Martin Robben is a Dutch timber merchant who now finds it hard to believe that speed cameras in the Netherlands don’t tell fibs.

Newspaper De Telegraaf reports that during one day, August 25, Robben’s truck was pinged for speeding on 45 occasions, though it was parked on the roadside in the village of Oldeberkoop.The potential fines amounted to thousands of Euros.“Sometimes there were only three seconds between the tickets,” Robben told the Dutch paper. “That’s impossible. Nobody can be flashed dozens of times in an afternoon.”Like the situation in Australia, the usual procedure in Europe is for the traffic authorities to mail off the bluey with no supporting photographic evidence of the so-called offence. The motorist charged needs to pay for a copy of the camera pic showing the misdemeanour.The Robben case hits the spot because The Netherlands is home to Gatsometer, the best-known and foremost manufacturer of speed cameras globally.This is far from being the first speed camera to err in finding stationary vehicles have been speeding.Other cases have been documented in France, the UK and Australia. In Wollongong, NSW in 2005, a magistrate acquitted an elderly motoring couple that received tickets from a notoriously unreliable speed camera. It had previously issued speeding tickets to a milk truck driver for driving at an unrealistic speed, and to a school crossing lollypop monitor whose vehicle was parked adjacent to the camera.Similarly there have been claims that cameras on Sydney’s Spit Hill have given false readings at times.Typically, the NSW Roads and Traffic Authority refused to concede that the accuracy of the cameras are in doubt.To his credit, the magistrate said he had grave concerns over the RTA’s refusal to do rectify the mistakes made by cameras until forced by the court to correct them.

A senior Audi engineer intimately involved in the project confirmed to Wheels that the four-ringed brand is working on a new twin-turbo 4.2-litre V8 that, in his words, “will be absolutely the world’s best”.

Rumours that Audi is developing a new twin-huffer, petrol-fed V8 have been circling for some months now, but, speaking on the condition of anonymity, the German engineer revealed some key details of the project exclusively to Wheels. It’s believed the new engine will debut in the next-gen RS4, due early in 2011, and will also power the R8 when its first mid-life update arrives sometime later in 2011.The new powerplant is a thorough evolution of the current 4.2-litre V8 that currently powers the S5 coupe and electrified the previous-gen RS4. Despite running the same bore centres and bore and stroke (84.5mm x 92.8mm) as the current mill, every component has been redesigned or upgraded and the entire valvetrain assembly and intake system has been designed from scratch to accommodate the sequential twin-turbo system.Wheels understands several different tunes will be delivered; including an approximately 310kW version for the A8 limo and a 340kW version for the next RS4. Whether this new forced-fed V8 will replace the Lamborghini-derived V10 currently powering several high-end Audi’s is unclear at this stage.A more official (although tentative) confirmation of the new engine program came from an exclusive interview with the VW Group’s powertrain chief, Wolfgang Hatz, at last week’s Frankfurt motor show.Asked when the world will see the new twin-turbo V8, (cue a heavily pregnant pause and nervous sideways glances from the PR minders present) Dr Hatz’s answer was “… that will take a little more time, but I can say that it will not be next year … but it will be a great engine.”Hatz also wouldn’t be drawn on which specific models the new engine will power. When asked whether Audi will adopt a similar strategy to BMW’s twin-turbo, 4.4-litre V8 in placing different tunes of the engine in various models, a knowing smile and a deadpan “we have several solutions” was the only answer forthcoming.

Looking firmly to the future while nodding acknowledgement to the past can’t be easy, but it’s exactly what Mercedes-Benz has attempted with the new E-Class.

