Holden | Marca australiana chega ao fim em 2021

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What the f***... ???

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Entretanto, já foi apresentado o HSV Gen-F

HSV (Holden Special Vehicles) apresentou, já há umas semanas, as várias versões do Gen-F.
Por enquanto, a gama de motores tem 3 níveis de potência: 431 cv, 442 cv e 462 cv extraídos de um V8 com 6.2 litros de cilindrada.
Esteticamente, o Gen-F destaca-se pelos pára-choques diferentes, jantes de 20", 4 saídas de escape envolvidos e um novo difusor na traseira.
Por dentro, as diferenças resumem-se a pormenores que dão um toque mais desportivo ao habitáculo, sendo incluídos também novos bancos.
Todas estas variações estão disponíveis nas versões sedan, Tourer e UTE.

O GTS (Vauxhall VXR8 GTS no Reino Unido), a variação mais desportiva do Gen-F utilizará o mesmo bloco que o Corvette ZL1, debitando 584 cv, tornando-se assim o modelo australiano mais rápido de sempre.

Maloo:

Clubsport sedan e Tourer:

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GTS:

Senator Signature:

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Mais imagens "soltas":

Autoblog _{en Español}

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UTE no Nürburgring

Holden VF Ute Vs The Nürburgring -- Part I: The Machine (1 of 3) - YouTube

Holden VF Ute Vs The Nürburgring -- Part II: The Driver (2 of 3) - YouTube

Holden VF Ute Vs The Nürburgring -- Part III: The Ring (3 of 3) - YouTube

Parece estranho, contudo, pode-se abrir uma excepção no caso da UTE. A Holden SS VF estabeleceu o novo recorde no 'Ring na categoria das pick-ups e veículos comerciais, tornando-se também apenas na terceira pick-up (se é que podemos chamar pick-up a estes monstros...) depois da Ford F150 SVT Raptor e a Dodge Ram SRT 10.

O recorde estabelecido pela UTE é de 8'19"47.

Autoblog _{en Español}

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Nas próximas duas, acompanhada pelos primos europeus, sendo que o primo da segunda fotografia está em processo de cirurgia plástica:

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Publicidade Holden Malibu

O reclame ao Malibu que, no mercado australiano, é vendido com o logótipo da Holden no capot.

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Holden Coupe 60 Concept

Construído em 2008 para comemorar os 60 anos desde que a Holden produziu o 48-215, o Coupe 60 dava ideia de como seria o futuro da marca a nível de desenho, tecnologia e engenharia.

Não tinha pilar B, era suposto representar luxo e as capacidades que a plataforma de tracção traseira da marca permitia ter, combinando características das corridas com características de carros de estrada.

No interior, encontram-se características ímpares, como os assentos em carbono, cobertos com pele e camurça. O volante tinha o fundo plano e incluía LEDs para indicar quando era suposto mudar de mudança, o painel de instrumentos era um LCD.

Mais imagens em NetCarShow.


Debaixo do capot, escondia-se um V8 com 6.0 litros de cilindrada equipado com Active Fuel Management (tecnologia que permitia desligar metade dos cilindros do motor para poupar combustível) e calibrado para "beber" Etanol E85.

Holden Coupe 60 Concept

GM Holden marked the diamond anniversary of its first all Australian car by unveiling a stunning two-door performance thoroughbred called Holden Coupe 60.

Holden Coupe 60 celebrates the six decades since GM Holden built the 48-215 at its Fishermans Bend plant in Port Melbourne, Victoria, and provides a glimpse of Holden's future directions in design, engineering and emerging engine technologies.

Exemplifying sports luxury, Holden Coupe 60 is a pillarless concept car that explores the limits of Holden's current rear-wheel drive capabilities, combining racing looks and technology into a road going sportscar experience.

Its sophisticated appearance is delivered through simple and powerful design, highlighted by the pillarless construction and V8 supercar inspired cockpit layout and side-exiting chambered exhaust system with billet alloy tips.

Almost 60mm shorter than the VE sedan, and sitting on 21-inch centre-lock alloy wheels with unique design Kumho high performance semi-slick tyres, Holden Coupe 60 captures all that's exciting about the Holden DNA.

Other racing-derived enhancements include full flat under body, rear underbody air diffuser and functional rear deck-lid spoiler with unique designed LED tail lamps.

