2007 Holden Commodore Reviews

As siblings go, the middle member of the Holden Commodore Ute family looks to be in a tough spot; much dearer than its entry-level brother, much less charismatic than its other brother, the alpha male of the dynasty.This six-cylinder version shares the sporty look of the top-dog, V8-powered SS, but costs less, drinks less and can carry a heavier load.The SV6 also can move along very briskly, and like everything in Holden's newly released Ute range; rides and handles with car-like good manners.Yet it is the SS which all the petrolheads covet. Just shows that in matters of the heart, common sense comes second.In the real world, if you could leave emotion aside; easier said than done when it comes to shopping for a car; the SV6 would be a more logical choice.Holden has arranged the pecking order in this year's new Ute series to mirror last year's new Commodore sedans, so the SV6 is a step up in style, performance and price; from the entry-level Omega version, which is $5000-$6000 less; but a rung below the more powerful V8-engined SS, costing $4000 more. The SV6 is available with a five-speed automatic or six-speed manual gearbox, and its high-output six-cylinder engine is more potent than the basic unit powering the Omega automatic.You'd almost call the SV6 sensible. 'Almost' because none of the Ute family can handle real heavy-duty work as well as a less-fancy one-tonner utility does, nor does the Ute have the people-carrying convenience of a normal sedan.But in its way, you can see the appeal. Part work vehicle, part flash car. Wholly comfortable and well-behaved, with just a couple of annoying traits.From the Commodore sedan, the Ute has inherited windscreen pillars wide enough to hide a pedestrian or oncoming car at an intersection. Plus it has added another blind spot of its own, the steeply raked rear pillars, obstructing vision over the driver's right shoulder. You learn to take a long, careful look in the outside mirror and hope for the best.Trouble is, the SV6 name gives the impression they're proud of the powerplant but; whether in Commodore sedan or Ute; it sounds and feels slightly less refined that you rightly expect of a modern-design engine.Fortunately, you soon become attuned to its raspiness.No spine-tingling burble comes from the SV6's twin tailpipes, but then again, it doesn't have the V8's thirst.So it comes across as the sensible middle ground of the Ute bunch.

With over five and a half thousand entries, the inaugural carsguide Car of the Year Readers Choice Awards has been a rousing success.

