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Holden has revealed details of the advanced Global V6 engine that will
provide the high-tech heartbeat for future generations of its Australian-built
vehicles.
The all-new, high feature Alloytec V6 is being produced at Holden's Global V6
engine plant in Port Melbourne, Victoria. It will be introduced next month with
the updated VZ Holden Calais, Commodore and WL Caprice and Statesman models,
replacing the ECOTEC V6 engine that powers the current model series.
The new Alloytec V6-powered Commodores will be the most refined and powerful
Holden has yet produced and will introduce a new standard of active safety
performance.
Given five years of strategic development, the manufacturing of global
variants for markets around the world, the development of Holden's own Alloytec
variant and the commissioning of a $400 million engine plant, the Global V6
engineering and manufacturing project is the most significant engine program
ever undertaken by an Australian vehicle manufacturer.
Holden's Executive Director, Engineering, Tony Hyde, said the introduction of
a new six-cylinder engine to form the hub of the Holden range was a significant
step forward which would benefit the company and its customers. It provided
further confirmation of Holden's coming of age as an internationally competitive
carmaker and would be in every sense a motivating force behind its continuing
success in domestic and export markets.
"The fact that Holden was chosen by GM to produce this engine and included as
an integral partner in its development from the outset five years ago shows the
confidence GM places in our powertrain expertise here in Australia," Mr Hyde
said. "Our contributions to the Global V6 program have emphasised our
engineering and manufacturing flexibility and positioned us to become further
involved in future GM powertrain strategies in the Asia Pacific region and
increasingly, around the world.
"Closer to home, Alloytec signals the start of a new V6 performance era for
Holden. It will certainly help to ensure that Commodore retains its crown as
Australia's most popular car for some time to come," Mr Hyde concluded.
Performance and Refinement
Holden's Alloytec engine is a
lightweight V6 of all-aluminium construction and 3.6 litre displacement. It
belongs to a 'clean sheet' new family of GM Global V6 engines that was developed
as part of a new global powertrain strategy based around modular design and
flexible use.
These Global V6 engines incorporate state-of-the-art features and technology
and deliver premium performance characteristics. They also set evolutionary
benchmarks for GM in terms of efficiency, durability and operating refinement.
There are two Alloytec engine variants - Alloytec and Alloytec 190. They
deliver more peak power and considerably more torque across the rev range than
the current 3.8 litre ECOTEC V6 while maintaining a similar level of fuel
economy and producing fewer emissions.
Alloytec produces 175kW of power at 6,000rpm and 320Nm of torque at just
2,800rpm - which equates to 14 per cent more power and five per cent more torque
than the outgoing 152kW ECOTEC V6.
Drivers who appreciate Holden's characteristically 'torquey' launch feel will
find that this responsiveness comes in fuller, smoother measure right across the
rev range. Ninety per cent of engine torque is available between 1630 and 5460
rpm, a performance attribute normally associated with larger displacement V8
engines.
The sports performance Alloytec 190 produces 190kW of power at 6500 rpm and
340Nm of torque at 3200rpm. Ninety per cent of torque is produced between 1570
and 5870 rpm - which is a 59 per cent wider rev range than the previous 171kW
Supercharged V6 performance engine. It benefits from the application of
advanced, continuously variable cam phasing and variable intake manifold
technology, among other highly developed features.
New 5-speed Auto and 6-speed Manual Transmissions Matching Holden's
new Global V6 engines is a broader range of powertrain combinations. The
Alloytec 190 is teamed with either a world-class new five-speed automatic
transmission with 'Active Select' or a premium application six speed manual
transmission. The Alloytec is mated to a comprehensively upgraded and improved
version of Holden's current four-speed automatic transmission.
Feature Highlights
The Alloytec V6 engines operate with advanced
double overhead camshafts and four valves per cylinder. A combination of high
feature technologies allows them to extract more power from less fuel, with
emissions levels well within the latest Euro 2 standard.
Electronically controlled and hydraulically actuated, continuously variable
cam phasing brings outstanding camshaft operational flexibility, permitting
variability of valve timing to maximise performance, fuel economy and emissions
control. For increased efficiency, the Alloytec 190 is equipped with variable
cam phasing on exhaust as well as inlet camshafts, which is a GM engine 'first'.
A dual stage variable intake manifold, specified on the Alloytec 190,
facilitates greater torque at low to medium engine speeds and increases power at
high speed.
Performance consistency is improved by extremely fast and efficient data flow
to engine management systems. A micro-hybrid design 32-bit capacity engine
control unit, one of the most powerful currently available for automotive use,
dictates every aspect of engine operation from individual cylinder-adaptive
knock control sensing to the torque-based engine control.
Electronic Throttle Control (ETC) effectively coordinates drivers' intentions
with the actions of various powertrain control components. By eliminating the
mechanical connection between accelerator pedal and engine, ETC allows more
precise throttle control. In addition, engine output for the driver-determined
pedal position is managed by a new-generation torque-based engine strategy.
