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Mercedes-Benz S (W222)
Overview
Manufacturer	Daimler AG
Production	June 2013 – September 2020
Model years	2014–2020
Assembly	Germany: Sindelfingen (Sindelfingen Plant) India: Pune (Mercedes-Benz India) Malaysia: Pekan (HICOM) Indonesia: Bogor (MBI) Thailand: Samut Prakan (TAAP) Vietnam: Ho Chi Minh City (MBV)
Designer	Il-hun Yoon Robert Lešnik (2009)
Body and chassis
Class	Full-size luxury car
Body style	4-door saloon
Layout	Front-engine, rear-wheel-drive Front-engine, all-wheel-drive (4MATIC)
Related	Mercedes-Benz S-Class (C217)
Powertrain
Engine	Petrol engines: 2.0 L M264 turbo I4 (China) 3.0 L M276 turbo V6 3.0 L M256 I6 turbo 3.0 L M276 DE 30 red. V6 bi-turbo 3.5 L M276 DE 35 V6 4.7 L M278 DE 46 AL V8 bi-turbo 3.0 L M276 DE 30 AL V6 bi-turbo 4.0 L M176/M177 AMG V8 bi-turbo 5.5 L M157 DE 55 AL V8 bi-turbo 6.0 L M277 V12 bi-turbo 6.0 L M279 E 60 AL V12 bi-turbo Diesel engines: 2.2 L OM651 DE 22 LA I4 twin-turbo 2.9 L OM656 D 29 I6 bi-turbo 3.0 L OM642 LS DE 30LA V6 turbo
Transmission	7-speed 7G-Tronic automatic 9-speed 9G-Tronic automatic
Hybrid drivetrain	Parallel hybrid (S400 Hybrid, S300 BlueTec Hybrid) Mild hybrid (EQ Boost) Plug-in hybrid (S500e / S560e)
Dimensions
Wheelbase	SWB: 3,035 mm (119.5 in) LWB: 3,165 mm (124.6 in) Maybach: 3,365 mm (132.5 in) Pullman: 4,418 mm (173.9 in)
Length	SWB: 5,146 mm (202.6 in) LWB: 5,296 mm (208.5 in) Maybach: 5,453 mm (214.7 in) Pullman: 6,499 mm (255.9 in)
Width	1,899 mm (74.8 in)
Height	1,496 mm (58.9 in) 1,598 mm (62.9 in) (Pullman)
Curb weight	1,910–2,275 kg (4,210–5,020 lb) 2,295–2,360 kg (5,060–5,200 lb) (Mercedes-Maybach)
Chronology
Predecessor	Mercedes-Benz S-Class (W221) Maybach 57 and 62 (Mercedes-Maybach; indirect)
Successor	Mercedes-Benz S-Class (W223)

The Mercedes-Benz S-Class (W222) is a full-size luxury car manufactured by Daimler AG and marketed by Mercedes-Benz from 2013 to 2020. Following the W221, it represents the sixth generation of the Mercedes-Benz S-Class. Having its public debut on 15 May 2013 in Hamburg, Germany, the W222 S-Class began series production at the Sindelfingen plant on 12 June 2013.

The short-wheelbase model—internally designated W222—is sold alongside a long-wheelbase model, bearing the V222 codename. While retaining its 3,035 mm (119.5 in) wheelbase and overall platform, aluminium is used to a greater extent and its length has increased marginally. The design concept, initially conceived by South Korean designer Il-hun Yoon, saw further refinement under the leadership of Robert Lešnik's team in 2009. The development programme of the W222 represented a substantial expenditure of approximately €1 billion, invested from 2011 to 2014. In June 2014, Daimler AG had introduced the coupe and convertible successors to the CL-Class, identified by the C217 and A217 codenames, respectively.

