Holden Commodore Reviews

When you’re on a good thing make it even better. That seemed to be Holden’s philosophy when it set about building on the success of the top-selling VT Commodore. The result was the VX, an even more refined and equipped update of the VT that continued Holden on its winning ways.The VT may seem like an overnight success, but it took nearly 10 years to happen. After a decade in which the Commodore was largely on the nose with car buyers for a variety of reasons Holden began the long road back in 1988 with the new generation VN. Progress was made with each model after the VN, but it was the VT that really broke through. The VX simply built on that success.Holden’s now retired chairman Peter Hanenberger summed up the VX perfectly when he said: “Our challenge was to take an extremely successful design and freshen it while retaining its huge appeal.”MODEL WATCH Although Holden’s styling boss Mike Simcoe is rightly proud of the new Monaro, he is even more proud of the VT Commodore that preceded the Monaro.The VT had a purity of style that is rare. Simply it looks good from all angles, and the body looks as if it’s been shrink wrapped over the wheels which gives it a strong, sporty on-road stance.When it came to the VX the changes were always going to be minimal. They had to be enough to distinguish it from its predecessor, but not radical enough to spoil its appeal. The major changes were to the headlamps, rear panel treatments, bumpers and colours.Changes under the skin were aimed at refining the VT package, with changes to the driveline, electronics, suspension and NVH that made the top-selling Holden smoother, more responsive, more economical and quieter.A new propshaft with dual rubber couplings addressed the drive line harshness that was a regular complaint from owners almost from the beginning. The new drive shaft significantly reduced driveline vibration and shudder on takeoff.There was a small gain in power from the 3.8-litre ECOTEC V6, up 5 kW to 152 kW at 5200 rpm, thanks to a new intake manifold that improved flow and volumetric efficiency. Fuel consumption was also up, between three and four per cent.The four-speed auto was recalibrated for improved response and softer downshifts, and there was a revised torque converter clutch for better drivability.The 171 kW supercharged V6 was unchanged, but was made available to Executive and Acclaim buyers.A higher flow intake manifold and revised fuel injectors helped boost the power of the 5.7-litre Gen III V8 5 kW to a new maximum of 225 kW.Meanwhile revisions were made to the suspension to soften the steering response, which had been judged too sharp on the VT. The aim was to induce understeer and the changes included raising the front lower control arm pivot, the stabiliser to strut link became a ball joint and the steering was recalibrated.Additional foam in the body pillars cut road noise travelling up the body while a raft of changes in the rear reduced airborne road noise.Safety was also enhanced through new body side structures that improved protection for the head, neck and chest in side crashes, identified as the major cause of serious injuries since the introduction of air bags reduced injuries sustained in frontal crashes.Further refinements were made to the VX in the Series II that hit the roads in 2001. Those changes mostly targeted the Commodore’s handling which was still thought to be too sharp even after the revisions made to the front suspension of the VX Series I.Where the front suspension was changed in the Series I, this time it was the rear-end’s turn to undergo surgery, adding a pair of extra links to the Commodore’s IRS to better control toe change. That meant more stability and predictability, which meant in real terms that the VX II was easier to place on the road and would maintain a set course more precisely.All models were fitted with an alarm, and there were new stalk controls for turn signals, wipers and cruise control. Berlinas now boasted twilight sentinel to turn headlamps on and off automatically.IN THE SHOP The Commodore’s V6 engine is pretty robust and gives little serious trouble. Look for oil leaks from the rear main seal and the front cover seal.The most contentious issue with the VX relates to the Gen III V8 and its oil consumption problem. Holden contends that the number of problem engines is relatively low, around two per cent of V8s sold, but it is of concern to anyone thinking of buying a V8.The good news is that not all engines are affected, it seems it is affected by the run in and the oil used during the run-in period, and the other good news is that the fix Holden released – new pistons with reduced piston to bore