2012 Holden Calais Reviews

One week in the hustle and bustle of city driving is all you need to realise just how far the new Holden VF Commodore has come. We might dream of vast landscapes and open roads (or so advertising agencies imagine) but the real test of a car is how it handles the grind of urban driving.The flagship of the new line-up, the Calais V, is armed to the gunwales to contend with this scenario. Every Commodore can park itself but, as we discover, there is more to the last homegrown Holden than meets the eye.VALUEAbout $10,000 off should be enough to grab your attention. The Calais has dipped to below $40,000 for the first time in more than a decade and the top-line Calais V we've tested here is $48,990 for the V6.The sharper recommended retail prices reflect the real transaction prices people have been paying for Commodores in recent years. Holden is being more open about it to get more buyers into showrooms and behind the wheel.TECHNOLOGYAll new VF Commodores come with self-parking gear and rear-view camera but the Calais V takes the tech to a new level in an Australian-designed car.In case you're wondering, the self-parking party trick tends to work in about three attempts out of five, providing you have ideal conditions. Your speed, the height of the carsalongside and the size of the space come in to play. Our prediction: owners will do it once to show off, then possibly never use it again.The neatest feature is the head-up display (HUD) which until now was exclusive to late model BMWs. It reflects the vehicle's speed and other key information into the windscreen in the driver's line of sight (although it can be switched off if you prefer to be old school).Unlike some other cars, the adjustments for brightness and height for the Holden HUD system are easy to use. Best of all: polarised sunglasses don't make the display vanish (as they do on BMWs). Nice one.There is also a blind zone alert to warn of traffic approaching alongside but out of view over your shoulder. A crash alert system warns if you're about to slam into the car in front. Unlike some other systems, however, the Holden won't hit the brakes automatically. Glad I checked that first.If you have an Android or Blackberry phone you can reply to text messages at the press of a button on the touchscreen. If you have an iPhone you can use Siri to respond via a button on the steering wheel (if the phone is plugged into the USB socket).DESIGNThe middle section of the new Commodore's body is the same as the old one but a nose job and a bum tuck have done wonders for its appearance. The more tapered rear end gives the Commodore a sleeker look and helps slip through the air. The outstanding aspect of the new design, though, is the interior.If you see a new Commodore somewhere it's worth putting your face up to the glass and getting a peek inside (wait until it's stopped). The Calais V gets some nice faux suede on the dash and doors, highlighted by an alloy-look garnish around the air vents. Top marks.SAFETYSix airbags and a five-star safety rating are the norm these days but in the case of the VF it's worth exploring in a little more detail. The score that led to the five-star rating is actually a touch higher than the VE, so there has been an improvement.A few eyebrows were raised when it was revealed Commodores sold in Australia only get six airbags when the US export version gets seven. But that's because seatbelt use is lower in North America than here and, even though belts have finally been mandated in all US states, the old law remains to protect anyone silly enough not to belt up.Holden deserves points for making a rear camera standard on every model but the image quality isn't brilliant, especially at night. The image quality of other rear-view cameras we've sampled recently are better (Mazda CX-5) while some are worse (Honda CR-V). At least a camera is better than none.DRIVINGLet's be clear, Holden hasn't reinvented the wheel here. But it has added some polish to an already well-rounded package. The new Commodore is quieter than before and rides and handles like Commodores used to. It feels smaller than it actually is, a good thing given size is seen as a setback these days.Our test car came from the media launch in Canberra. Before that it had been bedded-in by the same engineers who designed and developed the suspension and drivetrain.Which is why it was disappointing that our car had developed a subtle knock in the front suspension. It was by no means going to cause a catastrophe but it is the same sound we've heard in Commodores before. We thought it had been fixed, especially given the overhaul on the front suspension (now with fancy aluminium bits). So, some homework then.VERDICTThe new Calais V marks a welcome return to form and finally has the price, equipment and upmarket appearance to woo would-be buyers away from the imported competition.Holden Calais VPrice: from $46,990Engine: 3.6-litre V6, 210kW/350NmTransmission: six-speed auto; RWDThirst: 9.0L/100kmDimension: (L), 1.9m (W), 1.5m (H)Weight: 1730kgSpare: Space saver (full-size optional)