As the eighth generation of a model that is “the heart of the Mercedes-Benz brand”, as one executive at the international launch in Spain correctly asserted, ignoring its long heritage was never an option. At the same time, the new E-Class had to include the ingredients for success in a world where the rate of change, in both customer priorities and government rules, is accelerating.There’s certainly nothing about the exterior design of the new E-Class that shouts progress. Quite the opposite, in fact. The new model is actually intended to appear a little more formal and conservative than its immediate predecessor, confirms designer Gerd Schutzke. He points to the way the more upright C-pillar frames the rear door glass as an example of how the car’s shape expresses a greater sense of “status and comfort”.The basic proportions of the new E-Class are attractive, yet the car isn’t a nose-to-tail visual treat. There’s just a bit too much going on. It’s not only the heavy-handed creases that begin either side of the air intake beneath the traditional grille, then trace an ascending trajectory along the car’s flanks. It’s the references to the E-Class’s ancestors, both distant and more recent, that are a touch too much. The four-eyed front, which recalls the 1986-’95 W124 E-Class, isn’t as much of a problem as the attempt to make the rear guards evoke the spirit of the 1953 ‘Ponton’ Mercedes. Pastiches of the past are seldom successful (check Jaguar’s recent back catalogue for proof), and the new E-Class is no exception.Although the exterior design is both busy and lacking in harmony, air evidently loves the shape. Mercedes claims its coefficient of drag is 0.25, a number that’s better than any other luxury sedan and which, among production cars, is equalled only by the more obviously aero third-generation Toyota Prius. According to designer Schutzke, work on aero tuning began with “wind channel” testing of quarter-scale models more than four years ago.Excellent aerodynamics undoubtedly contribute more than a mite to the new E-Class’s fuel efficiency. There are plenty of hard numbers to support Mercedes’ claim that the new E-Class is a “pacemaker” when it comes to environmental impact, an area that’s of increasing interest to both legislators and consumers.All three of the E-Class’s 2.1-litre turbo-diesel fours deliver a 5.3L/100km result in the European combined cycle fuel consumption test, which is basically the same as Australia’s ADR81. These are truly remarkable numbers for a large car weighing more than 1700kg. BMW’s 520d, to choose an obvious turbo-diesel rival, records a 6.1L/100km ADR81 result.While the single-turbo 100kW E200 CDI isn’t destined for Australia, both the twin sequential turbocharged diesels are. The 125kW E220 CDI and 150kW E250 CDI will arrive in September, along with the direct-injected and turbocharged 1.8-litre E250 CGI petrol burner and E350 CDI V6 diesel. The first wave, in July, will consist of E350 V6 and E500 V8 petrol models. The coupe versions will be introduced in lock-step with the sedan range.The difference between the four-cylinder turbo-diesels earmarked for Australia boils down to boost. Shared details are cylinder bore, piston stroke and static ratio (the purely mechanical compression ratio, which doesn’t take into account the additional compression delivered by the turbo). With its pair of turbos huffing harder, the E250 CDI engine delivers torque to the tune of 500Nm from 1600 to 1800rpm, compared with the E220 CDI’s 400Nm from 1400 to 2800rpm.Although the E250 CDI’s narrower band of max torque suggests it may lack driveability compared with the E220 CDI’s broader spread, this ain’t the case. The 250 has more to give no matter where the tach needle points. Its easy responsiveness feels exactly right for the E-Class.Like every other four-cylinder E-Class, the E250 CDI engine is teamed with a five-speed automatic. While it’s more than likely the carry-over auto was a cost-saving measure on Mercedes’ part, it barely matters. There are more than enough newton metres to cover the gaps between the gears. The transmission is best left in ‘C’ for comfort mode, where it upshifts earlier and holds higher gears than in ‘S’ for sport.There’s little between the pair of diesels and the smaller, direct-injection, turbo-petrol four for refinement. In its own way the E250 CGI is as remarkable as its diesel siblings. Just 1.8 litres to push such a large car doesn’t seem like a recipe for driving pleasure, but it doesn’t struggle with the task. Indeed, if Mercedes 0-100km/h claim of 7.7 seconds for the E250 CGI is close to correct, its performance is very similar to non-turbo models with twice the cubic capacity. Such as, say, your basic Falcon or Commodore. And with, it must be pointed out, a provisional 7.3L/100km European combined cycle consumption test result.The V6-powered E-Classes may be more refined than the super-frugal fours, thanks in part to being teamed with Mercedes excellent seven-speed automatic, but they’re less interesting. The 3.5-litre petrol V6 of the new E350, for example, is basically unchanged from the previous generation E-Class. Mercedes has developed a direct-injection CGI version of this engine which is offered in some markets. Australia isn’t one of them because, apparently, our fuel isn’t yet good enough for it. The 3.0-litre turbo-diesel of the E350 CDI is the smarter V6 choice in any case. Although less powerful – 170kW compared with 200kW – the compression-ignition engine whips the petrol-burner’s torque figure and delivers superior refinement.Smoothest and sweetest of all the E-Class drivetrains, however, is the 285kW 5.5-litre V8 and seven-speed auto of the E500. Quick and quiet, powerful and polished, it’s a driver’s delight. But there’s a price to pay for the pleasure; the E500’s fuel consumption – 10.9L/100km in the Euro combined cycle – is more than double that of the four-cylinder turbo-diesels.In a time when even luxury needs to be thrifty, it’s surely a model with diminishing relevance.While the E500’s thirst is out of date, there’s nothing at all wrong with its chassis. It’s the only model equipped as standard with Mercedes’ excellent Airmatic suspension (it’s also an option in the V6 models). The updated pneumatic springing system for the front struts and multi-link rear offers the choice between two beautifully judged settings. ‘Comfort’ is deliciously absorbent, yet controlled, while ‘Sport’ brings more disciplinary damping with only a moderate degradation in ride comfort. The less expensive, steel-spring E-Classes are fine, just not as subtle or refined as those with Airmatic.Regardless of spring type, E-Class handling is very good. Although width and length have both increased (32mm and 12mm respectively) compared with the previous model, the Mercedes feels agile and precise. Despite its size, the E-Class was right at home on narrow and winding roads just outside Madrid. Partly because the car has remarkably slim A-pillars and great forward vision, allowing the driver to make good use of the car’s accurate steering.E-Class’s interior design is more pleasing than its exterior.The shapes of the primary instrument binnacle and adjacent colour screen surround are obviously intended to evoke Mercedes’ past, but here it works. While the tone is sober and efficient, there’s a quiet air of quality. The interior of the V6 and V8 models is cleaner looking, thanks to their column-mounted gear selector stalks. The fours have conventional transmission sticks and less elaborate centre console.The driving position and basic control ergonomics (except the awkward foot-operated parking brake), are very good. And the front seats are so supremely comfortable that there seems little point in opting for the optional Active Multicontour Seat package. This adds pneumatic massage and dynamic functions to the front seats, the latter increasing the inflation pressure of the appropriate side bolster to give support against cornering forces. Sounds like a good idea, feels very strange…While the new E-Class’s extra width spells greater shoulder room, its rear seat isn’t perfect. Ease of access is good, and there’s ample space in every direction, but the backrest is too reclined and the cushion too short for perfect comfort. Moving further aft, there’s a usefully large – 540 litres – cargo compartment.There’s little doubt the new E-Class will satisfy most of the core practical requirements of its customer base. It’s a large, comfortable, well-engineered car that can, in four-cylinder form, deliver conscience-salving and money-saving fuel efficiency. It is also technically advanced throughout, most obviously in the number of new, supplementary safety systems it includes, some of which are actually worth having.It’s undoubtedly a good car. But not a pretty good one. Although the new E-Class is, for quite logical reasons, the premium big sedan you should choose, its exterior design isn’t on the same wavelength. Styling that references the past, and none too adeptly, is out of place on a car with technology that won’t be passé tomorrow.

