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Ford Performance Vehicles is introducing an ‘entry’ level V8, to be known as the GS. However, buyers should be quick as 50 have already been snapped up ahead of this week's showroom launch. FPV will build just 250 sedans and 75 utes, priced at $54,950 for the four-door and $49,950 for the ute.

Images of the GS were leaked on a dealer website several weeks ago, forcing FPV into damage control. But FPV boss, Rod Barrett, was all smiles as he rolled out his new baby.

He says the GS is designed to bridge the price gap between the XR8 and the FPV GT. "There is a huge price difference between the two, in excess of $20,000," he says.

However to differentiate it from the XR8, the GS gets more equipment so it can wear the FPV badge. "We feel that in this economic climate we wanted to offer people a chance to get into the FPV family without going all the way to a GT," Barrett says. "We believe this car offers the pricepoint, content and power that does that."

The GS runs a recalibrated 5.4-litre V8 GT engine from the FG that produces 302kW at 6000 revs and 551Nm at 4750 revs. The detuned engine shares its twin throttle bodies and intake system from the GT, headers, dual exhausts and a recalibrated engine control unit with the GT.

Buyers have a choice of a standard six-speed manual transmission or six-speed sequential automatic. Barrett says the 302 is a perfect entry point into FPV, which steps up to the turbocharged F6 at 310kW and the full GT-spec V8 at 316kW.

The special edition GS gets GT-spec suspension, brakes and dual exhausts, unique GS striping, 19-inch graphite alloys on the sedan, charcoal cloth interior, GT instrumentation, gearknob, starter button and badging, a premium stereo with iPod and Bluetooth and dual zone climate control.

Externally there are GS and 302 graphics on the car. Each car will also get exclusive build plates. Barrett says the GS was well received by prospective buyers. "This is the best focus group that we've ever done for a car," he says.

However, despite its popularlity Barrett says it is unlikely the GS will become a permanent part of the FPV lineup. However, he says he will consider another special GS series when the new FPV Falcons are launched on July 1 next year. It will all depend on discussions being held now between Ford and FPV on a V8 engine strategy across both companies.

Ford Performance Vehicles is introducing an ‘entry’ level V8, to be known as the GS. However, buyers should be quick as 50 have already been snapped up ahead of this week's showroom launch. FPV will build just 250 sedans and 75 utes, priced at $54,950 for the four-door and $49,950 for the ute.

Images of the GS were leaked on a dealer website several weeks ago, forcing FPV into damage control. But FPV boss, Rod Barrett, was all smiles as he rolled out his new baby.

He says the GS is designed to bridge the price gap between the XR8 and the FPV GT. "There is a huge price difference between the two, in excess of $20,000," he says.

However to differentiate it from the XR8, the GS gets more equipment so it can wear the FPV badge. "We feel that in this economic climate we wanted to offer people a chance to get into the FPV family without going all the way to a GT," Barrett says. "We believe this car offers the pricepoint, content and power that does that."

The GS runs a recalibrated 5.4-litre V8 GT engine from the FG that produces 302kW at 6000 revs and 551Nm at 4750 revs. The detuned engine shares its twin throttle bodies and intake system from the GT, headers, dual exhausts and a recalibrated engine control unit with the GT.

Buyers have a choice of a standard six-speed manual transmission or six-speed sequential automatic. Barrett says the 302 is a perfect entry point into FPV, which steps up to the turbocharged F6 at 310kW and the full GT-spec V8 at 316kW.

The special edition GS gets GT-spec suspension, brakes and dual exhausts, unique GS striping, 19-inch graphite alloys on the sedan, charcoal cloth interior, GT instrumentation, gearknob, starter button and badging, a premium stereo with iPod and Bluetooth and dual zone climate control.

Externally there are GS and 302 graphics on the car. Each car will also get exclusive build plates. Barrett says the GS was well received by prospective buyers. "This is the best focus group that we've ever done for a car," he says.

However, despite its popularlity Barrett says it is unlikely the GS will become a permanent part of the FPV lineup. However, he says he will consider another special GS series when the new FPV Falcons are launched on July 1 next year. It will all depend on discussions being held now between Ford and FPV on a V8 engine strategy across both companies.