In the automotive world, it is the ute that has enjoyed the sort of change Clinton's people were so famous for. It is a shame they never met ... I'm pretty sure Governor Clinton, at least, would have loved it.The ute in general — and the Holden Ute in particular — has garnered a mystic and a respectability far beyond anything its original designers could have imagined.From a utilitarian workhorse the ute has grown to be regarded as the tradie's sports car ... and more.In some ways, it is looked upon as representative of all things Aussie.A hard worker that likes to play just as hard yet scrubs up well enough to hold its place in any society. The truth lies somewhere in the middle ground.Increasingly, sales of utes are skewed towards the upper end of the model range. With a range of colour and comfort features at which a 1960s “chippie” would have turned up his nose, the modern ute is much more statement than work tool.Holden's latest VE range Ute is by far the most sophisticated the company has put on the road.There remains a little bit of “rough” about it so the boys can still knock back a schooner without feeling the urge to ask for a shandy.But by and large, the upper echelon of this range — the SV6 and the SS — are sportscars with really big boots.The cabin interior has been refreshed and revised to answer the storage questions that have long been asked of Holden.Access to the rear of the seats has been eased by the standard fit of a flip-down seat release that opens the 245-litre storage area.The jack and wheel brace sit neatly tucked away behind the driver but its functionality — particularly the winder — is open to question.Clever in theory, the practical application of removing the tyre from its retaining wire requires not only determination but a change of clothes.The illustrations in the owner's manual bear little resemblance to the actual positioning of the tyre necessary to release it from its retaining catch. The best solution would be to increase the length of the cable by enough to allow the spare to move further out from under the tray.Back to the positives, and the heavy-duty moulded cargo liner standard on all models is a winner — as are the improved tie-downs.In line with the acknowledgement that the utes are, after all, designed for work, they will carry full-size spares as standard across the range.Across the range, twin airbags are standard and Holden is working on a way to install curtain bags ... but it should be noted that is still some way off. Features on the top-of-the-range SS V include 19-inch alloy wheels, projector headlamps, Bluetooth phone connectivity, a 150W premium audio system, dual-zone electronic climate control, a sports interior, hero colour-keyed instrument panel and cluster, centre-console sports gauges, large, colour-screen multi-function display, full map satellite navigation availability, leather-faced seat trim and leather-wrap steering wheel.Not really the sort of environment you'd expect in a work truck.It is much more car than truck and that fits right in with the rest of the Ute's characteristics.The SS and SS V are powered by Holden's 6.0-litre Gen IV V8 with 270kW and 530Nm. The SV6 gets the 3.6-litre 60-degree V powerplant with 195kW and 340Nm — and, in truth, the smaller option suffers little for it. The Utes ride on fully independent suspension which saves the rear-end from the skittish behaviour of its forebears but pays a penalty in load capacity. The SS-V is certified for only a little over 600kg in the tray.The manners are further aided by the electronic stability program which comes standard. It is the first time such a system integrating traction control, anti-lock braking, electronic brake assist and electronic brakeforce distribution has been made a standard feature on an Australian-made ute.Driving the Holden Ute is a hoot. The general balance of the car is a credit to the engineers, with a nice neutral feel aided in no small part by a 50:50 weight distribution — something not easily achieved in a load-carrier.Inside the cabin it is easy to forget that this is not a Commodore. It is a little more coarse but the ride quality is good and the space is what you would expect from what is essentially the front half of a VE sedan interior.But it's not all light and brightness.The instrumentation can be difficult to read at a glance, although the central digital speed readout is a tremendous idea.However, the most disturbing fault is the lack of vision out the rear — and the rear-three-quarter blind spots.

When I was passed the flick-knife key from the garage manager at Holden, a wave of adrenalin washed over me and stayed sloshing in the pit of my stomach as I made my way across the warehouse to Commodore’s high performance model, the SS-V. It’s not often that you get to drive the hero car in the Commodore fleet, Holden’s $480 million engineering investment, a major part of Australia’s first $1 billion car program. I am not a Commodore enthusiast but I’ve been watching the V8 Supercars this year with interest and thought I’d better see what all the fuss is about.The new shape isn’t as aggressive as in the past. Rather, the squarer, more refined package suggests a maturer design approach. Holden have employed a subtler, smarter design process, enabling the new Commodore to step up and be counted next to the world’s best-designed brands. However, subtle design or not, the new-look quad exhausts, 19 inch wheels and prominently flared wheel arches still make this car look tough.Climbing in and adjusting the seat and mirrors, I’m unsure about the garish two-tone dash but I let it slide because it seems so Commodore, (and with a pang of patriotism) so damned Oz. The luminous red dials highlight the sporty feel, as does the perforated leather trim – also two-tone. The rest of the interior conveys a pleasant simplicity. Leather steering wheel and gear selector, colour-coded instruments and dual-zone climate control are unique to the SS-V. Multifunction steering wheel, driver display and Electronic Stability Program (ESP) incorporating: Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Electronic Brake Assist (EBA), Traction Control System (TCS) are standard across the VE range, as is cruise control and power… well… everything.Hearing a throaty V8 gurgle is always a joy and the SS-V didn’t disappoint; it is a whopping 270kW, 6.0 litre, Generation 4, alloy V8 engine, after all.On the road, I took the SS-V on the freeway, onto tight side streets, gave it heaps on long, windy stretches and wound it out up lengths of steep road. Compared to its predecessor, the SS-V is a stiffer, stronger and a better handling car for its size.. It is comfortable when cruising, and in the cabin there is less noise from the road, engine and wind than before.There are no punches pulled – with 530nM of torque at about 4500rpm, you get the power you want, when you want it.You will never be in a position to wish for more power in the SS-V. In fact, a more common reaction might be, “Please take this machine away from me quickly or I am likely to do something very stupid”. This Commodore is awesome in the right hands, and potentially dangerous in the wrong ones. With that performance at your disposal, it becomes very tempting to break the law, and obviously that isn’t an option.To get the most out of this beast, you have to take it to a fully supervised track on the weekend – and that equals one of two precious free days, gone. No, when I buy a car, I want to drive it all the time, thanks. Sure, it’s very comfortable, it looks great inside and out and handles beautifully, but knowing that I will only ever be allowed to use a fraction of all that yummy, scary power under the bonnet, is just too much of a tease. Sigh.But to hell with all that! This car is just too cool to pass up, and priced at least 20k less than its Euro V8 competitors, it’s a steal. In the immortal words of Elliott in ‘E.T’, “..I’m keeping him”.

