Jonathan Hawley
wheels magazine
Holden has left the door open for an Australian introduction of the new Chevrolet Camaro by revealing a decision to go right-hand drive is imminent.
The production version of the Camaro, which was revealed in almost simultaneous events in the US and Holden HQ in Port Melbourne [today, July 22], is due to go on sale in the States early next year.
It was designed and engineered by Holden in Australia using a modified version of the VE Commodore platform and shares mechanical components including basic engines, transmissions and suspension.
And, according to GM global vehicle line executive Gene Stefanyshyn the Camaro was engineered from the beginning of its 31-month development to accept right-hand drive.
“There’s no reason why it can’t be done in right-hand drive,” Stefanyshyn said. “We have to make the decision whether we should spend the money on things like dash pads and the required parts and then go from there.”
Mr Stefanyshyn said a decision on RHD for the Camaro would be made in the next two or three months. He said the break-even point for a RHD Camaro program – the number of units built and sold to pay for the production – would be about 4000 vehicles per-year worldwide.
Whether that means Australia will become a Camaro market also depends on Holden fitting it into its line-up. Because of its styling – based on the 1969 pony car of the same name – and retro cache, it is unlikely to carry a Holden badge. One Holden designer said a Monaro re-badging is even less likely thanks to the clear links to the American market and the Camaro’s nominal rear seat room.
wheels magazine
Holden has left the door open for an Australian introduction of the new Chevrolet Camaro by revealing a decision to go right-hand drive is imminent.
The production version of the Camaro, which was revealed in almost simultaneous events in the US and Holden HQ in Port Melbourne [today, July 22], is due to go on sale in the States early next year.
It was designed and engineered by Holden in Australia using a modified version of the VE Commodore platform and shares mechanical components including basic engines, transmissions and suspension.
And, according to GM global vehicle line executive Gene Stefanyshyn the Camaro was engineered from the beginning of its 31-month development to accept right-hand drive.
“There’s no reason why it can’t be done in right-hand drive,” Stefanyshyn said. “We have to make the decision whether we should spend the money on things like dash pads and the required parts and then go from there.”
Mr Stefanyshyn said a decision on RHD for the Camaro would be made in the next two or three months. He said the break-even point for a RHD Camaro program – the number of units built and sold to pay for the production – would be about 4000 vehicles per-year worldwide.
Whether that means Australia will become a Camaro market also depends on Holden fitting it into its line-up. Because of its styling – based on the 1969 pony car of the same name – and retro cache, it is unlikely to carry a Holden badge. One Holden designer said a Monaro re-badging is even less likely thanks to the clear links to the American market and the Camaro’s nominal rear seat room.
Introduction of the Camaro into Australia would then most likely depend on Holden adding the Chevrolet brand to Hummer and Cadillac as its next US-sourced name-plate.
When it goes on sale in the States, the Camaro will be offered with two engines: a direct-injection version of the 3.6-litre global V6 producing 224kW of power in the LS and LT models, and a 6.2-litre V8 in the Camaro SS that with 315kW is virtually identical to the LS3 used in HSV’s current offerings. Automatic versions of the Camaro V8 are fitted with GM’s cylinder cut-off fuel saving technology and produce 299kW.
Its underpinnings are almost pure VE, apart from the shortened front end that has dragged the front wheels forward relative to the doors, giving a long bonnet look necessary to match the swept-back windscreen and low roofline. The 2852mm wheelbase is 63mm shorter than a Commodore, and at 1755kg the Camaro SS manual is only slightly lighter than the equivalent Commodore SS.
The platform could also be used if Holden produces a mid-size rear-drive sedan (what’s being called the new Torana) or, according to, Mr Stefanyshyn a lower, longer “stylish sedan”. Similar in concept to a Mercedes CLS, you’d have to think.
Camaro styling was done by Holden, with a simple brief to replicate the look of the concept car that reinvigorated the Camaro’s late 1960s shape back at the 2006 Detroit Motor Show. Although critical dimensions have been changed – the concept car was lower and wider than the production car – exterior designer manager Peter Hughes said the proportions have been kept so similar it is difficult to tell the two apart.
When it goes on sale in the States, the Camaro will be offered with two engines: a direct-injection version of the 3.6-litre global V6 producing 224kW of power in the LS and LT models, and a 6.2-litre V8 in the Camaro SS that with 315kW is virtually identical to the LS3 used in HSV’s current offerings. Automatic versions of the Camaro V8 are fitted with GM’s cylinder cut-off fuel saving technology and produce 299kW.
Its underpinnings are almost pure VE, apart from the shortened front end that has dragged the front wheels forward relative to the doors, giving a long bonnet look necessary to match the swept-back windscreen and low roofline. The 2852mm wheelbase is 63mm shorter than a Commodore, and at 1755kg the Camaro SS manual is only slightly lighter than the equivalent Commodore SS.
The platform could also be used if Holden produces a mid-size rear-drive sedan (what’s being called the new Torana) or, according to, Mr Stefanyshyn a lower, longer “stylish sedan”. Similar in concept to a Mercedes CLS, you’d have to think.
Camaro styling was done by Holden, with a simple brief to replicate the look of the concept car that reinvigorated the Camaro’s late 1960s shape back at the 2006 Detroit Motor Show. Although critical dimensions have been changed – the concept car was lower and wider than the production car – exterior designer manager Peter Hughes said the proportions have been kept so similar it is difficult to tell the two apart.
Inside, the concept car’s glitzy interior has been dropped in favour of pure muscle-car retro themes including a deep-dished steering wheel, deeply recessed major instruments and a bank of smaller dials ahead of the gearshift.
Chevrolet is aiming for a starting price of around US$22,000, putting the Camaro hard up against its natural rival, the Ford Mustang. The Ford has a live rear axle compared with the Camaro’s complex independent rear end, and Chevrolet hopes that the same praise heaped on the (Commodore-based) Pontiac G8 will also swing the Camaro’s way.
