2004 Holden Commodore Reviews

Just when you were ready for the big upchange, the gearbox would select neutral.Didn't matter which gear you were in or what gear you wanted, you generally got nothing.That happened so regularly that the gearlever became grossly deformed from constant stomping with my booted right foot.The Holden Commodore six-speed manual could never be accused of selecting neutral at the most inopportune time.But it did share a certain passion for frustration with the Bultaco.That came in the form of needing a heavy hand to drag through the gate. It actually became tiresome to use all the six ratios, even more so given sixth was so tall it was good only above 100km/h.Not so the new gearbox. Holden has responded to some negative comments about the old transmission by slipping in a box with a better spread of ratios, bigger and more progressive clutch, and – for the commercial vehicle range – a lower diff ratio.All this adds up to a more spirited lunge off the mark, a clutch that doesn't replicate the firmness of a 1960s Leyland truck, and a more positive feel to the lever.Which all makes driving easier and, for the tradesman who gets into a Commodore ute, less stressful.Holden's VZ ute range includes the four-door Crewman, the One Tonner and cab-chassis variants. All get the new 3.6-litre quad-cam V6 engine, or optional Gen III V8, with the six-speed box as standard. Lazy bones can opt for a revised version of the old four-speed auto.From a technical perspective, it's a pretty sophisticated engine for a light commercial vehicle.It's also healthy with 175kW – up from the previous 3.8-litre V6's 152kW – and a gutsy 320Nm of torque.That gives it enough grunt to tow up to 1600kg – depending on the tow pack fitted – which is up 30 per cent on the 1200kg maximum of the old ute.But though the engine makes all the right noises underfoot, its technological transformation and smaller capacity hasn't made a lot of difference at the petrol bowser.The 13.5-litre/100km average on this test wasn't too bad considering it was driven only in the suburbs but it was used to haul a modest load only once – garden rubbish – so it was hardly under duress.But at least I was comfortable.From the B-pillar forward, this is an all-Commodore sedan, meaning a comfy cabin with an interior that looks a lot more inviting that utes of old.The price includes airconditioning, dual airbags and ABS – which come as a package for $3780 – to add to the goodies, including brake assist and electronic brakeforce distribution.These are all fantastic safety items and Holden is applauded for incorporating them into what ostensibly is a work hack.Almost wants to make you go out and get dirty for a living.

For the used-car buyer, the second owner, it's often true you can buy a more luxurious model without paying much more than the cost of a base car.With Holden, for instance, the Berlina is the next model up the line from the Executive. The VS II Berlina cost $8230 more when new, but now costs little more than $2000 more than an Executive.MODEL WATCHThe final fling in the second generation Commodore line was the VS II released in 1996. It was designed to keep the old model fresh enough to attract buyers until the all-new VT arrived in 1997. The big news in the VS was the introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the new engine was an all-new unit that was much smoother than its predecessor, produced more power (147kW) and used less fuel (6 per cent).For those who wanted more punch, the 5.0-litre Holden V8 was optional. The all-Aussie V8 was coming to the end of the line, it was eventually replaced by the American Gen III 5.7-litre V8 in VT II.Although it dated back to 1968, the Holden V8 had been regularly updated and was a much-loved powerplant by those who appreciated its low-down punch and pulling power. In VS II it put out 168kW.A four-speed auto trans was standard and the rear axle was a live unit. Buying a Berlina was about buying more creature comforts.Inside, the Berlina buyer got velour trim, automatic climate control airconditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats and a radio cassette sound system with six speakers. Remote central locking improved security, ABS improved the braking and alloy wheels improved its looks.IN THE SHOPHolden build quality and paint improved dramatically with the VR and VS models and a new paint shop was commissioned in time for VR II production at the Elizabeth plant. The ECOTEC V6, too, is generally quite reliable. Look for oil leaks around the timing cover, rocker covers and oil pan. Make similar checks on the V8. Problem areas are power steering pumps, which leak oil and are known to fail, electric fuel pump in the fuel tank, which is known to break down and the power-steering rack, known to leak oil.When checking the power-steering rack, check the rubber boots carefully for damage, tears, splits and cracks.Look carefully at the front and rear bumpers and mountings for possible minor bingle damage. Look for misalignment where bumpers might have been poorly re-attached after repairs. Many Berlinas were leased by company execs and were usually turned over quite quickly so check for a service record.CRUNCH TIMEHolden became the first local car maker to fit dual airbags to its car when it made driver and passenger airbags standard in the VS Acclaim and Calais. Sadly the Berlina had to make do with a standard driver's airbag.According to the recent used-car survey of real-life crashes, the VS Commodore performs pretty well.OWNERS VIEWSKim Maxwell loves the power of the V8 in her 1997 Berlina, but not the fuel consumption that goes with it. Maxwell and husband Garry have owned the car from new and say it has been very reliable in the 180,000km it has now done and the engine hasn't missed a beat, adds Garry.