The interior also has several unique features. They include one piece carbon fiber bucket seats (featuring leather and suede pad design) and a sports-inspired flat bottomed steering wheel with integrated shift light display and LCD sports instrument cluster.

The high gloss carbon fiber carries through to doors and rear trim providing a contrast to the leather trimmed instrument panel and black suede trimmed pillars, headliners and parcel shelf.

Details and accents are picked out with a distinctive red high shine leather on the seats and dark gunmetal finish and satin chrome on the consoles and doors.

Front seats are adjustable fore and aft to allow easy access to the rear, with four-point race harness restraints for all seating positions.

Under the bonnet is just as forward looking, with a 6.0 litre V8 engine incorporating the latest technologies such as active fuel management and calibrated for E85 ethanol fuel.

Even the paint is a one-off. Called 'Diamond Silver' by Holden designers, it gives a liquid aluminium finish that almost slides off the bodywork.

GM Holden Chairman and Managing Director Mark Reuss said, "Coupe 60 is Holden's 60th anniversary gift to its fans worldwide.

"It highlights Holden's heritage of rear wheel drive performance whilst looking ahead to the potential offered by new technologies and materials.

"This is a vehicle I know our designers would dearly love to see go into production, but for the moment it has to remain a concept only," he said.

Project Designer Manager, Peter Hughes, said, "We were looking to mark the diamond anniversary with a car that captured the Holden DNA and took the current VE range to an exciting next step.

"Even in the early stages of VE development, we knew there was a sensational coupe waiting to get out and the 60 th anniversary has given us the chance to explore that.

"With Coupe 60 we think we have designed a car that has the potential to write another chapter in the book of Holden icons."

Holden Coupe 60 – Specifications and Features

Main Features

• Pillarless coupe body;
• Derived from flexible GRWD platform;
• VE sedan wheelbase.

Powertrain

• 6.0L V8 with Active Fuel Management, calibrated for E85 Ethanol fuel;
• 6-speed manual transmission (SS specification);
• Engine oil cooler.

Exterior

• Unique "Diamond Silver" paint colour;
• Electrically dropping front & rear side windows;
• Racing-derived aerodynamic down-force enhancements:
• Rear under-body air diffuser;
• Full flat under body;
• Functional rear deck-lid spoiler;
• 21-inch centre-lock alloy wheels;
• Unique design Kumho high-performance semi-slick tyres;
• High-performance Brembo brake hardware with ducted air cooling for front callipers;
• Side-exiting chambered exhaust system with billet alloy tips;
• Unique design LED tail lamps;
• Exterior mirrors with integral LED side markers.

Interior

• V8-Supercar inspired cockpit layout for enhanced driver visibility and spaciousness;
• LCD sports instrument cluster located in a unique column-mounted binnacle;
• One-piece carbon fiber bucket seats, featuring unique suede-pad design and distinctive red high shine leather accents;
• Front seats are adjustable fore-aft and allow easy access to rear;
• Four-point race harness restraints for all seating positions;
• Unique sports-inspired flat-bottom steering wheel with integrated shift light display and suede grips;
• Unique interior details including air vents, column switches, gear shift knob and pedals.

Interior trim

• Perforated leather trimmed instrument panel;
• Black suede trimmed pillars, headliner and parcel shelf;
• High gloss carbon fiber used as a structural material for seats, doors and rear trim provides contrast to leather and suede trim;
• Details and accents are picked out with red high shine leather, a dark gunmetal finish and satin chrome.

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Cheguei a ler algures que, tal como aconteceu com a última geração existente do Pontiac GTO (que era um rebadge do Holden Monaro), uma possível versão de produção deste protótipo poderia ter atravessado o Pacífico e entrar no mercado norte-americano como a quinta geração do GTO que não chegou a existir.

Mais umas imagens:

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Holden Crewman

A famosa UTE tem 2 lugares. No entanto, algures no tempo, a Holden teve um veículo denominado por Crewman, em tudo semelhante à UTE comtemporânea, no entanto, com 2 portas extra e uns lugares traseiros.

Para além da versão normal e SS, existiu também uma versão bem ao estilo Allroad da Audi, muito em voga nos últimos anos. A UTE e Crewman não são pick-ups ordinárias, possuindo motores grandes e não tendo versões como as que temos por cá da Navara, Hilux ou Ranger que têm elevadas alturas ao solo para além das versões mais rasteiras.

