Holden's plan for a petrol-electric hybrid Commodore has been confirmed, but other alternatives including diesel, LPG and, possibly, ethanol-capable (E85) cars will arrive first.
Wheels can also confirm Holden will introduce a dedicated LPG Alloytec V6 Commodore, most likely next year, to counter surging petrol prices.
General Motors Asia Pacific president Nick Reilly last month gave Holden the green light to proceed with a range of green powertrain projects, and told Wheels a diesel and hybrid Commodore would arrive in “a couple of years”.
However, with hybrid development and packaging work only in the embryonic stages, Holden is unlikely to introduce a petrol-electric hybrid Commodore until 2011.
A turbo-diesel Commodore, however, is closer to production. Expected late 2009, Holden is almost certain to adopt a 2.9-litre VM Motori V6, and plans to position the oil-burning variant as a premium option, rather than an economical alternative, because of the rising cost of diesel fuel.
It also gives Holden an opportunity to expand its export portfolio. Opel has already investigated importing the VE, and a diesel Commodore would mount a much stronger case for tempting European buyers.
Next year is also when we expect Holden to upgrade its petrol-fed Alloytec V6 with direct-injection technology, as used in the Cadillac CTS – a move which will both boost power and help reduce fuel consumption.
Meanwhile, Holden engineers are also working on a dedicated single-fuel LPG Alloytec engine (aimed at both fleet and private customers), due late 2009 or early 2010. Holden currently sells a dual-fuel LPG system fitted as an aftermarket accessory by HSV at its Adelaide facility, but the $3900 price premium has limited its take-up rate to around five percent of total sales.
This new LPG engine would be produced at Holden’s Port Melbourne engine plant, greatly reducing cost. Developing the engine to run solely on LPG would also allow engineers to achieve better performance, reduced emissions, greater durability and improved packaging compared with the current dual-fuel option.
Holden is also looking at introducing an E85-capable V6 engine for Commodore, in line with GM’s global ethanol push, although a lack of infrastructure is seen as a stumbling block. However, the company may go ahead with introducing the technology (which involves revisions to fuel lines, the ECU and injectors) despite the lack of ethanol-enabled petrol stations, in order to take a “leadership position” on alternative fuels.
Reilly stressed that GM and Holden were looking at a range of powertrain technologies rather than relying on just one of the possible alternatives.
“Hybrids are an answer, but by definition they are more expensive [than other options] as they have two power sources. There are other choices, such as alternative fuels, LPG, CNG [compressed natural gas], E85 and potentially diesel, all of which can have an impact. It depends which problem you’re trying to solve.”
CNG is an intriguing option considering Australia’s vast natural resources, but no plan is currently in place.
V8 HYBRID
GM has introduced a 6.0-litre Gen IV V8 specifically designed to mate with the new petrol-electric hybrid transmission. The engine includes cylinder shutdown tech and variable valve timing. Could a V8 hybrid Commodore be on the horizon?
HYBRID
The hybrid Commodore will almost certainly run General Motor’s new two-mode petrol-electric hybrid transmission.
Developed in conjunction with BMW and the now defunct Daimler-Chrysler, the system uses two 60kW electric motors sandwiched between the flywheel and output shafts and can propel the vehicle solely via electric power. Two continuous modes of operation are available, one with the electric motors supplying torque and the other with the combustion engine providing pulling power.
It uses regenerative braking to recover kinetic energy that is then stored in a nickel-metal hydride battery under the rear seats.
GM says the hybrid system is compatible with two and four-wheel-drive applications and can deliver fuel savings of up to 50 percent in large SUVs.
This is a far more advanced system than GM’s existing mild hybrid, which simply stops the engine and powers auxiliaries when the vehicle is stationary.
DIESEL
A 2.9-litre, direct-injection turbo-diesel V6 produced by Italian outfit VM Motori is the most likely choice to power Commodore’s oil-burning ambitions.
The dohc V6 produces 184kW and 550Nm from just 2000rpm.
Making its debut in Cadillac’s CTS, the new engine features aluminium heads and a block made from compacted graphite iron for maximum strength and minimum weight.
It uses a common-rail injection system that pumps fuel in at a maximum pressure of 2000 bar (29,000psi) using piezoelectric injectors. The V6 also uses a closed-loop combustion process with an in-chamber sensor controlling fuel injection to
reduce emissions.
Further, it belongs to a new family of GM diesels that use an oxidation catalyst and particulate filter to meet stringent emission standards.
Check out this article in the July issue of Wheels magazine, out today.
