Part of the General’s Global family

The new Holden VZ Commodore comes with a brand new V6 engine. The previous 3.8-litre V6 - first introduced 16-odd years ago in the VN - had evolved from a low-tech 127kW powerplant to a much more refined 152kW engine in the VY. A supercharged version of the 3.8 was also available, and produced 171kW of power.

Even though the Buick-sourced 3.8 V6 had been highly successful in the Commodore, it had run its course. Alloytec is the new 3.6-litre V6. As the name suggests, the new motor is of all-alloy construction and features double overhead camshafts and four valves per cylinder.

In standard guise, it produces 175kW of power at 6,000rpm and 320Nm of torque at just 2,800rpm. This is 14 per cent more power and five per cent more torque than the old motor. A higher output version, known as Alloytec 190, offers 190kW of power at 6,500rpm; and 340Nm of torque is available at 3,200rpm. Both engines feature variable valve timing, which maximizes performance, fuel economy and emissions control. The 190kW version, in a first for GM, features variable valve timing on both the inlet and exhaust camshafts.

An electronically controlled throttle eliminates the need for a cable between the accelerator pedal and the throttle body. A coil-on-plug system delivers maximum spark with fewer parts and no high-tension leads. Extended-life spark plugs with dual platinum electrodes have an expected service life of 120,000km. In addition, oil-change intervals have been extended to 15,000km or nine months. Both Alloytec engines feature an Auto start function, which abrogates the need to hold the key in the “start” position. One need only turn the key and let it go.

These new engines - 3.6L, 3.2L and 2.8L - form part of GM’s Global V6 engine family, which encompasses a range of displacements. For use in a variety of GM vehicles, the Global V6 engines are built at three plants across the world. One such facility is the new $400 million Port Melbourne V6 plant, which is capable of producing some 240,000 engines per year.

It is expected that around 175,000 of these will be for use in Holdens, while the remainder are exported. The new Global V6s have been designed to suit front-, rear- and all-wheel-drive applications, and can be mounted both longitudinally and transversely. They are also suited to parallel hybrid (petrol/electric) applications.

The VZ Commodore Executive, Acclaim and Berlina all feature the Alloytec (175kW) V6, fitted with an upgraded version of the previous 4L60 four-speed automatic transmission. A new SV6 model (which replaces Commodore S), the Calais and the long wheelbase WL Statesman all feature the higher output Alloytec 190.

These models are fitted with a new five-speed automatic transmission with “Active Select” manual shifting, operated by paddle-shifters on the steering wheel. SV6 can also be optioned with a six-speed manual transmission. Holden claims all new V6 models use less fuel than their VY equivalents.

Holden has also beefed up the power on a number of V8 models. While V8 Calais and Berlina remain unchanged at 235kW, Statesman V8 now puts out 245kW, while SS, SV8 and Caprice can each muster 250kW.

Vehicle safety is enhanced on Acclaim, Calais and V6 Caprice and Statesman, with the introduction of an Electronic Stability Program (ESP). When the driver takes emergency action to avoid a collision, the system corrects the vehicle’s path through brake application to individual wheels, and engine torque management. Holden claims the system is so smooth that drivers will not know when it has been activated. International research suggests this system can reduce single-vehicle accidents by more than 30 per cent.

...beefed up power...
...faster brake pressure response...

Safety is further enhanced with all models now featuring the latest-generation Bosch ABS system. This, combined with upgraded braking systems, invokes faster brake pressure response, which results in about a four per cent reduction in stopping distance.

With a significantly bolder road presence - accentuated by new facias, grilles, larger air intake openings, more compact headlamps and a sharper bonnet design - the VZ is a smarter looking car.

A Police Journal test drive of an SV6 with six-speed manual transmission proved the new engine to be far more responsive, refined and quieter than the previous engine.

Its fuel efficiency was quite outstanding. After 260km in the suburbs, the trip computer showed average fuel usage of 10.3 litres per 100km. After a further 400km in the country, the combined average dropped to a credible nine litres per 100km. This gives the car a range of almost 850km on its 75-litre fuel tank.

The VZ Executive sedan ($35,410) comes with air conditioning. An extra $3,500 will buy you the new sporty SV6. This is not a lot extra for:

• The bigger motor.
• Six-speed manual or five-speed auto transmission.
• Alloy wheels.
• Fog lamps.
• Rear wing.
• Body kit.
• FE2 suspension.
• Leather steering wheel.

Damn good, consumers conclude

Where Holden’s Adventra is essentially a re-engineered Commodore wagon with AWD, Ford’s Territory wagon is an all-new vehicle with some Falcon components.

To spend a week in the range-topping Territory Ghia AWD is to conclude that Ford has done a damn good job. High sales seem to indicate that consumers have come to the same conclusion. So strong are sales that one wonders if the traditional big-six wagon is losing ground as the vehicle of choice for families.

Territory is available in TX, TS and Ghia. Buyers have a choice of rear- or all-wheel drive in each spec level. Prices range from $38,990 (TX RWD) to $49,290 (Ghia RWD). For $4,000 more, the AWD models feature traction and stability control systems, and can be optioned with Hill Decent Control.