We're back with Australia's best selling car this week. Not quite, maybe, because the car in the Carsguide garage is a Calais, but it's still part of the Commodore family and a subject of the latest VEII upgrade.It takes a bit to see the changes in the VEII, until you sit inside, but it's a worthwhile range of updates as Holden spreads its focus between today's showroom hero and the Cruze hatch that's about to go into local production for sales in 2011. The big news on VEII is E85 bio-ethanol engines, the next stage in the greening of Australia's locally-made cars.We already have the Camry   Hybrid, and Ford is heading towards a four-cylinder Falcon in 2011,   but this is Holden's first effort before things like hybrids and a local version of the range-extended, battery-powered Volt.The bottom line on the VEII is the same as always: a big car for a   value price. Holden has even held the basic price line at $39,990 despite the cost of the latest changes, and boosted value - mostly with the new 6.5-inch colour touch-screen infotainment system - across the range.It's hard to evaluate the biggest value change at present, because the cheaper E85 fuel used in the new Holden is not widely available. It's more than 30 cents a litre cheaper than premium unleaded but will be hard to find until Caltex delivers on its promise of 100-plus E85 stations. Even then, E85 fuel burns faster than unleaded gasoline and that means economy will be down and range will also be cut. But the engine changes have made the powerplants more economical on unleaded fuel, a good move.There is a lot of technology involved in the move to E85, but it's mostly hidden and irrelevant to Commodore owners. It doesn't make the car safer or nice, just allows the flex-fuel capability. But it is reflected in better emissions performance and a little more power for the 3-litre V6 and 5-litre V8, with the mid-range V6 scheduled for its tweaks sometime in 2011.The real improvements are in the infotainment system, which is a huge leap forward and even presented in an easier-to-use dashboard layout   that puts the colour screen up higher in the dash. It has Bluetooth, wireless, cable and USB connections for music and mobiles and is   capable of storing up to 15 CDs in its hard drive.The visual changes to the VEII are tiny.  There is nothing a regular Commodore buyer would pick, just a true fan, despite some inevitable   work on the lamps and wheels. There are some aero clean-up parts, but they are very small and mostly tucked away to do their work. The dashboard is cleaner and has the touch screen, with some   improvements to fabrics.The latest Commodore is a little sweeter and a little more enjoyable.  It's not light years ahead of the previous model, and it still doesn't   have the sporty chunky feel of the Falcon, but it's good. We started with a Calais and are running a 3-litre ute and an SS Sportswagon through the Carsguide test program, but don't expect to find much extra stuff to report.The SS will obviously grunt along, and the ute is good for tip runs, but the Calais shows the sort of work that's been done. The 3.6-litre engine does the job on the Commodore, even if we're waiting for the E85 work. It's a little smoother than I remember, and works well with the auto gearbox, but I cannot comment on the E85 changes without a long drive and some significant refueling in a 3-litre car.It's easy to pass judgement on Holden iQ, because it works so well.  The colour screen is great, the controls are easy to understand and use, and the satnav is finally up where you can use it. The VEII also feels a little smoother in most driving conditions, down to some engineering work on refinement, and does the job you want and need with minimum fuss. It would have been good if Holden could have fixed my two biggest   beefs - the undersized rear-view mirrors and the cheap-and-nasty handbrake and window controls - but I'm promised that the changes are coming. Eventually.It's great to have a big family car for a change. No worries about pram space in the boot, plenty of room in the back for the child seat, and you can still carry passengers in comfort. I'm not a huge fan of the Commodore or Falcon, as I much prefer cars like the Skoda Superb, but the new Holden drives fine and has enough   go for me. My only real complaint, and it's a big one, is the blind spots created by the pillars at the edge of the windscreen. They really are nasty   and sometimes, on tight corners, you cannot see if anything is coming.  This really needs to be fixed, and now.