Australian motor sport lost one of its quiet engineering geniuses last weekend when the innovative Peter Holinger died a week out from his 77th birthday.

As a driver, Holinger was four-times national hill-climb champion in cars of his own design.He worked with the small team that developed the Repco Brabham F1 cars that went on to win the world championship.But he is best known for designing and producing racecar transmissions from his workshop in Melbourne.His gearboxes were been part of the success of the brutal Nissan GTR and rapier BMW 3 series factory touring car teams here and internationally.More recently, Holinger’s robust sequential gearboxes have been a mandatory fitment in V8 supercars.He will be missed for his brilliant engineering and his personable ways.Photo: Holinger driving his championship-winning Repco-Brabham Hillclimb car

‘Ere, ‘ere, ‘ere… what’s the former detective doing making a personal appearance to push his new book at a motoring book shop? Because he’s a car guy, that’s why.

Roger Rogerson, the colourful ex copper with a more recognisable face and name in NSW than the current police commissioner (whoever he is…) and the current police minister (whoever he is…) , has a new book out highlighting his remarkable, headline-making life in and out of the force. And in and out of prison. Appropriately enough, it’s called The Dark Side.This Thursday November 19, between noon and 1.30, Rogerson will be the intriguing star of a Very Special Signing at Autobookworld, 207 Clarence Street in Sydney.Why a specialist car bookshop?Rogerson didn’t make his name as a purveyor or collector of motor cars, but he admits to being something of a car buff. And littered among the corpses and firearms and lurid anecdotes in the pages of the The Dark Side are plenty of car chases, police paddy wagons and pursuit vehicles.It’s justification enough.Autobookworld advises that if you’re unable to make it to the shop in person to talk with the gregarious Rogerson, you can reserve a signed copy of The Dark Side by phoning through an order.

