Honda CRV 2007

I posted a few pictures of the 2007 Honda CRV a few weeks back after they were leaked on the internet. Honda has recently officially given some details of the brand new 2007 model CRV set to take on Toyota’s dominating Rav 4.

The new CRV is relatively bigger than the current model and unlike the current Japanese made CRV, the new vehicle is actually being manufactured in Thailand. Uha… The new CRV is set to come with a real-time AWD system as well as side curtain airbags, and if that wasn’t enough, the CRV even comes with Radar cruise control (it will slow down if the car infront does).

The Rav 4 still hides the ugly spare tyre on the back (just like the current CRV) however with the new Model CRV, Honda have moved the spare tyre inside the car and under the floor. Nontheless, we shouldn’t expect all these features to come to Australia. I mean after all, we tend to get the lower spec cars as most manufacturers seem to think that Australians don’t want the full list of features and they’ll still pay the same price as European customers who want all the features!

“We cannot comment on the final specification, but I cannot imagine everything being standard in Australia,” Honda Australia senior director Lindsay Smalley says.

“Our car is coming out of Thailand, so some of the equipment they fit as standard for Europe will not be available.“

So what about a Diesel version of the Honda CRV? Nope. Not gonna happen. Well at least the price will stay the same (currently starting at $30,000 plus on roads) right? Nope.

“The car in Australia will definitely be more expensive than the current model because of the equipment upgrades,” Smalley says.

So what exactly do we miss on that the Europeans take forgranted? Well the European car is set to come with the following high end features:

1. Front side-curtain airbags
2. Electronic stability control (with Trailer Stability Assist)
3. Active front headlamps.
4. Radar Cruise Control

So far all that is confirmed from Honda Australia is that it will look like the pictures and it has a 2.0 Litre engine! Honda Europe says that the car is slightly faster than the current model when it comes to the 0-100 sprint.

Peter Brock killed in a racing accident

Seems like this week isn’t the best week to be an Australian Celebrity. First it was Australian Environmentalist Steve Irwin and now motor racing champion driver Peter Brock has just been killed in a racing accident in Western Australia.

The Confederation of Australian Motor Sport (CAMS) said in a statement the accident occurred at about 1.50pm (AEST).

“On behalf of the motor sport community, CAMS offers its sincere sympathy to Peter’s family and many friends,” the statement said.

Brock was competing in the Targa West Rally at Gidgegannup about 30km from Perth.

Early reports state that Brock’s car was so far off the road at the time of crashing that six competitors cars had driven past the crashed vehicle without noticing it.

Peter Brock was a dominant and well respected figure in Australian motor sports. Peter Brock won the Bathurst 1000, Australia’s most prominent domestic motorsport event, a total of 9 times through the 1970s-80s.

Brock retired from full-time driving in 1997. And has since competed in motorsport events like the Targa Tasmania. he had made two return visits to Bathurst in 2002 and 2004 and returned to top-level touring car racing as a team owner of “Team Brock'’ in 2002 in the V8 Supercar category.

A year later he sold his share in the team to Kees Weel.

In recent years, he occasionally competed in various motorsport events such as the Targa Tasmania.

Suzuki to bring out WRX EVO Killer

It was sort of inevitable that other Asian car manufacturers jump on and start creating hot hatches for the World Rally Championship. Hyundai are currently working hard on their WRC car, set to be a 2.0L turbo AWD. And now Suzuki have confirmed that they are working even harder to steal the light from Subaru and Mitsubishi rally cars (WRX STi, Evo respectively) with a new, still to be named vehicle based on the SX4 platform with All Wheel Drive.

The new Suzuki is set to follow the same formula as the WRX (of old) and the current Lancer Evo and come with a 2.0 Litre Turbo charged AWD, bang for you buck style engine giving out around 150kW of power. Unfortunately, this news is a little premature as the plans to bring the car to Australia are still a good 3-4 years away.

Even so, there is still not even a absolute confirmation of the cars full production. Hirotaka Ono, Suzuki board member and boss of international marketing, says that “could” is the operative word. A decision to actually go ahead and build a production version of the car is all based on how well Suzuki perform in their first WRC season come 2008.

“We will assess our performance in the WRC, and decide from there if we are to do a road car. I think it is possible the car could be built in 2009 or 2010.”

