2005 Holden Commodore Reviews

Ewan Kennedy reviews the VT, VX, VY, VZ, VE and VF Holden Commodore between 1997 and 2015 as a used buy.

Commodore was the best selling car in Australia for many years so there are hundreds of used family Holdens on sale at any one time, meaning that smart buyers can take their time and find exactly what they want.Australian designed and built Holden Commodore are very well suited to local driving conditions and have exactly the kind of feel that keen Aussie drivers demand. This is a genuine five-seater, though the person in the centre-rear seat may find foot space compromised by the bulky transmission tunnel. Boot space is good in the sedan and excellent in the wagon due to the latter's longer wheelbase. However, the wagons in the VE range, sold from September 2009, have the same wheelbase as the sedan, so they miss out on the huge load volume that was a feature of previous Commodore wagons with their stretched wheelbases.Aussie family cars are big easy going machines that can handle a lot of hard workThe introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes. Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn't always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success so was discontinued in 2004.The VZ saw the introduction of an all-new V6 engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam unit of 3.6-litres. As fitted to the VZ it wasn't particularly smooth or quiet. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to improve it over the years.A smaller V6, this time of 3.0-litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn't proven all that popular but is a sophisticated unit and worth considering.There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0-litres, the other a Chevrolet unit adapted to Holden specifications with 5.7-litres. This Generation III Chev V8 is much better than the old Holden engine. The 5.7-litre Gen III was replaced by a Gen IV with 6.0-litres in January 2006, again as a teaser to the upcoming VE Series.Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes are on the crude side and very few were sold. Six-speed manuals were offered in the SS range and are relatively common.The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. The most expensive model in the range isn't called a Commodore, but the Holden Calais. Holden frequently introduced special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series.Commodores are easy cars to work on with plenty of access to most mechanical components. The good amateur mechanic can do most of their own repairs although it's best to leave safety related items to professional mechanics. Spare parts prices are generally reasonably priced and Holden's widespread dealer network is as strong in the bush as the ‘burbs.Insurance is very reasonable for a car of this size and performance, though there can be a big increase for the sportier models, especially with supercharged or V8 engines.WHAT TO LOOK FORRust is seldom a problem in later model Commodores, but can be caused by poor quality panel repairs. Check for these by running your eye over the panels, looking for a slightly uneven finish. Paint that doesn't match exactly from one panel to another is another clue a car has spent time in a panel beater's. Squeaks and rattles, most easily found when driving on a rough road, may indicate a Commodore has spent a lot of its time in the bush on dirt roads.Severe wear in the cabin and boot may be an indication the Commodore is an ex-taxi; or could have been a hard-working commercial vehicle, perhaps driven by a hard charging sales rep or the like.Check for brake fade on models before the VE Commodore by doing a succession of hard stops.Look for oil leaks at the rear of the engine sump and check the dipstick level as some units had high oil consumption problems. Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.CAR BUYING TIPAussie family cars are big easy going machines that can handle a lot of hard work. But it's better still if you don't buy one that's been given a beating.

Holden’s Commodore was the bestselling car in Australia for many years, though it has slipped recently due to many buyers switching from large cars to compact SUVs. There are hundreds of used Commodores on sale at any one time, so smart buyers can find exactly the model / price / quality they want.Commodore is very well suited to Australian driving conditions, and also has the driving feel many keen Aussie drivers demand. This is a genuine five-seater, though the traveller in the centre-rear seat may find foot space compromised by the bulky transmission tunnel.Boot space is good in the sedan and excellent in the wagon due to the latter’s longer wheelbase. Note that the wagons in the VE range, sold from September 2009, have the same wheelbase as the VE sedan, meaning they miss out on the huge load volume that was a feature of previous Commodore wagons. The latter had a stretched wheelbase platform under the wagons.Ride comfort is excellent, even on rough bush roads. Commodores can be divided into two distinct areas in the models being examined here. In August 1997 the VT series was introduced to critical acclaim.Commodore VT received a minor facelift and mechanical changes to become the VT Series II in June 1999. Commodore VX of August 2000 saw another facelift of the VT. The VX Series II arrived just 12 months later.There weren’t a lot of appearance changes in the VX II, but there were big changes to the suspension, especially at the rear. These gave the Commodore a real sporting feel. Holden introduced the VY Commodore in October 2002.This time around there were substantial styling changes. The VY Commodore was facelifted, this time to become the VY II in August 2003. Finally, the last of this long line of Commodores, the VZ series arrived in September 2004.The introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes.Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn’t always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success as buyers of performance Holdens almost invariably preferred V8s. So the supercharged six was discontinued in 2004.The big news with the introduction of the VZ was an all-new six-cylinder engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam V6 of 3.6 litres. This powerplant was sold in two formats, one with variable valve and intake timing for a greater spread of torque and improved power, the other a more basic unit.As fitted to the VZ, this new V6 is not as smooth or quiet as it should be. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to sort it out over the years.A smaller V6, this time of 3.0 litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn’t proven all that popular but is a sophisticated unit and well worth considering. There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0 litres, the other a Chevrolet unit adapted to Holden specifications with 5.7 litres.This Generation III Chev V8 is much better than the old Holden, so much so that resale value of the Holden 5.0-litre suffers in comparison. The Gen III with ‘only’ 5.7 litres was replaced by a Gen IV with 6.0 litres in January 2006, again as a teaser to the upcoming VE Series.Some later Commodore engines are designed to run on a petrol/ethanol mix of up to 85 per cent ethanol. Check with your Holden dealer or get onto Holden’s website to see which engines can take this mix. Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes from this era are on the crude side and not many were sold. Six-speed manuals were offered in the SS range and are understandably more common than the five-speed manual units used in the day-to-day Commodores of the time. The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. An exception was the dual-fuel petrol/LPG, later pure-LPG powered Commodores that stuck with the old four-speed auto until 2012 when they too got a six-speed.On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. Not as hot as the HSV Commodores, these Holden models do provide more driving pleasure and come at a pretty moderate price.Strictly speaking the most expensive model in the range isn’t called a Commodore, but the Holden Calais. Calais were usually bought by private buyers, while many lower cost variants will have begun their lives as company cars - perhaps being driven by a careful person, perhaps not…Holden frequently does runs of special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series. Commodores are easy cars to work on with plenty of access to most mechanical components.The good amateur mechanic can do most of their own repairs although it’s best to leave safety related items to professional mechanics. There are numerous electronic components that also require specialist knowledge and/or diagnostic equipment.Spare parts prices are generally reasonably priced and we hear very few complaints about availability from Holden’s widespread dealer network.A network that’s as prevalent in the bush as in the ‘burbs. Insurance is very reasonable for a car of this size and performance, though there can be a significant extra slug for the sportier models, especially if they have supercharged or V8 engines.WHAT TO LOOK FORCheck for brake fade on models before the VE Commodore by doing a succession of hard stops and feeling for a pedal that gradually has more and more travel – don’t forget to check that rear-vision mirror first…Look for oil leaks at the rear of the engine sump and check the dipstick level as some early units had high oil consumption problems.Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.Rust is seldom a problem in later model Commodores. But look at the lower areas of the body, doors, tailgate and rear windscreen surround to be sure. Rust is more likely to be caused by poor quality panel repairs than any other reason.Check for previous body repairs by running your eye over the panels, looking for a slightly uneven finish. Watch for paint that doesn't match exactly from one panel to another. Another sign is minute spots of paint on areas that are normally unpainted.Be wary of a Commodore that has been a taxi, though this isn’t nearly as common as in Falcons: look for an engine running on LPG and for spots where signs and meters have been removed.Severe wear in the cabin and boot is another indication of an ex-taxi; though it could also mean the car has been a hard-working commercial car, or even that it has been destroyed by bogan kids.CAR BUYING TIPChecking the condition of the boot can give valuable clues to how the car has been used.