In the rush to high-riding soft-roaders, many families have largely ignored a more practical route - wagons.  Heavy off-roaders have taken over the roll as the family bus but in reality a conventional sedan-based wagon will fulfil most duties, unless you absolutely need a seven-seater.For many, a car like the five-seater Holden Commodore Sportwagon will fulfil most duties.  It's a good looking, purpose-built wagon with a roomy, comfortable cabin and a five-star crash safety rating.The Calais V Sportwagon adds a little more bling but serves a similar purpose. The integrated DVD system in the roof is a bonus for keeping the kids quiet and the rear-view camera is a welcome addition to the parking sensors.Under the bonnet the biggest new arrival with the latest Commodores is SIDI - or Spark Ignition Direct Injection - which improves fuel economy and the overall smoothness of the V6.Unlike the previous raucous six, the SIDI engine also sounds quieter. The refined engine is now at a point of its development that it has become a world-class unit.  The economy from the big locally built six is also impressive. We managed in 12s around town with the promise of better highway economy.The changes from the six-speed auto also feel smoother than we remember.  The only mark against the Commodore is the cabin. It has been around since 2006 and is due for a freshen this year.We're use to the thick A-pillars and the guillotine handbrake action but the Calais interior and dashboard is looking tired, particularly when you line it up against Ford's effort with the Falcon G6E.  The wagon's swoopy rear also eats into luggage space but there is no denying it is a handsome vehicle, particularly the Calais V version with its stylish 18-inch alloys.

Fuel economy has more to do with your mind, the size of your right foot and the type and colour of car you are driving.  Yes, you can do all the maths and physics and work out on paper how an engine, transmission, aerodynamics, weight and other factors can affect economy, but these are theoretical.  They make a statement on paper, but they don't make much of a statement in the real world.I recently drove three Holden V6 vehicles with the new 3.0 and 3.6-litre spark ignition direct injection (SIDI) engines.  The Omega and Berlina of all body styles get the 3.0L engine and the rest of the range has the 3.6L.Holden quotes fuel consumption figures for the Omega 3-litre at 9.3 litres per 100km, down from 10.7L/100km in the superseded model, while the SV6 Ute has the biggest improvement for the 3.6-litre, down 13 per cent to 10L/100km.I drove a grey Berlina Sportwagon (3.0L) which returned 10.5L/100km, an even greyer Calais sedan (3.6L) which yielded 10.7L/100km and a bright-coloured Ute (3.6L) which failed all economy tests with a poor 12.3L/100km.I can't claim to have driven to the standard conditions as laid out for official ADR fuel consumption figures and I can't even claim to have driven the same distance or type of road conditions for each. Yet these figures still reveal a lot about the cars' performance and economy.The first thing of note is how good the economy figures are for the Sportwagon which is heaviest with its big cargo area which I utilised with a loaded-up trip to the dump.  It's not the 9.3L/100km quoted by Holden but it's quite respectable and included the commuter crawl to work for five days, weekend shopping and errands, and very little highway driving.  It's also nowhere near the 6.48L/100km it achieved in the recent Global Green Challenge from Adelaide to Darwin.The Calais is also worthy of note. It performed much the same ‘real-world’ duties — albeit no trip to the dump — and returned almost the same economy figures as the Sportwagon.Both cars appeal to my family nature with their roomy cabin and functional design. Consequently I drove like a family man who needs to get home to his family in the 'burbs every night.Then along came the ute. It was fitted with a tow bar and there was our old beer fridge that blew up and needed carting to the dump, so it was in for some punishment. Plus there was circle work to be done ...Well, not exactly, but with the lighter weight and the bigger engine, it seemed to sprint off the line a little more willingly and dance around in an entertaining fashion in the corners. All this, plus the vibrant metallic orange colour ($500 extra), got me all excited all the way down my trousers to my big right foot.The result was fuel figures that seem to call Holden a liar.  So unless you are competing in the Global Green Challenge, fuel economy is largely going to rely on your attitude.  It also helps to have a sedately coloured family sedan or wagon.If economy is not your soul goal, but simply a happy side benefit, then you may be pleased to note that these new engines are also more powerful.  Holden claims the power output from the 3.6 is up 15kW to 210kW. And even though the new 3-litre is the smallest Commodore engine in more than 20 years, it still develops a healthy 190kW.The engines sound quieter and more refined. That is until you stamp on the loud pedal and then they wick up the volume quite pleasingly.  Cabin noise may also be decreased by Holden's use of new low-rolling-resistance Bridgestone tyres and the 50rpm reduced idle speed on the 3.6. It all helps economy and comfort levels.It should also be good news that they now all come with a six-speed automatic transmission rather than some of them being hitched to the old four-speed sludge box.But it isn't.  I can't believe I am saying this, but I don't like the six-speed transmission.  It feels like it has an overactive thyroid gland, too willingly dropping down one or even two gears at the hint of extra throttle.That may be great for performance, but not necessarily for economy or driver fatigue.  I found it quite annoying how much the transmission jumped around, even though it is quite smooth in its changes.There is simply no need for such volatile gear changing. After all, the small engine has 290Nm of torque pulling power and the bigger engine has 350Nm, up 30Nm from the previous engine.  Surely this torque can be used to draw the car up a hill or cope with a little extra throttle without shifting gears.