Suzuki are offcourse shying away from trying to directly compare themselves to the rally legends from Subaru and Mitsubishi. Instead Suzuki believes that the car will appeal to a much wider range of people than the WRX and EVO.

“Our aim is a little bit different from Subaru and Mitsubishi. Our aim is to produce a car that is easy to drive for everybody. Everybody should be able to enjoy sporty driving from this car.”

Unfortunately, Suzuki seems to have forgotten that the standard WRX from Subaru is infact meant to be exactly as mr Ono puts it above, easy to drive for everybody. The STi model is the track car. Mitsubishi’s long forgotten Lancer GSR used to fill that gap between the VRX and Evo back in the day.

The SX4 hatchback which the new rally car is based on was launched in Japan earlier this year, and if things go well, should arrive down under in feb 2007. The SX4 comes with a 2.0 Litre naturally aspirated engine whilst still coming with an electronically controlled AWD system. I am not 100% sure what the electronically controlled means and what difference it makes compared to the normal AWD systems from Subaru and Mitsubishi. Will try to find out more info on the SX4 soon.

Holden Captiva SX CX LX MaXX

Holden today announced it would offer four models across the range of its new Captiva sports utility vehicle, all powered by the Australian-built 3.2 litre Alloytec engine.

Holden confirmed the flagship Captiva MaXX model, based on the Opel Antara in Europe, would be introduced to provide two distinctive offerings under the same nameplate.

The Captiva lineup, to be introduced later this year, will include the

1. Captiva SX,
2. Captiva CX
3. Captiva LX
4. Captiva MaXX.

All models will feature active all-wheel-drive, Descent Control System, cruise control and the acclaimed crash avoidance feature Electronic Stability Program (ESP®) as standard. Side curtain airbags will be available across the range and standard on CX, LX and MaXX. Driver and front passenger airbags will be standard on all models, as will front and rear power windows.

For some odd reason all models except the top of the range Maxx model (all using the 3.2-litre Alloytec V6 engine) will deliver peak power of 169 kW at 6600rpm whilst the Captiva MaXX only gets 167kW @ 6600rpm. Peak torque of 297 Nm at 3200 rpm.

All Captiva models will have a five-speed automatic transmission, with Active Select at the gear shifter, as standard. GM Holden Chairman and Managing Director, Denny Mooney, today said Captiva would give Holden a legitimate presence in the ultra-competitive SUV segment in Australia.

”Captiva has eye-catching appeal and extensive testing in Australia will ensure that it delivers Holden’s proven ride and handling requirements for local conditions,” Mr Mooney said.

“It has excellent interior flexibility, advanced safety technologies and offers a high level of specification across the range. Captiva represents an opportunity for Holden to make significant ground in the SUV segment.”

Other notable features include –

Seating - SX and MaXX have five seats with the 60:40 fold-flat split second row. The CX and LX models offer seven seats, in which the second and third seating rows fold flat to carry long or bulky loads. The second row is 60:40 split, the third row 50:50 split. SX and CX will offer cloth seating while LX and MaXX will offer leather-faced seating.

Cargo volume - SX, CX and LX offer 930 litres with rear seats folded and 1565 litres with the front passenger seat also folded. MaXX offers 865 litres with rear seats folded.

Wheels - SX and CX offer 17-inch alloy wheels while LX and MaXX have 18-inch alloy wheels. All models have 200 millimetres of ground clearance.

Audio entertainment – SX offers a single-disc player while CX, LX and MaXX offer six-disc players. All units offer MP3 compatibility.

Colors – Captiva has seven exterior colors and Captiva MaXX six exterior colors.

Pricing and full specifications and features will be released closer to launch.

Fuel Cell Car on the drag strip

As fuel cell technology rapidly moves forward, it finds a path into the hands of performance enthusiasts. On Saturday September 3 at the Milan Raceway in Michigan, U.S., Inergy Automotive Systems drove its leased DaimlerChrysler F-Cell down the quarter-mile stretch with documented times less than 19 seconds, at speeds in excess of 113 km/h. The hydrogen fuel cell vehicle didn’t break any land speed records, infact it didn’t break any records at all, but the point is, the possibility of zero-emissions high-performance has finally been recognised.