clearance – works. The fix was implemented in production with the release of VY, but was used before that on engines that needed rebuilding.Commodores up to and including VX Series I with IRS have a terrible habit of eating their rear tyres, but the introduction of the so-called ‘Control Link’ IRS with VX II pretty much solved that problem, which makes the Series II a better choice if you can afford the few extra bucks.Other than that the VX is relatively trouble free with no widespread serious problems.OWNERS’ VIEWS Wayne Brown owns a 2001 VX Series I S, with the supercharged V6 engine. It’s now done 61,000 km and Wayne says he’s generally happy with it, although he rates the service costs expensive. His main beef is with the trip computer, which doesn’t accurately show distance to empty, and the fuel consumption of the s/c engine when towing.Trevor Larkey has owned 38 cars over 40 years and with a couple of exceptions he rates the VX II the best car he’s ever owned. He waited until the VX II to solve the rear tyre wear problem and hoped the air-conditioning woes have been solved … so far so good. It has proved to be comfortable, economical and at less than $100 to service at the dealer it’s cheap in this area too. With 23,000 km on the clock the only problems so far have been boot catch adjustment, air leakage around the balance weights on the alloys and the Holden dealer persistently over-filling with oil at each service. He would recommend this model to anyone and with 2-3 years depreciation the VX II would be excellent buying.LOOK FOR • improved smoothness thanks mainly to new drive shaft• reduced road noise through more sound deadening material• slightly more power and lower fuel consumption from V6• check oil consumption of Gen III V8• more precise handling with new IRS in Series II• revised IRS also improves rear tyre wear problem that affected previous models.• good resale value 

If the popular theory holds true that the last model in the line is the best to buy then the VS model is the pick of the second generation Commodore. The theory is that by the time a carmaker releases the last model they’ve worked all the production wrinkles out of it, fixed the problems that have surfaced in service, and have developed it to its peak.According to the theory the last model of one generation is a better buy than the first of the next generation. Going by that it’s better to buy a VS Series II than it is to buy a VT Series.So if you value build quality and reliability above new cosmetics and gimmicks, it’s better to gamble on the older car.It’s also said to be true that it’s better to buy an optioned up model than a bare bones base car. Do that and you’ll find it easier to sell later on.For the used car buyer, the second owner, it’s often true that you can buy a better model without paying much more than you would if you were to buy a base car. It’s not only the value of the car that devalues, the add-on cost of buying an optioned up model also depreciates at the same time so the more expensive model can become more affordable as time passes.The Berlina, for instance, is the next model up the line from the Executive. The VS II Berlina cost $8230 more when new, but now costs little more than $2000 more than an Executive.While the extra equipment cost more when new, it doesn’t often cost much more when buying second hand. But what it can do is make the car more saleable as a second hand vehicle.MODEL WATCHThe final fling in the second generation Commodore line was the VS II released in 1996. It was designed to keep the old model fresh enough to keep attracting buyers until the all-new VT arrived in 1997.The second generation of the modern Commodore began with the VR model in 1993, and also took in the VR II update in 1994, and the VS, which hit the road in 1995.It was a much improved car compared to the previous generation of VN and VP models, which had Holden heading in the right direction after coming close to collapse in the late 1980s, but they were still being built to a tight budget.VR was a major breakthrough for Holden. It was much more refined, better built, and better equipped. Sales raced ahead and Holden was again in a position to threaten for the lead in the annual sales race.VS built on that success, and the VS II update simply added some more gloss to what was already a brilliant success story.The big news in the VS was the introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the new engine was an all new unit that was much smoother than its predecessor, produced more power (147 kW) and used less fuel (six per cent).For those who wanted more punch the 5.0-litre Holden V8 was optional. The all-Aussie V8 was coming to the end of the line, it was eventually replaced by the American Gen III 5.7-litre V8 in VT II.Although it dated back to 1968, the Holden V8 had been regularly updated over its long life span and was a much loved powerplant by those who appreciated its low down punch and pulling power. In VS II it put out 168 kW.A four-speed auto trans was standard, and the rear axle was a live unit.Buying a Berlina was about buying more creature comforts. Inside, the Berlina buyer got velour trim, automatic climate control air-conditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats, and a radio cassette sound system with six speakers.Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.It was a model aimed at those who wanted more than was on offer in the Executive, but didn’t want to go all the way to the Calais which had all there was to offer in the Commodore family.IN THE SHOPHolden build quality improved dramatically with the VR and VS models. A new paint shop was commissioned in time for VR II production at the Elizabeth plant in South Australia, and that had a huge impact on paint quality.The ECOTEC V6 is generally quite reliable. Look for oil leaks around the timing cover, rocker covers, and oil pan. Make similar checks on the V8.Problem areas are the power steering pump, which leaks oil, and is known to fail, the electric fuel pump in the fuel tank, which is known to break down, and the power steering rack, which is known to leak oil.When checking the power steering rack, check the rubber boots carefully for damage, tears, splits, cracks etc. Damage to the boots allows road grime in and that can cause damage to the rack and its joints.Look carefully at the front and rear bumpers, and their mountings, for possible minor bingle damage. Look for misalignment where bumpers might have been poorly reattached after repairs.Many Berlinas were leased by company execs, who could afford more than a base model. They were usually turned over quite quickly, but often received minimal servicing, so check for a service record.IN A CRASHHolden became the first local carmaker to fit dual airbags to its car when it made driver’s and passenger’s airbags standard in the VS Acclaim and Calais. Sadly the Berlina had to make do with a standard driver’s airbag, the passenger’s airbag was an option.According to the recent used car survey of real life crashes, the VS Commodore performs pretty well. It has better than average crashworthiness, and is on a par with the fleet average in terms of its impact on the occupants of other cars.OWNERS SAYKim Maxwell loves the power of the V8 in her 1997 Berlina, but not the fuel consumption that goes with it. Maxwell and her husband, Garry, have owned the car from new and say it has been very reliable in the 180,000 km it has now done. The engine hasn’t “missed a beat”, Garry says, but a noisy diff required rebuilding at 125,000 km, the radiator, and worn suspension bushes have had to be replaced, and the silver paint has a few blotches.LOOK FOR• Value for money in extra options• Better resale potential than base model• comfortable family transport• reliable, smooth, economical V6• powerful but thirsty V8THE BOTTOM LINEWell equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.RATING60/100

When Peter Brock opened the doors of his special vehicles operation in 1980 it’s unlikely he realised the impact it would have on the local car business 25 years later. Brock admitted he used the Shelby Mustang operation in the US and AMG in Germany as models for his HDT Special Vehicles, which in turn provided the model for Holden Special Vehicles and Ford Performance Vehicles that have followed and flourished.Brock’s motivation for creating his special vehicles operation was simple. Holden had withdrawn its support for his racing team and he needed funds to go racing.Holden dealers also wanted him to race. He was the most successful driver in the country at the time and his successes were driving showroom traffic, and a couple of smart dealers got the idea to build some cars that had Brock’s magic touch.Their idea was simple. They’d supply Brock with cars and he would modify them before being delivered to their owners. The dealers would benefit from being able to sell a Brock ‘special’ that would have great appeal and Brock would get the funds he needed.The first ‘special’ was the VC HDT Commodore that was released in 1980 to much fanfare. Being the first of the genre it’s now a classic appreciating in value.MODEL WATCHLike the operations he had modelled HDT Special Vehicles on Brock’s brief was simple. He would take a rock stock VC Commodore and modify it in a way that would enhance its performance and road holding without