In May 2013, the ordering phase for the W222 S-Class began, and it officially arrived at Mercedes-Benz dealers on 20 July 2013. The initial model lineup comprised the S 400 Hybrid, S 500, and S 350 BlueTEC, with the subsequent introduction of the S 300 BlueTEC Hybrid in 2014. A subtle mid-cycle refresh, introduced in April 2017, commenced production in July of the same year. This facelift introduced a 48-volt mild hybrid system, innovative comfort technologies, revised headlamps, taillamps, and a restyled grille. Furthermore, in 2014, Mercedes-Benz announced the reintroduction of the ultra-luxury Mercedes-Maybach nameplate to the S-Class lineup in 2015 as a sub-brand, marking a return after a three-year hiatus following the discontinuation of the 57 and 62 models.

The W222 has received positive reviews overall, with many automotive critics praising its comfortable driving experience, refinement, and handling capabilities.^[1] The production of the W222 concluded in 2020 after a seven-year run, and it was succeeded by the W223 model.

The W222 represented an approximate expenditure of €1 billion (US$1.33 billion); all of which was spent between 2011 and 2014.^[2] This investment, disbursed between 2011 and 2014, comprised €350 million for the body shop, €130 million for the press shop, and €70 million for the assembly line, with the residual funds allocated to other areas of the manufacturing process.^[3] A new manufacturing process was implemented for the lightweight, aluminium roof. This process involved joining the roof and steel body after both components had undergone the paint shop procedures. A notable advancement in production logistics is the implementation of the "pick-by-projector" system. This system facilitates the process of picking parts by guiding to the employees to which storage unit houses the required component. Enhancements in design and engineering have contributed to a reduction of approximately 20 per cent in energy consumption per vehicle.^[3]

Extensive training for plant employees focused on assembling a new chassis and body, constructed from a combination of aluminium and steel.^[4] Daimler established an ergonomic assembly line, enabling workers to comfortably mount control units on the back wall module at a height conducive to their comfort. The introduction of a lifting device further aids in transporting components into the vehicle, minimising strain on the workers.^[4]

In addressing noise, vibration, and harshness, engineers devised an "articulation index" to evaluate the ease of communication and comprehension at higher speeds. Analysing the pitch and tone of typical human voices, they collaborated on optimising sound insulation, minimising vibrations, and improving aerodynamics. This was done to ensure that any noise that did come in was at a different frequency, thus improving the understandability of speech.^[5]

The design concept was initially conceived by South Korean designer Il-hun Yoon before it saw further refinement when a team under the leadership of Robert Lešnik formulated a design basis in 2009.^[6][7] Unveiled at Airbus in Hamburg-Finkenwerder on 15 May 2013,^[8] the W222 made subsequent appearances at Shanghai's Mercedes-Benz Arena,^[9] and Japan's 2013 Osaka Motor Show (S 400 Hybrid).

US models went on sale as 2014 model year vehicles; the lineup initially included only the long-wheelbase "S 550" (S 500 in Europe) in September 2013, and long-wheelbase S 550 4Matic which arrived in November 2013.^[10] Auto Bild measured the LWB as the quietest among cars like Rolls-Royce Ghost and Bentley Flying Spur in 2014.^[11] Additional models, including V12 models and those from AMG arrived in early 2014.

Europe models went on sale at the end of July 2013, followed by China at the end of September 2013, the USA in October 2013.^[12]

Japan models went on sale and delivery began in November 2013. Early models include the S 400 Hybrid (right-hand-drive), S 400 Hybrid Exclusive (right steering), S 550 long (left/right steering), S 63 AMG long (right steering), S 63 AMG 4Matic long (left-hand-drive).^[13][14] The S 300 BlueTEC HYBRID, S 350 BlueTEC 4MATIC, S 600, and S 65 AMG Saloon arrived at dealer showrooms in March 2014.

There is also the "S 500 Intelligent Drive", which is a self-driving version of the S 500 sedan, using sensors that are also available in the production version of the S-Class. The car uses the sensors to capture the massive amounts of data in traffic.^[15][16] The vehicle was unveiled in the 2013 Frankfurt Motor Show.^[17]