DaimlerChrysler (Mercedes, Mitsubishi, Smart etc) has spent more than U.S $1 billion in fuel cell vehicle research and development. No other manufacturer has accumulated more vehicles or data or driven more zero-emission miles — 1.3 million miles (approx. 2.1 million kilometres).

The DaimlerChrysler fuel cell vehicle fleet is diverse — in addition to several research vehicles it includes more than 30 Mercedes-Benz Citaro buses, three of which are in operation in Western Australia in conjunction with the Government of Western Australia. The Buses also run in Europe, the United States, Japan, China and Singapore. As part of the world’s largest fleet of fuel cell vehicles, DaimlerChrysler has more than 100 fuel cell vehicles with customers around the world. No other manufacturer comes close to the efforts and commitment of DaimlerChrysler with fuel cell technology.

It seems that DaimerChrysler has hedged its bets on Fuel Cell to be powering the cars of the future, and personally, I am right behind them. As much as I like Diesel and Hybrid technology, at the end of the day, the grim reality is that we are going to run out of fuel, and we need a viable solution to power our cars without the need for fossil fuel.

Citroen C4 Picasso

Citroen has three new stars for its line up at 2006 Paris Motor Show (29 September 2006) with the

• Citroen C-Metisse revealing the technology and designs that drives its engineers and stylists;
• the Citroen C4 WRC revealing what World Champion Rally Driver Sebastien Loeb will be driving in 2007 and
• the Citroen C4 Picasso - what its customers will be driving when it is launched in Australia in 2007.

Citroen claims that the Citroen C4 Picasso is clearly from the same styling team that has produced the C-Metisse, with its combination of versatility and unique style, With its extensive glass area and vast modular cabin, the C4 Picasso becomes the first “visiospace” vehicle.

The unique styling, driveability and original features of the C4 Picasso contribute to a comfortable and highly enjoyable ride. This new people mover can carry up to seven people in comfort. All vehicle functions have been designed to ensure an easy, pleasant and relaxed journey.

• A wide-angle panoramic windscreen for outstanding visibility and clarity.
• A front compartment of uncluttered design, with an innovative driving position and the new 6-speed electronic gearbox system.
• Class-beating interior space and boot volume.
• Original seat-folding functions for quick and easy reconfiguration.
• High standards of interior comfort for all passengers, with generous space and outstanding thermal, acoustic and odour-exclusion comfort.
• Remarkable suspension comfort with the pneumatic rear suspension.
• An easier, safer drive, with driving aids that are new to or rarely seen in the compact MPV segment.

Right from the first level of trim, the C4 Picasso boasts new features for on-board comfort, along with driving aids and safety functions. Close attention has also been paid to the perceived quality of the passenger compartment. The prestige interior materials are pleasant to touch; the chrome and gloss black are pleasant on the eye; the paintwork is smooth; and the grain of the dashboard and door panels is exceptionally fine.

Four responsive, high-performance engines are available from launch,

two petrol:

• the 1.8i 16V developing 127 bhp
• 2.0i 16V 143 bhp

two diesel:

• HDi 110 DPFS
• HDi 138 DPFS.

All engines meet Euro IV standards, and the two diesel units are equipped with a particulate filter as standard. Depending on the market, the engines are available with a wide choice of transmissions: manual, automatic or the new 6-speed electronic gearbox system.

With its strong personality, its dimensions (4.59 m long, 1.83 m wide and 1.66 m high) and its attractive features, the C4 Picasso is a natural extension to Citroen’s people mover range.

The Citroen C4 Picasso will make its Australian debut at the Australian International Motor Show in October and join the Australian Citroen range in early 2007, when full local prices and specifications will be announced.

Citroën C-Métisse

I have never been the biggest fan of Citroen and for a very long time French cars made me feel uneasy. Maybe it was the Renault concept of modelling cars that look like frogs that bothered me. Anyway, the French have really started to make their mark in the world with gorgeous cars in the last 5 years. The upcoming concept car, the Citroen C-Metisse has really caught my eye! Check it out:

Citroën C-Métisse

The star of the Citroën stand at the Paris Motor Show (28 September 2006) will be the Citroën C-Métisse, a flamboyant, glamorous proposal for a coupe that, with its diesel hybrid drivetrain, proves that pleasure and performance can go hand in hand with care for the environment.

