & HSV eMag's: Police Caprice, G8 Specials, Green Challenge & More!

JoeT — Fri, 06 Nov 2009 07:11:05 GMT

November Holden Lion eMagazine

November HSV Newsletter

Australian & New Zealand October 2009 Sales Results: Toyota Powers On

JoeT — Thu, 05 Nov 2009 15:51:37 GMT

Australian October 2009 Sales Results

Federal Chamber of Automotive Industries
5 November 2009
www.fcai.com.au

The October new car market provides evidence of a broadening economic recovery with sales up on a year ago for the first time in 16 months.

Official VFACTS data released by the Federal Chamber of Automotive Industries (FCAI) shows that 80,813 passenger cars, SUVs and commercial vehicles were sold in October 2009 � an increase of 2.2 per cent compared to the same month last year.

�This was a good solid monthly result with the welcome return of private, business and rental buyers in larger numbers,� FCAI Chief Executive Andrew McKellar said.

�This is the first month since June 2008 that sales have increased when compared to the year before,� he said.

�The industry is looking to round out the year on a positive note and we expect a further surge in sales as businesses move to take advantage of the successful tax break prior to the end of the year,� Mr McKellar said.

�While the latest figures are encouraging we would urge the Reserve Bank to proceed with caution in contemplating further interest rate rises until the foundations of a full recovery are clearly established,� He said.

The SUV segment led the market in October recording a 9.5 per cent increase, followed by light commercials (up 3.4 per cent) and passenger cars (up 1.3 per cent). Heavy commercial vehicles recorded a decline of 24.9 per cent.

Year-to-date 762,787 new vehicles have been sold, down 11.7 per cent compared to the same period last year.

Toyota remains in the top sales position for October with 17,888 vehicle sales, ahead of Holden with 10,737 and Ford with 8,240.

Top Australian Brands October 2009

Brand - Sales
1. Toyota - 17888
2. Holden - 10737
3. Ford - 8240
4. Hyundai - 6281
5. Mazda - 5637
6. Mitsubishi - 4775
7. Nissan - 4484
8. Subaru - 3302
9. Honda - 2984
10. Volkswagen - 2626

Top Australian Vehicles October 2009

Vehicle - Sales
1. Toyota Corolla - 3724
2. Toyota Hilux - 3707
3. Holden Commodore - 3455
4. Ford Falcon - 2841
5. Mazda 3 - 2211
6. Hyundai Getz - 2198
7. Holden Cruze - 2183
8. Mitsubishi Lancer - 2066
9. Hyundai i30 - 2041
10. Toyota Camry - 1817

New Zealand October 2009 Sales Results

Motor Industry Association New Zealand
5 November 2009
www.mia.org.nz

Motor Industry Association CEO Perry Kerr says that the motor industry isn�t out of the woods yet, with October�s new passenger vehicle sales only up fractionally on September�s results.

� While we are satisfied that the new car market appears to be holding showing a minimal increase in passenger car sales from September to October, we are still cautious about prospects for the remained of the year and are taking a taking a slow but steady approach � says Kerr.

October sales figures for new passenger cars showed that 5,680 were registered, the highest month recorded thus far in 2009. October�s passenger sales were up fractionally by 1.6% on September, though were still down 24.1% on the same month a year ago. Commercial vehicle sales took a drop in October, with 1,218 registrations, down 16.2% on September.

�The October sales results were to be expected and still remain within the industry�s projections. The end of 2008 saw the start of a drop in sales, we anticipate year end numbers to be inline with those results.�

Toyota continues as market leader with Holden and Ford rounding out the top three marques in the new passenger vehicle sector. Toyota also topped the commercial vehicle sales followed by Ford and Nissan. Year to date, Toyota still leads with overall total market share of 21.35%, followed by Ford with 12.38% and Holden with 9.43%.

October saw the Toyota Corolla as the top selling passenger model, followed by the Holden Commodore and in third place the Ford Falcon. Year to date figures show the Toyota Corolla still continues as the country�s best-selling model with sales of 4,145 units sold, ahead of the Holden Commodore with 2,539 units and the Suzuki Swift with 1,969 units. ENDS.

Top New Zealand Brands October 2009

Brand - Sales
1. Toyota - 2106
2. Ford - 856
3. Holden - 744 1
4. Mazda - 466
5. Hyundai - 407
6. Nissan - 358
7= Mitsubishi - 273
7= Suzuki - 273
9. Kia - 213
10. Honda - 164

Top New Zealand Vehicles October 2009

Vehicle - Sales

Will be added when available

Australian & New Zealand September 2009 Sales Results

GMI Review: Holden Berlina Sportwagon 3.0 SIDI (Part 2)

mikmak — Thu, 05 Nov 2009 11:30:26 GMT

Family Bias: Holden Berlina Sportwagon 3.0 SIDI Review (Part 2)
You can't have fun all the time. (See Part 1) So let's put our responsible hats on and put the Berlina Sportwagon under the pump, to see if the Ecoline badge provides hope or hype.

www.gminsidenews.com
November 5, 2009
By: Michael McWilliams

LINK <----back to Part1

Before.....