Holden Commodore (VE)
2008 Holden Calais (VE MY09) V sedan
Overview
Manufacturer	Holden
Also called	Holden Berlina Holden Calais Holden Ute HSV E Series Chevrolet Lumina (Middle East and South Africa) Chevrolet Omega (Brazil) Pontiac G8 (North America) Vauxhall VXR8 (UK) CSV CR8
Production	July 2006 – May 2013 (sedan) August 2007 – May 2013 (utility) July 2008 – May 2013 (wagon)
Assembly	Australia: Elizabeth, South Australia (Holden Elizabeth Plant)
Designer	Peter Hughes (2003)
Body and chassis
Class	Full-size car
Body style	2-door coupé utility 4-door sedan 5-door station wagon
Layout	Front-engine, rear-wheel drive
Platform	GM Zeta
Related	Buick Park Avenue (China) Chevrolet Camaro (fifth generation) Holden Statesman/Caprice (WM) Holden Special Vehicles GTS/Clubsport
Powertrain
Engine	3.0 L LF1 V6 3.6 L LY7 V6 3.6 L LFX V6 6.0 L L98 V8 (Manual 2008–2010) 6.0 L L76 V8 (Auto 2008–2010) 6.0 L L77 V8 6.2 L LS3 V8 (HSV and Pontiac) 7.0 L LS7 V8 (HSV only)
Transmission	4-speed GM 4L60-E automatic 5-speed GM 5L40-E automatic 6-speed GM 6L50 automatic 6-speed GM 6L80-E automatic 6-speed Aisin AY6 manual 6-speed Tremec T56 manual
Dimensions
Wheelbase	2,915 mm (114.8 in) (sedan, wagon) 3,009 mm (118.5 in) (utility)
Length	4,894–4,900 mm (192.7–192.9 in) (sedan) 4,896–4,904 mm (192.8–193.1 in) (wagon) 5,040–5,055 mm (198.4–199.0 in) (utility)
Width	1,899 mm (74.8 in)
Height	1,471–1,497 mm (57.9–58.9 in)
Kerb weight	1,690–1,825 kg (3,726–4,023 lb) (sedan) 1,837–1,988 kg (4,050–4,383 lb) (wagon) 1,620–1,777 kg (3,571–3,918 lb) (utility)
Chronology
Predecessor	Holden Commodore (VZ)
Successor	Holden Commodore (VF)

The Holden Commodore (VE) is a full-size car that was produced by Australian subsidiary Holden from 2006 to 2013. Succeeding the VZ series, the VE serves as the first iteration of the fourth generation of the Commodore. The range comprises luxury variants—Holden Berlina (VE) and Holden Calais (VE)—alongside a utility model were marketed as the Holden Ute (VE). Over its seven-year tenure, more than 520,000 units were manufactured.

As opposed to the VZ and all models previous which used Opel-sourced platforms adapted both mechanically and in size for the local market, the whole-new VE programme is the first Commodore to be developed exclusively by Holden in Australia. Despite its status as an all-new model, engines—comprising the 3.6-litre V6 and the 6.0-litre V8—have been largely carried over from the VZ series. Innovative features to minimise export redevelopment costs, such as a symmetrical centre console housing a flush-fitting hand brake lever, facilitated the conversion to left-hand drive. Internationally, the VE was badge engineered as the Chevrolet Lumina, Chevrolet Omega and Pontiac G8.

Development of the VE spanned a decade, with the first seven years dedicated to exterior styling and the latter three focused on engineering, chassis, and testing. The VE was first penned by Michael Simcoe in late 1998; subsequently, Peter Hughes translated the sketch into a two-dimensional image. Opel, who hitherto provided the basis for all Commodore sedans, ceased production of the Omega executive car. Faced with this development, Holden encountered a costly dilemma: use another GM platform or develop a whole new architecture. Holden opted for the latter, developing a wholly Australian-designed platform known as the "GM Zeta".