With its elegant proportions, vibrant bodywork, spectacular door design and extensive chrome, this elegant four-seater four-door coupe revives a passion for the prestigious Grand Touring cars.

The Citroën C-Métisse is not only a car to stir the soul of the onlooker. It also boasts real driving sensations with a driving position featuring the latest technologies, and a specially designed high-performance diesel hybrid drivetrain.

C-Métisse is based on the same future-oriented solution as the C4 HDi hybrid demonstration vehicle presented by Citroën at the start of the year apart from one key difference: The electric motors are installed in the rear wheels. This configuration is coherent with vehicle performance and optimises traction. Perfectly suited to the character of C-Métisse, the design reflects Citroën’s expertise in the various hybrid architectures, as well as demonstrating its commitment to cutting fuel consumption and CO2 emissions.

A high-spec vehicle, C-Métisse also places considerable emphasis on passenger comfort. The vast cabin features three exceptionally comfy seats upholstered in white leather.

C-MÉTISSE, NEW EMOTIONS AND DRIVING SENSATIONS

Everything about C-Métisse identifies it as a car to stir the soul.

Its elegant proportions and flowing lines embody a harmonious design with a promise of power. The fascinating opening mechanism of the doors makes the observer want to step on board. The driving pleasure and comfort of the driver and three passengers are ensured by the premium materials used in cabin design, the exceptionally comfy individual seats and the sophisticated in-car technology.

A coupé of elegant design

Looking at C-Métisse is a visual shock in itself. Long (4.74 m), wide (2 m) and low (1.24 m), the car is sculptural and almost intimidating. It demands immediate respect. However, far from creating a sense of distance between the onlooker and the car, this respect is mingled with an irresistible appeal, an absolute attraction.

Whether we’re looking at the rear wheel arches, the bonnet or even the boot, an astonishing sensuality is reflected in the car’s curving, sleekly muscled volumes.

The seduction of C-Métisse is also expressed through a sense of latent power. Even when stationary, the body suggests movement. With its very long bonnet and virtually inexistent rear overhang, C-Métisse brings to mind the design balance of vehicles seen during the golden age of Grand Touring.

The design lines of C-Métisse also reflect the quest for outstanding aerodynamics, delivering improved fuel economy and lower pollutant emissions while also integrating the latest technological developments. Positioned either side of the double chevron badge on the radiator grille, the headlamps are equipped with a row of LEDs that light up progressively, depending on the steering-wheel angle and vehicle speed. This feature ensures excellent lighting when driving on winding roads by night. At the same time, the Michelin tyres with their central wheel nuts contribute to the sporting character of the coupé.

More specifically, the development of these tyres was integrated with the vehicle design process, in order to optimise resistance to air and thus contribute to the vehicle’s excellent drag coefficient (Cd of 0.30).

Spectacular door design and easy access

C-Métisse implements a number of astonishing technical solutions, particularly in terms of door design. The first surprise is the presence of rear doors on a vehicle that is nevertheless the embodiment of a well designed coupé.

The second lies in the ballet that takes place when the doors open, extending an impressive welcome to passengers: the front doors open gull-wing style while the rear doors spin round.

Looking beyond the stunning visual effect, this is actually an efficient solution for easy access. The doors rise up slightly on the roof – a major obstacle when getting into extremely low vehicles – to provide outstanding accessibility.

The parallelogram boot opening also contributes to the overall looks of the car.

A driving position adapted to the driver

The driving position takes full advantage of technological progress to integrate functions that allow the driver to concentrate fully on the road, while also maximising driving pleasure.

The following equipment is provided:

• A fixed-centre steering wheel that brings the main comfort functions and driving aids (radio, speed limiter, on-board computer, lighting, indicators and windscreen wiper) within easy reach. This layout, along with the steering-wheel mounted gear paddles, avoids any unnecessary movements on the part of the driver, who is able to enjoy driving pleasure to the full;
• Control and start-up buttons on the roof console, reinforcing the sensation of being in a fighter jet;
• A driving position corresponding to the optimum position of the driver’s eye, with a single height adjustment to match this point; a suspended head restraint anchored to the roof, and two rest electrical functions to adjust the leather steering wheel and aluminium pedal assembly. This innovative layout optimises the driving position while maintaining space for passengers in the back.

