How the Pontiac G8 was changed to become the 2014 Chevrolet SS
06-08-2013, 08:28 PM
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How the Pontiac G8 was changed to become the 2014 Chevrolet SS Refreshing the VE (Pontiac G8) to become the VF (Chevrolet SS): the Commodore engineering story
By Daniel DeGasperi | May 29th, 2013
The Holden VF Commodore demanded a culture change within the company’s local engineering department.
According to vehicle systems manager Andrew Holmes, for the first time ever weight-saving became obsessive and every engineer designing a new part was told it had to weigh less than the old one.
Holmes describes the process as a major learning curve for many workers who didn’t believe that a gram here and there mattered. But with weight-saving post-it notes pinned to each engineer’s head, Holden engineers were able to shave a massive 72.5kg from the chassis alone.
Holmes says the reductions in “bad mass” needed to be huge, to allow new technologies – or “good mass” – to be put into the car. As it turned out, the tech added 29.5kg for an overall 43kg reduction in the base sedan compared to the outgoing model.
Weight reductions are regenerating, too. By switching to lightweight aluminium for the bonnet, Holden only needed to use a single gas strut to open it, not two as before, further increasing the weight saving . Lightening the bootlid the same way means the lid can now open automatically instead of needing to be lifted. Both lids front and rear save 10kg.
An aluminium cockpit beam is stiffer and lighter than before, helping to compensate for extra padding around it to reduce engine noise and vibration. Holmes says that move allowed engineers to lower the idle speed of the 3.0-litre V6 to 500rpm, helping to increase economy.
In the front suspension an aluminium lower control arm and knuckles saves 6kg on each corner.
Holden claims more than 60 per cent of the VE model’s chassis components have been replaced, with a total 38.9kg taken from the chassis alone.
The total body-in-white saving is 12.5kg. Vehicle structure and safety systems manager Steve Curtis says that with VF Commodore more high strength steel was used in the body, particularly around the B-pillar area to improve side impact protection.
Holden found that in addition to beefening up the body structure, engineers could then reduce the thickness of the door skins to further push weight reduction.
Curtis argues that although the VF Commodore receives a five-star ANCAP safety rating – the same as VE – the standards required to meet a maximum rating have changed substantially since the VE launched in 2006.
All VF models get Isofix rear seats, which Holden decided to include in the engineering program well before the Australian government approved it for legislation. Curtis admits it was a gamble, but footage showing the difference between how a standard child seat performed in a side impact versus an Isofix seat, sealed the decision. Isofix – which clamps into the car’s seat base – maintained complete composure in a side impact. In another Commodore-first, three rear seatbelt reminders are standard.
The shape of the front side-impact airbag has also changed, with more coverage given to the lower pelvis area instead of the ribs. Curtis argues that in the human body the pelvis is better able to withstand large intrusions.
Disappointingly, however, a driver’s knee airbag standard on the export Chevrolet SS model is not available at any price on the identical Commodore. Curtis also admits that being unable to move the engine position meant Holden had to accept a ‘marginal’ pedestrian safety rating from ANCAP, as lowering the engine would have substantially decreased the risk of injury to a pedestrian in an frontal collision.
Adding “good mass” meant utilising GM’s Global A electrical architecture, which is also used in Cruze and Camaro. It controls the Commodore-first technology in the car – including blind-spot detection, forward collision alert, side-reversing alert, head-up display and auto-parking. The VF Commodore also boasts the newest MyLink infotainment system.
Shaved side fender flares help Commodore aerodynamics improve by seven per cent to 0.31Cd, which together with the weight reductions, and the switch to electro-mechanical power steering (which saves 0.2L/100km) means a total economy improvement of 6.7 percent on the entry-level 3.0-litre sedan and even greater reductions made by the V8-engined SS.
Three suspension tunes are available with the Holden VF Commodore. The ‘Touring’ (or FE1) set-up is used on Evoke, Calais and Calais V; the ‘Sport’ FE2 is reserved for SV6, SS and SS V; and the ‘Track’ FE3 suspension is available on SS V Redline (Chevrolet SS) only.