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 subsequently 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, comparing it to European benchmarks such as the Mercedes-Benz C-Class, BMW 5 Series, and the Audi A6/A8.^[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 of approximately A$1.04 billion and 3.4 million kilometres (2.1 million miles) of testing.^[8][9]

In the latter part of 1998, Michael Simcoe—Holden's design director at the time—formulated a foundational VE sketch. This drawing served as a fundamental silhouette guiding Holden's management and designers; it was a rakish sedan showcasing an extended wheelbase and abbreviated front and rear overhangs.^[10] In early 1999, Peter Hughes—manager of exterior design for Holden—produced a two-dimensional image of a sketch drawn earlier by Simcoe. Known in-house as the "Bill of Design", this sketch laid the foundation for the design of the eventual production-ready sedan. While certain elements of the sketch were altered, such as the tail lamps, the low-profile side window cluster and the drawn out wheelbase, the assertive stance was preserved.^[11]

Dimensions such as wheelbase, length, and height, including multiple internal measures were compared with the VT series model. This data was then transposed into a computerised format. By late 2000, eight adequate exterior sketches emerged, leading to a subsequent vote within the design team that narrowed the number down to four. 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 if it had road presence.^[13]

In February 2003, designers provided essential 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, designated the GM Zeta platform. 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]

The VE's wheelbase (MY07 Omega pictured) is about 130 mm (5.1 in) longer than the VZ sedan, while overall length is retained

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 utilisation of advanced steels and intensive design, the body structure is 50 per cent stiffer than the outgoing model, benefiting from noise, vibration, and harshness (NVH) reductions, and improved handling/crash safety.^[24] However, introducing the new body structure resulted in a substantial increase in weight compared to the preceding model.^[25]

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.^[26] 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.^[27] 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.^[28] 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.^[29] 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.^[30]

Additional refinements included a new four-strut hinge system for the boot to replace the heavily criticised "gooseneck" hinges used on previous Commodores that occupied an excessive amount of space.^[31] High-specification variants feature expandable door pockets and a Saab-inspired "blackout" feature, illuminating only the speedometer at night to enhance driver focus on the road.^[32] An innovative flush-fitting handbrake set into a symmetrical centre console means the lever can be easily reversed to sit on the opposite side of the center console for left-hand drive export markets, minimising redevelopment costs.^[33]

Unveiled at the 2007 Australian International Motor Show in October at Melbourne, the Sportwagon represented a departure from previous Commodore station wagons. The VE Sportwagon programme represented an investment of A$110 million and just over 500,000 kilometres (310,000 mi) of road testing.^[34] Recognising the diminishing market of traditional station wagons due to the growth of SUV sales and over-reliance on fleet purchasing, Holden sought to develop a sportier and more stylish station wagon, dubbed the Sportwagon.^[35] Up to 90 percent of VZ wagons were bought by fleet companies and Holden desired to attract more retail customers.^[6] The decision was made to develop a lower, sportier wagon as an alternative to SUVs. The Sportwagon, unlike the previous VZ wagon—which shared its long-wheelbase with the Statesman/Caprice—is built on the same short-wheelbase platform as the sedan. While this adjustment resulted in a cargo capacity reduction from the VZ's 1,402 to 895 litres (370 to 236 US gal), the sedan's near 50:50 weight distribution is retained.^[36] The Sportwagon is styled with an aggressively sloping rear profile. To ensure the cargo opening is sufficiently large with such a profile, the tailgate hinges part way up the roof line.^[37] The design of the tailgate is compact enough to open in just 268 millimetres (10.6 in) of space, a publicised feature in Sportwagon television commercials.^[38]

Modifications were implemented to the suspension over the sedan's arrangement. These included stiffer springs, modifications to the anti-roll bar and an additional ball joint in the rear suspension to handle the increased weight.^[39] In comparison to the sedan, kerb weight increases by about 91 kilograms (201 lb).^{[note 1]} Sportwagon variants of each specification level receive an A$1,000 premium over the sedan and are cheaper than the outgoing VZ wagons.^[40]

The Holden Ute was unveiled on 22 August 2007 via the Internet and is designed to be a "lifestyle vehicle", a shift from the traditional "workhorse" market.^[41][42] The VE Ute programme represented an expenditure of approximately AU$105.1 million, in combination with the $1.03 billion sedan investment.^[34] The investment was put into mainly put into comprehensive enhancements of the Ute, involving improvements in design, safety and notably performance.^[42] In lieu of the Holden Commodore Ute nameplate, this iteration is marketed as the "Holden Ute",^[43] sharing its 3,009 mm (118.5 in) wheelbase with the WM Caprice and Statesman.^[44] The Ute's basic design traces back to 2000 when Holden framed the design for both the sedan and the global rear-wheel drive architecture. Many of the surfaces, details and linework down the body side were put in at the start of the VE sedan to allow it and stretch back to create a utility body style.^[45]

The horizontal tail-light theme is meant to give the Ute what Tony Stolfo calls "a more car-like persona", as does the raised numberplate housing and full one-piece bumper.^[45] Unlike the previous VU–VZ generation, no double-cab, cab-chassis or all-wheel drive variants are offered.