Getting the Word Out

One of the biggest challenges a company faces, is trying to get the broader public to understand the relevance of a new product. That problem is compounded when the advancement is primarily technical, and the 6L50 six speed auto mated to the 3.0 SIDI (Spark Ignition Direct Injection) driveline certainly qualifies. (For a technical wrap up, read GMI's detailed SIDI Reveal and Drive Coverage from our Oz technical guru, Mark Cadle).At first there were attempts at promoting the Omega sedan's combined ADR (Australian Design Rule) rating of 9.3L/100km [25.3USMPG], but it wasn't long before advertisements started quoting more relevant values of 900km and Sydney to Melbourne on one tank. Even this couldn't convince some people. Here's a sample of folks I talked to during my tenure as Belinda's chaperon, to give you an idea of the uphill battle facing marketing departments. There were...mixed results.

Quote:

Originally Posted by Mr. 30-something IT guy

They just increased the size of the fuel tank.

Actually the fuel tank has remained at 73 litres since the VE arrived on the market.

Quote:

Originally Posted by Local Constabulary

Is that the new Hybrid Electric Commodore? I was telling my partner about it last night.

Hmmm. You can almost chalk that up as a win. Considering the short time on the market, I was lucky to run into a young (late 20's/early 30's) banking consultant who travels extensively. Her Omega Sportwagon (company car) with the 3.0 SIDI was barely 4 weeks old.

Quote:

Originally Posted by Mz. (rather attractive) Bank Consultant

I love it. It is just so smooth and has plenty of pick up. I don't know much about the sport shift thing but my husband loves it! He gets in it and RRRoooommm (continues to make car noises and does the steering wheel and shifter action much like this :drive:). So far I'm nearly up to the 3000km service [inspection] and I'm on my third tank.

The Straight and the Narrow

There have plenty of opinions flying around about the applicability of ADR fuel economy ratings and I tend to agree. Even though you can usually beat the lab based results with just a little bit of effort, gravity and it's effects on my size 12 [13US] right hoof, usually leave economy claims firmly in the rear view mirror.

So, in the name of science, I took what I learned from my first afternoon playing around with Belinda in the Brisbane suburbs, and applied that during a few highway runs to see what I could get. The first major run was from the Sunshine Coast, one hour and a quarter north of Brisbane, to the Gold Coast which is roughly the same distance again. So armed with the appropriate quantities of caffeine, 91RON Unleaded, 6 disks of very loud music and a keen eye on the "Instant" fuel economy display, I gingerly edged out of the local service station. It took at least ten minutes before mashing the throttle as I joined the Bruce highway. I was greeted by a white 1995 VR Commodore wagon, loaded with apprentices and paint tins (and now, a few grins), their eyes widening slightly as Belinda swept past, her tacho seeking out 5500. I guess I'll just take it as it comes.

This route is unlike those you would experience when approaching Sydney, as it is mostly flat and varies from 2-4 lanes in each direction, but it does represent a similar profile to journeys under taken every day as people commute to Melbourne and Brisbane. Most of the run was regulated by cruise control, which is operated by a carry over stalk, but has a much more mellow response than it's predecessor. Whether or not this is due to transmission programming or ECU fettles, I couldn't tell you, but, as I found out on earlier trips through the fringes of the Glasshouse Mountains, no longer does it panic, kicking down gears and revving itself silly (as the VZ does) when climbing hills. Instead, it is a more composed affair with a much gentler throttle profile.

The journey also took in a treacherous stretch of 80kph[50mph] roadworks, where 2 lanes travel in the same direction. Now I don't use the term "treacherous", lightly. I've done my fair share of commuting in all three of Australia's largest cities (Brisbane, Melbourne and Sydney). I've dodged wayward taxi's, pedestrians and bicycle couriers (mostly), but this road is one of those environments that instinctively makes you bring your shoulders in as the margin of error shrinks with the ever narrowing concrete barriers on each side (presumably to contain carnage). I seemed to be in the lower 10% of traffic whom wanted to adhere to the speed limit. The remaining 90% were happy self-regulating themselves to the states regional highway limit of 100[62mph]. Keep in mind that this stretch of road is a major corridor, and, a large portion of that aforementioned majority, comprises of prime movers and loaded 5-ton flatbeds, seemingly all responding to a rumour on the Radio, that the Yatala pie shop is down to their last Steak, Cheese and Bacon. Keep your eyes up, stick to your lane and just accept that maybe you'll make it. Maybe you wont.

The remainder of the trip south was uneventful (except for one courier attempting to give Belinda a free rhinoplasty, as he "honed" a corner a little too close) and I was suitably impressed when switching the trip computer from "Instant L/100km" to average consumption. Over the 195 km [121miles] trip, Belinda had slurped a measly 7.4l/100km. That's 31.8 US MPG or 38 MPG in the old money. After a meeting with a customer in Mudgeeraba, I headed back north in heavy rain, only stopping for a pie, more crap from Ikea and some happy snaps. Overall, the whole trip took four and three quarter hours, and, with an average speed of 85kph [53mph] consumed 7.8L/100km [30USMPG]. There were no magic tricks, I just stuck to the limit (mostly) and let the Sportwagon do the rest.