This high-tech equipment perfectly matches the design of the driving position whose original central console is divided by five extensions. Positioned between these extensions are the aluminium gear shift lever and other functions including the navigation system controls; seat, steering wheel and pedal assembly adjustment; boot controls, body height adjustment and the sport mode of the suspension system.

The central console extends into the cabin via three illuminated strips featuring a play of light that informs passengers of the current mode of hybrid propulsion (ZEV, recharge, boost, etc.). This play of light is accompanied by sound effects that are perceptible as soon as the doors are opened. These sounds accompany certain driver actions (getting behind the wheel, starting the car, navigation in the on-board computer) and indicate the deployment of the aerodynamic airfoils. With these features, C-Métisse comes alive. It transcends the usual coldness of high-tech objects to take on a form of existence that is almost “animal” in nature.

A high-spec passenger compartment

Upholstered in white leather, the space reserved for the three passengers features an uncluttered design that creates an atmosphere of total relaxation.

Through their design, the three independent seats suggest comfort and lightness. This impression is reinforced by the airy shapes and hollowed volumes of the cabin, in which the leather trim and aluminium inserts clearly confirm C-Métisse as belonging to the world of exceptional cars.

For truly exceptional passenger comfort, each seat has independent air conditioning controls – stamped into the leather door panels – along with individual roof lighting.

C-Métisse makes full use of its generous wheel base (3 m). The space provided for rear passengers is exceptional for this type of vehicle. Knee room, in particular, corresponds to limousine standards.

With its leather trim, the luggage compartment is coordinated with the passenger compartment. In addition to the boot, with its parallelogram opening, the passengers of C‑Métisse have two other compartments behind the wheels to place the line of Citroën luggage designed exclusively for this concept.

REMARKABLE LEVELS OF PERFORMANCE THAT RESPECT THE ENVIRONMENT

The intelligent design of C-Métisse combines:

• - a diesel hybrid drivetrain
• - optimised aerodynamics
• - limited weight.

As a result, it is able to combine remarkable levels of performance with fuel economy and respect for the environment. Diesel hybrid technology serving the environment, driving pleasure and safety

C-Métisse features a diesel hybrid drivetrain combining:

• A diesel combustion engine: the V6 HDi DPFS, mated to a 6-speed automatic gearbox developing 150 kW (208 bhp) that drives the front wheels,
• Two electric motors in the rear wheels, each developing torque of 400 Nm with output of 15 kW (20 bhp).

With its diesel hybrid technology, C-Métisse respects the environment. This is particularly true in the city in ZEV (Zero Emission Vehicle) mode – an “extended’”, completely silent all-electric mode with a range of around 3 km at 30 kph – as well as on roads demanding successive acceleration and deceleration. In this second case, the hybrid architecture makes it possible to limit consumption by using the two forms of energy together.

On motorways, the V6 HDi diesel combustion engine with a DPFS (particulate filter) sets high standards of efficiency, based on its intrinsic qualities.

By controlling fuel consumption and thus pollutant emissions, C- Métisse boasts combined cycle consumption levels of 6.5 l/100 km for CO² emissions of 174 g/km.

No sacrifices have been made in terms of driving pleasure, which remains a key priority for motorists. If the driver makes prolonged use of the accelerator pedal, the boost function kicks in to provide the immediate torque required. This function combines the torque of the combustion engine with that of the electric motors to endow C-Métisse with a level of performance worthy of a high-spec sports vehicle, without pushing up fuel consumption. C‑Métisse accelerates from 0 to 100 kph in 6.2 seconds and takes 25.4 seconds to cover 1,000 m from a standing start.

Rather than pursuing the quest for ever higher speeds that are not practicable in normal traffic conditions, the emphasis has been placed on driving pleasure with clean, fast acceleration. For example, C-Métisse accelerates from 80 to 120 kph in 4.2 seconds.

Also, the vehicle remains in 4-wheel drive mode while the boost function is active, since the electric motors drive the rear wheels while the combustion engine drives the front wheels, thus ensuring impeccable traction.

Also, when the ESP sensors report low grip conditions, C-Métisse can activate its electric motors and thus adopt a 4-wheel drive configuration. The electric motors deliver improved traction and ensure full use of the potential of C-Métisse in all conditions and in complete safety.