...and sat between the entry level Belmont and the top spec Premier. An icon and showpiece of the 1970’s, it spanned two generations to 1984 and was the most popular car of its time in Australia.

For baby boomers, the Kingswood offered the chance for many to realise their great Australian dream, with luxury and mobility at a realistic price.

First generation (1968-1971)
The first Kingswood was released as part of the HK series and was lighter and heavier than its predecessor. The same six cylinder engine was used, but Holden introduced a V8 with the HK – the 307 Chevrolet small-block. The Monaro was introduced soon after, and was effectively the two door version of the Kingswood.

Holden started making its own V8 for the HT in 1969, but that was the only big change until the introduction of the Tri-Matic automatic transmission with the HG in 1970.

Second generation (1971-1984)
A completely new design came with the HQ. It looked a lot different from the HG and was the first large Holden to feature coil-spring rear suspension.

The HQ was only made in right hand drive so left hand drive markets never saw it; but it remains Holden’s biggest selling model even today at 485,650 units. However, motoring journalists panned its poor ride and handling – a feature added on the insistence of then Managing Director George Roberts, who said it should drive like a Cadillac.

Special edition Kingswoods were produced during this time called ‘Vacationers’, and proved so successful that they were seen in various Holden ranges over the next twenty years.

In 1974 the Sandman panel van was introduced. It took on some design elements and the sporty features of the Monaro. It was very popular and gained a reputation for being a love-mobile, attracting nicknames like Shaggin’ Wagon and Sin Bin.

Apart from a few minor design and engine changes, there were no major upgrades for the HJ. Interestingly though, in 1975 some of the Premier bodies were made at Mazda in Japan, and were fitted with rotary engines. Unfortunately the engines were severely underpowered and the project was dropped in 1977.

Government emissions controls saw the 2.85 straight six engine removed from the HX series in 1977, and it resulted in a big drop in performance across the range. There were only minor exterior changes for the HX. The Sandman vans got a tailgate logo and stripes down the sides, and the Kingswood got bucket seats as standard.

In 1977, the poor ‘Cadillac’ handling was fixed with Holden’s new Radial Tuned Suspension (RTS), introduced along with minor exterior changes in the HZ. The base model Belmont was lost to another Kingswood variant and equipment levels were enhanced to match those of the Ford Falcon range.

1978 saw the introduction of the first ever Commodore and consequently, the fall of the Kingswood reign in 1980. The last Sandman panel van was produced in October 1979 as it had lost its place in contemporary Australian youth culture.

Although the true Kingswood was dead, the name lived on in the WB series as a ute; but the flame finally flickered out in 1984 when Holden stopped producing large luxury cars, focussing entirely on their medium vehicle range.

...and sat between the entry level Belmont and the top spec Premier. An icon and showpiece of the 1970’s, it spanned two generations to 1984 and was the most popular car of its time in Australia.

For baby boomers, the Kingswood offered the chance for many to realise their great Australian dream, with luxury and mobility at a realistic price.

First generation (1968-1971)
The first Kingswood was released as part of the HK series and was lighter and heavier than its predecessor. The same six cylinder engine was used, but Holden introduced a V8 with the HK – the 307 Chevrolet small-block. The Monaro was introduced soon after, and was effectively the two door version of the Kingswood.

Holden started making its own V8 for the HT in 1969, but that was the only big change until the introduction of the Tri-Matic automatic transmission with the HG in 1970.

Second generation (1971-1984)
A completely new design came with the HQ. It looked a lot different from the HG and was the first large Holden to feature coil-spring rear suspension.

The HQ was only made in right hand drive so left hand drive markets never saw it; but it remains Holden’s biggest selling model even today at 485,650 units. However, motoring journalists panned its poor ride and handling – a feature added on the insistence of then Managing Director George Roberts, who said it should drive like a Cadillac.

Special edition Kingswoods were produced during this time called ‘Vacationers’, and proved so successful that they were seen in various Holden ranges over the next twenty years.

In 1974 the Sandman panel van was introduced. It took on some design elements and the sporty features of the Monaro. It was very popular and gained a reputation for being a love-mobile, attracting nicknames like Shaggin’ Wagon and Sin Bin.