The legendary Gordini name, with the performance that the badge promised, has been missing in action lately after wowing motoring enthusiasts over many decades

The blue, the stripes and radiator grille with four round headlights were the visual elements that shouted a guarantee of special sporting fun.And now Renault has acted to resurrect Gordini character and performance to a couple of current models – the Twingo Gordini RS, and the Clio Gordini RS.The new Gordini-labelled versions will supplement the Renault Sport range and, the manufacturer believes, wow a whole new generation of sporty drivers.Renault Australia has indicated that the Clio RS range for 2010 may include a more animated Gordini version should it become available globally.Gordini, of course, draws its name and reputation from the legendary Amédée Gordini, who developed almost 200,000 Renault vehicles over a 20-year period, along the way posting some great sporting achievements.The golden era for Gordini came in the 1960s when rear-engined R8 Gordinis were wildly successful in international rallying.R8 Gordinis were also hits with enthusiasts in road racing via the one-make Gordini Cup.The R8 Gordini starred in other ways too, on film, featuring in many French films of the day.Before that Dauphine Gordinis were also big on the rally scene, winning the ’58 Monte Carlo.The Renault 5 Gordini (known as the Alpine in Continental Europe, was one of the pioneering hot hatches, beating the Golf GTi to market by a year. The car’s 1397cc engine produced 93bhp, more than double the power of the standard 5. In an era of swift development, the Gordini was quickly outgunned by its growing number of rivals so Renault’s solution to this problem was forced induction. Bolting on a single Garrett T3 turbocharger put the R5 Gordini right back into the power race.

Here’s some unpalatable news for Mercedes-Benz and Audi – fellow luxury car brand BMW has no intention of relinquishing its firm hold on the #1 spot in the always-tough fight for supremacy in the premium segment.

Worse, the still freshly minted managing director of BMW Australia, Stavros Yallouridis feels that the Munich marque could be under-performing in this market and he’ll be pushing for it to reach what he feels is its potential 20,000 units a year, up from around a likely 16,000-plus in ’09.Aussie-born Yallouridis, installed here as MD after a highly successful stint in charge of BMW Greece, senses that the 20,000 target is closer than everyone thinks, adding that BMW is not prepared to concede leadership in any segment it contests.While Mercedes has long been BMW’s toughest and traditional rival, Yallouridis does acknowledge the threat now represented by Audi, which has been grabbing sales and market share in a rather dramatic way over the past four years and which has indicated it wants to be market leader by 2015.While Audi has doubled its market share since 2004, Yallouridis is bullish about BMW’s prospects of staying at #1. Last year BMW Australia sold more than 17,000 new vehicles, ahead of Mercedes’ passenger car tally.“I really believe BMW is not yet selling at its potential. For us I don’t think that 20,000 sales are too far away. In Australia we don’t match the market share if some other markets around the world. I want to change that.“But we won’t be registering large batches of demo cars just to get the numbers up at the end of the year, as some of our competitors appear to be doing.”BMW recently re-aligned its four- and six cylinder 3 Series line up and has been rewarded with a hike in orders.It will be introducing more new models next year including its baby off roader, the X1 and the interesting Gran Turismo, which is a mix of performance, interior room and not too taxing off road capability.While the X1 is still six months off, interest is cranking up with more than 1000 Australians registering their wish to get updates and pricing info on the new vehicleBMW has also just introduced a revised 6 Series Sport Coupe and Convertible, with some cosmetic changes and a more defined sportier character.And, as is the go these days, fuel consumption has also been improved, thanks to Brake Energy Regeneration, which joins the standard equipment list. Fuel consumption is reduced by up to 6.8 percent.The technology is part of BMW’s EfficientDynamics repertoire which is expanding to the whole range as BMW aims to be THE greenest car maker in Europe, without hurting its performance reputation.New to both convertible and coupe 6 Series models is a contoured engine compartment lid with arrow-shaped character lines, new 19-inch light alloy wheels (previously 18-inch) with low-profile tyres (245/40 front and 275/35 rear), BMW Individual high-gloss shadow line, tailpipes in dark chrome and an exhaust system with distinctive aurals.Other changes include the fitment of the newest generation iDrive control system and this Luddite managed to skip through various aspects without getting too bamboozled. A new high resolution 8.8″ monitor with navigation, high-definition TV and 80GB hard drive is now part of iDrive. Up to 12 GB is available for audio files. The navigation data is now stored in the navigation system itself and a navigation DVD is no longer required as regular revisions of the sat-nav data is completed at the dealership via the car’s USB interface.Sport seats in four choices of leather trim, an M leather steering wheel, interior strips in brushed aluminium (which can be changed at no extra cost for Birch Grain or Maple Grain fine-wood trim), an anthracite-coloured BMW Individual roof liner and a lighting package have lifted the look of the cabin while giving the occupants a better level of support and comfort..The 4.8-litre V8 Valvetronic engine in each model, putting out 270kW and developing 490 Nm of torque still feels lively enough. The 650i Sport Coupe accelerates from 0-100km/h in just 5.2 seconds with the heavier convertible 0.4 slower. Both use a six-speed auto with the choice of a manual activation with paddles. A Sport mode gets the whole show dancing a long with greater purpose.It’s a big, heavy but well suspended jigger that maintains commendable agility when punting along with enthusiasm.Turn off the stability control and those fat rear tyres show no early desire to break traction.I thought BMW might have added a nook or two for a bottle of water and phone, though to be fair, the mobile (once linked to the Bluetooth) can stay in your pocket or briefcase.Manufacturers’ list price of the new BMW 650i Sport Coupe is $227,300, and $245,100 for the BMW 650i Sport Convertible.