Crewman Cross 8 Concept [mais fotos]:

Crewman Cross 8 [mais fotos] (pessoalmente, das versões de produção, é a versão deste modelo que gosto mais):

Um vídeo:

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Tal como a UTE, a Crewman sempre teve versões mais rasteiras, tendo sido a Crewman Cross 8, segundo sei, a versão com maior altura ao solo que houve.

Crewman, a versão mais básica [mais imagens]:

Crewman SS, a versão mais desportiva [mais fotos]:

Várias versões:

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Construído em 2008 para comemorar os 60 anos desde que a Holden produziu o 48-215, o Coupe 60 dava ideia de como seria o futuro da marca a nível de desenho, tecnologia e engenharia.

Não tinha pilar B, era suposto representar luxo e as capacidades que a plataforma de tracção traseira da marca permitia ter, combinando características das corridas com características de carros de estrada.

Dois designers da Holden chegaram a "pegar" neste protótipo, de modo a desenhar uma nova geração para o Monaro, em colaboração com outra empresa, a Dsine International. Este projecto foi feito "fora de horas". Notam-se as semelhanças no perfil, entre as quais, a ausência de pilar B. A frente e a traseira adoptaram elementos comuns à nova geração do Commodore.

Uma nova geração do Monaro não irá chegar à produção, devido aos altos custos envolvidos no desenvolvimento e também à presença de um carro de semelhante conceito no grupo, o Camaro. Para além deste último, ainda existe o Corvette, o maior halo car do grupo.

The Holden Monaro has been born again – but it’s unlikely to ever reach production.

Holden designers Peter Hughes and Simon Gow were part of a top secret project to create a two-door coupe version of the freshly-released VF Commodore.

The VF Coupe sketch has been produced in collaboration with design firm Dsine International, according to the GM Authority website.

Despite its eye-catching looks, the two-door will likely never reach production because of the high cost of engineering and developing what is a niche model; given GM already produces the two-door Chevrolet Camaro – a conceptually similar car to the Monaro – it limits its potential in the core US market.

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However, Dsine is clearly keen to explore the potential. On its Facebook page, Dsine International said it would like to take the digital design further if not for the lack of funding.

"If we could we would! This is a concept put together by Dsine International with the help from Simon Gow and Peter Hughes from GMA (Holden) design. It was done after hours and is just a representation of what a VF coupe could look like ... We would all love a new Monaro!"

The VF Coupe is based on the regular SS VF Commodore, powered by a 270kW/530Nm 6.0-litre V8.

Holden spokeswoman Andrea Matthews confirmed company staff played a part in the VF Coupe’s design.

“The project has been done out of hours by the design team ... there are no plans to put it in production,” she said.

Since first arriving in 1968 the Monaro quickly attracted a huge following through the 1970s before being killed off in 1977.

The Holden Monaro was successfully reborn as the Commodore Coupe concept car in 1998 before going into production in 2001.

Peter Hughes received worldwide acclaim for the modern interpretation of the Monaro, which he penned as a fresh-faced designer in his 20s.

Hughes also led the design of the Coupe 60 one-off “Monaro” show car revealed on Holden’s motor show stand in 2008 as a celebration of the brand’s 60th anniversary in Australia.

The original reborn Monaro was exported and sold as a Pontiac GTO in the US and a Vauxhall VXR in the UK.

Drive - The Sidney Morning Herald via Carscoops

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Testes ao HSV GTS, também conhecido por Vauxhall VXR8 GTS

Auto Express

Veredicto: 4 estrelas

Algumas considerações:
O carro acorda com uma série de "explosões", silenciando-se em seguida.

Utilizando a caixa manual, levando as mudanças de relação à perfeição através do comando da caixa, acrescenta-se um outro nível de interacção. Interacção essa que é o que o condutor quer, quando se está ao volante de um carro com uma aceleração como a deste. Independentemente da relação de caixa engrenada, pisa-se a fundo no acelerador e o carro dispara logo - é o lado bom de ter 740 Nm de binário e de utilizar um compressor em vez de um turbo.

A sucção de ar para o motor é acompanhada por um rugido de indução e de um leve uivo do compressor em vez de uma nota melodiosa do escape, dominando assim a banda sonora.