Apart from a few minor design and engine changes, there were no major upgrades for the HJ. Interestingly though, in 1975 some of the Premier bodies were made at Mazda in Japan, and were fitted with rotary engines. Unfortunately the engines were severely underpowered and the project was dropped in 1977.

Government emissions controls saw the 2.85 straight six engine removed from the HX series in 1977, and it resulted in a big drop in performance across the range. There were only minor exterior changes for the HX. The Sandman vans got a tailgate logo and stripes down the sides, and the Kingswood got bucket seats as standard.

In 1977, the poor ‘Cadillac’ handling was fixed with Holden’s new Radial Tuned Suspension (RTS), introduced along with minor exterior changes in the HZ. The base model Belmont was lost to another Kingswood variant and equipment levels were enhanced to match those of the Ford Falcon range.

1978 saw the introduction of the first ever Commodore and consequently, the fall of the Kingswood reign in 1980. The last Sandman panel van was produced in October 1979 as it had lost its place in contemporary Australian youth culture.

Although the true Kingswood was dead, the name lived on in the WB series as a ute; but the flame finally flickered out in 1984 when Holden stopped producing large luxury cars, focussing entirely on their medium vehicle range.

The company is also unlikely to build another turbo Territory after the lacklustre reception of its F6X version. FPV boss Rod Barrett says Campbellfield operation will build "fast Falcons" only for the foreseeable future. "We've noted our speciality," he says.

Barrett says the Focus would have been a welcomed entry addition to the FPV range but Ford's decision to cancel local production has ended the chance to go up against HSV's hot Astra-based turbo VXR.

"If the mothership doesn't produce the mother car, we have got very little opportunity to make a locally-produced Focus now. That was always our waiting game. A hot Focus sourced out of Europe is also unlikely. "We don't do imports," Barrett says.

"They are just price-prohibitive for our business case and when the decision was made that the Focus wouldn't be made at Broadmeadows that effectively ended the FPV locally built Focus." With the company building just 2000 hot Falcons a year, Barrett admits the options are few for growing the FPV brand.

Although a hot Focus would have given enthusiasts a leg up into an entry FPV, going down the import path to bring in an Focus RS as a badged FPV was no longer an option because of exchanges rates. "We did look at it and then the dollar dropped," he says. Ford of Europe's, Focus RS, which sells in the UK for $52,000, was the likely candidate.

The RS has a heavily reworked version of the same five-cylinder turbo petrol engine that powers the XR5 that lifts performance to 224kW/440Nm. To cope with the extra power the RS gets a beefier sports suspension, upgraded brakes, dual exhausts and retuned steering as well as a limited slip differential.

The car accelerates to 100km/h in 5.9 seconds and has a top speed of 260km/h. Barrett says that if the company could have got 200 Focus RS models it could have been profitable, with a price under $60,000.

Apart from the Focus, Barrett also says there are no plans to revisit the Territory F6X. "It's not in our immediate plans to go back into a Territory at the moment," he says. "We didn't have plans to go into an F6X at the new Territory." Barrett says the F6X was accepted as a very good car but "unfortunately it didn't appeal to the market".

The company is also unlikely to build another turbo Territory after the lacklustre reception of its F6X version. FPV boss Rod Barrett says Campbellfield operation will build "fast Falcons" only for the foreseeable future. "We've noted our speciality," he says.

Barrett says the Focus would have been a welcomed entry addition to the FPV range but Ford's decision to cancel local production has ended the chance to go up against HSV's hot Astra-based turbo VXR.

"If the mothership doesn't produce the mother car, we have got very little opportunity to make a locally-produced Focus now. That was always our waiting game. A hot Focus sourced out of Europe is also unlikely. "We don't do imports," Barrett says.

"They are just price-prohibitive for our business case and when the decision was made that the Focus wouldn't be made at Broadmeadows that effectively ended the FPV locally built Focus." With the company building just 2000 hot Falcons a year, Barrett admits the options are few for growing the FPV brand.