The Holden VZ Commodore was the last hurrah for the generation that began with the VT in 1997 and served Holden well.By any measure the VT was an attractive car, but by 2004 when the VZ was launched it was looking a little shabby even with the best efforts of the Holden designers to refresh it with some fairly minor cosmetic changes.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new six-cylinder sports model. After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old 3.8-litre OHV V6 with an all-new, all-alloy double overhead camshaft 3.6-litre V6 with the latest technology.There were two versions of the new Alloytec V6; one with 175 kW and 320 Nm that powered the mum-and-dad models, and another with 190 kW and 340 Nm for the new SV6 sports model. Both engines delivered more performance than the old V6 and Holden claimed they were also two percent more fuel efficient on average.There was a small performance improvement for the 5.7-litre V8, which continued in the SS until the Series II upgrade in 2006 when it was replaced by a new 6.0-litre engine. Along with the engines Holden also revealed new automatic and manual transmissions.The 190 kW V6 was linked to an all-new five-speed auto with paddle shifting on the steering wheel, the regular V6 was bolted to an upgraded four-speed auto without the paddle-shifting feature. There was also a new six-speed manual gearbox that was available with the 190 kW V6.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOPNow up to seven years old the VZ is showing its age with odometer readings as high as 200,000 km. The message from that is that it needs to be approached with caution. The VZ was sturdily built and is generally proving to be quite durable if properly maintained, so look for a service record that shows what servicing has been done. Check for oil leaks around the engine and gearbox, inspect for coolant leaks, and examine the body for poor crash repairs.IN A CRASHThe Commodore's safety arsenal was boosted by the addition of Electronic Stability Program on some models, including the Acclaim. It was part of a larger package of safety systems that included ABS braking, Corner Brake Control, Electronic Brake Assist, Electronic Brakeforce Distribution, and traction control. ANCAP ticked four out of the five possible safety boxes.UNDER THE PUMPHolden worked hard to extract as much fuel efficiency out of the Commodore as possible, but there was no escaping the fact that it was a large and somewhat heavy car. The company claimed an average of 11.0-11.6 L/100 km for the V6 and 14. 0-14.5 L/100 km for the V8. The VZ is not the car for you if you are concerned about fuel economy. If that is your concern and you want a large car perhaps look at the dual-fuel version, which came from the factory with a quality IMPCO system.AT A GLANCEPrice new: $33,160-$50,090Engine: 3.6-litre petrol V6, 175 kW/320 Nm; 3.6-litre petrol V6, 190 kW/340 Nm; 3.6-litre dual-fuel V6, 175 kW/320 Nm; 5.7-litre petrol V8, 250 kW/470 Nm; 6.0-litre petrol V8, 260 kW/510 NmTransmission: 4-speed auto, 5-speed manual, 6-speed manual, RWDEconomy: 11.0 L/100 km (175 kW V6), 11.5 L/100 km (190 kW V6), 14.0 L/  100 km (V8)Body: 4-door sedan, 4-door wagonVariants: Executive, Equipe, Acclaim, Lumina, SV6, SV8, SSSafety: 4-star ANCAP.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons.Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market.Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes.Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book.We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances.Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000.There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS.Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags.If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000.If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more.You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past.You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best.WHERE TO BUY?DealerPros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions.Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland.PrivatePros: The best way to find a bargain.Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware.AuctionsPros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference.Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.

It might be struggling right now, but the Commodore has been one of the top selling cars ever since it was adopted from Europe back in the 1970s.Smaller, more fuel efficient cars are the current flavour of the month, but enough Australian families still regard the Commodore as their ideal car.It’s got the size the average family wants, it’s got the handling and performance they like, it’s comfortable, and has the capacity to tow their boat or caravan.Its popularity can be measured in the ongoing success of the latest Commodore, the VE that has just won Wheels magazine’s accolade as the Car of the Year for 2006.While the VE is doing some pretty decent business the outgoing VZ has quietly entered the realm of the used car.At just two years old it is now the choice of those who can’t afford a new model, or aren’t prepared to pay that first slug of depreciation new car buyers have to endure.There are plenty coming on the market as fleets upgrade to the VE, which makes them a pretty tempting buy. To use a sporting cliché it’s in the buying zone.MODEL WATCH The VZ was the last in the line of Commodores that started with the VT in 1997. Almost 10 years old it was starting to look a little dated, despite being refreshed at regular intervals along the way.Still heavily based on the VT, which was a well designed car with clean flowing lines and perfect proportions, there was only a handful of minor cosmetic changes that distinguished the VZ from its predecessor.