compromising its ADR compliance.The car he chose was the top of the range VC Commodore SL/E, which already came with plenty of fruit, the perfect base for Brock to build a European style high performance sports sedan on.Brock’s car wasn’t to be a stripped back road going racer, those days were long gone by 1980. He wanted a car that was comfortable, but at the same time handled well and looked sexy.Because he had to maintain the ADR compliance he was restricted in what he could do under the bonnet so modifications to the engine were limited.The car came already fitted with Holden’s 308 cubic inch (5.05-litre) V8, but Brock and his tiny team then blueprinted it and fitted large valves which gave it a little better performance than the standard V8.They also fitted a heavy-duty air cleaner taken from an American Chev and added a fresh air intake to improve its breathing. He left it stock on the exhaust side where it was fitted with the Holden factory dual exhaust system.With Brock’s mods on board the Holden V8 put out 160 kW at 4500 revs and 450 Nm at 2800 revs, which was enough to have it racing to 100 km/h in 8.4 seconds and through the standing 400-metre sprint in 16.1 secs.Brock offered the choice of Holden’s four-speed manual gearbox or the three-speed auto, and a limited-slip diff was standard.But it was underneath that Brock really worked his magic, fitting uprated and lowered springs and Bilstein gas shock absorbers, which gave it a lower stance and much improved handling.German Irmscher 15-inch alloy wheels and Uniroyal 60-series tyres completed the grip and go picture.A sporting car has to have a sporting image and Brock was able to give his car a major cosmetic makeover in the form of a fibreglass body kit that consisted of wheel arch flares, front bib spoiler and a rear wing.Colours were limited to white, back and red, and the package was finished off with some wild red, black and white race stripes down the side.Inside Brock enhanced the SL/E interior with a signed Momo steering wheel, a special gearshift knob, and a driver’s foot rest.Doesn’t sound so special today, but in 1980 it was ‘special’.Brock built 500 VC HDT Commodores. If truth be known he probably didn’t believe it would last, but his HDT Special Vehicles proved a sensation that continued until 1987 and its spectacular demise.Today HSV builds special Holdens while FPV does likewise with Fords. It’s unlikely either would exist if Brock hadn’t needed funding for his race team.IN THE SHOPWhen considering a VC HDT Commodore it’s important to remember that the foundations are strictly Holden so the main mechanical components are relatively easy to find if you need to replace them and they’re easy to repair or service.The key things to check are that the special Brock components are there, the signed steering wheel, the Irmscher alloys, the high flow air cleaner etc., because they are the hard parts to find. They are also the parts that underpin the value.When Brock built those VCs body kits were pretty rough and ready things. Unlike today’s body kits that are made of quite durable material that can withstand a knock and fit well, those old kits were made of fibreglass that didn’t stand up well when hit, and they generally didn’t fit well.It’s a good idea to check the various body kit components, particularly the wheel arch flares, for cracking around the attachment points and distortion between the mounting points.IN A CRASHDon’t expect airbags in a VC Commodore, they weren’t fitted. Don’t look for ABS either because that wasn’t an option, but it did have four-wheel discs, which was advanced for the time and rack-and-pinion steering, and the road holding of the Brock tuned suspension.OWNERS SAYLen Kennedy was impressed with the VC HDT after driving it the first time, but debated about spending the extra $6000 or so over a standard SL/E for some time before he eventually succumbed to the Brock’s ride and handling. It’s now done 130,000 kays, has been stolen and recovered, but has given little trouble. He doesn’t plan on parting with it any time soon.LOOK FOR• potential to increase in value• rumbling V8 exhaust note• solid performance• high fuel consumption• presence of special Brock parts• reassuring handling• comfortable rideTHE BOTTOM LINEGood looking, good driving classic Australian sports sedan with Brock branding that has the potential to increase in value.RATING75/100

