Author archive
Ford Australia's recent announcement: the fallout.
The announcement on Thursday, 23rd May, by Ford Australia CEO Bob Graziano, that the two Victorian based manufacturing plants would cease making the Falcon, Territory and the 4.0L engines was not unexpected, if somewhat cynically timed to coincide with Holden’s official VF Commodore media launch.
What does it really mean for Australia’s auto industry? Note I said auto industry, not car manufacturing industry. First up, of course, is the human cost. Around 1200 workers are directly affected, with the knock on effect through to suppliers sure to hurt a little, with an estimated (possible) 2500 others in various component suppliers. There’s areas such as brake components, electrical, tyres that will lose orders…..although Graziano’s announcement suggested an increase on the overall model lineup (which, to be honest, gives me mixed feelings) those cars will have been supplied and built overseas.
The root cause of the announcement can’t be traced to any ONE source; it’s easy to say it’s solely because of the losses 
that have mounted up but why is that the case? Was it the failure of the AU Falcon, intended to reinvigorate the Falcon nameplate and soundly denounced by a member of the Ford family? Was it the rise and rise of the SUV? Was it the better engineered competitors with sharper pricing? Was it, simply, bad company management, both here and at Dearborn, Ford’s US headquarters? It’s been said that Ford AU fought for better export opportunities against the will of Ford US, with the somewhat underwhelming Capri, based on the Laser/323 twins being a “highlight” of their export efforts.
Ford Australia has an immense amount of moments in history; Lewis Brandt’s coupe utility from 1934, the gorgeous range of coupes from the XM of the early 1960s through to the XC from the mid-late ’70s, including that now iconic 1-2 finish at Mt Panorama and the shape’s contribution to filmdom, with the immortal Mad Max Interceptor. There’s the 
European inspired XE Fairmont ESP, with the 351ci beast under the bonnet and, of late, the brilliant turbo six and the blown V8 from the performance arm, FPV. But no mention of Ford Australia can go without these four letters: GT-HO. Released in 1971, as part of the XY Falcon range, the GT with Handling Option, Phase 3, was seen as the pinnacle, at the time, of Ford’s product range. The now infamous photo from Wheels magazine of a GT-HO screaming down a deserted Hume Highway at 145 miles per hour permanently imprinted the blue oval brand into Australia’s automotive consciousness.
So where did it all go wrong for the Falcon? Sales of large cars in Australia, specifically the Falcon and Commodore, have been in a downward spiral for years. The release of the Territory effectively signed the death warrant of the Falcon wagon whilst simultaneously adding to the SUV climb. The reluctance of Ford US to allow a working export program (in 2012 Ford Oz exported just 100 Territorys) in the face of Holden’s success with the Commodore and Statesman/Caprice whilst Toyota has also been moderately successful with the Camry/Aurion has to be considered as a loss of incoming revenue, while 
small to medium cars, with the growth of families being a DINK (Double Income, No Kids) or needing room ostensibly seen as unavailable in a wagon playing into the hands of the SUV market, plus some clever marketing (you don’t have a SUV? Horrified gasp. What’s WRONG WITH YOU?) has also come into play and can all be seen as a contributing factor in their own right.
Ford has signed off on a Falcon and Territory update for a 2014 release, with October 2016 being inked in as the close up shop date for their manufacturing plants. Graziano confirmed that their engineering centre will continue to offer input into world engineering designs and keeping around 1500 jobs safe. But there’s lingering questions about how Ford AU has been given in the order of one billion Australian dollars since 2000 and still arrived at 
this, literally, dead end. To use that cliched phrase, at the end of the day, it doesn’t really matter. Australia will be down to just two manufacturers and will see the end of something two communities have had as part of their own, individual, histories for a long time. 1200 jobs lost, spread out over 23 million people, is a very small percentage and would be, on its own, a worrying thing. Broadmeadows and Geelong, however, will have to shoulder that number between them. But worse still will be the day that another part of history in Australia ceases to be created. And that loss is incalculable.
Holden's Not Lion Down: Malibu to Debut With VF Commodore
Holden’s all-new mid-size car, the Malibu has been awarded a maximum 5 star ANCAP safety rating ahead of its showroom debut next month.