Although a hot Focus would have given enthusiasts a leg up into an entry FPV, going down the import path to bring in an Focus RS as a badged FPV was no longer an option because of exchanges rates. "We did look at it and then the dollar dropped," he says. Ford of Europe's, Focus RS, which sells in the UK for $52,000, was the likely candidate.

The RS has a heavily reworked version of the same five-cylinder turbo petrol engine that powers the XR5 that lifts performance to 224kW/440Nm. To cope with the extra power the RS gets a beefier sports suspension, upgraded brakes, dual exhausts and retuned steering as well as a limited slip differential.

The car accelerates to 100km/h in 5.9 seconds and has a top speed of 260km/h. Barrett says that if the company could have got 200 Focus RS models it could have been profitable, with a price under $60,000.

Apart from the Focus, Barrett also says there are no plans to revisit the Territory F6X. "It's not in our immediate plans to go back into a Territory at the moment," he says. "We didn't have plans to go into an F6X at the new Territory." Barrett says the F6X was accepted as a very good car but "unfortunately it didn't appeal to the market".

After months of lobbying by right-hand drive markets around the world — including Australia — Hyundai's head office has caved in to the pressure and will announce that a right-hand drive version of the Genesis Coupe, winner of the North American car of the year, will be made.

While nobody within Hyundai is willing to go on the record to confirm the move it is understood that the decision to give a right-hand drive program the go-ahead was made in Korea within the last couple of weeks with an intention of announcing the move either at the Frankfurt Motor Show next month or the Geneva Motor Show in March.

Hyundai Motor Company Australia this week declined to offer any comment on the news but is on the record as saying it would take the stylish coupe in a heartbeat as a replacement for the ageing Tiburon.

It is believed that production of a right-hand drive Genesis Coupe will begin early in 2011. It would be logical for the program to include the sedan derivative of the Genesis — although there has been no word out of Korea on plans to that effect.

A twin-pronged Genesis program would offer Hyundai Australia the opportunity to enter a modern, stylish large family car into the local market as an alternative to the Grandeur, for which there is no confirmed RHD program for the next generation.

The sleek Genesis styling was launched just on 18 months ago to rave reviews. But at the time Hyundai was adamant that it was for left-hand drive countries only, predominantly the huge North American and European markets.

Demand across the world increased when the Genesis became the first Korean-designed and manufactured car to win North America's hugely prestigious Car Of The Year award at the New York Motor Show late last year.

The Genesis, both Coupe and Sedan, came out of the company's California design studio under the stewardship of Joel Piaskowski who is credited as being almost single-handedly responsible for the improved styling language sweeping through the Hyundai model range. Unfortunately for Hyundai, Piaskowski was poached by Mercedes-Benz last December to head up its North American design operation.

Widely considered to be the logical replacement for the ageing Tiburon Coupe, the Genesis Coupe takes Hyundai into new territory with its rear-wheel-drive architecture and sports performance.

Powering the top end Coupe is an all-aluminium 231kW 3.8-litre DOHC V6, while at the entry level the engine is a 166kW 2.0-litre turbocharged four. The V6 features dual continuously variable valve timing and with 361Nm of torque on tap the car will set behind a 0-100km/h sprint 6.3 seconds.

The V6 is mated to a six-speed ZF automatic. A six-speed manual is also available and features a short-stroke shifter, optimised gear ratios and triple cone synchronisers.

The optimised chassis makes for dynamic handling and more accurate steering. Dual MacPherson struts control the front and the rear has a five-link set-up. High strength steel gives a stiffer, lighter body structure.

Safety fare is likely to include anti-lock brakes, traction control, stability control, six airbags and active headrests.

All the work to convert the VE Commodore-based American coupe from a set of plans into a road-going reality here has been done, but the project is on ice until the global financial crisis clears and 'New GM' gets a clearer picture of its future. It's the same story with the Camaro convertible - which is also iced until financial conditions improve.

But Camaro chief Gene Stefanyshyn, who drove the project on both sides of the Pacific, is keen to get the car into Australia and says it is not a lost cause. "All the basic engineering is done. It would cost about $35 million to do the production engineering," says Stefanyshyn, the global vehicle line executive at GM in charged of global rear-wheel drive vehicles.