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new sports model.After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old Buick-based 3.8-litre V6 for an all-new, all-singing, all-dancing, all-alloy V6 in the form of the locally manufactured Alloytec engine.The old 3.8-litre V6, with its cast iron block and overhead valves was regarded as old technology, but it had proved itself to be a pretty tough old nail over the years and produced a decent amount of torque with quite reasonable fuel consumption. The new 60-degree 3.6-litre Alloytec engine had plenty to live up to.There were two versions offered, the Alloytec and the Alloytec 190. Both boasted double overhead camshafts with four valves per cylinder, but the 190 also featured variable valve timing on both the inlet and exhaust cams.The entry Alloytec engine produced 175 kW at 6000 revs and 320 Nm at 2800 revs, a substantial improvement over the 152 kW and 305 Nm the old ECOTEC engine delivered.While the Alloytec engine was livelier on the road if you were prepared to rev it the difference wasn’t that great if you appreciated the easy driving nature of the old engine.For more zip Holden also offered the Alloytec 190 in some models, which delivered 190 kW at 6500 revs and 340 Nm at 3200 revs.While both engines delivered more performance Holden also claimed they returned improved fuel consumption. On average, Holden said, they were two per cent better than the outgoing engine.Along with the new engines Holden also introduced new automatic and manual transmissions.The Alloytec 190 was linked to an all-new five-speed automatic transmission with paddle shifting on the steering wheel; the regular Alloytec was bolted to an upgraded four-speed auto and didn't have the paddle-shifting feature.There was also a new six-speed manual gearbox, which could be linked to the Alloytec 190.While most of the attention was focussed on the new V6 the 5.7-litre Gen III V8 was also upgraded. It now put out 250 kW at 5600 revs and 470 Nm at 4800 revs.The Commodore’s safety arsenal was also boosted by the addition of Electronic Stability Program, ESP, which was standard on Acclaim and Calais.It was part of a larger package of safety systems that included ABS anti-skid braking, Corner Brake Control, Electronic Brake Assist, Electronic Brake Force Distribution, and traction control.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOP It’s early days yet for the VZ, particularly for the new Alloytec V6 and auto transmission, but there are few reports of reliability issues.Owners question the performance of the engine when compared to their old ECOTEC V6s. That can probably be explained by the different nature of the new engine, which does need to be pressed to extract its performance. Even though the old engine developed less power it developed almost as much torque which made it a nice smooth driving engine. Owners who bought the VZ expected much more from the engine than it delivered.There are also reports of harsher shifting of the new transmission, but to date there haven’t been reports of problems with it.When buying make the usual checks for body damage, paint mismatching, scarred alloy wheels etc.Also look for oil leaks around the engine, transmission and power steering.IN A CRASH Dual airbags with the option of side airbags among a raft of safety features make the VZ quite a safe choice.The addition of electronic stability control adds significantly to the VZ’s primary safety.OWNERS SAY Mick Warne traded a 1995 Rodeo on his VZ Executive in 2006. He rates the driving position and visibility good, and says the Alloytec V6 and automatic transmission combination is a good mix for his use, which includes plenty of towing. He’s averaging around 9.0 L/100 km on trips and 11 around town, and also says the road holding is exceptional.Andy Webb and his wife updated to a VZ Commodore in 2005. While he says he likes the VZ, he’s disappointed with the performance of the Alloytec V6 compared to the ECOTEC in the VX they also own. Despite the increase in power Holden claims for the Alloytec he can’t measure any difference from his VX. He also thinks the VZ is slightly thirstier, so the only advantage he can see between the two motors is that the VZ only has to be serviced every 15,000 km compared to the VX at every 10,000 km. Overall, he says he hasn’t enjoyed the VZ as much as the VX.Up until 2001 David Rochford was a Falcon man, but had become disillusioned with his 1988 Falcon and chose a VX Commodore Equipe when he went to work for a new employer. He was more than happy with the choice, so much so that he bought the car for his wife when it came time to replace it. It was replaced with a VZ Acclaim, which he says has been a great disappointment. He says it’s noisier, the transmission shifts are harsher and the trim fabric isn’t as pleasant. His complaints to three Holden dealers fell on deaf ears. When he next has the change cars he says it won’t be to a new Commodore.LOOK FOR • Clean, elegant style• Room for the family• Plenty of safety features• Less refined that previous models• Reasonable fuel consumption• Less driver friendly than earlier modelsTHE BOTTOM LINE Good all round package for the family who goes and tows together, but less refined than its predecessor.RATING 70/100

At $51 grand, the Commodore SS manual offers robust performance and tidy handling wrapped in a "look at me" package. The four speed auto (no extra cost) loses nothing in performance either.You'll pay tens of thousands more for an import of similar size and performance albeit with camshafts instead of overhead valves.Does it really matter, I think not.With 5.7 litres of V8 burbling under the bonnet, it's a given that the SS will be a goer and go it certainly does.Even the ham-footed will find it almost impossible to catch the big alloy engine napping even in too high a gear. Though we didn't try, the SS would be about as quick as a Sooby WRX from a seat of the pants test.All that mumbo percolates to the rear wheels the way it should but there are a number of electronic devices installed to keep it all under control.The suspension has been slammed a few millimetres giving the SS a lower, sportier stance enhanced by the in-your-face body add ons. We just "lurv" the side air intakes with strakes on the front guards.It would be neat if they actually worked – directing cool air to either the engine or the brakes. Alas no.The wing is an SS trade mark as are the massive alloy wheels. The car looks fantastic.Inside it's easy to see the link to garden variety Commodores but Holden has made a decent attempt at lifting the tone. There are cool instrument fascia, sporty seats, metallic inserts and a fat leather clad wheel with multiple control buttons.The SS is well equipped lacking nothing of any importance in luxury terms. Is satnav and multi level climate control really necessary?The engine cranks out a handy 250kW/ 470Nm so there's no need to worry about towing the boat. The recalibrated six speed manual makes the most of engine output. Shorter throws between gears would be an improvement.It steers well if a little abruptly and the ride is firm but comfortable. Sounds unreal.Is the SS as good as the Falcon XR8?Can't answer that, I couldn't handle the emails and phone calls.

