2010 Holden Commodore Reviews

The end is nigh for the Australian built Holden Commodore, with the factory closing down in October. The nameplate will continue, albeit on a slightly smaller imported model made by Opel in Europe. What does this mean for the Aussie Commodore, and should you rush in and buy one now? Our crystal ball is pretty murky

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

The big, booming V8 in the performance Commodores signalled an era of change. New Launching the VE in 2006, Holden claimed the model would save its bacon. It didn’t. As Holden, like Ford and Toyota, plans to abandon local manufacturing in favour of marketing imported cars, so buyers have abandoned the likes

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.

Samuel Cass is shopping for his first car and has his eye on a 2006 Holden Commodore Omega V6. It's priced at $6500 and has done 167,000 km. He wants to know if that is too many, and he also wants to know about any problems that have afflicted this model. NEW The VE was Holden's first $1 billion program, with nearly

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.

Car companies are all doing their best to make cars more fuel efficient, at the same time listening to drivers’ insistence that they don’t want to compromise on performance. One way of doing so is to provide cars that run on LPG (Liquefied Petroleum Gas). We have just spent a week in Holden's 3.6-litre LPG Sportwagon.Ford Australia has been very strong in the LPG market for years, chiefly due to Falcon’s popularity with taxi fleets, and totally updated its LPG system last year. Holden has now introduced an all-new system for the Commodore in an attempt to catch up with its arch rival.At the time of writing the cost of LPG at our base on the Gold Coast was 65.6 cents a litre, compared to 91 octane unleaded petrol at $1.359 and diesel at $1.429. In our week of mainly highway travel we chalked up 543 kilometres using 67.8 litres of LPG. On the above pricing the cost of refuelling the big Holden wagon was $44.73.Although Holden has measured a combined fuel consumption of 11.8 litres/100 km from the LPG dedicated Sportwagon with all our highway running we used around 9.0 litres/100 km. However, around town the consumption leapt and we were often in the 12 to 14 litre range.Basing calculations on Holden’s combined fuel consumption figure of 11.8 litres/100 km and travelling 20,000 km a year the LPG Sportwagon would cost $1118 a year to refuel. By comparison the 3.0-litre ULP Sportwagon would set you back about $3000.There's an added cost of $2500 to buy the LPG dedicated wagon. The LPG wagon costs $44,490 while the petrol Omega has a recommended retail price of $41,990. The good news for private buyers is that the federal government offers a $2000 rebate as part of its clean energy policy. If you’re entitled to that the LPG Sportwagon starts to make a lot of financial sense.Previously Holden offered a dual-fuel LPG/petrol model. This new Commodore runs only on LPG so there are far fewer compromises than were necessary in the engine designed to run on two different fuels.The 3.6-litre Holden LPG V6 uses fuel injectors, fuel rail and LPG fuel filter. It has different spark advance and hardened valves and valve seats. The cylinder heads and manifold are different to those on the petrol V6. The LPG runs a very high compression ratio of 12.2:1. The bottom line is 180 kW of power and 320 Nm of torque, both figures are slightly better than those of the dual-fuel model.The new system uses vapour rather than liquid injection with the liquid gas vaporised before induction into the engine. This is quite different to the Ford Falcon LPG, which uses an injection system that sprays liquid gas into the engine.The engine is now linked to a six-speed automatic, replacing the old four-speed. This helps reduce fuel consumption.A cylinder of LPG will not get you as far as a tank of petrol so Holden fitted an 84-litre cylinder that gives a theoretical range of up to 700 kilometres in easy paced country driving. The LPG cylinder is made of high strength, multi-celled, aircraft grade extruded aluminium with additional protection plates strategically placed for extra safety.A big downside of using a pressure gas cylinder is its awkward size and shape that takes up boot space. The Sportwagon we borrowed had a full size spare that ate somewhat into the boot space. It was placed upright against the driver’s side of the car. There are other options including a tyre inflation kit that takes up no boot space, and a space saver wheel. Cargo space is 895 litres with seats up and 2000 litres with seats folded.