He is talking about the cost of converting the plans into parts for the production line but, sadly, the spend would not stop there. It would also take millions on shipping, spare parts and a local dealer network to really get the Camaro going. "They are like children. You have to feed them and clothe them and send them to school," Stefanyshyn says.

And GM Holden is still refusing to even admit the Camaro could be a goer down under. "There is no business case for the car," says official spokesperson, Kate Lonsdale.

But the Camaro is picking up speed in the USA and headed for some export success. "We will build about 80,000 this year. That's pretty good," says Stefanyshyn.

"We are also about to start exports to Europe. We've got the parts done and we're ready to go. The car is also going to Japan, still in left-hand drive." Stefanyshyn was speaking at an exclusive drive of the Camaro at Holden's Lang Lang proving ground for World Car of the Year judges. The car is included on the list of contenders for the 2010 award.

The briefing included significant details on the Camaro and the VE Commodore program - officially called Zeta at General Motors - which led to its creation. "When Zeta started it was a flexible architecture based around VE. 

There have been all sorts of opportunities we've looked at," says GM Holden designer, Peter Hughes. "We always had visions about doing another couple of cars off the architecture. But we were hoping for a Monaro."

The success of the Camaro project means no chance for a Commodore, even though the American retro muscle car was a much bigger job than it looks. "Monaro was a VT Commodore cut-and-shut with a new back end. This is a whole car. The Monaro was basically a Commodore coupe but the Camaro is two-plus-two, not a four-seater, and completely different from VE," says Hughes.

Do you want the Chevrolet Camaro in Australia?
Carsguide will mount a campaign if enough readers get behind the car, and we're happy to pass the push to GM Holden's new chairman, Alan Batey.
Write to Batey, give him your thoughts, and we'll pass the messages to the top man at the red lion.
Email to: karla.pincott@carsguide.com.au

All the work to convert the VE Commodore-based American coupe from a set of plans into a road-going reality here has been done, but the project is on ice until the global financial crisis clears and 'New GM' gets a clearer picture of its future. It's the same story with the Camaro convertible - which is also iced until financial conditions improve.

But Camaro chief Gene Stefanyshyn, who drove the project on both sides of the Pacific, is keen to get the car into Australia and says it is not a lost cause. "All the basic engineering is done. It would cost about $35 million to do the production engineering," says Stefanyshyn, the global vehicle line executive at GM in charged of global rear-wheel drive vehicles.

He is talking about the cost of converting the plans into parts for the production line but, sadly, the spend would not stop there. It would also take millions on shipping, spare parts and a local dealer network to really get the Camaro going. "They are like children. You have to feed them and clothe them and send them to school," Stefanyshyn says.

And GM Holden is still refusing to even admit the Camaro could be a goer down under. "There is no business case for the car," says official spokesperson, Kate Lonsdale.

But the Camaro is picking up speed in the USA and headed for some export success. "We will build about 80,000 this year. That's pretty good," says Stefanyshyn.

"We are also about to start exports to Europe. We've got the parts done and we're ready to go. The car is also going to Japan, still in left-hand drive." Stefanyshyn was speaking at an exclusive drive of the Camaro at Holden's Lang Lang proving ground for World Car of the Year judges. The car is included on the list of contenders for the 2010 award.

The briefing included significant details on the Camaro and the VE Commodore program - officially called Zeta at General Motors - which led to its creation. "When Zeta started it was a flexible architecture based around VE. 

There have been all sorts of opportunities we've looked at," says GM Holden designer, Peter Hughes. "We always had visions about doing another couple of cars off the architecture. But we were hoping for a Monaro."

The success of the Camaro project means no chance for a Commodore, even though the American retro muscle car was a much bigger job than it looks. "Monaro was a VT Commodore cut-and-shut with a new back end. This is a whole car. The Monaro was basically a Commodore coupe but the Camaro is two-plus-two, not a four-seater, and completely different from VE," says Hughes.

Do you want the Chevrolet Camaro in Australia?
Carsguide will mount a campaign if enough readers get behind the car, and we're happy to pass the push to GM Holden's new chairman, Alan Batey.
Write to Batey, give him your thoughts, and we'll pass the messages to the top man at the red lion.
Email to: karla.pincott@carsguide.com.au