Back in the hairy-chested days of motoring, real men drove V8s; fuel was aplenty and a greenie was someone adept at growing spuds and peas in the back garden. But then the glory days came to an end. Fuel supplies are under threat, Greenies have become our social conscience and anyone driving a V8 is considered, by some, as being akin to an eco terrorist.We are told by those smugly behind the wheel of their hybrids that big V8s suck fuel; fuel is precious, therefore the muscle car is doomed. Or is it? Reports of its impending death are premature — in fact there was been a resurgence in V8 sales of late.That is due in part to car companies getting clever in the way they have got around the V8-so-it-must-be-thirsty problem. The answer is to turn a V8 into a V4 when all that power is not needed — and let's face it most V8s run well under a full load for most of the time.Shutting down cylinders is not a new idea but up until now there wasn't the affordable technology available to make the system work smoothly and reliably. The advancement of computers solved that problem, with General Motors leading the way in 1981.Today, companies like Honda (Variable Cylinder Management) and Chrysler (Multi-Displacement System) have joined the bandwagon, deactivating part of an engine when full power is not needed. Honda's Accord V6, for example, can happily run on all six, four or even three cylinders depending on engine load.Switching off cylinders means potential savings in fuel consumption and more importantly, reduced greenhouse nasties at the exhaust pipe.AFM drivetrain and fuel consumptionHolden has taken up the technology, offering its Active Fuel Management (AFM) system on all its automatic V8 models. Does it save a bucket load of money in lower running costs? The short answer is no, but there are savings to be made if you drive smoothly and wisely.I've been behind the wheel of Holden's impressive 6.0-litre Calais V, a car which can give its European rivals a run for their money in the prestige market. After three days of a mix of city and highway running, the V8 averaged a remarkable 11.1l/100km. By the end of the week and more city use, the consumption readout had slipped to 13.4l/100km, peaking at 14.6l/100km after all concept of driving with any frugality in mind went out the window. Holden says AFM can reduce fuel consumption by a litre per 100km, with the Calais' official fuel consumption rated at 12.9l/100km.But the AFM system can be a little odd at times. For example, sitting stationary at the traffic lights the engine, under no load, runs on all eight cylinders. You have to ask why? Plant your foot and the V8 does spring into life, but it lacks the satisfying raw V8 growl of a beast under the bonnet. It's more refined than that and very much in keeping with the car itself.It's hard to pick when the V8 shuts down half its cylinders (numbers 1,4,6 and 7) and runs as a four; the change is smooth. You can keep an eye on what's happening thanks to a readout in the instrument panel which tells you when all eight or just four pots are firing and what the instant fuel consumption is, so it becomes a bit of a party game to try and get the best readout possible.Holden says full V8 power is restored within a claimed 20 milliseconds when acceleration is needed. The bad news is that AFM robs the standard V8 engine of 10kW of power and 13Nm of torque, but the AFM's 260kW is still rewarding.Price and fitoutThe Calais V sells for $60,990 plus on-road costs but Holden recently launched a 60th anniversary model with a bit more bling for $63,290 — if you can find one.The Calais is a big, comfortable family car with a bright and airy cabin and good storage space. It already packs a lot of safeties and feel-good bling anyway including six airbags, traction and stability control, dual-zone climate air conditioning, comprehensive digital dashboard display, ceiling mounted DVD player with cordless headphones for backseat passengers, quality sound system, leather upholstery, power adjustable front seats, park sensors and auto wipers and headlamps. The test car came fitted with optional satellite navigation and sunroof.DislikesThe A pillar is too heavy and blocks vision, the handbrake is a finger pinching disaster of design, the rear seats don't fully split, only leaving a small ski hatch to the boot and there are too many warning beeps and buzzers to remind you to put you seatbelt on, when you select reverse and when you go back to drive.The bottom lineYou can have a V8 and display a paler shade of green. If you need the power of a V8, especially for towing, then the AFM version of the Calais makes sense. Holden Calais V AFMPrice: from $60,990Engine: 6-litre V8 with Active Fuel ManagementPower: 260kW, 517Nm; CO2 329g/kmFuel consumption: 12.9l/100km claimedTransmission: Six-speed sequential auto with manual shift if required