The on again off again proposal to bring US muscle car icon the Camaro to Australia appears to be on again, after GM vice chairman Bob Lutz told journalists in Detroit today (Tuesday) that a right hand drive program for the performance coupe was underway.

Speaking at the Detroit motor show Mr Lutz surprised journalists by declaring that a right-hand drive version of the car, that has been one of the few successes for GM in an otherwise bleak 2009, would soon be built and exported to right hand drive (rhd) markets including Australia from a plant in Canada.Holden has been intimately involved with this, the fifth generation Camaro from its inception, having led the engineering and development program due to the car being based on the same Zeta, rear wheel drive platform as the Commodore.Given the Holden connection, and Australia’s love of V8 performance cars, it was long assumed we’d be an obvious market for the muscular V8 and V6-powered coupe. This idea was given additional credence by the fact Holden had axed its home-grown Monaro coupe not long before the Camaro program was announced. Many pundits thought the Camaro an obvious replacement for Holden’s home-grown coupe, which ceased production in 2005.The global financial crisis prematurely snuffed out GM’s plans to develop a rhd Camaro, however, leaving fans to rue what might have been as a desperate GM diverted resources to survive the financial crisis and its own ensuing bankruptcy. Now, with GM having undergone radical surgery, and the company reinvigorated by the injection of billions of dollars of US taxpayer money, it appears a Camaro export program is once again on the agenda.Speaking in relation to GM’s current range Mr Lutz told journalists, “…we now have a golden opportunity to export from the United States; with the weak dollar and our cost competitiveness, and with the excellence of the product, we really should be pushing products to all regions, left hand drive and right hand drive. He added, “I think you can pretty well count on a right hand drive Camaro…”Mr Lutz said the Camaro would be “built in the plant in Canada and shipped from here in right hand drive for right hand drive markets. “Most of the parts are there, all we have to do really is reverse the instrument panel, but all of the right hand drive bits are kind of a given because of the fact it’s a Holden architecture.”The plant in question is GM’s Ottawa, Ontario manufacturing facility which until now has been running at capacity supplying Camaros to the US market. Holden Chairman and managing director Alan Batey, though emphatic that he’d love to have the Camaro in his Australian portfolio, pointed to supply and demand issues with the factory as a possible stumbling block. “Would we in Australia love to see the car happen? I think based on customer response and some of the things we’ve seen and some of the response we’ve had from some of the journos who’ve driven the car, it’s been very positive. So I don’t see any downside in it. Would I like it to happen? Yeah, it’d be great (as) it would just add some excitement to our portfolio,” Mr Batey said.“Can it happen fast? Yes it can because all the work is done, the engineering configuration is done; it’s just a case of releasing the module, releasing the parts, and finding the capacity to build it.”However, Mr Batey said Holden has had its hand up for the Camaro since doing the development work on the production car and that for the program to stand a chance of success issues surrounding rhd approval and factory capacity needed to be resolved quickly, while the car is still a relatively new model.“I want the car as quickly as they can get it to me, but they’ve (GM) got some work to do to be able to get the car to me,” he said.A 2010 on-sale date was categorically ruled out by the Holden boss, but he indicated 2011 was a possibility. When pressed on sales volume and pricing Mr Batey predicted the Camaro would sell at approximately half the volume of the Monaro, which in its heyday sold between 3000 and 4000 units, and that this in turn meant it would need to support a price of between $75,000 and $100,000 in Australia in order to be viable. As to the question of whether it would be a Holden Camaro or a Chevy Camaro, Mr Batey indicated it was unlikely the iconic pony car brand would be sold as anything but a Chevrolet.