Compared with the outgoing FE1 on VF Omega, and FE1.5 on Calais, the VF Evoke and Calais get a “tighter damper tune and larger stabiliser bars” than before. Larger bore struts with internal rebound springs are a unique addition on Calais models only. The new electro-mechanical steering set-up also gets a ‘Touring’ mapping, which is lighter than the sports models. All VFs share a faster on-centre steering ratio than VE, with speed dependant variable assistance.
Although the SV6, SS and SS V grades also get a new damper tune, Holden are less clear about specific intentions. The steering system does add weight “for increased vehicle feedback”.
The SS V Redline (Chevrolet SS), with FE3 tune, benefits from larger front and rear stabiliser bars, wider rear tyres, a faster steering ratio and launch control with a less restrictive Competitive Mode stability control calibration and even firmer steering set-up.
http://www.caradvice.com.au/233333/h...neering-story/
By Daniel DeGasperi | May 29th, 2013
The Holden VF Commodore demanded a culture change within the company’s local engineering department.
According to vehicle systems manager Andrew Holmes, for the first time ever weight-saving became obsessive and every engineer designing a new part was told it had to weigh less than the old one.
Holmes describes the process as a major learning curve for many workers who didn’t believe that a gram here and there mattered. But with weight-saving post-it notes pinned to each engineer’s head, Holden engineers were able to shave a massive 72.5kg from the chassis alone.
Holmes says the reductions in “bad mass” needed to be huge, to allow new technologies – or “good mass” – to be put into the car. As it turned out, the tech added 29.5kg for an overall 43kg reduction in the base sedan compared to the outgoing model.
Weight reductions are regenerating, too. By switching to lightweight aluminium for the bonnet, Holden only needed to use a single gas strut to open it, not two as before, further increasing the weight saving . Lightening the bootlid the same way means the lid can now open automatically instead of needing to be lifted. Both lids front and rear save 10kg.
An aluminium cockpit beam is stiffer and lighter than before, helping to compensate for extra padding around it to reduce engine noise and vibration. Holmes says that move allowed engineers to lower the idle speed of the 3.0-litre V6 to 500rpm, helping to increase economy.
In the front suspension an aluminium lower control arm and knuckles saves 6kg on each corner.
Holden claims more than 60 per cent of the VE model’s chassis components have been replaced, with a total 38.9kg taken from the chassis alone.
The total body-in-white saving is 12.5kg. Vehicle structure and safety systems manager Steve Curtis says that with VF Commodore more high strength steel was used in the body, particularly around the B-pillar area to improve side impact protection.
Holden found that in addition to beefening up the body structure, engineers could then reduce the thickness of the door skins to further push weight reduction.
Curtis argues that although the VF Commodore receives a five-star ANCAP safety rating – the same as VE – the standards required to meet a maximum rating have changed substantially since the VE launched in 2006.
All VF models get Isofix rear seats, which Holden decided to include in the engineering program well before the Australian government approved it for legislation. Curtis admits it was a gamble, but footage showing the difference between how a standard child seat performed in a side impact versus an Isofix seat, sealed the decision. Isofix – which clamps into the car’s seat base – maintained complete composure in a side impact. In another Commodore-first, three rear seatbelt reminders are standard.
The shape of the front side-impact airbag has also changed, with more coverage given to the lower pelvis area instead of the ribs. Curtis argues that in the human body the pelvis is better able to withstand large intrusions.
Disappointingly, however, a driver’s knee airbag standard on the export Chevrolet SS model is not available at any price on the identical Commodore. Curtis also admits that being unable to move the engine position meant Holden had to accept a ‘marginal’ pedestrian safety rating from ANCAP, as lowering the engine would have substantially decreased the risk of injury to a pedestrian in an frontal collision.
Adding “good mass” meant utilising GM’s Global A electrical architecture, which is also used in Cruze and Camaro. It controls the Commodore-first technology in the car – including blind-spot detection, forward collision alert, side-reversing alert, head-up display and auto-parking. The VF Commodore also boasts the newest MyLink infotainment system.
Shaved side fender flares help Commodore aerodynamics improve by seven per cent to 0.31Cd, which together with the weight reductions, and the switch to electro-mechanical power steering (which saves 0.2L/100km) means a total economy improvement of 6.7 percent on the entry-level 3.0-litre sedan and even greater reductions made by the V8-engined SS.