Plans for an Aussie-built hybrid Astra, future cars with a wider choice of fuel types and exports of Pontiacs back to the US show Holden certainly isn't doing things by halves.Except when it comes to its V8 engine.January marks the debut of the 6-litre V8 with AFM (Active Fuel Management) that cuts off the fuel supply to four cylinders when coasting.It will only be fitted to the automatic transmission V8 models of the Commodore, Ute, Sportwagon, Statesman and Caprice.A Calais AFM this week on test showed the system simply slips the car into and out of its standard V8 mode when sensors detect varying engine loads.But it's not as active as I expected. Certain traffic situations could call for a four-cylinder mode, yet repeatedly the dashboard signalled it was remaining as a V8.When it was working -- primarily freeway coasting or long country downhill runs -- the `4-cyl mode’ tag would illuminate and there would be a slight change in the engine feel. As if, suddenly, the car was driving over tiny road ripples.Check the instantaneous fuel readout and it would fall from about 11.5 litres/100km to about 7.5 l/100km.It could make a bit of a difference on the longer haul but if you're route is freeway commuting, it's not time to pop the champagne.Holden conservatively say AFM will reduce thirst by 1 l/100km. In the Calais' case, that's down to 13.3 from 14.4 l/100km. If you're the average 15,000km annual motorists and fuel is $1 a litre, you'll save $150 a year.Considering the Calais just cost you $51,290 plus on-road charges, $150 is the equivalent of an annual cafe meal and wine with the wife. Which makes you feel good but leaves you with a nagging feeling that you could have done a lot better.But AFM is on the right track and made more welcoming by the fact that Holden hasn't raised its V8 prices.More importantly, it gives near-V6 consumption with all the party tricks of a V8 as close as a press of the foot.AFM doesn't change anything for the driver or occupants. The Calais is still a great blend of European and Australian engineering that results in a solid, well mannered and safe car that has the performance to deliver a few smiles.But it is a heavy car and there are times -- notably at slower speeds and in tight parking bays -- when it can feel ponderous and show its 1700kg-plus dry weight bulk.The steering is heavy and the gearchange lever sometimes feels as firm as a railway track-changing lever.Then there's the handbrake lever from hell with a release action that is determined to pinch the skin on your left hand.But the seating is cushy while being supportive and there's room in the back for three proper adults.The boot is big -- but not as big as many front-drive small cars -- while the space-saver spare is standard (a full-size tyre is optional) and the fold-down rear seat merely exposes a small hole for carrying skis.It wasn't that long ago that this VE series hit the streets with such acclaim. Yet now the cabin, more specifically the dashboard, has aged badly and looks decidedly old fashioned.It's still ergonomically sound -- except the handbrake -- and easy to operate, but the rivals have accelerated faster and seem to have a better handle on pastel hues to brighten the interior.There's not, however, much to dislike about the engine. It starts like a bear out of hibernation yet punches a lot of weight that perfectly suits the six cogs.Play the game and use the manual sequential shift and the engine perks up a bit more.If you're not the son or daughter of an OPEC executive, the engine is best run up to about 4000rpm and the next cog selected.Sure, the exhaust note is exhilarating as the tacho needle spins towards 6000rpm but the thrill is directly equated to the thickness of your wallet.As a tourer, it needs a full-size spare and a tank-full of standard unleaded and it will simply gobble up the kilometres.Around town it's bit awkward but always comfortable and self assured. Snapshot Holden Calais V8 AFM Price: $51,290Engine: 6-litre, V8, OHV, 16-valve, Active Fuel Management cylinder cut-outPower: 270kW @ 5700rpmTorque: 530Nm @ 4400rpmEconomy (official): 13.3 litres/100kmEconomy (tested): 14.5 litres/100kmGreenhouse: 320g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-drive