Ao contrário das anteriores iterações do modelo, a performance deste carro não se trata apenas de andar em frente, possuindo engenharia genuinamente sofisticada no desenvolvimento: componentes da suspensão em alumínio e jantes de 20", agora forjadas, retiram 9.4 kg em massas não suspensas de cada roda frontal e 1.6 kg de cada roda traseira, apesar dos maiores travões. Para além disso, a suspensão tem três modos de regulação, a direcção é assistida electricamente e encontra-se neste carro o mesmo sistema de vectorização de binário (Torque Vectoring System - TVS) que se encontra no McLaren MP4-12C.

Quatro modos de condução - Touring, Sport, Performance e Track - seleccionáveis por um comando atrás do comando da caixa de velocidades. A mudança no modo de condução aumenta o peso da direcção, torna o ESP mais tolerante e melhora a resposta do acelerador, aumenta a firmeza da suspensão e muda a actuação do TVS nos modos Performance e Track.

Confortável com as configurações no modo mais "suave", ronrona na relação mais alta e é muito fácil de conduzir. Mudando para outro modo, a suspensão começa a mostrar-se menos tolerante, embora sem tremer exageradamente, o peso da direcção aumenta, bem como o volume do som de escape. Seja em que modo for, há uma sensação de solidez e agilidade que não estava presente no antecessor.

A direcção não transmite muita informação, mas é directa e precisa. O controlo da carroçaria é excelente - numa curva, o GTS parece muito sólido. Quando se começa a "atirar" o carro para as curvas mais fechadas e com mudanças de direcção mais rápidas,o TVS começa a intervir: travando a roda interior traseira antes de vir a subviragem, a frente ataca de forma inteligente e o carro parece muito mais ágil.

A assistência eléctrica da direcção ajuda os condutores menos experientes a manter-se na estrada, no entanto, para usufruir do carro, desliga-se todas as ajudas. Sem ajudas, os 585 cv cujos pneus traseiros estão encarregues de pôr no chão são de respeito. Um pé direito mais trapalhão dá direito a uma derrapagem que os sistemas electrónicos não evitam.

A qualidade interior deu um grande passo em frente, dando agora uma sensação semelhante à de outros topos de gama da marca, como o Astra VXR. O ecrã central de alta resolução é de série e tem gráficos para o ângulo de sobreviragem, forças G laterais e deslizamento de cada roda.

O preço torna o carro bastante atractivo, afirmando a marca que acrescenta £20000 em equipamento comparativamente ao modelo anterior (tendo como únicos opcionais: tecto de abrir e pneu suplente). Acrescenta 150 cv e 190 Nm de, respectivamente, potência e binário máximos em relação à geração anterior. Custando, ainda assim, bastante dinheiro (£54999), a isto, vêm associados custos de utilização elevados, porém, é difícil andar mais rápido por menos. A Vauxhall espera vender 50 unidades deste carro... nos próximos 2 anos.

Vauxhall has been importing V8-powered saloons, coupes, estates and pick-ups from its Australian sister company Holden for a decade now. Models like the 6.0 Monaro VXR, Maloo ‘ute’ and VXR8 Saloon have always had larger than life personalities, but were considered a left-field choice. But the all-new VXR8 GTS, which packs more power than a BMW M5 but costs almost £20,000 less, is its most serious challenger yet.

Down under the V8 is still king, so when you consider the VXR8 GTS (badged the HSV Gen-F GTS in its home market) is the most powerful production car to ever be built in Australia, it means something. Under the bonnet is a 576bhp supercharged 6.2-litre V8, sending its power to the rear wheels through a six-speed manual, or for an extra £1,300, a six-speed auto.

Press the starter button and it booms into life with a series of muffled explosions, before settling to a lumpy idle. Dip the heavily-sprung clutch, pop the short-throw gearstick into first, and with a brush of the throttle you’re away. In Australia, where customers buy HSVs as daily drivers, half of GTS sales are expected to be autos. In the UK though, almost all sales will be manuals, and it’s immediately obvious why.

Ripping up through the ratios, timing your gearchanges to perfection and slotting the stubby gearlever around its gate adds another level of interaction. And when a car feels as visceral as this on full throttle, interaction is what you want. Regardless of the gear, plant your right foot and the car snaps forwards instantly – an advantage of superchargers over turbos, and 740Nm of torque.