I've had this feeling before – it was the time I put a Ford GT Falcon through its paces against a Holden SS (and won) on the Clipsal 500 track. That day, I had a glimpse of what a V8 could do and it was wild.This time, I'm in a Holden VZ Berlina V8.Turning on the ignition, I am excited to again feel the trembling of the engine that exhilarated me at the Clipsal.Aside from the trembling, or maybe that is just me quivering with joy, this is an incredibly smooth and quiet car.I didn't expect that from a V8, and this doesn't sound anything like the V8s that revheads thrash at 3am to wake you from a romantic dream with Orlando Bloom.This car is effortless to drive and this is what driving pleasure is all about. The temptation is there to plant my foot, but I find gentle pressure on the accelerator is all I need to feel the power. Those eight cylinders can't help themselves, you see.Unfortunately, the power means that driving at 60km/h, or so the digital speed readout tells me, feels like I'm crawling at 25km/h. I'm craving to go faster ...I start playing with the trip computer and there are so many functions here that I can't work them all out. But, what's this? A stopwatch option? You mean I can time how long it takes to get to an Alannah Hill sale?The triple-window dash is giving me all the info I needed, distance to/from my destination, fuel consumption, distance until empty (I shudder to think how much it will cost to fill up this baby) and my average speed.Better be safe and set the cruise control, but then I discover the power shift...oh, now I'm obliged to test it. Hmmm, power...Of course, when you have a powerful car like this, the overspeed warning – preset to 110km in this test car – is a must, although speedaholics will probably find it annoying and have to disengage it.Speaking of beeps, the "rear park assist" is always appreciated, but the seat-belt warning has me jumping out of my seat it is so loud.The Berlina is a big car, so safety is a given, considering its solid exterior and dual airbags. Other safety inclusions such as interior lights coming on when the car is turned off and the remote double locking system also earn my approval.And I like it when the headlights automatically turn off. This is the hi-spec Berlina which means it comes with luxurious extras such as leather trim, power windows and side mirrors, and dual climate controls, all of which make you feel no expense has been spared.I am alarmed at how fast the Berlina guzzles fuel but, after all, if you want an eight-cylinder, power-hungry engine, you've got to expect it's going to cost. And since the power does it for me from the start, what can I say other than I've got an old Holden at home I've been thinking about getting rid of? Maybe I should get a new one.