Baby boomers, rejoice! Part of your childhood — motoring holidays to beachside campsites in summer and being driven to footy training with your mates on Saturday mornings — has returned.This time, however, you'll be the driver and not the kid on the back seat.Holden is luring buyers back to the humble station wagon with an enticing offering.Its stunning Sportwagon vigorously shakes off the bland, boxy look of old — even that of last year's Holden wagon, in fact — replacing it with a sexy European-styled family-leisure machine that mixes easily with Audi, Volvo and BMW rivals.Based on the VE Commodore, the Sportwagon is 129mm shorter than last year's VZ Commodore wagon length and sits on a 24mm shorter wheelbase. Yet it has a generous cargo area that, while down on the VZ, is claimed to rival the Toyota Land Cruiser for length.There are seven models in the Sportwagon line up and all share model names, drivetrains, interior design and features with the sedan.All get rear park sensors as standard, on top of electronic stability control, six airbags, alloy wheels and airconditioning.Additional features over the sedan include a two-position cargo blind, four load floor hooks, an extra four hooks, two retractable shopping bag hooks, a storage bin, a 12v power outlet and a low-mounted light for the load area.The unusual forward-hinge tailgate gives easier loading than the traditional upright door and needs less of an arc to open, meaning access is available in confined spaces.Despite the extra sheet metal and expanded feature list, the Sportwagon will cost only $1000 more than the sedan when it hits showrooms later this month.Prices start at $37,490 for the Omega with a four-speed automatic gearbox and 180kW V6 engine that is rated at 11.1 litres/100km.The V8 with six-speed auto claims 13.8 l/100km, more frugal than its six-speed auto at 14.4 l/100km.Pricing (see sidebar) is very keen. The Berlina is $5600 cheaper than last year's model despite a big jump in specifications and a much prettier look. The base model Omega, destined for fleets, is $440 cheaper.The spare wheel is a temporary unit with buyers asked for an additional $250 to get a full-size spare.Holden believes the wagon will greatly boost sales, though won't talk volume because it regards this car as an “unknown” quantity.Holden marketing director Philip Brook said: “We're moving in unchartered territory.”“Fleets are very excited about the Sportwagon,” he said.“We want to maintain fleets (90 per cent of the VZ wagon went to fleets) but add private buyers. We expect a lot of first-time wagon buyers, many trading from SUVs and sedans, and predominantly women owners because of the car's family-friendly versatility and its style.”The Sportwagon added $110 million to the investment made in the VE Commodore sedan, though is bundled within the VE's $1 billion budget.It also added 513,500km to the testing and created about 75 body parts that differ from the sedan.The rear suspension gets increased spring rates to compensate for the wagon's extra weight — up 91kg on the VZ — and cargo duties. Both standard and sport suspension set-ups are available.

A lot is riding on the new-age Commodore wagon. The VE Sportwagon is a fresh new look but, far more importantly, an all-new direction for GM Holden's family favourite.It has to fight against the surging tide of family four-wheel drives and win ordinary Aussies back to a more-traditional local purchase.It also must add an essential sales boost that has been missing from Team Red since the loss of the VZ Commodore wagon.But things are very different with the Sportwagon. Fleet companies bought up to 90 per cent of VZ wagons, but Holden believes the future is all about people buying for themselves.Holden believes drivers want something versatile, not just a family van for kids and dogs.They are going in hard with the Sportwagon, pegging the price of every model at $1000 above the equivalent VE sedan. It knows there will be some substitution with the sedan, but still expects to sell 800-900 wagons a month.That means a starting-money Omega Sportwagon comes in at $37,790, down $440 from its VZ Executive equivalent. Among its key features are a multi-function steering wheel, 16-inch alloys, cruise control, trip computer, rear parking radar, a single-CD sound system and automatic headlights.But bargain buyers looking for an LPG hook-up for a V6 or V8 will have to wait. The Sportwagon's tail space — already smaller than the VZ wagon — will be compromised by the addition of an LPG tank.Still, Holden says it is responding to petrol pressures, even if nothing is coming until the next update of the whole VE line.“Rapidly rising fuel prices are a challenge for all manufacturers. Holden is responding by looking at a range of alternative technologies and fuels to reduce our dependence on foreign oil,” GM Holden sales, marketing and aftersales executive director Alan Batey says.