With so much air being inhaled by the engine an induction roar and a slight supercharger whine, rather than a tuneful exhaust note, dominates the soundtrack at full tilt. From the outside though the GTS sounds like a scolded lion as it blasts past.

Unlike previous incarnations it’s more than just a straight-line brute, there’s some genuinely sophisticated engineering going on under the skin. Aluminium suspension components and forged 20-inch alloys remove 9.4kg in unsprung mass from each front wheel, and 1.6kg from each wheel at the back, despite larger rear brakes. There’s the latest generation of GM’s three-stage adaptive dampers, an electrical power steering setup and the same torque vectoring system as fitted to the McLaren 12C.

There are four driving modes to choose from too – Touring, Sport, Performance and Track – selectable via a dial behind the gearlever. Each twist of the dial adds weight to the steering, slackens the ESP, sharpens throttle response, firms up the dampers and switches on the torque vectoring system in Performance and Track modes.

With everything in its most relaxed setting the GTS rides well, is happy to purr along in top gear and couldn’t be easier to drive. Dial up through the settings and the suspension becomes less forgiving, but never bone-shaking, while the steering weights up in your hands and the dual-mode exhaust ups the volume. Whatever mode you’re in though there’s a feeling of solidity and alertness that was missing from its predecessor.

The steering doesn’t offer much feedback, but it’s direct and accurate, and the body control is excellent – in a constant radius corner the GTS feels rock solid. Start tipping it into some sharper bends with quicker changes of direction, and the torque vectoring system comes into play. By braking the inside rear wheel (thus sending more power through the differential to the outside wheel) before understeer occurs, the nose tucks in smartly and the car feels significantly more nimble.

All this electrical assistance means less confident drivers can use more of the performance without falling off the road, but for the real VXR8 experience you need to turn all the safety nets off. Do so and 576bhp through two rear tyres is a potent combination that demands respect. Get clumsy with your right foot and this brawny Aussie wastes no time breaking traction and sliding around.

The styling is in tune with the performance, too – neither are for the faint-hearted. Based on the new Australia-only Holden VF Commodore, the VXR8 GTS gets enormous intakes to feed air to the engine, LED running lights and more-rounded taillights. There’s bulging side skirts, four huge exhaust pipes and a rear diffuser too, although the aircraft-spec rear wing can be swapped for the subtler low-line spoiler you see here.

On the inside, quality has a big step up and has a similar feel to other range-topping Vauxhalls like the Astra VXR. A higher-resolution central screen comes as standard and displays graphics for your angle of oversteer, lateral G-force and amount of slip at each wheel. It’s a gimmick, but all part of the VXR8 not taking itself too seriously.

Value is clearly a large part of the new VXR8’s appeal, Vauxhall claims it offers over £20,000 more equipment over the last model (a sunroof and a spare wheel are the only options), not to mention an extra 150bhp and 190Nm of torque. So while £54,999 is still a lot of money, and it will cost a fortune to run, it’s harder to go faster for less. Sales targets in the UK are still modest though, with Vauxhall hoping to sell just 50 units over the next two years. It deserves to sell a hell of a lot more.

Veredicto:
Seguindo uma fórmula similar ao predecessor, o novo VXR8 é uma proposta muito mais convincente.

A potência brutal e a entrega instantânea do V8 dominam. Lida com as curvas com muito mais finesse, com mais delicadeza no limite e tem um melhor refinamento a baixa velocidade.

Continua abaixo do BMW M5, graças ao apelo da marca, qualidade interior e controlo da carroçaria, em contraponto, o VXR8 GTS é mais entusiasmante e custa bastante menos.

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Autocar

Veredicto: 4.5 estrelas

Algumas considerações:
A qualidade do interior subiu consideravelmente. É um dos carros mais espaçosos do segmento. Comparando com o BMW M5, pelo preço, parece uma boa aposta.
O controlo da carroçaria por parte da suspensão nunca é mau, o mesmo se aplica à qualidade de rolamento.

A tecnologia evoluiu, ainda assim, a condução continua a parecer um pouco antiquada, embora honesta. É um carro agradavelmente ágil, íntegro e linear na forma como transmite o que se passa na estrada.

É um prazer rolar a baixa velocidade, puxando um pouco pelo carro, ocasionalmente, empurrando o acelerador para aceder à força "ilimitada" que o motor oferece. Parece um carro de fácil convivência.

