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State of Play: Holden in Australia.
At the time of writing there’s still no firm answer on what will happen with Holden as a manufacturer in Australia. What is painfully and abundantly clear is this: if Holden ceases to build cars then so will Toyota. What follows from there is a huge increase in unemployment; not just the line workers in the factories but the suppliers, the companies that provide the raw materials in the form of electronics or metal or LEDs or bulbs or courier services and so on.
There’s been conflicting reports as to who/what/why from the Federal Government in regards to funding; the Labor Party says $150 million per year can be offered to keep Holden building whilst Opposition Senator Kim Carr says their is no committed funding for the automotive industry past 2020. The current acting Prime Minister, Warren Truss, says though that there are funds available now, in the order of over a billion dollars, thanks to unspent funds from other areas. The Government has written to Holden asking that they declare their intentions.
There are rumours that the decision is not Holden’s to make but the overlords in America; themselves in a state of change with the company just naming Mary Barra as CEO, taking over from Dan Akerson, the man that is said to have made the decision. However, there’s more to it than that. Holden needs to stay but it does need to undergo a fundamental change in its outlook and thinking. I made the point on radio that, as it stands, Holden is a critically ill patient that needs ministrations until a cure, KNOWN to be 100 percent effective and confirmed as available in just a couple of years is provided. A great example is the current situation in regards to bomb proofed vehicles for the Government fleet, with some sources claiming that Holden had not made a bid to supply these vehicles whilst others are
saying that they had bid but weren’t up to the mark. There’s also been questions about the costs, with one figured being mentioned of over one million dollars for just one vehicle whilst the main company involved, BMW, can provide a higher standard vehicle for cheaper, at just $525,000….
Ford and Chrysler, along with General Motors, were allowed to trade out of an incredibly difficult financial situation, brought on by well entrenched and hard to shift attitudes inside and out. This has been successful, with the US Treasury selling off the last of its shares; Holden can 
do the same and needs substantial re-investment as well. The Commodore is currently under severe evaluation in the States prior to being sold as the Chevrolet SS and is getting substantially good reviews. The Cruze is showing its age and needs a makeover to compete against rivals such as the Focus/Mazda3/i30 trio and more is needed to build here, such as is mooted for a new model by 2020.
Regardless, Holden and Toyota as a result, need the Government to continue funding but being hard headed about how this process will work will work against a fair resolution, especially with tens of thousands of workers livelihoods and potentially billions of dollars, not just millions, at risk of being lost to the future.
Update: as of mid afternoon, December 11 2013, Holden has confirmed that it will cease manufacturing in Australia from 2017. The decision was made in Detroit.
Pocket Rocket Fun: Fiat 500
1957 was a watershed year; it saw the launch of Sputnik and thereby frightening the pants off the Americans, the unleashing of the raw talent of “The King” with Jailhouse Rock and Italy proved beyond doubt that small things DO come in small packages with the release of Fiat’s Nuova 500 (the new 500) but lovingly known as the Bambino. Rereleased in 2007, the Fiat 500 has a heartfelt following, primarily because of its endearing looks. I have spent time with the entry level, $14K driveaway, Fiat 500 Pop and found that none of the fun factor has gone away.
The Clothing
Normally I’d start with the engine however the sheetmetal is part of the attraction the 500 has. 
It’s a rarity in that it is almost identical to the original; with the quad light front and driving lights pushed out to the bottom corners through to the rear window line and hatchback, it’s an eyecatcher. For some “odd” reason the most common comment is “Oh wow it’s so cute” and, unsurprisingly, it’s from members of the fairer sex and those of an vintage to remember the original. It’s smooth, rounded, with a similarly upright nose as the original running into a more angled front line for the window. At the rear the main noticeable change
is the deletion of the airvents….otherwise, apart from growing in every dimension the design is a faithful homage to the original. Cute, that is.