The arrival of the Holden VE utility brings more style to an icon brand.At $100 million, it cost one tenth of the budget needed to develop the often lauded VE sedan of last year.The ute is now more than ever a sports coupe, with refinement, road-holding, handling and a blissful ride allowing it to stand head and shoulders above any Holden ute before it.Indeed there are claims that this is too good to be a working vehicle used to lug trade equipment, all manner of tools, et al.That can be at odds with some of the boffins at Holden who curtly reply: “What do people want us to make? Something which is rough, agricultural and rides poorly?”The point is that now, in VE land more than ever before, the ute is in fact more of a sports coupe than a sports coupe itself and that should be taken as one gigantic compliment.It is equally at home as a weekend warrior or a weekday workhorse.Getting down to the nitty-gritty, the VE Ute has exceptional ride quality and body control and like the sedan it gains Electronic Stability Control,which is a massive tick in the safety race.Another massive leap forward is the increase in space behind the seats, which has now tripled to 245 litres.In effect the compromise is a shortened tray but the amount of useable space in the tub (which now comes with a liner) remains the same.The independent multi-link cover spring layout is taken from the Statesman, which differs from the Ford equivalent which runs leaf springs.There are pluses and minuses with both set-ups, the Holden rides better but the Ford can cope with a heavier payload.The VE Ute line-up comes with a complexity of choice in that there are two Omega base models to choose with different V6 engine tunes.The six-speed manual runs the higher rated 195kW V6 while the four-speed auto uses the 180kW version and both cost $30,990.From here the range steps up to the SV6 with the manual, using the same 6-speed Aisin box as the Omega costing $35,990 while the six-speed automatic SV6 is $1000 more.The booming manual SS is $39,990 (auto $41,990) while the range-topping SS V runs at $44,990 for the manual and $2000 more for the auto.It essentially mirrors the sedan range in standard equipment although some differences are no side airbag offerings and Bluetooth compatibility starts as standard on the SS.Styling-wise the utes have a more integrated look than any carrying the Holden badge before, with the chunky El Camino-styled B-pillars making the VE blend in.In this sense it is smoother, and nothing like where a cabin is simply chopped where the sedan stops and the ute's tray starts.The number plates fit into the tailgate and not the bumper and the clean look of the rear is helped by hidden tailgate hinges and wraparound taillights.Extensive use of high strength steel for body stiffening has contributed to kerb weights rising up to 150kg.Out on the road the Omega entry models are a revelation, though the four-speed automatic is still dated and sloppy.Sure, it has been reprogrammed and doesn't lunge in and out of gear as it did in the past, but its days are up.Jump into the six-speed manual and you will instantly feel more kick and enthusiasm, a totally different character which of course has a lot to do with the upgraded engine.However, the Japanese-sourced gearbox is reasonably well-gated but, more importantly, the clutch-feel is lighter and has a sweeter take-up point.In these base cars where much of the sedan elements are carried over, the cabin is tranquil; the lid has been kept on road and tyre noise.Considering Holden has done such a fine job on ride and handling there is all the more reason to be disappointed with the undermining performance characteristics of the four-speed.The argument of building to a cost is a bit of a cop-out and there simply is no reason why the buyer should not have the choice of a more-state-of-the-art auto box.Still, aside from lack of side airbags on the safety front, the four-speed auto is the weakest link in this VE Ute family.The SS auto is the supreme athlete of the range. It sounds, feels and goes hard.The mapping of the ESC has been modified from the sedan range and is a little intrusive but it does the job for which it is meant to and that is to keep a driver from losing control.Switch it off on the gravel and the SS remains quite tractable on freshly graded roads. Once the rear starts to stray it remains all quite controllable under a measured throttle. It all tucks back in at a dab of the brake pedal.This 6-litre monster comes with the sinister soundtrack that it deserves once the revs reach mid-range. It is an excitement machine that is fast, flashy and fun but which is practical to boot.There are varying load capacities for the range. The Omega auto can cope with 775kg, the most of the family. The least is the SS V, with its 19-inch, low profile shoes restricting any load to just over 500kg.Finally the final word on fuel, according to factory figures, is that it ranges from 11.3/11.4l/100km (Omega auto/manual) to 14/14.5l/100km (SS and SSV).The SV6 manual consumes 11.4l/100km with the automatic version using 11.6l/100km.VE Utes will be in showrooms from next week.