It's a model that genuinely can be considered as an alternative to some European cars for the luxury buyer who wants sporty handling, safety, luxury equipment, comfort and impressive road performance.And you'd be going to find a Euro with 190kW of engine power, a true five-seat cabin and a 465-litre boot at a price tag south of the Calais V6's $52,660.Holden added the Calais badge to its Commodore line-up 20 years ago in the days of the VK.The Calais is the answer for Commodore buyers who want more luxury and technology items than the Berlina. It's the most luxurious version of the Commodore range before stepping into the long-wheelbase, and more costly, Statesman and Caprice.Although there is a city called Calais in General Motors' home in the US, it's a sure bet Holden in Australia was hoping the name carried the image of Calais in France – something European-exotic built into the trusty Aussie Commodore.This latest VZ Calais more than ever can claim to live up to that image, thanks to the sophistication and equipment levels now incorporated.A 5.7-litre V8 Calais is offered as an option at $57,360. Sure, you get 235kW of lusty power but it comes only with the old four-speed automatic transmission.Almost $5000 less is the Calais with the new Alloytec all-aluminium V6 engine from the family of GM Global V6 engines. Out with the aged 3.8-litre pushrod V6, the new Alloytec has double overhead camshafts controlling the four valves per cylinder. Torque on the Alloytec 190 is meaty, too – 340Nm at 3200rpm and Holden says 90 per cent of that torque is on hand over a wide rev range from just 1570rpm through to 5870rpm.VZ Commodores feature an auto-start function: there's no need to hold the key while the engine cranks to life: just turn it to the start position and instantly let it go.And – this is the good bit – on the Calais, the Alloytec 190 is matched to a new five-speed automatic transmission, which has steering wheel paddle shifts called Active Select. It's the first such transmission on an Australian-made car.The driver can opt for normal automatic mode or use the fingertip shift to command the transmission to go up and down the gears. The new five-speed automatic allows for a greater spread of ratios, with fourth being a direct drive. Fifth is an overdrive on a fairly long-legged final drive diff ratio. It means a fuel-frugal 1900rpm when cruising at 110km/h.The automatic transmission uses Performance Algorithm Liftfoot to respond to driver requests on driving style and holding gears during some deceleration and cornering. It also minimises "hunting" between gears.Calais, in its previous VY Series II, was turned into a sports-luxury car by having a slightly lowered, sporty suspension setup. This concept is continued in the VZ, which has firmer spring rates than the standard Commodore and Acclaim – and which, like them, benefits from front-end suspension redesigns to make steering sharper. But now Calais has other driver aids that are normally seen only in more expensive imported luxury cars.It has electronic stability program (ESP), again offered for the first time on an Australian-made sedan (although there are similar aids on Ford Territory and Holden's Adventra AWD wagons). ESP uses sensors and electronics to correct the car's path through brake application to individual wheels and by engine torque intervention.It's designed to help save the car from sliding off the road or into the path of an oncoming vehicle on corners.Allied to this is corner brake control to help keep the car stable during heavy braking on curves and corners.ABS is there, of course, but helped by electronic brake assist to shorten braking distances. And all the VZ Commodore range has improved brakes.Traction control is built into these devices, too. Get one driving wheel on dirt or an otherwise loose surface and it won't spin ridiculously.Traction control and other driver aids are now possible on the Holden thanks to electronic throttle systems on the new Alloytec engine.Outside, Calais is distinct with its chrome flash over the top of a grille which is now deeper and more aggressive, to remind of the car's sporty role.It has optic-fibre parking lamps, projector headlamps and chrome-ringed front fog lamps. Wide-faced spoke alloy wheels are 17in diameter and carry 225/50 tyres.Inside, Calais now has leather trim as standard. It has gloss piano black instrument panel and console and a new centre panel.Calais certainly makes it as a luxury car, too: it has rear parking sensors, cruise control, power windows, six-stack dash CD, Blaupunkt stereo with 10 speakers and 260 watts, dual-zone climate control, eight-way power adjustable front seats (with three lots of memory settings for the driver's side), height-adjustable rear head restraints and courtesy lamps on all four doors. It has twin front and front-side airbags.The 4876mm-long, 1642kg Calais V6 has pretty smart performance when the taps to the 190 engine are opened.And the handling is that sweet combination of poise, grip, little body roll yet without too much crashing from the tyres and suspension. It can tow up to 2100kg and runs on normal unleaded petrol. For sports-luxury car buyers who want their money to stay mainly in Australia, who seek value and want practicality of a five-seat sedan yet with the latest driver-aid technology, the Holden Calais beckons.