The Driven Heart
Under that tiny bonnet beats a tiny heart. It’s just 1200cc, a touch small than the bottle of aerated flavoured drink in your fridge. There’s a tiny 51 kilowatts (5500rpm) and a commensurately small amount of torques, just 102 of them from 3000 revs. Matched up to a five speed manual (gasp, horror from the gallery) shifted by a short throw lever mounted high up on the dash, on paper the numbers state boredom. However, with a body weighing less than three soggy feathers, give a take a bird or two (865kg really….), the numbers metamorphose into a three letter word: FUN. Sure, it needs to be revved to extract the best but it’s FUN watching the tacho zing around the dial. The clutch has a natural and smooth movement, allowing just enough slippage to get away without a bunnyhop or stall. The engine note is coarse but clears its throat and becomes rorty as the revs climb over 3000. Once under way it’ll ratchet through the five gears, but the revs die away quickly as does what torque there is. The ride is choppy, thanks to an overall length of just 3.5 metres and a wheelbase of 2.3, which has the 500 tucking the nose in for a touch of understeer whilst the rear steps out in oversteer when thrown into a series of tight, slalom like curves. Sadly, the fun factor is diminished by an overbearing road roar from the 14 inch diameter steel wheels and rubber. Over the 
rubber speedhumps that infest certain roads the suspension doesn’t deal nicely with them, crashing harshly and being thrown off line. The narrow track and short wheelbase also combine to make the 500 somewhat unstable with a cross breeze, however, on a dry road, with no wind, it’s easy to throw around and have fun with it.
Officespace
It’s the interior that brings the circles of life to the Fiat 500 Pop; naturally there’s 
the tiller however there’s the speaker frames, the dash design and the rubber foam headrests. It’s a smart mix of classic retro and modern, a colour scheme that looks straight out of the late sixties (black and cream) highlighted by the subtle integration of LCD and technology. The radio controls on the dash have their own circles, flanking the CD slot and rise over the circles of dials for the aircon controls. It’s a cohesive, enjoyable look and ergonomically well laid out. Unfortunately down below it’s not quite as easy to deal with as the clutch and brake pedal are just that little too close, leading to a clutch foot overlaying the stop pedal on too many occasions. The steering has two settings, Normal and City, which takes away just about any weight the wheel would normally have, replacing it with a lightness of spin, swirlable with just a finger. The wheel itself is in the same shade of cream 
as the rest of the trim and is backlit with a soft red at night, as is 
the main dash display. Bluetooth, under the quirky name of Blue&Me, paired easily although the radio had an odd habit of going to a different station than the one that was on when the ignition (an old fashioned and still worthwhile key) was turned off. Roomwise, it’s ostensibly a four seater…..nup. Even with my 178cm frame in a comfy enough position the rear leg room…. wasn’t. The seats themselves were sat on, not in, with slabs of foam rubber being used and there’s barely any give in that stuff anyway. Seat adjustment too is akin to pulling the teeth of a goldfish with pliers, it’s just too tight to have any real flexibility.
The Wrap
When, in a former life, I sold cars, I was fortunate enough to be at a place that sold these. Cute yes, but cute is nothing without spirit, without soul. The 500 has that in bucketloads. Although understandably lacking in torque, giving the 1.2 a rev and matching it with the manual ‘box lends itself to fun driving. Tossing it through corners, with its sub-tonne weight and feeling the tail slide out, listening to the rorty engine note, looking at the simple circle design theme and the surprisingly well integrated colour scheme and once in the right driving position, the 500 exudes an old fashioned and increasingly rare part of driving and for $14K it’s a cost efficient form of that missing element in life and on the road: fun.
Alphabetical History Repeats: Jaguar's F-Type Coupe.
Easily one of the most anticipated cars of recent times was the F-Type convertible from Jaguar. Released to thunderous acclaim, it’s re-entered Jaguar back into the realm of sports cars and the public eye. Jaguar Australia’s own management admitted it was a heartstarter for the brand here with sales steady but hurting from a lack of public recognition or memory. With a broad track and wheelbase underpinning what surely is one of the most beautiful looking bodies on wheels, motivated by a cracking trio of engines including the ripsnorting, firebreathing supercharged 5.0L V8, growling out 364kW and 635 torques, the soft top version drew worldwide attention immediately. But something was missing….unlike its famous predecessor, the E-Type, this one was only available with a easily removed soft top.