I was also overtaken 278 times whilst sitting on the limit. That's roughly 1 per minute, but in death valley it was more like one every 30 seconds!

When I actually applied what I knew, such as manually selecting gears leading up to hills allowing it to labour a little longer, and taking off from lights like a normal human being, I even managed to eek out a little bit extra. On the final trip taking Belinda to her home, we squeezed consumption down to 7.2l/100kms or 32.7USMPG, though obviously that is hardly representative of normal, "real world" conditions. Who really pays attention to driving for economy? Everyone, if you listen to the media. I find it hard to believe that many people actually practice what they say at dinner parties or on the local AM talk back. Nonetheless, it is there for the taking, or a penalty of a 600mls per 100kms (or roughly 80 cents), for regular law abiding folk. "Eager beavers" are more likely to achieve 8.1 [29USMPG] if you stay within earshot of the speed limit.

.....After

Who's Coming to Dinner?

The Australian automotive landscape has gone through a fundamental change since the introduction of SUV's (no really, thank you very much) and everyone seems to be obsessed with being prepared for every eventuality, which includes, but is not limited to; scaling mountains, crossing rivers, going skiing and leaping over sand dunes. As a result, traditional products have fallen out of popular favour, being replaced by Swiss army knives that fall over when they go around corners.

There is a very broad range of competition trying to eat the Sportwagon's lunch, but few come close to the green promises laid down by the 3.0 SIDI power train. Even the 4 cylinder Mondeo, which has a lower combined fuel consumption rating, actually has higher city consumption. Then, when taking into account the Pollution Rating, the 3.0 takes real advantage and delivers on the Green Credentials that it has been trumpeting from the walls. The Sportwagon actually consumes less fuel and has lower emissions than the Mondeo wagon around the city.

Pretender or Defender?

My priorities are still shaped by that long departed Orange behemoth, with practical space, enough grunt to get out of its own way and the constitution to tow home an SUV who's Electronic Stability Program gets tangled up whenever its over-sized rims come in contact with actual dirt. The market has moved on from those days and the Commodore wagon has had to evolve accordingly.

The SIDI engine provides economy for those that care about it and it still has performance that I could really enjoy. It is now just put up on a shelf where the grown ups can reach it. The bottom end is less energetic, but improved economy doesn't just appear like a RADAR gun toting constable (from out of nowhere). Concessions have to be made and Belinda is a convincing equilibrium between a smile on your face and the furrowed brow of the carbon conscious public opinion polls. The Berlina Sportwagon now has a certified, clear advantage in the Eco stakes, so eco warriors who instead decide to pick a smaller automatic 4 cyl SUV, such as the Honda CRV, Nissan X-trail or even the 2WD Hyundai Tucson (which is significantly smaller) in the name of mother earth, are actually creating more pollution.

Let's not forget that if one of your priorities is performance, you can get a 3.6 SIDI powered SV6 (also with a six speed automatic) for Berlina money. But that's a tale for another day (seriously, I'm trying to make it sooner rather than later).

So does the rather modest loss of torque, load space and visibility endanger it's appeal to traditional Aussie wagon lovers? I doubt that many people would actually be anywhere near as anal as I have been. The fuel economy is really there to impress the fleets and to tackle the Commodore's wider reputation as an aging dinosaur. To that end, Holden have kicked a goal even if some people think it's a Hybrid. A regular Joe will check the tow rating (2100kg [4630lbs]), take it for a spin (potentially let out a laugh or 2) and then spend the rest of the afternoon crossing his fingers hoping his wife will love that sexy rear end....at least that's what I did (and she did).

It is fun to drive (despite its more conservative suspension tune), roomy enough to sleep in (though Mrs. Mak may find it a little too cosy...ahem) and still a practical choice for a pragmatist like me. Don't take my word for it. I'm [still] biased. If you have the opportunity, take one for a drive. If you don't have the opportunity, start whinging to your Buick dealer why you can't have a new Roadmaster.

More pics in the Photo Gallery!!

GMI Review: Holden Berlina Sportwagon 3.0 SIDI (Part 1)

mikmak — Tue, 03 Nov 2009 12:11:43 GMT

Family Bias: Holden Berlina Sportwagon 3.0 SIDI Review

GMI Takes the new 3.0 Direct Injection Berlina Sportwagon on the road to see if it can deliver on the Ecoline green image without losing its traditional Aussie flavour.
www.gminsidenews.com
November 3, 2009
By: Michael McWilliams