Quando há espaço para aproveitar o carro, nota-se que é um carro realmente bom. Não é tão composto como um M3, mas o jornalista afirma que o escolheria, na vez de um M5, para condução empenhada. Pode não dar a sensação de ser tão sofisticado, parecendo uma "banheira" antiga desprovida de agilidade. No entanto, é bem equilibrado e gratificante.

O VXR8 tem sistema de vectorização de binário (Torque Vectoring System - TVS), travando uma roda de dentro para reduzir a subviragem, funcionando apenas numa configuração de chassis.

O melhor acaba por ser pôr o pé no travão em direcção à curva, manter o pé, direccionando a frente e suprimindo assim a subviragem, pisando o acelerador em seguida. Este carro pede para ser conduzido de maneira tradicional, da maneira correcta. Se assim for conduzido, é um carro impressionante para o tamanho que tem. É possível fazer derrapagens, pondo os pneus a fumar, em qualquer altura. A sobreviragem do carro é viciante.

Parte do apelo vem de ser um carro "físico" - com embraiagem e caixa manual. É um supersaloon, não sendo uma réplica de um carro de rali super ágil ou um carro alemão "tech-fest".

É um carro forte e honeste como sempre. Ainda assim, é um carro suficientemente avançado e luxuoso, dando a sensação de ser mais completo que nunca. É tão convincente que, para um cliente à procura de um carro destes, não o escolherá apenas por "ser uma pechincha" ou porque "pode não haver outro" ou ainda porque "se não o fizer, quem o fará?".

Mas há outra razão, a melhor razão para escolher este carro: escolham-no, simplesmente, porque é espantoso!

This is the new Vauxhall VXR8. Woof. Only this is it in its natural habitat of Australia, where it’s built and badged by Holden Special Vehicles

HSV, the company created by the late Tom Walkinshaw’s and still owned by his family, is a completely independent company from General Motors’ Australian arm, Holden.

But HSV works so closely with Holden that it’s allowed access to plans and engineering prototypes five years ahead of launch; so when there’s a new Holden there is, at the same time, a new HSV.

And this is it. It’s the “Gen-F” variant, in what is HSV’s line-topping GTS specification (there are lesser variants, but let’s not worry about those). It arrives in the UK with Vauxhall badging in December 2013.

Highlights? The same basic architecture as the latest-generation Holden Commodore – technically a facelift, but with changes that run so deep it’s easier to think of it as a new model – and given HSV’s trademark treatments. Some are fitted in the Holden factory (electrics, drivetrain), with the rest fitted in HSV’s facility in the Melbourne suburbs.

In all, the changes are significant enough to mark HSV out as a manufacturer in its own right. And none is more significant than the obligatory V8, a 6.2-litre ‘LSA’ donkey, with a supercharger attached. It has 577bhp and 546lb ft. And I don’t know about you, but I like the sound of that. So. Shall we?

If you’re familiar with the previous VXR8 – which puts you in a particularly small minority – you’ll be blown away by the interior trim in here. It’s still among the roomiest saloons around (at 4988mm, the VXR8 is longer than a BMW 5-Series), but perceived material quality has been given a massive hike. There was a time when an imported HSV (the Monaro that is still slang for any of these cars), somewhere in the mid £30ks, was an outright performance bargain alongside European coupes and super-saloons.

The strength of Australia’s currency has put paid to that – the VXR8 GTS will cost £54,999 – but interior fit and finish has risen in line with the Australian dollar. Besides, compared to a BMW M5, a little the wrong side of £50k still looks like remarkably good value.

The technology count has been given a lift, too. Suspension’s by coil springs, but there are magnetorheological dampers of the latest-generation; quick to react and selectable in their stiffness parameters. There’s a “Driver Preference Dial” on the spangly centre console which, as you flick the settings through varying degrees of hardcore-ness, adjusts the stability control, electric power steering’s weight, exhaust sound and damper stiffness to suit.

The good thing is that it’s pretty easy to find a setting that works. Unlike, say, a big fast Audi, the VXR8’s body control is never poor, and neither is the ride. The tech has moved on, but that slightly old-fashioned, honest way it drives still underpins it. This is a pleasingly responsive car, straightforward and linear in the way it tells you what’s going on at the road.