If you want a five speed automatic transmission, you have to have the 190.Calais V6 sells for $52,660 putting it among some class competition from Europe – albeit not quite the same size or engine capacity but with plenty of prestige.But Holden has turned up the features wick giving Calais some choice goodies such as leather upholstery as standard equipment, park distance control and a set of sexy looking spoke alloy wheels.It's a tempting package that stands out against other VZ Commodore models. Has good engine performance spoiled by exhaust note that sounds the same as old 3.8 Ecotec engine.Impressive fuel economy for a big, heavy car, average can get into the 10s without much trouble.Five speed automatic transmission captures engine torque well, flicks between ratios quickly, contributes to fuel economy.Active Select gear selection buttons on steering wheel are superfluous.Transmission is similar to previous BMW five speeder.Still a degree of vibration from the drivetrain at highway speeds.Induction noise intrusive under heavy throttle applications.Engine has good mid range and top end response. More was expected lower down. Could have been due to drive-by-wire throttle operation on all new VZs.Has impressive dynamics for family four door sedan. Steers and rides better than ever. Fun element in sporty feel to Calais and other models. Steering improvements and wider tyres contribute to solid on road feel.Interior pretty much the same as previous model with minor tweaks and some extra flash stuff. Still looks good, easy to use, Calais is features rich.Couldn't work out how to get natural outside air through climate control system unless "conditioned."Exterior styling possibly too similar to previous model. Looks good, more imposing front treatment, same at the sides and rear.Like the electronic safety controls, particularly ESP, (Electronic Stability Program) that individually brakes each wheel to counteract skidding.Has latest generation Bosch ABS and an improved traction control that doesn't kick back through the accelerator like before.Sound system in Calias impresses. Electric controls to many functions. Boot release is by keyfob only.New, attractive colours lift car's appeal.

IT'S easy to be cynical about Australia's biggest-selling car. The life cycle of models is inherently swift and in between there is at least one facelift.They come along with monotonous regularity. So when a new model arrives it is easy to adopt a deadpan reaction.Not this time.Holden's VZ Commodore is essentially an upgrade from the VYII of last year and the VY a year before that. But, boy, what an upgrade! Look at the VZ and you may well wonder what all the fuss is about. Drive it and you probably will be totally consumed by the leap in quality, refinement and safety.The jump is so big the VZ may as well have come straight out of Germany.The difference starts at the heart of the car, a 3.6-litre all-aluminium 60-degree V6 being badged as Alloytec, that comes out of its global engine plant in Port Melbourne.They already have been delivered to partner GM in the US in the last few months to be included in its Buick range.The worm has turned as the engine it replaces and which has served the Commodore line-up since 1988, the 3.8-litre Ecotec job, came from Buick. This new engine with continuously variable cam phasing has a bigger brain than the old Ecotec. For starters, the micro engine control unit with 32-bit capacity can calculate more than 7000 variables whereas the Ecotec was capable of 1350.The bottom line is the inclusion of the Alloytec is the catalyst engineers needed in order to adopt new transmissions and add a host of electronic safety systems that were once off-limits.Cable linkages have disappeared with electronic throttle controls giving the new Commodores drive-by-wire feel.These Commodores are a totally different driving experience. Once clanging and banging and huffing and puffing, the four-speed auto has been revised for the current line-up and communicates better with the new engine, is quicker and softer.EC Cubing hardware has helped give it a better brain to cope with the interpretations of what the engine is doing.On the Executive you can knock it back to third and it responds instantly and smoothly. It doesn't take a deep breath and lunge back a cog as it did during its less-than-happy marriage with the 3.8-litre Ecotec.Although the funny thing is that the refinement has quelled any feeling of the added power of the VZ which has sprung from 152kW to 175kW.You don't get that same kickback through the throttle, the eradication of the cable link for electronic control has given the Commodore an A-plus in road manners.For the Calais, leather is now standard, and the 190kW naturally aspirated engine is silky smooth compared with the 171kW supercharged six in VYII configuration. It also gains the 5-speed automatic, a breakthrough for Holden transmissions.It incorporates an Active Select button near the gear shifter which, once activated, enables the driver to use the steering wheel-mounted paddles (left-hand-side for downshifting, right for upchanging).Holden could have gone for the tipshift function on the gear shifter like the sequential sports shift on the BA Falcon, however, they thought paddles gave a better image of performance. The V6 Calais also benefits from ESP (Electronic Stability Program), an active safety mechanism that is standard. It is not available on V8-optioned Holdens.ESP essentially is a crash avoidance system where brakes are applied to wheels individually and engine torque is controlled to help put a wayward car back on track.This system has been calibrated to operate at a high threshold and cannot be turned off. Engineers are of the opinion that if this were the case there would be no point in having it in the first place. Steering on the base cars seems light and more lively off-centre.While the Commodore has grown more power and torque the move to electronics has somewhat numbed the feeling of extra grunt. Ultimately this expression of quality is a good thing but, then again, many Commodore lovers will miss the feeling of rawness.