Bias. I've got plenty (especially when it comes to wagons). My first memory of watching the road whizz by through the floor of Pa's rusted out HR, comes from the era of milkmen and kerosene heaters, but, it was the HR's successor that really stuck with me. Myself and my two brothers spent many an hour in the back of our family's Renault 12 sedan, heading to the clan's camping spot in Mallacoota, on the eastern tip of Victoria. Between my parents thinly veiled misdirection that it (Mallacoota) was "just over the next hill" and the nervous wait for my older brother's inevitable submission to motion sickness, it is little wonder that I coveted the wide expanses of room in my Pa's HQ Holden Station Wagon. Towing a little fishing boat resplendent in matching burnt orange, for me, the Kingswood became a mythical beast holding unattainable regard (as well as an endless supply of tent pegs, poles, ropes and fishing rods). Everything after is trying to catch up. I've had two wagons of my own and have also told white lies to my kids about just how far away our destination is (and paid the price). Interstate road trips, camping, bush tracks, picking up a new born from hospital as well as the mundane (but mostly necessary) day-to-day errands. My wagons and I have done it all. Who better then, to assess if Holden can still deliver on one of the most enduring members of Australia's automotive family?

A New Approach for an Old Favourite

The Sportwagon is the newest body style for the VE Commodore range, following on from the sedan and ute (as well as the WM Statesman and Caprice Cousins). For a long time there were many (let's say millions) of wagon fans wondering if the VZ wagon would ever be superceded, as the Captiva seemed to plug the family truckster slot on Holden yards. Thankfully though, someone saw the light and the result is a rather sexy looking beast. Like the sedan, flared arches give the front end a solid presence and broad shoulders. The rear end has come in for some serious cosmetic action too, and, it seems that luggage capacity has been the first casualty. Nonetheless it is well proportioned with just enough detail to look classy without crossing the gaudy line. Coming up to just over 3 years on the market, the overall design has aged well and maintains a distinctly Australian format, free from the awkwardness of modern Japanese designs (see Subaru Liberty and its seemingly related Toyota Prius and new Prado) or the "groundbreaking" proportions of some euro offerings (hello Renault).

Getting to know you

Fortunately for everyone, one aspect of Aussie family motoring has significantly improved in the last few decades. Of course, you can't expect the HQ to match modern levels of road holding or performance (even though I have distinct memories of the dash vents in my own Kingswood, spinning around like mini cyclones when it reached some long forgotten speed). The Sportwagon is obviously on another planet in this respect, despite being powered by the smallest engine in a Commodore since 1988. The 3.0 SIDI V6 has worn some pretty broad apprehension on GMI, already being offered in North America in the Cadillac SRX, Chevrolet equinox and Buick LaCrosse/Allure, providing little if any benefit in the fuel economy stakes.

I picked up the Sportwagon on the south side of Brisbane and thought it best that I got acquainted going north through the CBD, rather than the roadworks infested death trap otherwise known as the Gateway motorway. It didn't take long to realise that the 3.0 SIDI V6 and 6L50 six speed auto are a different beast to the previous MPI 3.6 and 4 speed combination. Initially there is some pop off the line, but it is quickly identified as sensitive throttle response. The early absence of torque, 290nm[214lb-ft] @ 2900 (down from 330nm[243lb-ft] @ 2600) becomes evident when a pimply piloted, high revving Nissan Pulsar starts taking the lead from the lights, though I clearly wasn't trying as hard as his trumpet exhaust was indicating. Now I'm not so fragile that I had to prove a point...... the Direct injection V6 has addressed a lot of issues that plagued the MPI 3.6, the most evident of which is a serious reduction in NVH (especially the V and H). Aside from smooth and well timed shifting of the auto, the SIDI has a real willingness to hold on when provoked, seeking out its 190kw[258hp] of max power @ 6700RPM (up from 175kw[238hp] @ 6500). The potential for disappointment faded as revs rose and the correct balance of the universe restored post haste...

There are the lingering similarities, like meeting up with an old school friend that used to play second row [tight end] in High School, but now plays in the centres [running back]. It was clear that in order to get the most out of the new power train, I was going to have to rethink my approach.

I spent the next hour in and around inner western Brisbane, having a chat with Belinda (as the Berlina shall now be known). After while it was clear that she responded well to easy throttle off the line and careful modulation of the right pedal. The 6L50 is much more intuitive than the old four cog and you can change gears with your ankle rather than resorting to the sport shift (more on that later). All this experimentation ended up costing 12.9L/100km [18.23USMPG] with an average speed of 34kph. The subsequent trip home (75kms of 100-110kph highway) honed that down to 8.1L/100km [29.0USMPG]. Belinda was greeted in my garage by Master Mak's (3.5 y.o.) repetitive accolades of coolness. Everything from the fast glass in the rear to standing room with the tailgate up, sparked excitement. Ms. Mak (5 y.o.) was much more diplomatic: "That's pretty dad. All cars are my favourite."

Over Hill and Dale

Those of you whom have read the Exploring Area roads thread will know my favoured hinterland circuit. Climbing 350m (1200ft) in 9.6km (6miles), it has a relevant mix of broken surfaces, varying camber corners (with foot deep rough edged gutters to eat your alloys) and blind crests obscured by broken shadows from above. Throw in the locals that regularly cut corners, and Belinda would be forgiven for thinking she were in Bathurst if not for the 27degC Queensland Sunshine.