Three suspension tunes are available with the Holden VF Commodore. The ‘Touring’ (or FE1) set-up is used on Evoke, Calais and Calais V; the ‘Sport’ FE2 is reserved for SV6, SS and SS V; and the ‘Track’ FE3 suspension is available on SS V Redline (Chevrolet SS) only.
Compared with the outgoing FE1 on VF Omega, and FE1.5 on Calais, the VF Evoke and Calais get a “tighter damper tune and larger stabiliser bars” than before. Larger bore struts with internal rebound springs are a unique addition on Calais models only. The new electro-mechanical steering set-up also gets a ‘Touring’ mapping, which is lighter than the sports models. All VFs share a faster on-centre steering ratio than VE, with speed dependant variable assistance.
Although the SV6, SS and SS V grades also get a new damper tune, Holden are less clear about specific intentions. The steering system does add weight “for increased vehicle feedback”.
The SS V Redline (Chevrolet SS), with FE3 tune, benefits from larger front and rear stabiliser bars, wider rear tyres, a faster steering ratio and launch control with a less restrictive Competitive Mode stability control calibration and even firmer steering set-up.
http://www.caradvice.com.au/233333/h...neering-story/
06-08-2013, 08:32 PM
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What exactly has Holden done to make this VF Commodore different from the VE?
31 May 2013
By MIKE COSTELLO
HOLDEN’S entry level VF Commodore Evoke 3.0 V6 now uses less fuel than an entry 2.3-litre Ford Mondeo (Ford Fusion) four-cylinder. It can also be started remotely, host online music streaming, send and read text messages aloud and park itself – with a little help from the driver’s right foot, anyway.
Move up the range, as most private buyers invariably do, and you can have premium features such as a colour head-up display, a forward collision alert system – albeit without radar-guided cruise control – lane departure warning, a blind-spot monitor and a clever reverse traffic alert.
While not a clean-sheet design like the VE it's based on, Holden says the new VF is easily the most advanced Australian-made car to date. The company says it has taken some of the best technologies available in the global General Motors empire, and even premiered a few to boot.
Let’s explain in a little more detail some of the changes to one of Australia’s best-known nameplates, in alphabetical order.
Aerodynamics
Changes to exterior styling over the VE are subtle – that new nose and tail design looks the way it does for a reason.
Smoother surfaces, a lower front bumper, new fog lights, ‘optimised’ grille openings, higher boot and a smaller spoiler on performance versions reduce the coefficient of drag by a claimed seven per cent.
According to Holden, air deflectors on the rear wheels and air intake modifications to reduce air bleed make a further contribution to getting the fuel economy down – most notably in the base sedan, which squeezes beneath the fleet requirement of 200 grams of CO2 per kilometre (8.3L/100km).
Aluminium
VF is the first Australian car with an aluminium bonnet and boot. The lightweight and strong – but energy intensive and pricey – material is also used on the new instrument panel beam (a support structure between the A-pillars) as well as the front knuckles and lower control arm.
As a positive side effect, Holden also says the new beam helps improve noise, vibration and harshness. All up, the weight loss from the Commodore is 43kg – it would be higher, but it is counteracted the losses by adding more heavy gear such as an electric steering box and all that active safety technology.
Auto Park Assist
Not a new feature, this one – think Volkswagen with its Park Assist 2 program – but notable in that it is present on every single Commodore variant.
The system uses eight sensors in the front and rear fascias to measure either parallel or 90-degree parking bays. Once measured, the car steers itself into the bay – although the driver controls the brake and accelerator. The standard reversing camera allows the driver to better see what is going on.
We’ve tried it, and can say that it works – at least for us. Some others had to have a few practise runs. However, note that the car will take a three-point turn in reverse when going into a 90-degree bay, rather than moving straight in.
Lane Departure Warning
A camera mounted on the windscreen above the rear-view mirror keeps a digital eye on the lane markings and sends a warning to the drowsy or inattentive driver who strays. It can be deactivated via a steering wheel button.
Forward Collision Alert
Fitted to the Calais V and SS V variants as standard, this system warns a driver of an impending frontal collision at speeds below 40km/h via the head-up display. However, it doesn’t apply brakes like many other systems, and does not have radar-guided cruise control.
Blind Spot Alert
Radar sensors check out the blind spots behind the car, illuminating a diode on the side mirrors when it is unsafe to switch lanes.