Holden Malibu’s standard safety features include six airbags, a rear view camera and rear parking sensors and Electronic Stability Control (ESC) incorporating Anti-lock Braking System (ABS), brake assist, electronic brake distribution and traction control.
Ensuring safer transport for children, Malibu also includes the ISOFIX child seat anchorage system, an international system for attaching child restraints to vehicles that assists in correct seat fitment. An Australian standard for ISOFIX seats is anticipated shortly.
Holden’s Manager for Vehicle Structure & Safety Integration, Steve Curtis said a five star safety rating was an important feature for new car buyers.
“Holden Malibu was designed to achieve the highest level of real-world safety and a five star rating offers important peace of mind for drivers and their passengers.
“As a global vehicle, Malibu has achieved maximum safety ratings in several overseas markets including the US, Europe and South Korea.”
In the event of a crash, Malibu provides a strong structure that comprises high-strength and ultra-high-strength steels, 
full-length frame rails, a reinforced safety cage and impact-absorbing crush zones. This structure is designed to absorb the energy created in a crash and help preserve the structural integrity of the occupant compartment.
Further, to meet global standards for protecting pedestrians against head injuries in the event of a crash, Holden Malibu uses energy-absorbing materials in the bonnet. Other energy-absorbing techniques for protecting pedestrians in the event of a collision include the strategic use of air space between the hood and hard objects underneath – such as the battery and engine – that could injure pedestrians.
And with the Commodore, Holden has significantly increased the value of Commodore with new features and reduced recommended retail prices across the VF sedan and Sportwagon range by between $5,000 and $9,800.
Launching a simplified line-up, Holden has created the Evoke nameplate to kick-start the range, redefining ‘entry level’ and making class-leading technology standard on Australia’s favourite family car.
With a recommended retail price (RRP) of just $34,990, Evoke comes standard with Auto Park Assist for parallel and right angle parking as well as front and rear parking sensors and a rear view camera. In addition to its premium new interior, Evoke also brings a world of new technology to Australian drivers with:
enhanced voice recognition, an eight-inch, high-resolution colour touch screen with Holden’s MyLink app-embedded technology including voice recognition and Siri Eyes Free integration*, full iPod® integration and built-in apps like Pandora® and Stitcher SmartRadio™.
Holden has added exceptional value to its range opener and reduced the RRP by $5,000. Powered by the 3.0L V6 SIDI engine, Evoke also includes other advanced vehicle features as standard including:
an electric park brake with automatic release, Hill Hold Control and Hill Start Assist, Trailer Sway Control and
remote vehicle start (automatic transmission only).
Holden Executive Director Sales and Marketing, Philip Brook, said Evoke would play an important role in changing perceptions of Commodore.
“Evoke is a great car that people will want to own, it will be an aspirational vehicle. The features we’ve made standard show Holden is serious about making world class technology accessible to all our customers,” he said.
“Starting with Evoke we have simplified Commodore’s pricing and value walk up with logical price and equipment increments and very strong sports and luxury identities.
“We think Commodore represents unbelievable value and will win over a new generation of Australians.”
Stepping up from Evoke, Holden’s Calais combines luxury features with VF’s cutting edge technology for under $40,000.
The high-end styling and features of Calais have made it one of Commodore’s most successful and long-running nameplates. Holden has wound back the Calais RRP by more than $8,000 to just $39,990.
Calais also gains Blind Spot Alert and Reverse Traffic Alert, sensor key and push button start technology in addition to
the styling Calais drivers expect, including front and rear premium design features and chrome accents.
The luxurious high-end Calais V has an RRP $46,990 (reduced by $9,800) and Calais V is also available with the 6.0L Gen IV V8 engine for $52,990 (reduced by $9,000).
“Calais V embodies premium sports luxury – it’s become the flagship of the Commodore range. Calais V benefits from luxury craftsmanship and design and the highest levels of technology. We believe it rivals European competitors,” Mr Brook said.
Calais V gains advanced safety technologies including Forward Collision Alert, Lane Departure Warning and a colour Head-up Display.