It's still practical and a hard worker, but the jobs have changed.

One of life's not-so-little mysteries is Holden's clever “dual-fuel” Commodore, which runs on petrol or LPG.It's a puzzle because Holden doesn't seem to have made much of a fuss about it, and because people haven't exactly stampeded into economy-minded LPG cars, despite all the outcry over high fuel prices.Personally, I loved it. Having two sources of fuel, and being able to use whichever is better value at the time, is mighty appealing. So is being able to go 1100km or so between visits to a service station — that's diesel-like motoring.The Commodore is certainly versatile, able to go from petrol to LPG at the flick of a switch. The changeover is seamless, even when on the move. It starts easily, feels normal, sounds normal.Whichever fuel it is using, this is a modern-looking and modern-feeling car, surefooted and stable.Driving the LPG Commodore is as good as a regular Commodore, you can find reasons potential buyers might be deterred.Some will look in the boot and see that a lot of luggage space has been lost to the whopper cylindrical gas tank.Others will be deterred by the cost of saving money on petrol. The LPG conversion adds $3900 to a standard Omega or Berlina sedan. Even when the Federal Government softens the blow by coughing up its $2000 rebate for having an LPG system fitted, buyers still face a $1900 premium.That's a lot of kilometres on low-priced gas before the extra outlay is recouped.The Commodore's LPG-compatible Alloytec V6 engine delivers 175kW of power and 325Nm of torque or pulling power (not far down from the standard car's 180kW/330Nm).From the driver's seat, it seems just like a regular Commodore: plenty of urge for take-off, smooth when cruising, sounding a bit raspy when asked to get to work.Holden says owners will find little difference in service costs.The only indication this is not a “normal” Commodore is the LPG-petrol switch on the central console and, beside it, a series of lights which show how much gas is in the tank. No matter if you don't watch them closely — the fuel system automatically switches over to petrol if the LPG tank runs low.Running on LPG, the official fuel economy rating is 16 litres per 100km. On petrol, it is 11.7 litres per 100km (compared with a lighter “normal” Commodore's 10.9 litres per 100km).Theoretically, it could go about 450km on gas alone, plus 600km-plus on petrol. Dollar-wise, a lot of any LPG car's desirability depends on the price gap between gas and petrol. The farther you go, the more the sums lean in the LPG car's favour. But it seems not too many normal motorists reckon the maths add up for them, because sales of new LPG cars to private buyers are a mere trickle, while fleets  whose cars travel longer distances tend to buy such cars by the thousand.