Reverse Traffic Alert
Radar pulses beam out at 90 degrees from the rear of the car when reversing blind from a perpendicular bay – suitable, says Holden, for when you’re trapped between two vehicles and can’t see oncoming traffic. When it senses a car travelling below 36km/h approaching, it sends out a beep.
Chassis
As well as cutting weight and adding sound insulation, Holden tweaked the chassis of the VF, even though the platform remains the same as the VE before. More than 60 per cent of components are new or updated.
There are now three levels of chassis tune: Comfort-oriented FE1 (Evoke, Calais and Caprice), sporting FE2, which adds firmer dampers and quicker electric steering for the SV6, SS and SS V, and track-tuned FE3 for the SS V Redline (Chevrolet SS) that has a reduced roll angle, larger bore struts, bigger stabiliser bars and wider rear tyres.
Colour head-up display
A favourite of Holden chairman Mike Devereux, and usually the province of more expensive Euros, the colour ‘HUD’ projects four ‘screens’ onto the windscreen showing setting such as such a digital speedo, tacho, vehicle infotainment and navigation instructions.
More substantial than most, the VF’s unit can also display alerts from the forward collision system, audio functions, phone information, vehicle messages, temperature and even racing-style gear shift lights.
Electric power steering
Holden has ditched the old-school hydraulic set-up in favour of a (slightly heavier) electric unit that conserves fuel – it needs no hydraulic pump.
Three calibrations are available, with the steering feel lightened for FE1 vehicles, and given weight and on-centre sharpness for FE2 vehicles.
Global A electrical system
GM is rolling out a common electrical architecture called Global A on its vehicles worldwide. The Volt plug-in and the new Cruze already have it, and now so does the Commodore.
In short, it consists of a high- and low-speed data network that connects system modules, handling critical control systems such as the anti-lock brakes and stability control, plus all infotainment systems and switches such as the window and mirror controls.
The benefit, according to Holden? Aside from allowing the window switches to be moved to the doors, it’s a simpler, modular system that allows faster diagnosis of problems, and therefore easier and cheaper servicing.
ISOFIX
It’s still not legal here, but it soon will be. Mandated in Europe, ISOFIX simplifies the fitment of a child seat. Attachment points click in to anchors at the seat base, and are backed-up by a top-tether.
Holden – and others – says up to three-quarters of child seats under the current lap/sash belt and top-tether system are fitted incorrectly. It’s not that the current Australian system is unsafe, it’s just complicated compared with ISOFIX.
Once the seats are legalised, the VF can fit three side-by-side in the back row.
MyLink
We are already somewhat familiar with this system, which made its debut on the Barina and now features on the Cruze.
All VFs have an eight-inch touchscreen, which has integrated music streaming from Pandora and Stitcher once paired with a smartphone with a data connection.
Via the Stitcher embedded app, drivers will be able to select from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.
Using voice commands it’s enough to say “tune Pandora” or “tune Stitcher” for the station to start playing in a few seconds. It goes as far as enabling you to ‘thumbs up’ a song from your Pandora playlist – thereby ensuring it stays on your list of favourites – via voice recognition.
The voice recognition system is, by the way, programmed to better understand the Australian accent. Nice one, cobber.
Other apps are available, such as a navigation tool, and more are planned for down the line. But for now, Holden requires you to go to a dealer to make updates.
The voice recognition is now more thorough and accurate, and can active music or phone functions. The display also shows and reads SMS messages aloud, and even responds via pre-set replies such as “call me, I’m driving” - similar to the tricky driving mode on a Samsung Galaxy.
http://www.goauto.com.au/mellor/mell...257B7B00819658
31 May 2013
By MIKE COSTELLO
HOLDEN’S entry level VF Commodore Evoke 3.0 V6 now uses less fuel than an entry 2.3-litre Ford Mondeo (Ford Fusion) four-cylinder. It can also be started remotely, host online music streaming, send and read text messages aloud and park itself – with a little help from the driver’s right foot, anyway.
Move up the range, as most private buyers invariably do, and you can have premium features such as a colour head-up display, a forward collision alert system – albeit without radar-guided cruise control – lane departure warning, a blind-spot monitor and a clever reverse traffic alert.
While not a clean-sheet design like the VE it's based on, Holden says the new VF is easily the most advanced Australian-made car to date. The company says it has taken some of the best technologies available in the global General Motors empire, and even premiered a few to boot.