It also adds high-end luxury features such as heated front seats, electric eight-way adjustable driver seat and satellite navigation with full colour mapping with live traffic updates and traffic management control. Calais V sedan also gains Holden VF Calais interiorthe Bose® premium audio system and sunroof.
Commodore’s performance variants – SV6 and SS – gain VF sophistication and retain the unique sporty character these models are famous for.
Holden has improved the value of the SV6, with a reduced RRP of $35,990 (down $6,800), and boosted the value of the iconic SS reducing its RRP by $5,800 to $41,990. SV6 is powered by the 3.6L SIDI V6 with the SS stepping up to the 6.0L Gen IV V8 engine, both are standard with a 6-speed manual transmission.
Building on Evoke specifications, SV6 and SS gain Blind Spot Alert and Reverse Traffic Alert technologies in addition to their bold front and rear sports styling, side skirts, lip spoiler (on sedan) and chrome exhaust tip. A wing spoiler is now available as a factory-fitted option on sedan for $500 on sports models.
“Holden sports models have a very clear performance identity within the Commodore line-up and they’re taking a huge leap forward with VF. They really are a class above the competitors with game-changing technology and Holden’s performance credentials,” Mr Brook said.
“Our enthusiast customers are our biggest fans and great supporters of the Holden brand. In the run-out of VE we’ve practically sold out of V8 models and dealers are reporting huge interest in the SS and other sports models.
“SS V-Series cranks up sports performance another notch and for just $3,500 customers can can gain new 19 inch alloys, leather appointed seats, satellite navigation, multi-function driver information display and sensor key technology with Holden VF SS-Vpush button start.”
The RRP for SS V is now under $50,000, reduced by $9,800 to $45,490. SS V Redline now starts at $51,490 for sedan, a roll back of $6,300. Redline adds Forward Collision Alert, Lane Departure Warning and Head-up Display on all body styles as well as the premium Bose® audio system and sunroof on sedan models.
SS V Redline is the ultimate in rear-wheel drive sports performance with Brembo® brakes, forged 19 inch alloys and an updated sports-tuned FE3 suspension package.
“The Holden engineering team is really proud of what they’ve been able to achieve with Redline. VF Redline also has wider rear wheels for extra traction and includes competition mode with launch control and track settings for the true enthusiasts who participate in track days,” Mr Brook said.
“We launched the Redline range at Series II and it’s been a huge success. Within two years it’s carved out a spot at the top of the ladder as the absolute best in luxury, sports performance.”
Mr Brook said Holden dealers could now take orders for VF Commodore models with the start of production later this month.
“Our goal with VF was to help customers find the car that suits them by simplifying our line-up – whether it’s a family, an enthusiast, or a luxury car buyer – which also makes it easier for dealers and helps reduce complexity in our manufacturing operations,” he said.
“VF Commodore has amazing, world-leading technology, sophisticated design and performance credentials that make it an incredible package. And what makes us most proud is that we designed, engineered and built Commodore in Australia.
“We have a new creative marketing direction for the Holden brand and we’re reasserting ourselves in an incredibly competitive market.
“For Commodore, we’re deliberately launching with a ‘wow’ pricing strategy that we think will make buying a Commodore a very easy decision and bring people back to the large car segment.”
Duelling Diesels: RAV4 Cruiser versus Outlander Aspire
It’s been a dual diesel duel over the last week, between the revamped Mitsubishi Outlander Aspire 7 seater diesel up against Toyota’s new diesel entrant to the SUV competition, the venerable RAV4, with Cruiser AWD nomenclature. Both have undergone a substantial exterior reskin whilst the Outlander has received a moderate tickle to the interior. The RAV4 has gone a little further but it’s the under bonnet makeover that’s of most interest.
Mitsubishi has supplied its soft roader with an oil burner for some time now; Toyota has kept their diesels more for their Landcruiser and Prado range in a non-commercial sense. With diesel’s economic benefit being more widely appreciated along with the extra torque compared to petrol being part of that 
factor, Toyota has finally lobbed an engine powered by dinosaur juice into the vehicle that kickstarted the soft roader revolution.