HSV IS set to revive its hallowed GTS-R nameplate with a lightweight, track-focused limited edition expected later this year.

Likely to be limited to 100 units, the GTS-R will be rarer and significantly cheaper than 2008’s 7.0-litre W427. According to Wheels insiders, a 100kg weight loss program is a key component of the GTS-R project. Ditching the electrically-adjustable front seats for a pair of lightweight buckets could save as much as 40kg.Swapping to a set of forged 19-inch alloys, wrapped in sticky R-compound rubber, will also shave another few kilos per corner and reduce unsprung weight. While HSV is tipped to dust off the iconic GTS-R sticker, the car itself is likely to be a crossbreed of GTS and Clubsport R8. We’re told the power target is around 335kW/550Nm (just 10kW up on the GTS), but will be achieved without HSV’s bi-modal exhaust system.The GTS-R will also eschew the Magnetic Ride Control of the GTS and Senator, instead using a track-focused spring and hydraulic damper set-up. HSV has previously offered special edition cars (2004 VZ GTS, for example) with adjustable Ohlins dampers, and a similar set-up remains possible for GTS-R.Even with a modest power hike, ripping approximately 100kg from the 1829kg GTS will endow the new car with a power-to-weight ratio of 194kW/tonne (up from 178kW/tonne).That’s still short of the 375kW W427’s 200kW/tonne, but by using HSV’s launch control system expect straight-line performance to be similar to the now-discontinued flagship model. A 0-100km/h sprint in 4.8 seconds with a 0-400m time in the high-12-second bracket is achievable – a mere tenth or two behind the W427.Unlike the W427 program, the GTS-R will use parts that have already been developed, helping keep costs in check. Less than 140 people were willing to pay $155K for the W427, so expect the GTS-R to come in under the $100,000 mark.Officially, HSV denies the project, as it did when Wheels broke the story of the W427 nine months before its launch. However, it’s understood that the project may have been initiated by a third party and is now being discussed at the highest levels within HSV.All bets are on for the GTS-R to surface at the Sydney motor show in October this year.

THREE cheers for Barack Obama! If the US president hadn’t ploughed billions of US taxpayer dollars into resurrecting General Motors, you and I wouldn’t be salivating right now at the prospect of the Chevrolet Camaro coming to Australia.

GM has stopped well short of an official confirmation, but GM vice chairman and product guru Bob Lutz’s endorsement is the next best thing. Put it this way, much of what the septuagenarian executive predicts becomes reality.“I think you can pretty much count on a right-hand-drive Camaro,” Lutz told Wheels at the Detroit motor show. “The Camaro, at some point, will be right-hand drive, that’s what we’re currently looking at with a great deal of focus; to be built in Canada and shipped [to] right-hand-drive markets. Why not? “Most of the parts are there, all we have to do is reverse the instrument panel. The right-hand-drive bits are a given because it is a Holden [VE Commodore] architecture.”Of course, the 6.2-litre V8 Camaro SS is already sold here as a RHD conversion by QLD-based Performax International. It’s yours from a cool $139K.But if GM’s right-hook program is confirmed, the expectation is that factory-fresh Camaros – bow-tie badging intact – will be sitting in Holden dealerships, with a sticker as low as $75,000 and from as soon as 2011, said Holden boss Alan Batey.Camaro was originally going to be built in RHD and sold in Oz, but the plan was canned as the ‘old’ GM slashed its development budgets in an unsuccessful attempt to stave off Chapter 11 bankruptcy. Now, having careered through that process courtesy of Obama’s rescue package, and re-emerged in slimmed-down form, Lutz says the ‘new’ GM is aggressively chasing business opportunities like the RHD Camaro.Alan Batey echoed Lutz’s words and said he’d love Camaro to come to Oz, although its sales success in North America isn’t helping. “It’s all about timing. If you talk to North America they have too much demand and can’t supply. But would we like to see the car happen in Australia? Yeah, it would be great.”Batey doesn’t expect Camaro to sell in big numbers if it comes, and only in V8 form. Bring it on.