Let’s explain in a little more detail some of the changes to one of Australia’s best-known nameplates, in alphabetical order.
Aerodynamics
Changes to exterior styling over the VE are subtle – that new nose and tail design looks the way it does for a reason.
Smoother surfaces, a lower front bumper, new fog lights, ‘optimised’ grille openings, higher boot and a smaller spoiler on performance versions reduce the coefficient of drag by a claimed seven per cent.
According to Holden, air deflectors on the rear wheels and air intake modifications to reduce air bleed make a further contribution to getting the fuel economy down – most notably in the base sedan, which squeezes beneath the fleet requirement of 200 grams of CO2 per kilometre (8.3L/100km).
Aluminium
VF is the first Australian car with an aluminium bonnet and boot. The lightweight and strong – but energy intensive and pricey – material is also used on the new instrument panel beam (a support structure between the A-pillars) as well as the front knuckles and lower control arm.
As a positive side effect, Holden also says the new beam helps improve noise, vibration and harshness. All up, the weight loss from the Commodore is 43kg – it would be higher, but it is counteracted the losses by adding more heavy gear such as an electric steering box and all that active safety technology.
Auto Park Assist
Not a new feature, this one – think Volkswagen with its Park Assist 2 program – but notable in that it is present on every single Commodore variant.
The system uses eight sensors in the front and rear fascias to measure either parallel or 90-degree parking bays. Once measured, the car steers itself into the bay – although the driver controls the brake and accelerator. The standard reversing camera allows the driver to better see what is going on.
We’ve tried it, and can say that it works – at least for us. Some others had to have a few practise runs. However, note that the car will take a three-point turn in reverse when going into a 90-degree bay, rather than moving straight in.
Lane Departure Warning
A camera mounted on the windscreen above the rear-view mirror keeps a digital eye on the lane markings and sends a warning to the drowsy or inattentive driver who strays. It can be deactivated via a steering wheel button.
Forward Collision Alert
Fitted to the Calais V and SS V variants as standard, this system warns a driver of an impending frontal collision at speeds below 40km/h via the head-up display. However, it doesn’t apply brakes like many other systems, and does not have radar-guided cruise control.
Blind Spot Alert
Radar sensors check out the blind spots behind the car, illuminating a diode on the side mirrors when it is unsafe to switch lanes.
Reverse Traffic Alert
Radar pulses beam out at 90 degrees from the rear of the car when reversing blind from a perpendicular bay – suitable, says Holden, for when you’re trapped between two vehicles and can’t see oncoming traffic. When it senses a car travelling below 36km/h approaching, it sends out a beep.
Chassis
As well as cutting weight and adding sound insulation, Holden tweaked the chassis of the VF, even though the platform remains the same as the VE before. More than 60 per cent of components are new or updated.
There are now three levels of chassis tune: Comfort-oriented FE1 (Evoke, Calais and Caprice), sporting FE2, which adds firmer dampers and quicker electric steering for the SV6, SS and SS V, and track-tuned FE3 for the SS V Redline (Chevrolet SS) that has a reduced roll angle, larger bore struts, bigger stabiliser bars and wider rear tyres.
Colour head-up display
A favourite of Holden chairman Mike Devereux, and usually the province of more expensive Euros, the colour ‘HUD’ projects four ‘screens’ onto the windscreen showing setting such as such a digital speedo, tacho, vehicle infotainment and navigation instructions.
More substantial than most, the VF’s unit can also display alerts from the forward collision system, audio functions, phone information, vehicle messages, temperature and even racing-style gear shift lights.
Electric power steering
Holden has ditched the old-school hydraulic set-up in favour of a (slightly heavier) electric unit that conserves fuel – it needs no hydraulic pump.
Three calibrations are available, with the steering feel lightened for FE1 vehicles, and given weight and on-centre sharpness for FE2 vehicles.
Global A electrical system
GM is rolling out a common electrical architecture called Global A on its vehicles worldwide. The Volt plug-in and the new Cruze already have it, and now so does the Commodore.
In short, it consists of a high- and low-speed data network that connects system modules, handling critical control systems such as the anti-lock brakes and stability control, plus all infotainment systems and switches such as the window and mirror controls.