Both have a 2.2L capacity engine with identical power and almost identical revs, 110kw at 3500rpm vs 3600rpm (Mitsubishi/Toyota), the Mitsi twisting out 360Nm of torque from 1500rpm to 2750rpm and the Toyota 340Nm (2800rpm) via an auto gearbox, in this case a Constantly Variable Transmission (CVT) for the Outlander and a traditionally slick self shifter for Toyota. Both have six ratios programmed in with the Outlander receiving 
F1 style paddles behind the tiller and the RAV a “traditional” gear lever change. Both are All Wheel Drive (no transfer case for low ratio dedicated off road work) and have a form of hill descent control plus an ECO mode to gauge how gently (or not) you’ve been driving and the RAV gets a Sports mode 
too. The Outlander and the RAV have an electronic lock system, allowing a change between a torque split (torque directed between front or rear) drive or a locked AWD setup. There’s a better measure of refinement on the Toyota though, with less engine chatter intruding into the cabin plus the Outlander had some vibration 
and shudder at low speeds at around 1500rpm. There’s a touch less lag on the Toyota as well, when the go pedal is depressed.
On the road both are well behaved, tracking truly on the straight. When asked to change direction both do so without fuss, with the RAV’s electronic assist to the steering somewhat without feel on centre but loads up on either side. The Mitsubishi offers a more even feel all the way through. Ridewise the Outlander was a touch harder; although supple enough on a flat road there was a little less give than the RAV, especially on humps’n’bumps. The front end would also “crash” over bigger speedbumps, with a seemingly shorter suspension travel feeling as if they would pull out. The Toyota, with a slightly more plush ride, would have tyre squeal and understeer more when pushed into a hard cornering situation; possibly to 
do with its slightly different wheel and tyre configuration, 
17 inch rims with 225/65 tyres as opposed to the Aspire’s 18/225/55s, which also may account for the slightly less level of rebound. The stop pedal on each on each was smooth and well weighted on the feel.
Both come with a 60L tank; somewhat strangely, the Toyota seemed LESS economical than the Outlander, even with a mere 50kg weight impost with the RAV reaching a quarter tank used first with similar distance and driving styles covered. Both came with keyless entry and start plus electronic tailgates. Operated via the remote fob, the Toyota’s seemed more successful in reading the signal, with both having a switch in the tailgate and Mitsubishi one on the dash. As expected, both had beepers to warn of gate up, gate down motions.
The interior of both is comfy, with the RAV’s seating a little more padded and supportive; the Outlander’s give you a sitting on rather than in impression. The Aspire has the extra row of seats with the simple “pull strap” to raise or lower but has lost the tumble fold and roll middle seats. The Cruiser has a five seat setup, a touch compromised by the RAV’s ten centimetre shorter overall length although, oddly the wheelbase is just a centimetre less. There’s well over 400L of cargo space for each with the rear seats (not including the third row in the Outlander) up plus 
each have a cargo blind. Overall width is a winner to the Toyota, by just 45mm but the Outlander feels a wider cabin although the RAV has a sunroof. Both dashes are easy to read, with a logical layout whilst taking slightly different routes with the placement of the Start/Stop button. The Mitsi’s is to the lower right of the steering wheel and the RAV to the upper left….neither are clearly visible to the driver. Toyota wrap the centre console and door trim in a carbon firbre look and some handsomely stitched leather on the centre dash. Outlander gets a tastefully contrasting wood trim (doors) 
and pianoblack highlight (centre dash) and both get heated seating. A minor ergonomic issue with the Aspire was the placement of the interior door handle, feeling as if it should be an inch or two higher. Both came with touchscreens for the satnav/entertainment system and steering wheel controls; the Mitsubishi won out with a more user friendly control system and, more importantly, did NOT have the utterly intrusive voice system saying a driver was over the limit…especially when the GPS was a bit lost. The sound from the audio system in each was 
wonderful, with the Aspire copping a Rockford Fosgate setup, although the Toyota’s bass was a little more defined. Naturally, connectivity is not an issue with USB/Bluetooth and Auxiliary ports available, with the RAV proffering two USBs, one in the head unit and one below.