Alongside the engine and motors, the drivetrain comprises a pack of high-voltage batteries supplying the electric motors. Positioned in the centre of the vehicle, the pack is recharged by the electric motors during deceleration phases, thus converting the vehicle’s kinetic energy into electric energy.

The drivetrain and braking control unit – the nerve centre of the system – automatically manages the energy configuration: transition from two to four-wheel drive, energy recovery and recharging of batteries.

Aerodynamics optimised to combine high standards of performance with respect for the environment

Special emphasis was placed on the aerodynamics and flowing design of C-Métisse, these being key Citroën values. The objective was to enhance the vehicle’s dynamics, road manners and performance while showing respect for the environment.

Far from being a gratuitous styling exercise, the forms of C-Métisse combine visual appeal with dynamic efficiency. C-Métisse boasts a Cd of 0.30 obtained by its taut, flowing lines, as well as by a series of innovative features such as the enlarged air intakes at the front, the flat underside of the car, the two retractable rear airfoils and the rear fixed-fin spoiler. All these features play an active role in reducing aerodynamic drag and lift, thus pushing the car to the ground and improving roadholding.

Limited weight for performance and fuel economy

Particular efforts were made to reduce vehicle weight in order to achieve both performance and fuel economy.

With its carbon body and carbon trellis supporting the powertrain and front axle, C-Métisse weighs just 1,400 kg, batteries included. A remarkable figure for a vehicle of this size.

The architecture of the diesel hybrid powertrain also contributes to this result. The positioning of the electric motors in the rear wheels and the position of the battery pack in the centre of the vehicle distributes the weight perfectly between front and rear, for improved road behaviour.

A car of astonishing style and equally astonishing performance with its diesel hybrid powerplant, C-Métisse combines the concept of ecology with automotive emotions and sensations. Through its ability to challenge received ideas, it illustrates an objective long pursued by Citroën: to develop vehicles that reflect the spirit of the times, without losing sight of the essential – driving pleasure.

TECHNICAL CHARACTERISTICS

Dimensions

• Length: 4,740 mm
• Width: 2,000 mm
• Height: 1,240 mm
• Wheelbase: 3,000 mm
• Gross vehicle weight (GVW): 1,400 kg (batteries included)

Performance and fuel consumption

• 0 to 400 m: 14.2 seconds
• 0 to 1,000 m: 25.4 seconds
• 0 - 100 kph: 6.2 seconds
• 30 - 60 kph: 1.9 seconds
• 80 - 120 kph: 4.2 seconds
• Top speed: 250 kph
• Combined consumption: 6.5 l/100 km
• CO2 emissions: 174 g/km

Diesel hybrid drivetrain

• V6 HDi diesel engine developing 150 kW (208 bhp) with a DPFS and 6-speed automatic transmission
• Two electric motors in the rear wheels: each with torque of 400 Nm and developing 15 kW (20 bhp)
• ZEV mode (range of 3 km at 30 kph)

Aerodynamic features

• Flat underside
• Enlarged air intakes at the front
• Two retractable rear airfoils
• Rear fixed-fin spoiler
• Cd: 0.30
• CdA: 0.6 m²
• Cl: – 0.1

Running gear

• Hydraulic suspension
• Double wishbone suspension on all four wheels
• Special Michelin tyres: 255/40/R20

Main equipment

• Fixed-centred controls steering wheel
• 6-speed gearbox, manual mode controlled by steering-wheel paddles, or fully automatic mode controlled by a selection lever on the central column
• Directional headlamps
• Electrically adjustable steering wheel and pedal assembly
• Aluminium wheels with a central nut

Holden Epica Vectra

It seems like Holden hasn’t learnt much from its mistakes with the Daewoo sourced Holden Barina selling rather miserably given its 2 star safety rating and the obvious “stick a Holden badge and re-release” attitude that Holden took to selling the car. And in a truly Holden-like fashion, the old General has again turned to South Korea, this time to replace the Holden Vectra.

So what is Holden replacing the Vectra with? Well, what else but the Daewoo Tosca sedan for a currently speculated $24,990 AUD. Look at it! It looks like Holden went back in time to 2001 and stole a car design and brought it back with them. The mid-sized sedan, will be called the Holden Epica and it will become GM Holden’s fourth Daewoo-sourced model to be sold as a Holden, following the Barina baby car, Viva small car and Captiva all-wheel-drive wagon.