The benefit, according to Holden? Aside from allowing the window switches to be moved to the doors, it’s a simpler, modular system that allows faster diagnosis of problems, and therefore easier and cheaper servicing.
ISOFIX
It’s still not legal here, but it soon will be. Mandated in Europe, ISOFIX simplifies the fitment of a child seat. Attachment points click in to anchors at the seat base, and are backed-up by a top-tether.
Holden – and others – says up to three-quarters of child seats under the current lap/sash belt and top-tether system are fitted incorrectly. It’s not that the current Australian system is unsafe, it’s just complicated compared with ISOFIX.
Once the seats are legalised, the VF can fit three side-by-side in the back row.
MyLink
We are already somewhat familiar with this system, which made its debut on the Barina and now features on the Cruze.
All VFs have an eight-inch touchscreen, which has integrated music streaming from Pandora and Stitcher once paired with a smartphone with a data connection.
Via the Stitcher embedded app, drivers will be able to select from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.
Using voice commands it’s enough to say “tune Pandora” or “tune Stitcher” for the station to start playing in a few seconds. It goes as far as enabling you to ‘thumbs up’ a song from your Pandora playlist – thereby ensuring it stays on your list of favourites – via voice recognition.
The voice recognition system is, by the way, programmed to better understand the Australian accent. Nice one, cobber.
Other apps are available, such as a navigation tool, and more are planned for down the line. But for now, Holden requires you to go to a dealer to make updates.
The voice recognition is now more thorough and accurate, and can active music or phone functions. The display also shows and reads SMS messages aloud, and even responds via pre-set replies such as “call me, I’m driving” - similar to the tricky driving mode on a Samsung Galaxy.
http://www.goauto.com.au/mellor/mell...257B7B00819658
06-08-2013, 08:35 PM
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VF Commodore fast facts
May 30, 2013
Toby Hagon and Andrew MacLean
There's a lot of stories to tell about the VF Commodore. And here's a selection of fast facts, quirky bits and tech snippets that you might not know.
http://news.drive.com.au/drive/motor...529-2nblt.html
May 30, 2013
Toby Hagon and Andrew MacLean
There's a lot of stories to tell about the VF Commodore. And here's a selection of fast facts, quirky bits and tech snippets that you might not know.
- The new Commodore will be available with a Bose sound system for the first time (the premium system was previously reserved for the Commodore-based Caprice limousine). The Bose system will be powered by the same Panasonic head unit used throughout the new VF Commodore range (Bose does not make head units), although a Bose amplifier and speakers deliver on better sound quality.
- Engineers considered dropping the CD player for the VF Commodore. But it was deemed too important so remains as a single disc unit across the range. The onboard hard drive that was part of the VE Series 2 update has been dropped, though, losing out to the march of streaming music from sources such as Pandora and Spotify.
- There’s a little bit of Opel’s Adam in the VF Commodore. The self-parking system standard on all models was based on the version used in the oddly named Opel small car. Engineers had to tune the software and other parameters to make it work reliably and effectively in a larger car.
- Like mums and dads across the country, Holden has its fingers crossed for the superior Isofix baby seat latching system to be approved by regulators. The Commodore is one of a handful of cars to have three Isofix mounting points across the rear seats (the Peugeot 5008 and Ssangyong Korando being two others).
- Holden conducted some 25,000 simulated crash tests on the VF. Advancements in computing power and software meant the latest simulations were more than twice as accurate as those used for the original VE Commodore (Pontiac G8) that arrived in 2006. Only 49 cars were crashed in the real world with 70 individual crashes in total.
- Wagon versions of the VF get different treatment due to the lower volumes (despite wagons now making up about one in three Commodore sales). Even more expensive grades get only the base sound system and there is no manual gearbox available for the “Sportwagon”.
- The only exterior visual change to the Caprice limousine (police car in North America) is new wheels. It doesn’t even get the aluminium bonnet and bootlid of the regular Commodore models, something claimed to help reduce weight by about 43kg.
- The man who helped design the cockpit instrument panel beam (basically the backbone of the dashboard running across the car) for the VF Commodore used to work for Airbus and is an expert in working with aluminium. The new panel is made from aluminium, saving about 3kg over the steel one used previously.
- The co-efficient of drag of the VF Commodore has been reduced from 0.330 to 0.309. That means it’s slipperier through the air, helping lower fuel use .