On the 19th of November , just before 8pm Pacific Standard Time, the dreams of Jaguarphiles were realised, with the unveiling of the stunningly gorgeous F-Type Coupe. Immediately comparisons were made with its famous brethren, with the aggressive styling at the front running into the smooth, lithe curves of the hard top, a profile so akin to the E-Type. However, much like a supermodel with an IQ of 200, there’s much more than fantastic curves….the all aluminuim construction shaves weight while adding rigidity, especially to the rear of the car. Having no B pillars, 
technology came to the rescue with a hydro-formed aluminuim alloy beam that runs almost the length of the coupe’s immensely strong and rigid body. Adding to the strength are the side panels; they’re single pieces, cold pressed from one sheet of aluminuim, which also eliminates join lines and potential weak spots from bolts and screws; Jaguar is also highly green with up to 50% of the construction sourced from recycled material. With the engineering prowess on display, the F-Type Coupe has a torsional rigidity reading of 33000 Newton metres per degree, a figure unchanged if you specify the glass top roof option instead of a total sheet of metal.
At the pointy end Jaguar has given the five litre a dose of Viagra; power is upped to 404kW and 680 Newton metres in the F-Type R whilst the F-TYPE S Coupé and F-TYPE Coupé are powered by Jaguar’s 3.0-litre V6 supercharged petrol engines in 280kW/460Nm and 250Kw/450Nm 
forms respectively, giving 0-100k/h in 4.9/5.3-seconds and top speeds of 275/260km/h.All through power through Jaguar’s lauded eight speed automatic transmission, operable both from the centre console lever or steering column mounted paddle shifts. Hauling up the beast are optional Carbon Ceramic Matrix (CCM) brakes. Vivid yellow monoblock calipers – six-piston at the front and four-piston at the rear – grip 398mm front and 380mm rear brake discs made from a matrix of carbon fibre and ceramic, which is extremely hard and highly resistant to wear.
The cabin is a workspace you’d be hard pressed to leave, with ultra supportive and comfortable leather seats, with the R also getting inflatable side bolsters for extra bodily support. Acclaimed British audio manufacturer Meridian also supply a choice of two high powered, multi speaker audio systems with 10 or 12 speakers pumping either 380W or 770W respectively, not that you’d want to listen to anything other than that superbly tailored exhaust. On the road there’s plenty of safety systems in place in case the driver gets too (understandably) exuberant, including powerful 
ABS brakes, multiple airbags and the F-Type’s aerobrake. Nestled in the shapely rear of the car is a wing that rises out of the metalwork at 110 kmh and drops back in once under 80, keeping the rump firmly planted.
Sadly for Australia, the F-Type Coupe won’t be available until after July of 2014 and pricing is yet to be confirmed at time of writing. For me, it’s a car I’d have, in all variations, parked in my garage.
Powering Into History: HSV ClubSport R8 Enhanced
A certain car magazine recently bemoaned what drivers will miss out on in coming years, with the change to more technological features in our chosen chariots. Ripping up a handbrake lever to drop a skid on the tarmac or dirt, for example, or fiddling around with cassettes whilst hanging onto the steering wheel with one hand and a ciggie perched between the lips. But there’s more that we’ll miss out on. I’ll explain later as I look at the last of a breed: Holden Special Vehicle’s ClubSport R8 Enhanced. (http://www.hsv.com.au/Gen-F/See/ClubSport-R8/)
The Driven Heart
Recipe: take six litres of already grunty alloy block Chevrolet V8, massage and prod until it becomes 6.2, add a freer flowing exhaust and add the ingredients R8. Then massage even more, find a few extra ponies and torques then screw them up to a smooth shifting six speed manual, big 20 inch diameter black coated alloys, black highlights and that awesome bi-modal exhaust. That is what you’ll get when 340 killer Watts and 570 metres of Mr Newton’s torques appear after HSV waves their magic wand over the marvel that is a freebreathing V8 engine and uprated wheels; it adds the Enhanced part to the standard R8. It’s an engine that appeals instantly to a driver than can not merely understand, but 
appreciate, what these terms and numbers mean. It’s immensely flexible, with torque on tap from almost zero rpm which allows even fifth and sixth gears to be utilised at low revs, being able to pull away from 40 km/h in sixth is a party piece. With peak torque at 4400rpm but what feels like 99 percent of it available before then, it requires only a sneeze on the foot for the ClubSport to sprint away in lower gears. As it does so another party piece is put on show, this time an aural one. Inside the cabin, right where the window switches used to be in a VE Commodore, is a dial for the traction control and three suspension settings: Touring, Sport and Performance. The latter two engage an exhaust mode called Bi-modal, taking the already subterranean note to the earth’s core.