The placement of the engine emerged as a contentious issue during development. Holden's designers advocated for the engine positioned well behind the front axle, aiming to achieve short overhangs and an overall sportier appearance. However, this approach raised concerns among crash engineers, who feared it would reduce the body's impact absorption in the event of an accident. To resolve the conflicting perspectives, negotiation was reached between designers and crash engineers, resulting in the relocation of engine components, including relocating the battery to the boot, freeing up valuable front-end space.^[46] By having the engine moved back and further down, the VE Commodore also benefits from near-perfect 50:50 weight distribution across all variants, leading to superior handling.^[47] Crash engineers implemented several other safety initiatives, including relocating the fuel tank in front of the rear-axle line, instead of behind.^[48] Measures were taken to enhance the crash resistance of the rear end while accommodating a large boot and a spare wheel bay capable of housing the largest-sized wheel for the vehicle.^[49] In July 2006, Holden claimed that the VE featured one of the best body structures globally. An extensive series of assessments, comprising over 5,000 simulated tests and 79 live barrier tests, led to Holden announcing that the Commodore had one of the best body structures globally.^[50] Crash test results from Australasian New Car Assessment Program (ANCAP) rate the VE lower in the offset frontal impact test than the VZ. The overall crash score was marginally higher than the outgoing VZ, due to improvements in side impact protection giving a score of 27.45 out of 37 or a four-star rating out of a possible five.^[51]

The standardisation of six airbags in March 2008 for the MY09 update made the VE eligible for the ANCAP side pole test, yielding additional scoring points. The second stage of the VE's safety rollout in October 2008 for MY09.5 included the addition of an energy-absorbing steering column shroud and redesigned rear door latches across the VE range. The Omega sedan, equipped with a seat belt reminder achieved another point, thus allowing it to bear a five-star rating with a score of 33.45 in December 2008.^[52][53] The Omega Sportwagon was the next model to be awarded a five-star rating in February 2009, following the addition of a seat belt reminder in Sportwagon range.^[54] Subsequent safety upgrades extended to other VE-based models, including the Ute and WM Statesman/Caprice, with the inclusion of the seat belt reminder becoming standard as part of the MY10 update in August 2009. Consequently, all VE sedan and Sportwagon variants along with the extended-wheelbase WM models received a five-star rating.^[55] The VE Ute officially received the rating on 19 October 2009, making the entire line-up of Australian-made Holdens five-star ANCAP rated.^[56]

Holden's design teams aimed to produce a robust and versatile bodyshell design. Due to the departure from the rear-wheel drive based, Opel-sourced platform, significant modifications were made including the removal of the doors, suspension, and handling characteristics. The VE model incorporates approximately 75 per cent high-strength steel in its shell, however, to keep weight down tailor-welded blanks were utilised in the front chassis rails and floor reinforcing. This strategy meant that the bare mass of the shell was rated at approximately 70 kg (150 lb),^[57] which was still a substantial increment that may not appeal to fuel-conscious individuals. However, the trade-off yields marked advantages in terms of enhanced handling and safety.^[12]

Wikimedia Commons has media related to PageOrganizer/GA.

• Butler, Glenn; Dowling, Joshua; Hagon, Toby; Newton, Bruce (12 September 2006). "VE Commodore eMag" (PDF). Drive. Archived from the original (PDF) on 14 March 2007. Retrieved 5 April 2010.
• McCarthy, Mike; McKay, Peter; Newton, Bruce; Robinson, Peter (October 2006). "2006 Collector's Edition VE Commodore: The Full Story". Wheels.
• Robinson, Peter (2006). AutoBiography: The inside story of Holden's all-new VE Commodore. Woolloomooloo: Focus Publishing. ISBN 1-921156-10-4.

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