Every time we turn around lately there is another Holden in the road-test garage.We've had everything from the Vectra to the Rodeo, with a tasty sidetrack into Monaro and HSV country, and now we're back out again with the latest update on the Commodore.It's no real surprise, because Holden promised 2003 would be the biggest new-model year in its history. It forecast 10 newcomers this year, but even the red team probably didn't expect all the action it has created.It's still trailing Toyota in the new-car sales race, but it's not for lack of trying. Holden says it's all down to the booming sales of the baby Toyota Echo, and a $14,490 deal it cannot match with its Barina, but that's another story.This week we're looking at the latest "hero" car in the Holden lineup, the Calais that is the centrepiece of the VY Series II update on the top-selling Commodore.Most changes to the VYII are minor -- some so small you could not pick the difference -- but substantial tweaking has made it more enjoyable to drive. It's a more youthful approach to prestige motoring.The latest work has run from the wheels and bodywork to suspension and several little things, including safer "active" headrests similar to the ones first fitted to Saabs.The changes to the Calais give it a much sportier look and feel, complete with a small airdam and mesh grilles in the nose -- the latest must-have item for any performance car -- which would have been repulsive to old-fashioned Calais customers.Some say the mid-life tweak is more like a mid-life crisis pack -- looking for the fountain of youth -- or a response to Ford's success with its sportier BA Falcons.Holden says no to both suggestions, though it admits it's taking all its cars down a sportier road.That's partly a response to the success of the SS Commodore, which has become an all-time cult car, and also the growing number of young(ish) people who are playing the salary-sacrifice game to get something a bit more enjoyable in the garage.In the case of the VYII, looking beyond the Calais, that's also meant V8 engines which now come with a minimum of 235 Gen III kilowatts, bigger wheels on almost every model, cruise control and rear reading lamps on the basic Executive, and 245kW V8s for the SS and SV8. But there is not much you can see, unless you're looking at the Calais or one of the latest "hero" colours -- led by the shocking SS-focused purple, called Cosmo.On the roadThe latest Calais is more enjoyable, all-round. We like the new look and even the steering wheel -- the shaped leather rim really fits your grip and seems tuned for driving.The body is much more muscular, with the latest 17-inch alloy wheels filling the guards, and the rim design shows Michael Simcoe's team at Fishermens Bend is really having fun with the latest Commodore. They are as distinctive as anything in the after-market shops, just like the whole alloy lineup on VYII.The front airdam makes the car a little more imposing from the front, though we would have been much happier without the stylish projector-style headlamps. They look classy but don't throw as much light as the units in the basic Executive -- a case of form ahead of function.On the red-ink side of the ledger, about our only other real beef is with the automatic transmission.After a week with Ford's latest Fairlane, with its touch-change manual mode, the clunky old auto shift in the test car was a letdown. Major.The engine, though, was pretty good and the supercharged V6 doesn't seem nearly as gruff as we remembered.It's still not the sweetest six in the business, but it has solid torque on the bottom end and gives a V8-style surge past 3000 revs.