- A small rear lip spoiler was partly chosen to reduce wind drag and improve the aerodynamic efficiency of sportier SV6 and SS Commodore models. The larger wing used traditionally is still available as an option but was not deemed as “sophisticated” as the smaller one.
- A diesel engine was reconsidered for the VF Commodore but the engineering changes that would have been required to package it into the car would have proved prohibitively expensive. It didn’t help that an ideal engine (the right size, output and ready for a rear-drive layout) wasn’t available within General Motors globally.
- Range Rover reportedly had to ask Holden's permission to use the Evoque name tag in Australia even though its baby off roader arrived before the new VF Commodore. Holden had registered the Evoke name in 2005 and had originally planned to use it as a limited edition pack on the VE Commodore.
- Holden has tested the VF Commodore around the globe as part of its development program, including Death Valley in the USA, Arjeplog in Sweden, Kapuskasing in Canada, Idiado in Spain and its own Lang Lang proving grounds.
- Holden established a specialised manufacturing facility at its Elisabeth plant to build more than 300 prototype Commodores for the VF program. It employed around 30 specialists for more than eight months just to hand build the cars.
- The VF Commodore's voice recognition system has been specifically calibrated for an Australian accent. This is the first vehicle to have such a feature.
- The Commodore's Internet radio services - Pandora and Stitcher - automatically delete the programmed advertisements. The system is also future proof to allow for downloadable apps developed by GM due in 2015, but the company admits "we won't be adding things like Angry Birds or games".
- The Global A electrical architecture that underpins all of the VF's new safety and comfort features has almost double the number of computer modules compared to the VE Commodore. Yet, despite also having more wires in the harness, the entire system weighs 1.5kg less.
- The remote start system which allows you to start the engine from up to 100m away to either cool or heat the interior has a timer that will shut it down after 10 minutes.
- The curtain airbags are the only ones that are carried over from the VE; both front and side airbags have been improved. The adoption of a global seat frame - as first used in the Volt - has allowed for new side airbags that cover both the thorax and pelvic areas and have similar levels of protection to leading European sedans.
- There are three new colours available in the VF range; Fantale orange - ironically named after the famous chocolate lolly but inspired by the goldfish - Regal Peacock and Prussian Steel.
- Holden will spend as much on promoting and marketing the VF Commodore as it did when the VE launched in 2006. It would not put a figure on it, but confirmed it would be a multi-million dollar campaign that incorporated more digital advertising than ever before.
- The adoption of electric power steering has reduced the idle speed of the Commodore's engines to just 500rpm.
- The VF Commodore is the first car in the GM world to feature an aluminium boot lid.
- To improve the aerodynamics and fuel economy of the Evoke, the lower section of the front grille has been blanked off at each end. With these in place, the car has a towing capacity of 1200kg but they need to be removed for the 1600kg tow pack due to the extra cooling required.
- The V8 powered Commodores do not feature the additional aero panel under the engine to improve underbody aerodynamics because it needs to expel greater levels of hot air from the engine bay.
- The Evoke is the first - and only - Commodore model to feature hollow driveshafts in the rear axle. At the other end of the scale, the V8 powered cars have asymmetrical driveshafts with the right side 1.4 times stiffer than the left for improved launch characteristics.
- The range topping SS-V Redline (Chevrolet SS) has the biggest stabiliser bars fitted to a Holden, measuring 28mm at the rear and 26mm at the front. With the retuned FE3 suspension it has improved roll stiffness by 30 percent and lateral g-force has increased from 0.88g to 0.93g.
- While all three mainstream suspension tunes - FE1 (Evoke, Calais and Caprice), FE2 (SV6, SS and SS-V) and FE3 (Redline, Chevrolet SS) - have been retuned, rural customers can still opt for a Country Pack set-up that increases ride height by 35mm and has softer springs to cope with rough outback conditions.
- The electric power steering system has contributed to a 0.2L/100km reduction in fuel consumption. But the system weighs 1.3kg more than the hydraulic set-up it replaces.
- The SS-V Redline (Chevrolet SS) front tyres are the same specification as that used on the Ferrari California sports convertible while the wider rear tyres are also used by Aston Martin. They are both developed by long-time supplier, Bridgestone.
http://news.drive.com.au/drive/motor...529-2nblt.html