“You can expect to see dedicated LPG, ethanol and diesel engines, more fuel-efficient internal combustion engines and hybrids. We're not just betting on one type.”The VE Sportwagon goes on sale later this month and should give Holden an edge over Ford, which is still working on its wagon plans. Nothing is firm yet on an FG-based successor to the original Territory.The Sportwagon weighs 91kg more than the VE sedan, but has a good-looking back end that Holden says maintains the car's 50:50 weight balance.The wagons have 72 unique body panels and, for safety, retain the front, side and curtain airbags and stability control of the sedan.All Sportwagons get a 17-inch steel spare as standard. A full-sized wheel is a $250 option.The wagon sits on a slightly shorter wheelbase than its VZ predecessor (down 24mm) and is shorter overall by 36mm, cutting load space from 1402 litres to 895 litres with the seats up. Fold them flat and the VE takes 2000 litres, still less than the VZ's 2752 litres.Holden's engineering team says the sedan platform was chosen for the wagon because the long-wheelbase Statesman would not have increased the load area, just the rear legroom.The bodyshell is stiffer and stronger, and Holden says it reduces booming and road noise from the tail.The front multi-link suspension is largely a carryover, apart from a slight increase (1mm) in the stabiliser bar (the sports suspension spring rate is up 23 per cent), but the rear multi-link suspension has an upgraded spring rate and a stabiliser bar that has shed 4mm to a 12mm-diameter.The rear end has also been tweaked with three cross-axis ball joints (up from two).Inside, it's familiar VE in the front, but the rear seat has had the expected alterations, though anyone looking for a seven-seater will have to think about a Captiva.The 60:40 rear seat can fold nearly flat. There's a two-position cargo blind, four load hooks on the floor, an extra four hooks, two retractable shopping bag hooks, a storage bin, a 12V power outlet and a low-mounted light in the load area. Rear headroom is unchanged from the sedan's.Regarding cost, the Berlina is $38,240 — $5600 below the VZ equivalent — and gets 17-inch alloys, front fog lights, a leather-wrapped steering wheel, Bluetooth, six-stack CD sound, power-adjustment for the driver's seat and dual-zone climate control as extras.The SV6 starts the sports range at $42,290 with sports suspension, 18-inch alloys, a body kit, dual exhausts and a sports interior.The SS V8 six-speed manual costs from $46,290, and the six-speed auto $48,290 with a limited-slip differential. The SS V costs from $53,790 as a manual or $55,790 with automatic transmission.The Calais is $46,790 and gets a leather-wrapped steering wheel and gear selector, and electric seats with leather bolsters.The Calais V V6 starts at $55,290 for the five-speed automatic and the V8 six-speed automatic is $60,290. It's equipped with 18-inch alloys, a leather-wrapped sports steering wheel, front and rear park assist, rain-sensing wipers, a rear DVD player, power-adjustable leather seats and the option of the six-speed automatic transmission.Wheel time in the Sportwagon is much the same as in a VE sedan. It feels a bit heavier and the base model tends to lean a bit more in the corners, but there are few compromises for the extra space.That's not surprising — the Sportwagon is now built off the same base as the Commodore sedan, not the long-wheelbase Statesman.It feels like a sports car compared with the rival Ford Falcon wagon, but has a lot less space. And the load space is also less than that of the old VZ wagon, though the effect of the change depends on what it will be asked to do.Company drivers carrying a lot of gear might struggle, but it will be more than enough for most families.And, finally, someone who wants to carry a bike or weekend toys can have a Commodore, because the Sportwagon seats — unlike the sedan's — fold flat. There is enough space, Holden says, to sleep in the tail.We like small touches such as shopping-bag hooks on each side of the cargo area and the fact the boot can open in tight areas, which will be handy in car parks.The design and engineering of the Sportwagon mean a lot of families could be lured to the new Holden as an alternative to their big four-wheel-drives. It handles a lot better, has comparably better fuel economy and looks dead sexy, especially as an SS.So what's not to like? The basic V6 engine in the Omega and Berlina still lacks torque and is thrashy when you try to push it. The four-speed automatic is totally out of date, is ponderous when downshifting and slurs away when the torque converter locks up.This auto is worse than the antique four-speed in the Falcon wagon and a big weak point.The premium Calais and SV6 engine is