Swapping cruise control for Active Select requires a push to the right, accessing "Sport" programming and auto throttle blipping on down changes to help maintain balance during enthusiastic modes of attack. Although the wagon weighs a little more than the sedan (1646kg[3629lbs] vs. 1732kg[3818]), its length and wheelbase, unlike predecessors, are virtual parity. The result is impressive balance and reliable consistency.

Despite wearing only 225/55R17 Bridgestone Turanza's, the Sportwagon lived up to its prefix beyond my expectation. With windows down (Standard Operating Procedure for mountain passes) the low frequency roars from each corner coincided with the IM like feedback through the well weighted steering and non-puckering calibrated seat of my pants.

The shift from the Active Select is set up exactly how I like it: forwards for (-) backwards for (+). You can argue about preference all you want, but when heading for a cutting you instinctively push away (as you do on a brake or a nervous passenger does on the dash). The gearbox and engine operate in perfect obedience, quickly removing any apprehension about complicity (as is the order of the day should you ever punt a Toyota Aurion in anger: lies and insubordination!), as the nose dives slightly under brakes, then shoots for the panorama up a tight right-hander. Each shift as smooth (and timely) as the last, any hint of unwanted vibration is virtually absent and a healthy spread of ratios means selecting the right one is multiple choice.

At these speeds (it is a posted 80kph [50mph] zone though common sense keeps you between 50 and 70) there is some body roll but the damping is set up so well that it never becomes nervous, maintaining composure during mid corner bumps and constancy during quick direction changes. Taking my country pack suspended VZ wagon up here is a battle. The smaller choice of ratios and bulbous rear end demand real attention and constant correction. And it usually has to be followed up with a cold ...ginger ale and recovery session.

Belinda on the other hand, has an absolute joy to punt around. The immediacy of the sport shift allows you to float along in a higher ratio if you are just maintaining speed, and then swiftly call on the more meaty mid range when you need to and the yodeling top end when you want it. When I got to the top of the range, there was no need for recovery and a ginger ale. Instead, I sat in the Poets Cafe with a strong flat white, Lemon Meringue Pie and a satisfied grin on my face.

I even repeated the feat later on in the afternoon with family on board, and in one poignant testament to Holden's mastery of suspension tune, Master Mak actually fell asleep in the back seat.

Land of the Giants

The Sportwagon range has plenty of variety, from the Omega (base), Berlina (formerly known as Grandpa Spec), SV6 (sport) and Calais/Calais V (Luxury). Each with their own selection of colours (11) and external trimmings, this particular unit is Evoke metallic and comes with optional metro leather interior. Despite being on the market in the sedan since 2006, the interior apparently remains unchanged (though in the Omega, they have swapped green lighting for blue), but for me it is still attractive and functional. My priority is accommodation and the Berlina certainly hits the mark. The seats feel overly broad at first, but once adjusted into a suitable position, via partially electric seats, proved comfortable on long hauls and supportive during medium paced carving of the local hinterland range. Both the driver and passenger receive lumbar adjustment. The combination of tilt/reach wheel, and the enormous range of fore aft adjustment for the seat provide far more space than I could ever need. I am yet to find any other car that provides enough comfort for my 198cm (six foot six) frame.

The space continues in the rear bench seat which leans back slightly but once again has room for my over-sized lower appendages, even with the pilots pew adjusted to my driving position. Width, legroom and headroom are all generous, with the only reservation coming from my junior burger (3.5 year old) not quite seeing over the high door sills, when in his booster seat. Likewise, he couldn't reach the twin cup holder that pops out of the seat base, though for adults it is positioned better than those normally found in the fold down centre arm rest (which defeats the purpose of it being an armrest).

The leather trim in this example is everywhere it's needed (seat surfaces, door trims, wheel and shifter) and gives a clear lift above the base Omega model and standard cloth trimmed Berlina. Colours are a little monotone with a mix of greys and black with varying surfaces, broken only by the silver strip along the dash and silver plastic centre console. This is essentially the same interior that has been around since the release of the sedan, though the Berlina did used to sport a fake wood strip in place of the current silver. It is a pretty safe approach where ease of function is the main feature. Compared to the Cruze GMI drove last month it is a less contemporary flavour, suffering most from the monochrome green central display. The main instruments get an unexpected lift from white needles on green dials and the Bluetooth, Audio and trip computer buttons on the tiller are also lit. There is an additional handy feature for night driving, where pressing both dimmer switches together turns off all displays except the speedo and central trip computer screen.

Operation of the dual zone climate control and six disk CD stacker are simple as are navigation of audio functions (preset and custom equaliser etc.) and even turning off the additional Aux power socket situated in the netted pocket of the luggage area. Other storage areas are pretty standard fare for this class. Each door skin has its own large water bottle holder in the door bin, over head sunglass holder pops down from the interior lighting unit just aft of the rear view mirror and the centre console has a suitably CD case sized bin. The glove box is enormous, but is made of the same hard plastics found on the door handle surrounds and sides of the centre console. There was also some marks in the silver finish of pop up tray, just forward of the Stability Control button.