The gear shift is surprisingly (bad grammar alert) untight, meaning there’s not a hell of a lot of effort required to move the short throw gear lever…it slides from gear to gear with a hint of a notch as it does. the new Tremec T6060 transmission also throws up a softer, less pressure required clutch. I have a slightly arthritic left knee, courtesy of a prang as a passenger over twenty years ago and it’s come away unscathed. What this also means is that for those that whinge about manuals in Sydney’s utterly pathetic excuse for a road system that you can leave it in third or fourth in traffic and just clutch and accelerate without changing gear. The AP racing brakes are sensational, with a well modulated pressure, no fade and virtually no ABS intrusion when the anchors are thrown out from high speed.
The Office
HSVs of days gone by were sometimes a case of too much red was never enough. In the VF based ClubSport it’s more of a visually muted environment, with red highlights restricted to the headrests and squab on the seat cushion plus a tasteful alignment of fuel and temperature gauge needles with the red piping in the two main dash dials. Otherwise it’s a tasteful mix of charcoal fabric and leather accentuating black plastic. There’s also a relocation of the battery and oil pressure gauges to the empty space ahead of the gear lever, rather than on the upper dash. It’s comfortable to look at, comfortable to be in bar one thing…I’m of average height, call it 177cm. The placing of the pedals, steering column (adjustable for height and reach) and playing with the many ways adjustable electric seating still left me with my clutch leg’s thigh (the leading edge of the seat squab was pressing up and just behind the knee joint) just not feeling comfortable enough to push the pedal in all the way without feeling as if my arms were too close to my body. The support from the wings of the seat is admirable and into hard corners holds the body in tight and that’s a plus. Seats wise, I’d like to see the crocodile skin style replaced with a more suave looking suede style plastic.
Holden’s spend on new architecture has paid off; a relocation of the window switches and central locking to the 
driver’s door, a new touch screen setup plus HSV’s addition of the EDI (Electronic Driver Interface) which provides a 
treasure trove of info such as G forces side to side or front to rear, race track info and stopwatch information, actual kilowatts and torque figures thanks to the fly by wire interface; it’s intuitive, user friendly and supplies the kind of info a driver likes to have. There’s also the HUD, Head Up Display, providing an eye level (and height adjustable) information source including the aforementioned G forces, revs, and speed. It’s handy and well placed. Other fun stuff comes in the form of the Forward Collision Alert (FCA) and Side Blind Zone Alert (SBZA), which uss side facing sensors to warn of vehicles at the rear and side of the car that may not be clearly seen in the rear vision mirrors. There’s a reverse park camera as standard, the parking assist system (uses the sensors to measure and read a parking space) plus the hidden Hill Start Assist and Hill Hold Control (HSA/HHC) which applies a touch of brake to hold the car before moving off. Music wise there’s a Bose audio system powered and accessed via the eight inch touchscreen, with satnav and internet radio apps Pandora and Stitcher plus there’s a voice interactive setup alongside Bluetooth music streaming.