This is the new VZ model with fresh bodywork, a new fascia, new radiator grille, a single sports bar, new textured mesh inserts and a compact headlamp design.But it is not the big news in the VZ model range release. That belongs to the 3.6-litre V6 Alloytec engine that lifts power from 152kW to either 175kW or 190kW, depending on the model.This is the V8 that lifts power only 5kW to 250kW.But it is married to a new six-gear manual transmission that is big and purposeful. Hefty, if you like.It's hefty to use, in feel and in sound.The Tremec box has shorter gearing than the six-speed in the VYII with a long sixth gear that pulls 100km/h at less than 1500rpm.Thanks to 470Nm of maximum torque and plenty of that available at just 1500rpm, it will perform highway passing manoeuvres without having to drop back a cog.The good news about the new transmission is that you can shove it in almost any gear without protest.That is something I have found difficult in previous V8 Commodores and Monaros, especially coming down the gears.The bad news is that you need muscles.It is a big gearbox with a long, stiff and time-consuming throw from first, third and fifth to second, fourth and sixth.As you shift gears, the revs drop, but it doesn't really matter with all that torque available.Just don't count on slick shifts.Not that you'll need it for the red light derby, anyway, as it red lines at 5600rpm and in first gear you can be pulling 100km/h.Making the whole transaction a little more brutish is the energy sapping long-travel clutch pedal.On the other side, the volume pedal now has Electronic Throttle Control which improves feel as computers take away abrupt power delivery, no matter how hard you kick it.And when you do, there is a subtle low growl from the new dual exhausts.Not exactly Monaro mumbo, but a note of distinction all the same.With this much "go", it also needs plenty of "stop". Holden has upgraded the brakes with a new Bosch ABS system that worked without the violent kickback I have experienced in previous Holdens.And feel is aided by Brake Assist, while stability is enhanced by Electronic Brakeforce Distribution; a whole new world to drivers of Holden's V8s.It won't go, stop and handle without decent wheels and rubber, so Holden has amply supplied it with 235mm wide tyres with a sexy 45 profile on 17-inch five-spoke alloys.Inside, there is little that has changed, but the red and black textured mesh inserts are not only ugly, but also uncomfortable.They are flat and lack support.Two other grumbles.Quality control is a problem when the test car has an instrument LCD panel that keeps going crazy.And it is not the first time we have experienced this.Also, the fuel gauge was all over the place.When the needle dipped into the red, I poured $10 of unleaded in and it registered almost half full, despite having a 75 litre tank.After 20 minutes, the low fuel level warning sounded and the needle was right down on the "E".I stopped, switched the ignition off and on again. The fuel needle showed a quarter full.

It's a strange sensation to think you might be the first person to sit in a new car but, just to be sure, I hopped in the back seat for a little while, too. I bet no one has sat there before.'Tis the season for black – clothes, scarfs and cars. With its toasty red-shimmer upholstery, the new SV6 Commodore is a safe haven on cold mornings and the black, which could be a little daunting in summer, is most welcome this weather.With the headlights switched to automatic, there is no fear of not being seen by drivers in wet conditions and no chance of a flat battery. The new Holden is designed to give the driver V8 power without the V8 fuel bill. A week of city driving barely moved the fuel gauge.And while I didn't have a chance to launch it on the expressway or freeway, I could feel the power rumbling, there at my disposal if required.Of course, one has to be politically correct about powerful cars now. I mean, they don't really need to go at over 200km/h, as has been tragically demonstrated only recently. Sensitive manufacturers have found innovative ways to promote their powerful cars. Hence the rise of the new era of V6s – all the power of a V8 but not the petrolhead stigma.The advertising for the new SV6 is clever, too. A stand-alone engine is revved through the gears by a young and enthusiastic bloke: perfect way to show a fast car without even showing the car.Still, this vehicle does have a split personality. It's not just about power and speed. This is the sort of car that doubles nicely as a family car. Plenty of storage, comfortable rear seats and rear airconditioning vents all attest to its willingness to carry passengers.It has cruise control but no climate control. I kinda like that.I find it a bit disconcerting to get into a car which immediately blasts cold or hot air at you. I don't like pre-setting a temperature much. I just know I want a little bit of hot now and a little cold then.The new Commodore has another little trick up its sleeve. You can't start the manual version without your foot on the clutch. I'm more of a car-in-neutral, handbrake-on starter so this took a little getting used to.The clutch start is billed as a new safety feature but I think it's really so you don't look like a klutz when you accidentally start your cool new car while in gear and lurch forward.Very, very hard to look like a klutz in this sporty power package.Even middle-aged mums can go into a time warp ... now, where is that Madonna CD?