It’s pleasurable to tool around at cruising speeds, riding that wave of torque, occasionally digging the throttle down to access some of that limitless poke and enjoy a trademark V8 backbeat, subdued as all these LS units seem to be, except at full throttle. It feels an easy car to live with.

What you really want, though, is space to enjoy it. Find that, and you’ll find this is a really good car. Okay, it’s not as composed as a BMW M3, but I’d pick one, to drive hard, over an M5. Genuinely. At times it might not feel as sophisticated, I grant you, and it’s a big old car, so it ain’t agile. But it is well balanced and rewarding.

The VXR8 has torque vectoring, braking an inside wheel to reduce understeer, but it only works in one of the chassis settings, and only if you’re on the power slightly: in other words, if you’re in a long sweeper, or being a bit hamfisted.

Better, instead, to ease down on the brakes towards a corner, keep them trailed in as you turn, to settle the nose and quell some of the inevitable understeer, and then get back on the gas. That’s how this car wants to be driven: the traditional, correct way. And driven like that, for a big saloon it’s particularly impressive. Oh, and if you want bit smokey skids? You can have them. Any time. It has cafeteria oversteer: help yourself.

It remains a physical car – the gearshift is meaty and the clutch deliberate – but that’s part of the appeal, too. It’s a big supersaloon, after all, not some kind of mid-point-pivoting, super agile rally replica or Germanic tech-fest.

It’s brawny and it’s as honest as ever, but behind it all, this latest-generation HSV is sufficiently advanced and luxurious that it feels so much more complete than before. So much more compelling that, if you’re in the market for a big fast car, you don’t have to choose a Vauxhall VXR8 because of the obvious, and compelling, reasons: because it’s a bargain; because there might never be another; and because if you don’t, who will? Good reasons all.

But there’s another reason. A better reason. You can choose one simply because it’s terrific.

[xeLa]

[reckoner00]

[asjesus]

Tive a oportunidade de apreciar estes carros e carrinhas quando da minha visita à Austrália em 2007. São bastante comuns e apreciadas por jovens recem encartados.

E muitas com motores V8 e um barulho no trabalhar fantástico.

[reckoner00]

History of Holden - picture special | Autocar

[xeLa]

Já noticiado anteriormente, a GM vai parar de produzir carros na Austrália, ou seja, o Commodore não vai mais ser produzido.
Cria-se que o "legado" Commdore chegaria então a um fim.

No entanto, parece que a GM está a pensar desenvolver mais uma geração, no entanto, o seu desenvolvimento será nos EUA, país onde o actual Commodore é vendido sob o logótipo da Chevrolet, como SS.
Para além de Commodore e SS, este carro receberia outro nome, VXR8, uma versão da HSV vendida no Reino Unido como Vauxhall.

Segundo David Leone, engenheiro da GM, carros acessíveis de tracção traseira não chegam ao fim com o fim do desenvolvimento por parte da Holden: "A tracção traseira é o caminho a seguir para um entusiaste da condução, sendo esse o papel da plataforma Alpha".

The supercharged Vauxhall VXR8 could be reborn after Holden ends production of the Commodore in Australia in 2017.

A plan is under serious consideration by GM for a rear-wheel-drive V8 sports saloon to be developed and built in North America to replace the Commodore, which is sold there as a Chevrolet SS.

If the business case stacks up, the new-generation SS would be exported to Australia, where it would be pressed into service by both Holden and Holden Special Vehicles, which creates the VXR8.

Senior GM engineer Dave Leone said affordable rear-drive performance cars would remain part of GM’s product portfolio beyond the Aussie Holden’s demise.

“If you are a performance enthusiast, then rear-wheel drive is the way to go and that’s the part of the rear-drive [GM] Alpha platform will play,” Leone said.

GM announced it would stop making vehicles in Australia and New Zealand by the end of 2017 late last year, citing high costs and a poor supply chain as the reasons behind its decision, which puts an end to 70 years of Holden vehicle manufacturing in the company.

Toyota has also announced it will be pulling out of Australia by the start of 2017, leaving the country with no local vehicle production. Like GM, Toyota will instead move to become a vehicle importer in the country.

Autocar

[xeLa]

Um teste ao Chevrolet SS, rebadge do Commodore, vendido nos EUA, já postado no tópico da marca americana:

[sergiogon]

É como diz o lema da HSV: I just want one!

[reckoner00]

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by Saabkyle04

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