better, as is the automatic, but it is not as smooth or torquey as an FG Falcon engine.If you can afford the fuel, the SS is a ripper. Like the sedan it has great performance and sounds fantastic with a rorty note.The Sportwagon interior is the same as the sedan's, which means it generally looks cheap and is already starting to date. The A-pillar is too chunky and obscures vision quite badly, a big safety shortcoming.So the VE Sportwagon is not perfect, but Holden's brave new move is a serious alternative to a four-wheel-drive. It looks great and, in most cases, drives very well.Holden Commodore Sportwagon2008 Holden Commodore SportwagonMake One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Correction, make that Sportwagon, because that's what they're calling the new VE wagon.It's not as long as the previous VZ, with a smaller load area, designed primarily with looks in mind and cast in the same mould as the sleek Euro wagons.With a raked roof line, shorter rear overhang and a tailgate that is cut back into the roof area, the Sportwagon is a handsome looking car from all angles.The look is poised, broad and muscular, presenting a strong set of haunches to those behind, especially the powerful SS model.The SS badge itself hasn't been seen on the back of a wagon since the limited edition VY in 2003.But with the same V6 and V8 engines that power the current sedan, the new wagon offers nothing new in terms of fuel economy for battling families, at a time when petrol is threatening to hit $2.00 a litre.There's not even a dual fuel version of the wagon, offering an economical LPG option and in fact there probably won't be for some time to come.Chief designer Richard Ferlazzo explained the difficulty with LPG is finding a suitable place to locate the gas cylinder.He said a donut-shaped tank could have replaced the spare wheel in the wagon, but this in turn would have meant sticking a spare or space saver in the load area.“We put the tyre inside and tried it but it just didn't look right, it didn't look like a truly professional execution for a brand new car,” Ferlazzo said.The designer, noted for the gorgeous Efijy show car, explained planning for the wagon had started several years ago when the cost of fuel was not such an issue.He said changing design mid-stream was difficult, but added that engineers were currently looking at how the gas cylinder could be accommodated.He said the result would probably be a “mono fuel” or LPG only model, but that it might not be introduced until well into the wagon's life cycle _ possibly not until the mid-life upgrade.A dedicated LPG model would allow engineers to optimise the engine delivering better economy.“When we started doing the car it wasn't a big deal, but fleets enjoy it and we still want that fleet market,” he said.As it stands the entry level 3.6-litre V6 auto consumes a minimum 11.1 litres/100km, a little more than the sedan's 10.8.While the V8 SS in manual form uses as much as 14.4 litres/100km.In comparison, a dual fuel Commodore sedan consumes 15.5 litres of LPG for every 100km travelled _ significantly more but of course LPG is less than half the cost.It has been almost two years since the launch of the new VE Commodore.With the addition of the Korean-built Captiva off roader to the range, it was speculated the wagon might have outlived its stay.But its absence has left a sizeable hole in Holden's sales figures, particularly in the area of fleet sales.With its sporty new persona, Holden is looking forward to regaining this lost ground.In a break with tradition, the new Sportwagon sits on the same chassis as the sedan, unlike the previous VZ wagon that was based on the long wheelbase Statesman.Having said this, the VE has a longer wheelbase to start with, so the difference between the two is just 24mm.At 4897mm, the Sportwagon is 136mm shorter than VZ wagon, with a load capacity of 2000 litres versus the VZ's 2752 litres (895 versus 1402 with seats up).The main point of difference is the load area itself which is 1113mm long with the seats up or almost 22cm shorter.Because the hinge point of the tailgate has been cut back into the roof, the back can be easily opened in confined areas, requiring only about 25cm of space behind the car.The load height has been raised 36mm, to make loading and unloading easier.Compared to the sedan, the wagon is 91kg heavier with rear legroom the same in both (but 15mm less than VZ).To accommodate the extra weight Holden has retuned the sedan's suspension for the wagon, with revised spring rates and a smaller diameter rear stabiliser.The average driver will find little difference in the way the two ride and handle.Fitted with the standard 180kW V6, Omega