It’s the exterior where these two have a more clearly defined delineation: the RAV cops the new angular family design brief, with the sharper, pointier nose and headlight cluster, LED running 
lights and a slightly less rounded rear than before. The Outlander has the now, more familiar, rounded and slightly bulbous look; it’s one that is slowly growing on me. There’s the familiar rubber touchpad for the keyless entry on the Aspire with the Cruiser getting a touch sensor embedded in the door handle plus has a nifty “blind spot” sensor with each exterior mirror lighting up a graphic if another vehicle appear to be in a tricky position to see.
Pressed to find a clear winner here, I can’t; both have their pluses and 
minuses enough to cancel each other out. And that’s great news for prospective buyers that aren’t brand locked. Both are competitively priced, the RAV starting at $48490 (auto) plus on roads and metallic paint whilst the Outlander starts at $45490 plus on roads and metallic ($495 + the electric tailgate, sound system and a couple of other items are a $5500 option) which, on dollars only, would have the Toyota only just ahead.
For more information click here: http://www.mitsubishi-motors.com.au/vehicles/outlander/specifications/outlander-2-2l and here: http://www.toyota.com.au/rav4/specifications/awd-cruiser-diesel-auto
Holden's Triple S Barina; Smart, Small, Slow.
Much like a birthday sneaking up on you, it’s a bit of a shock to realise that the Barina nameplate has been around for nigh on thirty years. Coming from a variety of manufacturers such as Suzuki and Opel, the current model is brought in from Korea. The current model has a two level strategy, the Spark being an “entry level: and the slightly bigger version sedan and hatch, CD and CDX. The main seller is the hatch, with a 1.6 litre petrol engine and six speed automatic transmission with electronic manual shifting, via a toggle button on the gear lever. There is a five speed manual option. I say option as most of these will be sold with the auto. Sadly. More on that later…
The CDX tested comes with Holden’s new MyLink system (http://www.holden.com.au/vehicles/barina/interior) 
allowing you to connect to Apple’s Siri voice assistant, Pandora internet based radio and more. It’s smart and fun and looks good on the seven inch touch screen. The driver’s dash view is of a motorcycle style readout (highlighted in electric blue at night time) whilst the layout is clean and simple to use. The heated leather wrapped front seats are ok in side and back support but would be a little lacking in comfort for a long drive. Bearing in mind it’s a city car long drives are not its forte. Nor is calling it a five seater a wise thing, unless the rear seat is populated by dolls. It’s a small car, just on four metres total length for the hatch (the sedan is slightly longer) whilst interior front shoulder room is 1360mm, giving more weight to a rubbing shoulders argument. Bootspace, unsurprisingly, isn’t huge, with the foldable rear seats up and won’t take a new flatscreen TV above 40 inches in size. On the outside it’s good enough, with a family resemblance to the Captiva by virtue of the quad headlight cluster, leading to a pert backside via some smooth sheetmetal on the four passenger doors.
The wheelbase is just on two and a half metres whilst the track (distance between wheels left and right) is 1495mm; this, plus the wonderful Continental tyres, sourced from Europe, give the Barina CDX a decent enough handling package and allow the car to run hard into a corner with a surprising level of ride comfort and grip. It’s certainly more capable on the road that the drivers that will buy it. It brakes well, handles well enough and is quiet enough around town……except 
when pushed hard…..the engine shows the lack of refinement with a buzzy, raucous cacophony, sounding like it’s giving you plenty of urge when, in fact, a drunken snail would win a drag race.
It’s a 1.6L fuel injected engine, needing 6000 revs to produce peak power and 4000 revs to give you peak torque. Matched with an electronically controlled six speed auto, it’s zero to one hundred in a calendar week. Using the gear lever mounted manual switch doesn’t help either, with a shift from gear to gear measured in tenths of a second, rather than blinks of an eye. In a market crowded with small cars, it’s unforgiveable. And sad, as the chassis provides a decent ride, the new MyLink system is pretty smart and economy is ok for what it is. In the market segment it sits in though, the buyers won’t be fussed by the lack of refinement and added aural assault, being swayed by its looks and chicness.
Click here: http://www.holden.com.au/forms/view-brochures?Vehicle=Barina for a downloadable brochure.
Level 2, 9 Help Street