The rear cargo area has definitely lost some depth and the angled tailgate also removes some height from the volume equation, but I'm not sure how critical that last corner really is. Unless you're moving baby palm trees or Great Danes, it may not factor into your consideration(fellow GMIer, cedarman24 has a SV6 sportwagon so could probably tell us how his Australian Bulldogs fit). I am yet to fill my VZ much beyond the window line, but I would have appreciated the easier access you get from Belinda's deeper tailgate a few years ago, when half way between Brisbane and Sydney, I was trying to dig out the nappies I unfortunately packed in the wrong order.

There are a few little niceties hidden about the rear, including the previously mentioned aux power and netted bin. You also get a couple of (retractable) shopping bag hooks, net and cargo tie down points and lights that are on the side of the d-pillar rather than on the ceiling (which makes the overhead light redundant when you are leaning in the back. practical thinking!). The rear cargo cover is a mixed blessing. With it fully extended, you can flick the back end of it and it follows the d pillar up about 15 degrees to provide better access. Not only will this create some extra wear (particularly because it travels across 2 different pieces of trim) but you also have to remember to put it back down before you get back in the car. A couple of times I left it up from the night before and didn't realise until after I was ready to reverse out of the garage. Perhaps a reminder light would be handy to make sure that people who don't need to reverse out of their driveway, are warned about (more) limited rear vision before they get out in traffic.

After the Honeymoon

There is always the hazard of test driving a car for one day and letting the emotion take over from making a more considered choice. This is the longest time I have spent with a VE Commodore (10 days) and it allowed me to really think about what would actually annoy me in the long run, as well as providing extra opportunity to assess Belinda's true level of practicality.

This is the first time I have really noticed the A-pillars and their effect on forward vision. It wasn't of particular issue except in heavy rain on a return trip to the Gold Coast (456km), where the water from the wipers increased the imposition by a further 30mm [one inch and a bit] or so, and on a few occasions during sweeping country roads. It will surely [hopefully] be on the list of things to improve with the next update, however, I never really considered it a great disadvantage.

Rearward vision was also limited, particularly by the height of the window line, but the third window was a good enough advantage (over sedan competitors) to make highway merging and lane swapping, a confident endeavour. I also liked that Holden have kept the convex external mirror to the passenger side only. I don't appreciate the modern standard of perspective altering mirrors on the drivers side. Parking was another task that got easier with familiarity (as it does with any new vehicle). Even reverse parking (all Sportwagons come standard with rear park assist) was a pretty simple affair, though the wide d-pillar doesn't provide as much visibility as the VZ.

The biggest parking test came under the watchful gaze of parents at Ms. Mak's school. The sleek styling draws immediate attention amongst the gaggle of medium SUVs, vans and people movers that undertake 5 point turns trying to negotiate the cramped hillside parking lot. I rolled the dice and aimed for the most difficult park, closest to the gate between a Kia Carnival and a brick wall. She slid in like a gun in a holster. It was almost as satisfying as the hinterland run. The minimal space required to open the tailgate also helped with getting the school bag and sundries in the back, despite being a few inches from the tow hitch of a Nissan X-trail behind me.

Catch Part 2 to see if Belinda could add any credence to the Ecoline badge, plus Vox pop, stats and more!

In the meantime, check out our extensive IMAGE GALLERY for more detailed pics. Enjoy!

Holden Coupe 60: The Last Pontiac GTO

Canuck — Mon, 02 Nov 2009 19:32:28 GMT

The Chevrolet Camaro might not be imported to Australia, but we sure get what it's about. Big, V8-powered cars shaped like Coke bottles are as much a part of Australia's national psyche as beer, beaches and barbecues. In fact Australia makes the best muscle cars in the world.

For proof you don't have to look any farther than the streets of Detroit, where you'll see plenty of 2010 Chevrolet Camaros � a car that had to come through Australia before it was good enough for America. We did the Camaro and the Pontiac G8.

In fact, we Aussies could have given you the next Pontiac GTO, if you'd given us the chance. It was the 2008 Holden Coupe 60, a real American-style muscle car that just happened to be conceived and built in Australia. You know, the country where all the good American muscle cars come from.

Bob Lutz Is an Aussie
By now everybody knows the story of the rear-wheel-drive Zeta platform that Holden began developing back in 1999. Prior to that, Holden's usual modus operandi was to pirate another GM rear-drive platform (usually from Opel), then make it wider and try to adapt carryover equipment. For a long time this meant solid rear axles, although the VT-VZ series Commodores (1997-2006) finally had independent rear suspension thanks to Opel's rear semi-trailing arms.

Once Opel said its rear-wheel-drive Omega would be no more, Holden knew that a carryover of the existing architecture would relegate the next-generation Commodore VE to an unprofitable Oz-only future. Thanks to Bob Lutz's global strategy, the all-new rear-wheel-drive Zeta architecture was developed instead, and although the Zeta plan nearly died when GM unplugged its Oldsmobile division in 2004, a slightly less expensive version was revived for Chevrolet and Pontiac.

