Expectancy heightens as VE looms

The launch of the VE Commodore draws nearer by the day, and anticipation about Holden’s billion-dollar baby has been fuelled by well-publicised spy pics of prototype mules -- none better than the ones CarPoint published last week  (click here for more).

Our images have sparked much discussion, and the questions on most people’s lips are: when precisely will the VE hit the market? And how good will it be?

Well-placed sources contacted by Carpoint suggest ‘Job No 1’ (the first series production example) will roll off the line on July 17, which indicates the car could grace showrooms as early as August.

“Holden has maintained a very low-key approach and the limited advice we’re getting from GM is that the VE is a very good car, says Tony Robinson, CEO of fleet risk management company SurePlan Australia.

Robinson says Holden execs are “talking in soft positives, without going over the top”, which suggests they’re quietly confident that the car will be a winner.

As reported previously, the VE Commodore is a clean-sheet design that is purely homegrown -- unlike every past iteration of the car, which used a fair percentage of components sourced from GM’s European Opel subsidiary.

Former Holden design director Mike Simcoe has said that the VE is particularly close to his heart -- closer, even, than the Monaro (which he penned).

“It’s probably my favourite project because all the building blocks were designed and invented here and it will be 100 per cent Australian,” said Simcoe. “The VE is absolutely controlling our own destiny and building the vehicle that we wanted.”

So, what are the areas that most need improvement over the outgoing VZ?

“You could argue that there’s subtle improvement needed in refinement,” says Robinson. “The interior cosmetics of the current Commodore also lack something and the ergonomics could be better.”

We might add that the flat, uninspiring exhaust note of the Alloytec V6 engine in VZ guise also does little to promote driving enjoyment, and the car’s steering feel and ride/handling dynamics are eclipsed by the BF Falcon.

The VE will undoubtedly benefit from its revamped suspension design, which comprises a sophisticated multi-link set-up at the rear, in contrast to the older semi-trailing arm arrangement in the outgoing VZ. On paper, at least, this points to a more compliant ride and sharper handling.

“I as a fleet user I am particularly interested in how comfortable and safe the car feels,” says Robinson. “Cars today are sold largely on the see, feel and touch elements, so this where the VE needs to excel.”

The advent of novated leasing means buyers have the attitude: it’s my money now, I’ll spend it as I see fit. Rather than be dictated to by a company vehicle policy, customers now question whether the vehicle they’re getting actually represents their personal needs and wants.

Safety ratings are especially important in today’s market (bear in mind that Holden copped a pounding for the current Barina’s mediocre two-star NCAP crash-test result), so expect the VE to garner at least four stars -- if not five.

Of course, it goes without saying that fuel economy is crucial. Holden is believed to have addressed this via means such as taller gearing and better aerodynamic efficiency.

Diesel power is also on the agenda, but not in the immediate future.

The hush-hush secrecy is probably not a bad tactic, says Robinson, as he suggests it gives the company time to iron out any shortcomings based on feedback from clinics, focus groups and durability testing.

“A wee bit of secrecy also builds up expectation. I don’t think it’s a bad thing because there will be a rush of blood when the car is actually launched.”

Does this mean Toyota got it wrong by revealing its all-new Aurion (which replaces the unloved Avalon) nine months before the car arrives in showrooms?

“No, not really, because it sends a message to the market that this time they (Toyota) have a strong competitor in the large-car segment,” argues Robinson. “And, in any case, Toyota has proven itself to be the master of advertising.

The formerly omnipotent large-car segment was eclipsed last year (in terms of overall sales volumes) by its small-car counterpart, reversing a status quo that had existed for decades.

“The challenge (for Holden) will be to win business off the opposition as Ford, Toyota and Mitsubishi will make it as tough as possible,” says Robinson.

“If Holden is smart, they’ll run out the VZ well -- in other words, without resorting to large-scale discounting. This will also help ensure that the VE’s residual values don’t suffer.

How will Ford respond? Log on to CarPoint on Thursday (June 15) to find out...