Externally, Territory is pleasing from any angle and bears no resemblance to the Falcon. Its shape is modern, purposeful and robust-looking. Inside, Territory’s connection to Falcon is more obvious, with similar gauges and central facia layout.

Most of Territory’s drive train comes from Falcon. Under the bonnet is Ford’s big 4.0-litre DOHC in-line six, coupled to a four-speed automatic transmission with sequential manual mode. Although not the most refined engine on the planet, it has plenty of power (182kW), stacks of torque (380Nm) and does a credible job in Territory. The AWD models feature a single-speed chain-driven transfer case driving all four wheels on a full-time basis.

Territory is built on a monocoque platform and utilizes Falcon sedan’s Control Blade rear suspension, as opposed to the wagon’s leaf-sprung rear end. It has a wide track and high ground clearance but, like Holden’s Adventra, it is not a serious off-road machine. It is more a crossover vehicle that crosses the line between a family wagon, SUV and, because seven seats can be optioned, a people-mover.

Weighing around 2,000kg, Territory is no lightweight AWD, but has better road manners than some of the larger truck-based 4x4s. Given its hefty body and powerful six, Territory is capable of towing loads of up to 2,300kg with trailer brakes.

The Police Journal tested a highly appointed, extremely comfortable Ghia. At $53,290, it represents good value when compared to a Fairmont Ghia sedan or an up-market Landcruiser.

Seating for front- and second-row passengers is very good. However, the optional third row has limited legroom and is best suited to kids. Driver’s score an electrically adjustable seat with three-stage memory. A reach/rake adjustable steering column and height adjustable pedals further enhance the driving position.

Territory is a big, roomy vehicle, which offers car-like performance and the ability to go a multitude of places, as long as one exercises care. It is perhaps the perfect crossover vehicle for those who need lots of space or tow big loads but don’t need a low-range capability. During the Police Journal test, the Ghia slurped fuel at the rate of 14.9 litres per 100km. That is reasonable for a vehicle of its size.

...extra power when needed...
...requires no driver input...

Soaring petrol price irrelevant
to hybrid

Hybrid cars have been available in Australia for a couple of years. Honda’s Insight, an expensive two-seater with limited space, didn’t ignite the market.
Toyota’s second generation Prius is a more useful car, but sales have been slow - perhaps owing to the car’s futuristic looks, quirky controls and high price.

Honda has now taken a quantum leap forward by releasing a hybrid version of its appealing Civic sedan. Civic Hybrid is the first petrol/electric-powered car, in Australia, based on an existing model. From the outside, it looks like any standard Civic sedan, except for the Hybrid badge on the boot.

Inside, the only tell-tale sign is the inconspicuous IMA (Integrated Motor Assist) gauge on the instrument cluster. Under the bonnet, things look fairly normal, too, except for the thick orange conduit snaking its way around the back of the motor.

What makes Civic Hybrid so appealing over a standard Civic, Pulsar or Corolla is its fuel economy, increased range and lower emissions. As oil prices soar, Honda quotes combined fuel economy of 5.2 litres per 100km for the Hybrid. This gives it a range of almost 1,000km from its 50-litre fuel tank. By the same test, a standard Civic 1.7-litre automatic consumes 7.5 litres per 100km.

At its heart, the Civic Hybrid features a compact 1.3-litre, four-cylinder SOHC VTEC engine, teamed up with an ultra-thin electric motor and battery system. A modest 69kW of power is available at 5,700rpm, and 146Nm of torque at a low 2,000rpm.

The electric motor provides extra power when needed - during acceleration, for example. When cruising, decelerating or braking, it acts as a generator and recharges its own batteries. When stationary, the petrol engine generally cuts off completely and instantly springs to life again as soon as the brake pedal is released.

The whole system is completely automatic and requires no driver input besides normal acceleration and braking. Its small battery system is tucked away behind the rear seat and goes unnoticed. Generous boot space abounds with the space-saver spare wheel. Unlike standard Civics, the Hybrid also gets a unique Continuously Variable automatic Transmission (CVT), which delivers smooth, seamless shifts throughout the entire rev range.

Impressive on the road, Civic Hybrid performs like many other 1.8- and 2.0-litre automatic sedans. The engine is smooth and quiet during normal driving, and the transmission goes about its business with no hint of a gear change. Push hard, and the engine noise is more obvious but not unpleasant. If it was a manual, one might swear it was the clutch slipping, but it’s just the CVT going about its business.

Pleasantly surprising is its turn of power on steep climbs with four adult passengers. Fuel economy on an all-suburban Police Journal test drive was 6.5 litres/100km.

Civic Hybrid ($29,990) costs around $5,000 more than a Civic GLi automatic sedan. In addition to a leaner and greener car, one also gets extra equipment, including:

• Front side airbags.
• Leather steering wheel.
• Climate control.
• Wood grain.
• Fog lamps.

Sufficiently powerful, Civic Hybrid is a value-for-money option when compared to a standard Civic, or Toyota’s Prius.