Currenly Holden is tight-lipped about the whole deal as information regarding the Epica wasn’t even meant to be released. Nonetheless the internet is a beautiful thing. Holden has never sold too many Vectra’s and although the car looks outstanding (at least from a personal perspective) Holden holds better hopes for the Daewoo built vehicle.

Holden will sell the Epica with a choice of a 2.0-litre V6 (104kW) and a 2.5-litre V6 (115kw). The Current vectra’s power range is from 108kW for the 4 cylinder and 158kW for the V6 variant. The Epica will be front-wheel drive (cringe) and will be mated to either a five-speed manual or five-speed automatic.

Unconfirmed fuel economy figures put the Epica’s 2.0 engine at 8.2 litres/100km for higihway/city. The diesel variant is set for Europe and currently Holden seems to have no plans to bring it down under. The Holden Epica might sound good to Holden but it makes me wonder how well it would do against the likes the Toyota Camry, Hyundai Sonata, Kia Magentis, Mazda6 and Honda Accord.

The standard features for the Holden Epica should include

• alloy wheels
• anti-skid brakes
• dual airbags
• traction control
• electric windows
• cruise control

Expect to see Holden’s new Epica at the Australian Motor Show in Sydney in October.

Australian Car Sales Statistics

Official VFACTS figures released today by the Federal Chamber of Automotive Industries (FCAI) paint a grim picture for the Australian Car Industry. The market fell 5.2 per cent on last August and year-to-date sales are now down 3.4 per cent on the same period of 2005.

“After four years of record growth the FCAI had been forecasting a slight decline of total sales in 2006 and the downturn is only a little greater than our initial prediction,” said the FCAI’s chief executive, Peter Sturrock.

The dream of selling one million vehicles by the end of 2006 is no longer a reality as current trends say the industry will sell about 970,000 vehicles by year’s end compared with the FCAI’s forecast at the beginning of the year of 980,000 and a record 988,269 in 2005.

Peter Sturrock said the August results were notable for the strong debuts of two new locally manufactured models.

“The enthusiastic reception for the Holden Commodore and Toyota Camry is a great encouragement to the local automotive industry,” said Mr Sturrock.

Buyers seems to be rather clued on as to what sort of car they are really after. The small car segment was down 1.3 percent whilst the light car segment had an increase of 31.4 percent.

“As the interest rate rises take effect it is not only the fuel economy of a vehicle that buyers are considering but also the monthly repayment that would be required,” said Peter Sturrock.

The Light Truck market was down last month by 8.9 per cent but within that segment the Pick-up/Cab-Chassis 4×4 segment rose by 7.0 per cent. Thankfully, the The Sports Utility Vehicle (SUV) market fell by 10.8 per cent in August and year-to-date is now down 7.4 per cent. Less giant 4WDs on the road.

“Fuel economy is clearly the issue affecting SUV sales and it is notable that within that market the sales of Small SUVs are less affected,” said Peter Sturrock.

Toyota was Australia’s bestselling vehicle brand in August with a 22.8 per cent share of the market, ahead of Holden (14.5 per cent) and Ford (12.6 per cent). According to official automotive industry figures Toyota sold 18,585 cars in August – an increase of 3.7 per cent over its previous record for the month set last year.

The locally manufactured Camry made a flying start to its sales campaign with a total of 3023 – a record for August and up 45.7 per cent on the number of the previous model sold in August 2005.

Jaguar XJ Sedans Fuel Tank Leak

Reports from Overseas are leaking in (excuse the pun) regarding 2006/2007 Jaguar XJ Sedans having a leaking fuel tank. Apparently the problem is not todo with the filler pipe or the fuel lines but the Fuel Tank itself. Jaguar Dealers in America have been asked to stop selling the vehicles whilst Jaguar figures out what todo.

Jaguar Australia has yet to make a comment in regards to the problem. Vehicles with VINs G49701 through H13209 are said to be affected. Tim Watson, Jaguar’s spokesperson in the US was unable to elaborate on whether the problem is a manufacturer issue or a supplier issue, but as this is written, Jag is not ruling out a recall of the XJ.