You can measure just how good the Commodore VE is by comparing it with the last Holden Monaro. This two-door coupe became a legend in Australia, and you Yanks begged us to sell it in the States. But once we sent it to you as the Pontiac GTO in 2004, you kicked it aside like a cur and it disappeared after 2006. There was a scandal here when Holden stopped making it, but now the Commodore VE's four-link rear suspension, front-steer rack-and-pinion and nearly 50/50 weight distribution have made everyone forget about the Monaro. You just buy the Commodore SS and get on with things.

The Pontiac GTO That Never Was
The Holden HSV Monaro went down in Oz at the end of 2006, when the corporate bean counters reckoned there was no way that a new-generation coupe based on the forthcoming Commodore VE platform could pull its weight on the showroom floor. But there were some who couldn't let go of the past, and the Holden Coupe 60 appeared at the Melbourne auto show in February 2008.

By then, this Commodore-derived concept had already been dead for three years. It had initially been developed as a coupe study on the VE architecture, alongside the sedan, wagon and ute. "It's the same when we do any new architecture," says Peter Hughes, the Holden designer responsible for the Commodore VE. "We do all the variants that could possibly go ahead."

http://www.insideline.com/holden/cou...ntiac-gto.html

Global Green Challenge Set To Review Rules After HSV's 6.2L V8 Win

JoeT — Mon, 02 Nov 2009 08:40:24 GMT

Green Challenge Set To Review Rules

Ron Hammerton
2 November 2009
www.goauto.com.au

The format of the Darwin-to-Adelaide Global Green Challenge will be reviewed to try to find a way to make the event more inclusive for the wave of new-generation green cars, especially hybrids and electric vehicles, coming to Australian showrooms.

Victory in last week’s 2009 event was claimed by Holden Special Vehicles, whose 6.2-litre V8 HSV E2 Maloo ute managed, as expected, the largest improvement over its official ADR combined fuel consumption figure (48.7 per cent).

However, the Maloo also used the most fuel on the 3146km journey – 243 litres at 7.7L/100km.

This compares with Ford’s new diesel Fiesta ECOnetic light car, which drank just 98.4 litres at 3.13L/100km, equating only to a 15.4 per cent improvement over its official fuel consumption rating of 3.7L/100km.

While representatives of eight manufacturers slugged it out on the Stuart Highway, driving without air-conditioning and windows up in blazing heat to squeeze every millimetre out of every litre of fuel, Australia’s only manufacturers with hybrid cars already on the market, Toyota (with the Prius) and Honda (with the Civic Hybrid), sat out the event as they knew the percentage-improvement rule and open-highway running conditions would not favour their urban-friendly petrol-electric cars.

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HSV Maloo R8 Wins 2009 Global Green Challenge, Holden Sportwagon 3.0 Best Aussie Six!
GMI's Global Green Challenge Thread, With Exclusive Holden Updates!
Official Global Green Challenge Website

What Happened To Holden's GM Daewoo Shares?

JoeT — Mon, 02 Nov 2009 08:25:39 GMT

GM To Take Larger Stake In Daewoo

Ken Gratton
www.carsguide.com.au

Holden conspicuous by its absence in the closer relations between GM and GM-DAT

General Motors now owns just over 70 per cent of GM-DAT (GM Daewoo Auto & Technology Co). The multinational giant officially increased its shareholding in the South Korean manufacturer last week, following an equity rights issue approved by GM Daewoo's board of directors back in August.

Of the existing shareholders with an interest in GM-DAT, GM was the only company to take part in the issuance. The other shareholders, Korean Development Bank ('KDB'), Shanghai Automotive Industry Corporation and Suzuki Motor Corporation elected not to subscribe.

GM's increased share in GM Daewoo provides additional capital of 491.2 billion Won -- money which will cover "general corporate purposes", according to a press release from GM. Those purposes will include repayment of maturing debt.

It's good news for GM, which is heavily reliant on its South Korean subsidiary for the manufacture and supply of small-to-medium front-wheel drive passenger cars and the Captiva SUV around the globe. In GM's current situation, GM-DAT can pull up some of the slack left by the still pending sale of Opel. And the Korean company being based in a relatively low-labour cost nation like South Korea will help too.

The question remains, however, what happened to Holden's involvement? When GM-DAT was established near the end of 2002, GM's shareholding in the newly acquired company was reportedly overseen by Holden and the Australian subsidiary held a seat on the board of GM-DAT.

In a press release issued by Holden and dating back to October 25, 2002, the following statement appeared: "Holden also announced it would become the GM shareholder in GM Daewoo Auto & Technology Company (GM Daewoo), the global company created to acquire key assets from Daewoo Motor Company. The US$251 million investment means Holden will hold 42.1 per cent of GM Daewoo common shares."

As recently as June of this year, Holden's erstwhile MD, Mark Reuss, said: "We do hold some of the debt for GM Daewoo" and "I'm not going to get into how much, but it's around 50 per cent".