Alloytec also brings the extra efficiency of coil-on-plug ignition, which
helps to lower emissions and increases dependability. Long-life new exhaust
systems for Alloytec and Alloytec 190 have cast iron manifolds for low-noise
operation and dual close-coupled catalytic converters to reduce fuel use and
emissions.
Among other key contributors to superior Alloytec V6 performance and
durability are a precision sand-cast alloy cylinder block (almost 10kg lighter
than the ECOTEC block), a heavy duty micro-alloy forged steel crankshaft,
piston-cooling oil jets, latest technology three-chain cam drive and coolant
loss protection software.
An intense focus on reducing noise, vibration and harshness (NVH) during
development of the Global V6 engine is reflected in appreciably smoother
all-round operating refinement compared with the ECOTEC V6.
Holden's Role In Alloytec V6 Development
The new Global V6 engine
family was created by GM to fulfil its strategy to build a new generation of
sophisticated, high-feature six-cylinder engines for worldwide application in
premium and high-performance vehicles. One of the prime objectives was to create
a highly flexible platform from which a matrix of cost-effective variants could
be developed.
From the program's inception in 1999, teams of Holden product and
manufacturing engineers worked as part of a multi-national GM team to develop
the Global V6. They contributed a wealth of rear wheel drive powertrain
experience to make certain that everything required for the Australian Alloytec
variant was included in the initial charter.
Even with the assistance of cutting edge computer-aided analysis, the unique
development and localisation of the Alloytec V6 was a demanding assignment. It
took place on both sides of the Pacific and consumed more than 200,000 staff
hours and 143 experimental engines and required 60 specific tests.
Because the Alloytec engine design includes so many high tech features, its
electronic engine and transmission control systems need to be equally advanced.
The critical task of calibrating Alloytec engine software and all its
technologies for local conditions and driving
patterns took two years and the talents of 15 specialist Holden engineers.
More than 7000 variables were required for the calibration - five times more
than ECOTEC.
The program involved frequent test trips to extreme climate and altitude
locations in Australia, Europe and the USA as well as hundreds of thousands of
proving ground kilometres and a rigorous emissions testing schedule.
Global V6, Local Production
Holden is a producer as well as a major
end user of GM Global V6 engines. Its $400 million Port Melbourne V6 plant,
which began building export engines last year, is currently one of only two such
facilities in the world with plans for a third.
Like all members of the Global V6 family, Alloytec is designed for
manufacture in an environment that promotes high levels of quality and tolerance
control.
Holden's Global V6 plant represents GM's largest single investment in
Australia in more than 20 years. It is now delivering fully locally produced
six-cylinder Holden engines for the first time since 1986. Production of the
first Global V6 engines, bound for GM de Mexico, began in November 2003 and the
first 'domestic' Holden Alloytec V6 came off the line in June 2004.
Annual Alloytec V6 production is expected to top 175,000 units next year. The
new engine will replace the ECOTEC and Supercharged V6 across the Holden V-car
range of passenger and light commercial vehicles and W-car long wheelbase models
as they are introduced. It will also power Holden's six-cylinder export vehicle
variants. The Port Melbourne Global V6 plant has the capacity to generate up to
900 engines a day, or 240,000 a year.
56 Years Of The Holden Six
Full-scale manufacture of the first
Holden six began in 1948. The 2.15 litre, 45kW 'grey' engine, named for the
colour of its painted block, powered the original 48-215 Holden. Noted for its
willing performance, high cruising speed, economy and durability, the overhead
valve grey engine continued, with minor engineering changes, to power successive
Holden models through the 1950s and early 60s.
In 1963, a new Holden engine plant began producing more powerful six cylinder
'red' engines. They were the 2.45 litre '149' and the 2.95 litre six cylinder
'179', introduced with the EH model. Over their long life, the red engines
underwent numerous re-engineering programs to improve performance and fuel
efficiency.
With the 1980 VC model Commodore came a new range of six cylinder engines
painted GM blue. They were up to 25 per cent more powerful and 15 per cent more
fuel efficient than their predecessors. Features (2.85 and 3.3 litre) included a
new 12-port head, new manifolding, a two-barrel carburettor and electronic
ignition. In 1984, a 3.3 litre EFI engine was introduced with VK Commodore. Also
available was a 3.3 litre six with electronic spark timing and air injection.
Production of the 'blue' six-cylinder engines ceased in 1986 with the
introduction of the VL Commodore, powered by a Nissan-sourced 3.0 litre unit.
Holden chose a US-designed Buick V6 for the all-new VN Commodore and local
assembly began in 1988. The 3.8 litre, 127kW, EFI V6 was modified to suit Holden
requirements, a process which included fitment of an Australian-developed
electronic engine management system.
In 1995, a $9 million investment saw the original unit replaced by a
radically revised second generation ECOTEC V6. Utilising low friction technology
for improved performance, it was smaller, lighter and more fuel efficient.
Assembly of a 165kW Supercharged V6 variant commenced in 1996 and for the
introduction of the Commodore VT in 1997 it was modified to produce 171kW of
power. With the VX Commodore debut in August 2000, V6 engine power was increased
and fuel economy further improved. The ECOTEC V6 has benefited through the years
from a series of refinements aimed at performance, economy and exhaust
emissions.
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