We have a lot of programs on the go at the moment

That good, we suffered a little in engineering last year with the performance of the company but we are back with all guns blazing now, we have hired quite a number of people to work on various things and of course we have people coming off VEWM. But of course we also have the other domestic programs going. So the place is really buzzing along at the moment, it good. What is it about this car you like most? The thing I like most is the bodyshell, the stiffness of it. The fact we can move the frequency response up so far from 21 hertz to 31 hertz for torsion so the `car is more refined. From a design outcome point of view I feel pretty good about the front and rear suspensions. Not without cost, but then again we asked the guys to come up with something and they did. Im really getting around to the whole chassis package which is showing my past passions. In this program brakes were originally carry-over from the VZ. And it is no secret the pain we went through with VT-VZ with brake shudder and so on. And in that time the brake guys had been busily working away in the background, working on discs, working on the technology of discs, a new caliper and all that sort of stuff . And then they came along and said look we have this set-up and we can do it for $3-$4 million and not too much piece costs, and we went into bat and got it. It was a bad time actually because the investment was really starting to creep up, but we got it in. And I think the outcome was really good, because I like the brakes, I think they are really good. Later on the fit and finish ... Denny (Mooney) really had a big influence. Not that Peter (Hanenberger Mooney predecessor) didnt have a big influence. Peter loved the Audi interior and pushed it and pushed it, and that why the car is the way it is inside. But when Denny arrived Rosetta Stone Arabic and we had this corporate dimensional technical specification that had been developed, and Denny said we are going for it. We said hang on we have just tooled the door and tooled the fender and tooled this and that and we then had to rush around with the tool makers and see what we could do to achieve the spec without destroying everything. It cost us a few million bucks but the outcome was worthwhile. Did you have the right managing director at the right time? Hanenberger the visionary when the project was being created, Mooney the engineer when it had to be finalised and delivered. It probably right. We had the right guy in-place when we put a car up that was a totally independent clean sheet not depending on anything,. We had enough horsepower behind us to get it approved. The second half of the program I guess we had the right guy to drive some of the outcomes we have got with spec, but also have the relationship with some people we needed a really good relationship with. Does the successful completion of VE at least in an engineering sense do anything for the revival of the Torana project. That is, a compact rear-wheel drive architecture powered by four-cylinder and six-cylinder engines? Honestly, probably not. It is not on the menu at the moment. There was a brief rush when we did the show car and there was the vision of a 3 Series competitor. But I think quite frankly since the other stuff has come along it has diminished into the background and we havent pursued it. I dont think we have the resources to pursue it. Is there a possibility a Torana project would be made redundant anyway, that you may have to start downsizing future Commodore generations in response to circumstances such as fuel economy?

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