Given GM in the US can barely wipe its nose without asking consent from the US government, from whence came the funds to increase the shareholding in GM Daewoo? Not Holden, we're told by local PR Manager for Holden, Scott Whiffin. In fact, it appears that Holden's financial tie-up with GM Daewoo -- mentioned by the company's boss less than five months ago -- is taking on all the status of modern myth.

"Holden has no representation on the GM-DAT board," Whiffin told the Carsales Network last week.

"In the wake of the latest equity rights issue, GM's shareholding has increased to 70.1 per cent (other shareholders are KDB 17 per cent, Suzuki 6.8 per cent and SAIC 6 per cent). However, Holden does not own that company and owns no shares in GM-DAT."

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HSV Maloo R8 Wins 2009 Global Green Challenge, Holden Sportwagon 3.0 Best Aussie Six!

JoeT — Fri, 30 Oct 2009 07:46:14 GMT

HSV Maloo R8 Wins 2009 Global Green Challenge, Holden Sportwagon 3.0 Best Aussie Six!
HSV takes gold with a 7.74L/100km (30.3mpg) V8 Ute!
www.gminsidenews.com
October 30, 2009
By: David Bottin

Holden and HSV produce impressive fuel saving results at the 2009 Global Green Challenge.

Starting out from Darwin last Saturday on a 3000km journey through the dead heart of Australia, the Global Green Challenge participants finished in Adelaide this afternoon. The event, in it's 10th year, showcased the latest advances in alternative energy vehicles, including hybrid, electric, solar and low emission drivetrains from all around the globe.

To win the Global Green Challenge a vehicle must be able to demonstrate the greatest improvement in fuel economy compared to the official ADR figure.

The HSV Maloo R8 ute, with a 317kW (425hp) 6.2 litre LS3 V8 and six-speed manual transmission, averaged an impressive overall 7.74 litre per 100km's (30.3mpg), according to provisional results. That's a 48.76% reduction on it's official ADR 15.1 litres per 100km's rating!

Managing Director of HSV Phil Harding was pleased with the result.

"This shows the versatility of the Holden Special Vehicles brand," he said.

"This result confirms what I have been saying for a long time and many of our customers confirm the real world fuel efficiency of the Holden Special Vehicles range is extremely competitive."

A specially equipped HSV Senator with a dual fuel (Petrol/LPG) engine acted as the teams support vehicle. It was also undertaking final testing for HSV's Liquid Petroleum Injection (LPi) program.

Holden's Omega Sportwagon also impressed. Holden entered the event to demonstrate it's fuel efficient new SIDI direct injection technology. At the end of the event the Sportwagon recorded a 30.33% improvement on it's official 9.3 litres per 100km's ADR rating, coming in with an average combined 6.48 litres per 100km's (36.2mpg). That's the equivalent of 1100km's on a single tank! Not bad for a full-sized family wagon!

The locally produced 4.0 litre I6 Ford Falcon came in with an average of 7.04 litres per 100km's.

Holden's Vehicle Performance Manager Scott Heywood said the results show the advantages of investing in fuel saving technologies.

"Over 3000km of driving have demonstrated the improvements weve made to the latest direct injection model Commodore," he said.

"This is a standard large, six cylinder family car that can deliver fuel economy better than some four cylinder cars."

"We did the maths before the event but its one thing to do it on the back of an envelope and another thing to do it on the desert highway from Darwin to Adelaide. Were absolutely delighted in the performance of the car and our team."

A Holden Cruze Diesel acted as Holden's support vehicle. A specially converted petrol-electric hybrid Holden Viva donated to Annesley College in Adelaide also took part in the long journey.

"The Annesley College performance shows the ingenuity and determination of local students and teachers and demonstrates potential for the future development of passenger vehicles and the next generation of engineers." said Mr Heywood.

More Global Green Challenge news and results will be posted here as they come to hand.

GMI's Global Green Challenge Thread, With Exclusive Holden Updates!
Official Global Green Challenge Website

Australian Conservation Fund Calls for Mandatory Efficiency

mikmak — Thu, 29 Oct 2009 02:24:00 GMT

Australian Conservation Foundation Calling For Mandatory Fuel Efficiency Standards

The Motor Report

THE AUSTRALIAN CONSERVATION Fund (ACF) is calling for the Federal Government to make fuel efficiency standards mandatory for all new cars sold in Australia.

Seeking standards equivalent "at least" to those in Europe, ACF representative Gail Broadbent said the Government�s current requirement that all new cars bear a sticker outlining the vehicle�s economy and emissions figures is not enough.

�Australian cars should meet at least the European standard and should meet mandatory targets for alternative fuels on a greenhouse weighted basis, without favouring particular technologies or fuels," Ms Broadbent said.
Ms Broadbent described the Australian car industry�s failure to meet voluntary efficiency targets in 1983, 1987 and 2000 as concerning, and said that the industry is again unlikely to meet a 2010 agreement to achieve an average fuel efficiency of 6.8 l/100km.

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