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Holden implemented a staged roll-out of the VE variants, releasing the sedan first in July 2006. Before this, Holden stated they would manufacture two parallel generations of Commodores until the new station wagon and utility body styles were launched. Variants by Holden's performance vehicle partner, Holden Special Vehicles (HSV), were released soon after the sedan's debut alongside the long-wheelbase WM Statesman/Caprice models. The VE Ute did not enter production until 2007 when it was accompanied by the previewing of a Sportwagon concept. July 2008 marked the introduction of the Sportwagon, sharing the sedan's 2,915 mm (114.8 in) wheelbase instead of the extended wheelbase from the Caprice.
Updates to the VE have been introduced in the form of model year (MY) changes starting in April 2007. Typically subtle, these recurring changes have involved alterations to colours and trim, increased standard equipment, and a reduction in fuel consumption. More noteworthy adjustments have come in the form of a smaller 3.0-litre V6 engine for entry-level versions and "Series II" styling revisions in September 2010.
Official manufacture of the sedan began at Holden's Elizabeth, South Australia production facility on 13 July 2006.[1] Three days later, Holden publicly revealed the car at the Melbourne Convention Centre, broadcast simultaneously via the Internet. The launch occurred alongside that of the flagship WM Statesman/Caprice.[2] Before this, Holden announced that VE station wagon and utility variants would be postponed and the VZ equivalents would remain in production.[3] Sales of the VE Ute commenced on 22 August 2007.[4] This was followed by the unveiling of the Sportwagon concept,[5] the production version of which was released in July 2008.[6]
Holden's designers and engineers began laying down the fundamentals of a clean-sheet Commodore sedan in 1999.[7] In the ten years of development (1996 to 2006), the car came to be Holden's largest and most expensive project, representing an expenditure exceeding A$1 billion and 3.4 million kilometres (2.1 million miles) of testing.[8][9]
The comparison of dimensions such as wheelbase, length, width and height were conducted with the VT series model; this data was subsequently transposed into a computerised format. By late 2000 eight simple exterior sketches were chosen and were narrowed down to four through a voting process within the design team. These models shared the same basic characteristics: pronounced wheel arches, aggressive stance, dynamic linework and short overhangs. Full-size clay models of all four sketches were produced.[12] By July 2002, speculative work concluded, and a single exterior design direction was chosen. Due to the car being just four years away from launch without undergoing practical testing or real-world engineering activities, the design team turned to a CAID programme called Autodesk Alias. One solitary VE concept was refined, sculpted and taken to Holden's Lang Lang Proving Ground, placed on the skidpan and scrutinised by designers and directors from up close and far away to assess how much prominence it had on the road.[13]
In February 2003 designers provided key information to the engineering team, and by May 2003, the design was finalised by Peter Hughes and deemed frozen. By July 2003, the last design mock-up was produced, which was a completely transparent model with a glasshouse structure.[14][15] In 2004, just two years before the release of the VE Commodore, Holden unveiled the Torana TT36 concept car at the Australian International Motor Show in Sydney. The concept provided the public with a glimpse of the production Commodore and allowed Holden to assess public response to its exterior design. Some production-ready components such as the steering wheel, the window and rear-view mirror switch cluster and the handbrake lever were seamlessly integrated from the TT36 into the production VE.[16]
Following the initial creation of the design sketches, Holden's engineers promptly commenced work on developing the chassis. The conclusion of Opel's rear-wheel drive Omega in 2003, which hitherto provided the basis for all preceding Commodores, presented Holden with a dilemma.[17] This situation left Holden with two decisions: to use another GM platform or to develop an all-new architecture. GM's new premium rear-wheel drive Sigma platform was to see production in the 2002 Cadillac CTS. Holden's engineers were offered this platform, however, they decided it was not appropriate.[18] The Sigma platform's double A-arm front suspension and extensive use of aluminium were too costly for the VE's market segment. Limitations in luggage compartment size and an inability to stretch the Sigma interior package adequately to accommodate a full-size family car were identified as critical shortcomings. Notably, the rear-seat shoulder width fell below the required standards.[19] Confronted with these major drawbacks, Holden decided to develop an all-new platform, known as the "Zeta". This platform not only addressed the shortcomings but also laid the foundation for forthcoming GM vehicles.[20] The Zeta suspension system comprises new double-pivot MacPherson strut for the front and a four-link independent rear setup. These replace the previous simple MacPherson strut design front and much criticised semi-trailing arm rear suspension, for improved ride and handling.[21]
Denny Mooney assumed the position of chairman at Holden on 1 January 2004,[22] by which time development of the VE Commodore was well underway. Key design and engineering work was underway and being finalised. Simultaneously, investment was already in progress for the tooling necessary to manufacture the car.[19] Under Mooney's direction, particular attention was dedicated to addressing the perceived quality issues surrounding the previous Commodore generations. Mooney advocated for a reduction of panel gaps by an extra 0.5 millimetres (0.020 in) over previous targets. Smaller panel gaps were one of the measures employed by Holden to position the VE competitively against its respective European counterparts.[23] Through the usage of three-quarters high-strength steels and an intensive design, the body structure is 50 per cent stiffer than the outgoing model. Strength enhancements include the incorporation of tailor-welded blanks in the front chassis rails and floor reinforcing resulting in a bare shell mass of 70 kg (150 lb). These advancements not only result in noise, vibration, and harshness (NVH) reductions, but lead to improved handling/crash safety.[24] However, introducing the new body structure resulted in a substantial increase in weight compared to the preceding model.[7]
The development of the VE prompted Holden to redesign the Elizabeth plant in South Australia, facilitating the assembly of entire sections of the car off the foremost production line. This innovative production method allows for a seamless construction of complete sub-sections such as the engine and transmissions to be assembled on rigs that simplify production.[25] This process is applied to the front-end module of the VE Commodore, comprising its headlights, bumpers, airbag sensors and other accessory components. This modular construction permits the easy removal of the entire front-end as a single-piece unit, resulting in reduced repair costs and easier access to the engine bay.[26] This revolutionary production technique marks the first instance such a method has been used within GM and garnered the SAE Australasia's 2006 Automotive Engineering Excellence Award.[27] Holden has conceived and developed a modular design structure known as the "Flex Vision" strategy. This method has been applied to the interior where fundamentally different components such as audio units and instrument clusters can be swapped out for the different Commodore variants, creating radically varied interior design and comfort without much high price difference.[28] The upshot of this is much greater differentiation between the variants than the outgoing model, creating three distinct interior aesthetics, dubbed: Functional, Performance and Luxury.[29][30]
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