The S model driven goes for $32,120 plus tray, plus on roads.But on the road, it lacks the get up and go, the launch-feel of the older engine. It sounds breathless and driving up long hills on the highway unladen necessitiates a downshift or two. Off the mark acceleration is OK. Like the new look, one tonner has more presence on the road, feels like you're in a sedan, looks like one from the front.Handling is sharp with precise steering, great brakes, firm suspension and grippy tyres.Annoying petrol smell in close proximity to vehicle.Fuel economy can be as good as 10.5-litres/100km – unladen. Rises sharply when driven hard, with aircon on or when laden.Has huge payload – 1300kg but wonder if it's capable of actually coping with this much.Aircon is still a $2250 option on base model. Should be standard across the range.Well equipped with power windows, cruise control as standard, S gets alloys, aircon and other stuff, decent audio, chunky wheel with audio controls.Tray fitted was huge – move house in a couple of trips.Interior comfort levels high for a workhorse. Plenty of fore/aft seat movement, comfy multi adjustable seats and roomy cabin.Driving position is good, pedals light, gearshift slick.Manual transmission is close ratio but top cog is too high for engine.Towing rate up by 30 per cent on old model.Annoying rumble from rear end at highway speeds on test vehicle.Chassis feels solid, minimal flex over driveways, massive girders under the tray.

Fast forward to 2004 and that figure is more than 42,000. Utes become easier to drive, better equipped and are now benefiting from better design cues.Spurring on the trend are the likes of the Falcon and Commodore-based ute ranges, which really are like driving a car, albeit a long car, but with the practicality of being able to hold heaps of stuff at the back and with engine choices that provide plenty of grunt for towing.Holden upgraded its light commercial range in August – the main changes including the new-generation Alloytec V6 engines, increased V8 power, a new six-speed V6 manual transmission, bigger towing capacity for the V6, standard cruise control across the range and an upgraded braking package.A manual One Tonner V6 had a short stay in the garage before a One Tonner V8 S automatic landed.The One Tonner S had a bit more of an extended stay, its practicality tested under all sort of extremes for more than three weeks.The V8 S is the top of the tree in the One Tonner range as SS trim and equipment levels are not offered.That is, according to a Holden Spokesman, because there has been no demand.The four-speed automatic box is mated to the 5.7-litre Gen III engine that produces 235kW of power at 5600rpm and 460Nm of torque at 4000rpm.As a test drive the One Tonner was put through its paces, called upon to do many of the tasks it would be required as a tradesman's utility.Empty, the One Tonner can be a little light in the rear, add some weight and the better it sits. The box shifts smoothly, except under harsh acceleration.When driving the One Tonner it does not feel like you are driving a ute, in fact, it is surprisingly quiet on the road.The power steering on the test car shuddered when turned at low speed, mainly manoeuvring in and out of car spots.The V8 One Tonner came with the wooden tray, a tray that was found to be not quite as practical as the aluminium-bottomed tray that came with the V6. Tools and equipment slid around more on the wooden tray than with the steel tray and despite only 15,000km on the clock, the wood had already started to splinter.Shod with commercial tyres, rather than the grippier roadgoing variety, meant a little extra care in the wet. Stopping was not an issue in the rain but turning under minimal acceleration saw the tail step out.With a reno job being being done in the back yard, the One Tonner carried pavers, sand, brick saws and all sorts of equipment. The weight only helped its stability on the road.Throughout the test the average fuel economy fluctuated between 14L and 16L per 100km with no highway driving.Stepping inside the V8 S there is no vinyl floor and no bench seats but power windows are standard.The bucket seats are comfortable, supportive and are electronically adjustable in four ways, but the covering material on the driver's seat had already lost its shape. The cabin has useable space behind the front seats and a reasonable number of stowage pockets.The One Tonner comes standard with other niceties such as cruise control, power steering, a height and reach-adjustable steering wheel, power mirrors, electronic rear de-mister, trip computer and mobile phone power socket in the centre console.The windows can still be closed after the key is taken out of the ignition (for a limited time) and the One Tonner has the safety feature where only the driver's door is opened when the remote button is first pressed.Concerned as to why the One Tonner seemed overly difficult to park it was a relief to find it is actually 5.4m in length.Vision is best using the side mirrors. The absence of a lockable fuel cap was unusual.