The Bodywork
Body mods on the ClubSport aren’t as “in yer face” as the VE based models; a restyled front bumper locates the LED 
running lights closer to the top of the corner mounted vents, which themselves are more of a functional look and feel. The hawkeye look headlights have the internal blackout colouring and the side vent insert is a matt black, rather than the chrome on a Commodore. At the rear it’s subtle, with a smaller rear wing (a bigger one is an option), LED taillights and restyled rear apron. It’s still a matter of taste regards the look as the quad exhaust tips poke through the matt 
black plastic but are separated by a colour coordinated (test car was Heron white) V strip. It’s a better look than before but a subjective one. Of note is the shark’s fin radio aerial which, at speed and on a rainy day, funnels a stream of water directly down the middle of the rear window, making the rear vision mirror useless in seeing vehicles behind and there’s also no airflow to clear the side mirrors of precipitation either. The bonnet is now aluminuim and with that comes a small yet vital change; there’s only one gas strut required to keep it up. There’s a subtle restyling to the grille as well.
On The Road
The combination of a lightish clutch, a smoothish gear lever movement and more torque than a chat show means the ClubSport is a doddle to get off the line. Acceleration is pushed back in your seat rapid, with the first couple of gears snatched quicker than a wallet by a pickpocket as the ClubSport reels in the horizon. Whilst you’re peeling your eyeballs off the back of your skull, your ears are reverberating with the bass notes produced by that superb exhaust. Freeway speeds come up with indecent haste (HSV quotes 5.0 seconds to 100 km/h) but it’s the seamless delivery of torque that excites; at Bathurst’s Mt Panorama it was almost possible to climb up through the Esses in no lower than fourth. Around town in sixth it’s barely off idle and will pull away with a touch of drivetrain vibration quite comfortably with nary a hint of road noise via the Continental tyres at 255 and 275/35/20s front and rear. The ride is superb; the ClubSport comes with HSV’s MRC (Magnetic Ride Control, see here: http://www.hsv.com.au/gen-f/feel/performance-technology/) with three settings: Touring, Sport and Performance. Touring turns off the bi-modal exhaust and gives a smooth, firm and flat ride. Sport and Performance up the ante, sharpening the response of the 
steering, 
firming the ride yet without crashing through potholes or speedbumps and opens up the exhaust. One would expect the hardest setting to provide the hardest ride yet it simply ignores road imperfections. Steering is three fingers light, with the electrically assisted steering wonderfully weighted; it’s full of feedback, telling the driver exactly where they’re going whilst the grip levels from the European Continental tyres pair up with the traction control to allow a measure of spin before the fun police step in. All of this can be monitored via the EDI, it is not recommended doing so in traffic even with the front collision alarm engaged…Thankfully, at Bathurst, although a full lap wasn’t permissible due to track work, the ClubSport could be given some room to stretch its considerable legs and was not found wanting.
The Wrap
Just a few days before I picked up the V8 powered HSV ClubSport R8 Enhanced, it was announced that the new Commodore model, in a couple of years (think 2016), would more than likely not have a V8 engine in the range. It’s also been rumoured that the V8 Supercars will have a name change of sorts as they investigate other engine alternatives. Could it be that future generations will only know of and hear the thunderous soundtrack that is a bare chested, muscle flexing V8 via whatever audio and video means will be available in ten, twenty, fifty or more years? George Lucas was quoted as saying, about watching a movie, that sound was half of the experience. A well balanced surround sound system has clear highs, a defined middle range and bass that kicks you in the guts while subsonically curling hairs. The ClubSport with the bi-modal exhaust, that source of so much aural pleasure, is what we stand to lose alongside its brethren such as the GTS. That spine tingling sensation of sound along with the neck bending acceleration that a ball tearing V8 offers is in true and real danger of being a museum piece. Priced at $76285 + on roads, the R8 Enhanced delivers an almost surreal, brain altering experience; it’ll pull Superman’s cape off while being almost gentle enough for Nan to wander off to Bingo at a price that leaves Euro rivals gasping. But at well over twenty grand more than the Holden SS V Redline edition, with 517Nm and 260kW I have to ask, is it worth it? If only for that sound, then the answer is yes.
Level 2, 9 Help Street