Motoring Sunbird set to take off

Press, 19 August 1977, Page 9

Motoring

Sunbird set to take off

By

RUSSELL JONES,

motoring editor

The cost of producing an entirely new car today is prohibitive, even for the world’s largest motor manufacturing company. General Motors will release the Holden Sunbird in New Zealand in the next few days with a fanfare proclaiming it as a new car. It is not. The Holden Torana 1900 SL did not give G.M. the sales it had hoped for, mainly because it gained a reputation as a car which did nothing really well. Last year it gained 10.9 per cent of the “intermediate” sector of the

market here, a sector which accounted for only 28 per cent of over-all sales.

G.M. executives predict both a growth in that sector, and greatly increased sales for the Torana/Sunbird. Their confidence in both eventualities is probably well founded. In many ways the Sunbird is an improvement on the old Torana, but rather than going off in brilliant new directions G.M. engineers have concentrated on bringing the car up to the standard which many people think the Torana should have achieved in the first place. Most criticism of the Torana was aimed at the handling. It was not considered to be up to the standards of the 19705. Consequently G.M. engin-

eers expended most of their effort to improve the handling of the Torana, and the result is so impressive that in my opinion it justifies the new name, and the new image. “Sunbird handles — it bloody well handles,” was the headline in one of the more lively Australian motoring papers when the car was released there, and after driving the Sunbird for a day under varying conditions I can

understand the writer's surprise. However my introduction to the Sunbird was not a happy one. I had driven only a few hundred metres down a wet Wellington street when the fascia-mounted washer-wiper knob came off in my hand. Fortunately I was able to press it back on again, but a new owner would have been most unimpressed. In spite of the new handling and new name, G.M. has managed to hold the price increase over the old Torana to $470. A manual Sunbird is $7220 while the automatic version sells for $7745. The design of the Sunbird started at ground level. Wider, steel-belted radial tyres were fitted and the front and rear

suspension geometry changed to take full advantage of them. This innovation, known as Radial Tuned Suspension, is the only major change. The body is identical to the Torana (apart from a new grill), the four-cylinder, Opel-designed 1897 cu. cm engine is the same, the four-speed gearbox is the same, and the general look and feel of the car has changed hardly at all. G.M. says it has a new

personality, but I disagree

Another of the big criticisms of the Torana 1900 SL was the foot-operated parking brake. This has been retained, and is just as annoying as ever. On the road the Sunbird is predictable, reasonably lively, and safe. Radial Tuned Suspension means the car is stable under most conditions, holds the road in a con-fidence-inspiring way, does not sway or buck under braking, and for most drivers has a lot of road-holding in reserve.

General Motors, obviously supremely confident of the Sunbird’s qualities, let me loose on the Manfeild racing circuit for a few hours. Although I pushed the car to the limit and a little beyond at no stage did I feel its handling was going to let me down. On fast corners it understeers markedly and does not have the power in reserve to force the tail round, but unless taken to extremes understeering is not an unsafe trait and most drivers would find it difficult to get into trouble on the highway. I could not have said this for the Torana.

Detail improvements have been made to the power-assisted disc/drum brakes, and I found the stopping power to be more than adequate, even on a racing circuit. The comfort of the seats is average for a car in this price range, and that is to say it is of a fairly high standard. The front seats have plenty of fore and aft movement and reclining backs, allowing the driver to select a comfortable driving position. The bench rear seat is comfortable but there is not as much leg room as I would expect in a car of this size. All four doors open wide and entry and exit is easy enough.

Instrumentation is very limited. Warning lights instead of gauges are used for oil pressure, water temperature and battery charging and the large na-

celie on the left is occupied by a clock rather than a much more useful rev counter. The single stalk on the steering column controls the direction indicators and the headlight flasher/dip switch. The driver has to reach forward and twist a knob on the fascia to work the windscreen washers and two-speed wipers. Both spokes of the steering wheel have horn buttons inset in them, although there is nothing to tell a driver unfamiliar to the car that this is how the horn works. The heating and ventilation system seems adequate. Simple but not very clearly marked controls are mounted on the right of the fascia. They are difficult to see from the driver’s seat. Over all, I found the performance of the Sunbird disappointing. I would expect a car of this size and capacity to have a top speed of around 150 km/h, and to achieve an indicated 160 km/h easily. I had trouble pushing the Sunbird above an indicated 140 km/h. Acceleration figures of 0-80 km/h in 8 seconds and 0-100 km/h in 12 seconds are respectable but by no means outstanding in a car of this class and price.

I did not have an opportunity to test the fuel consumption, but the Sunbird should return figures similar to the Torana’s — around 9.7 litres/100 km (29 m.p.g.). In essence, the Holden Sunbird is a sound, basic car with some attractive features and a few outdated ones. It cannot compete with some cars in terms of superficial refinements but who knows, it might be more reliable in service. At least the handling is much better compared with its predecessor.

Engine. — Four-cylinder, 93mm bore. Stroke: 69.8 mm stroke, 1897 cu. cm. Compression ratio 9:1, gross power 76kW 1102 b.h.p.l at 5400 r.p.m., gross torque 156 Nm (1151b/ft) at 2800 r.p.m. Transmission. — Manual: Four-speed all-synchromesh, floor shift; automatic: Trimatic with T-bar floor shift; rear axle ratio: manual and automatic, 3.90:1. Suspension. — Independent short and long ai-ms with coil springs and shock absorbers at front, four links with coil springs and shock absorbers at rear; front and rear stabiliser bars. Brakes. —254 mm discs front, 254 mm drums rear; power assisted. Wheels. — 5.5 JJ x 13in with AR 78513 steel belted radial tyres. Fuel tank. — Capacity: 54 litres (12 gallons). Dimensions. — Length 4493 mm, width 1704 mm. Test car supplied by General Motors.