There's nothing quite like a V8 - I'm not sure who said it but they were on to something. There are sensational V8s in many of the European, Japanese and US product on the market here but when it comes to bent-eights, the Blue Oval or the Red Lion attract the most attention.In fact, the phrase was probably used a Ford or Holden ad campaign. Both sides of that fence maintain there's still demand for the V8-powered models and after spending some time in the latest from Elizabeth it's easy to see why. Ford is no longer making the XR8, leaving the fight to the XR6 Turbo or FPV's new $56,990 GS sedan - with the 315kW/545Nm supercharged five-litre 8.VALUEAs upgrades go, the VEII program was hardly earth-shattering. The bulk of the changes were minor in terms of aesthetics, but in the engine bay and the dashboard there's been enough done - particularly given the pricetag is unchanged. The highlight for the model change was within - the new iQ infotainment system is standard on the SS V, a set-up for which many brands would justify plenty extra pesos on the pricetag.TECHNOLOGYThe six-litre GenIV V8 (which retains the cylinder de-activation system) has been given the once-over to allow it to run on E85, there's some underbody aero-panels to smooth the airflow and some other tuning tweaks to the suspension. The standard iQ infotainment system offers colour satellite navigation, a hard drive, USB input and Bluetooth link for the phone and the 11-speaker sound system are among the features controlled by the touch screen.The satnav has several useful features but the best few are the speed camera and school zone warnings to remind drivers of what's around them, as well as displaying the speed limit of the current road being travelled. The luxo-hotrod also has dual zone climate control, a rear camera, parking sensors at the rear, alloy-faced pedals, 19in alloys (although there's only a goo kit and no spare, that's optional), a sports leather-wrapped steering wheel - one of the few feature upgrades above the SS, along with projector headlights.DESIGNThe new VEII SS V struts through traffic, with muscular bulges and stance largely inherited from the VE. The SS V has a rear diffuser set up with quad exhausts and, sitting on 19in wheels, doesn't need the retina-searing yellow paintwork to stand out.The cabin has leather sports seats (that could do with more support around the ribcage), the sports steering wheel and a leather-wrapped gearshifter. It's a comfortable cabin and forward vision is reasonable, sullied only by the thick A-pillar; rear vision isn't great before the put the big rear spoiler on, so the camera and sensors are must-have.SAFETYThe VEII SS V has a decent safety features list, with stability and traction control, a limited slip diff, anti-lock brakes, dual front, side and curtain airbags, front seatbelts with load-limiters and pretensioners. Anyone looking for serious braking power will want to consider the new Redline option pack, which  would worthwhile - the pack ups the stopping power with four-piston Brembo front brakes as well as the handling to the new FE3 level for an extra $2500.Brakes have not often been the strong point of a Commodore and while the latest example of the breed has certainly improved, the extra braking power would be welcome.DRIVINGThe hero colour of the new range is called Hazard, the biggest one being the attention such a hue can attract, even when you're being good. The auto SS V is 19kg heavier and down 10kW and 13Nm over the manual version, but you don't notice the loss of grunt, as 260kW and 517Nm is ample for most amusements.The cylinder dropout system is still short on smarts, taking an awfully long time to drop to four cylinders on a long downhill stretch and it still idles on all eight. Holden is claiming a 2.5 per cent drop in fuel use to 12.3 litres per 100km, but that's on PULP - we had plenty of E85 in the tank and the number on the trip computer was around 18, a legacy of the faster-burning ethanol fuel.The VEII SS V is an impressive machine through a twisty hills back road, although the steering could do with a bit more meat. It doesn't drive like a 1700kg sedan - except in tight corners at optimistic entry speeds - and feels as though it's not punishing its tyres as much, with minimal complaints from the rubber during moderately brisk cornering.The new centre display works well enough, although it sometimes has a bit too much thinking time when switching between functions, but the connectivity side - using Bluetooth - is easy to use. Certain angles of sunlight will bring on a reflection from silver strip below the instrumentation, which makes the instruments almost impossible to see.The rear spoiler ruins what is already average rear vision, making the camera and rear sensors compulsory if you've got kids that might be near the rear. The V8 is a smooth and purposeful powerplant, although it will be too quiet for some petrolhead owners - plenty of scope for aftermarket exhausts - but the six-speed auto is still not the smartest transmission around.VERDICTYou can't argue with the value-for-money equation given the features and the performance - the already-capable package has been refined and upgraded, without any extra on the asking price.

... but for a truly great feud there are few greater than Holden versus Ford.The colour scheme at motorsport events around the nation is simple - red and blue - and it's something that astounds imported managing directors on both sides of the fence. Both companies have had to make wholesale strategic changes in the face of changing market demands, but for now the flagship battle is Commodore versus Falcon.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.GM Holden chairman and managing director Mike Devereux said the exterior changes were only evolutionary but the under-skin engineering changes were what is significant for the model upgrade."The VEII is not revolutionary to the outside of this car and it's not meant to be, if it ain't broke, don't fix it - they didn't make design changes just for the sake it, the feedback we get is that it's one of the best looking cars on the road. The revolutionary changes are underneath and inside the vehicle," he said.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither has been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights. Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief. The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look.The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution. The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGGetting back behind the wheel of an FG XT and the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved. Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet. In the corners the steering has good meat to it and despite not being the sports model it handles bends (including those with mid-corner bumps) with aplomb and without excessive body-roll.The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop. A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap, the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort. The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon.Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little undergone through the mid-range compared to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Holden also still gets a plastic steering wheel that looks a little tacky, but the controls on the wheel are simpler. Included in that is the easier-to-use centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCOREHolden Commodore Omega 76/100Ford Falcon XT 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

The landscape of the battlefield has changed but the combatants have not changed much. The long-running Holden versus Ford battle continues with the Commodore and the Falcon leading the fight, but both companies have had to make wholesale strategic changes in the face of changing market demands.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither have been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights.Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief.The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look. The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution.The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGBack behind the wheel of the FG XT the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved.Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet.In the corners the steering has good meat to it and despite not being the sports model it handles bends (includnig those with mid-corner bumps) with aplomb and without excessive body-roll. The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop.A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap (a complaint in VEII as well), the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort .The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon. Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little underdone through the mid-range compareed to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Commodore's steering wheel controls are simpler in relation to the centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCORECommodore Omega: 76/100Falcon XT: 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.