and Berlina are still forced to make do with a four-speed auto.The high output 195kW V6 steps up to a five-speed auto while the V8 is teamed with either a six-speed manual or auto.Both five and six-speed autos add manual change mode via the gear shift.Our favourite is the Calais V fitted with the V8 and auto transmission.It’s not as ostentatious as the SS but still manages to tick all the right boxes.The instrumentation, particularly the speedo, is much cleaner and less cluttered and the overall effect is more refined.Standard equipment across the seven model range includes six airbags, electronic stability control, rear parking sensors, alloy wheels and air conditioning.Prices for Sportwagon start at $37,790, just $1000 more than the sedan, with a rigid cargo barrier adding $468. First drive: Holden VE Sportswagon2008 Holden Commodore Sportwagon

Calling it a critical battle is an understatement, the survival of locally-sourced automotive manufacturing in Australia largely hinges on the success of these two vehicles.The Holden VE Commodore range debuted with considerable fanfare in 2006. Holden's billion-dollar baby needed to make an impact on the marketplace ... and it has.Ford's fortunes hadn't been favouring the brave, with the last of the BA incarnations falling to sales levels never seen for Falcons. The arrival of the vastly revamped FG Falcon has started the turnaround for the historic name plate.To compare the new Falcon with Commodore, we've chosen the two mainstream models popular with private buyers, each costing about $40,000: the G6 Falcon and VE Berlina.Both cars sit on 17-inch alloy wheels (with the $250 optional full-size spare) and have leather-wrapped steering wheels with audio controls, but Ford puts cruise there as well.They each have front fog lamps, trip computer, climate control (the Berlina has dual-zone), ABS brakes, stability control, rear parking sensors, power windows and mirrors, power-adjustable driver's seat, but G6 has a 60/40 split-fold rear seat (the Berlina has only a ski hatch).Both cars have headlights that are dusk-sensing automatic. The Berlina doesn't get the friendlier flip key.The Ford's standard audio system is a single CD system (MP3 compatible with auxiliary input) with monochrome display and four speakers.Our test car (a pre-production model) also had the iPod integration and Bluetooth option fitted, for an extra $450, but the Bluetooth option failed to team up with our phones (a crook module was blamed).The Berlina ups the ante with a seven-speaker six-CD system with MP3 compatibility and auxiliary input. Where Ford asks for an extra $300, Holden includes dual front, side and curtain airbags in the purchase price. For those looking to lengthen the Ford's legs, the FG G6 can be had (as our test car was) with the optional $1500 ZF six-speed automatic.To get a six-speed in the VE you'd have to go for the $45,290 V8.We drove the Berlina and the G6 back-to-back over the same sections of roads with drivers swapping cars to make an instant comparison.Over twisting roads, it was soon clear the Ford's balance and body control was better than the Berlina's, although the Holden's ride was a little more comfortable. A particular standout was the Ford's six-speed automatic transmission with a `performance' manual-shift mode. The Commodore's steering felt a little less direct, less meaty; mid-corner bumps are also more noticeable in the Holden, as is the engine and transmission noise when accelerating from low speeds.The Berlina is let down by its elderly four-speed auto. Put it in third gear on a twisty hill road and sometimes it will leap back to second gear with a flare of engine revs.On the open road, the G6 in sixth gear needs a whisker under 1750rpm at 110km/h while the Berlina is ticking over 2000rpm.Also, for overtaking or on a slight rise, the Ford has a subtle shift back to fifth or fourth, but the ratio gap in the Berlina is wider. A one gear kickdown at 110km/h goes from 2000rpm to almost 3000rpm. This is reflected in the fuel consumption on our back-to-back twin test of 10 litres per 100km for the Ford G6 and 11 litres per 100km for the Holden Berlina, despite the Ford's bigger and more powerful engine.Further driving of the cars separately ended with averages of 10.6 litres/100km for the Ford and 11.3 litres per 100km for the Berlina.The Holden and its Bridgestone Turanza tyres transmit more road noise than does the Ford wearing Goodyear Excellence rubber.Overall, the Ford G6 is the more refined car, albeit with a firmer feel for the road.Boot space is big in both cars as is the other hallmark of the big Aussie family six-cylinder — rear seat width.The middle rear passenger has to deal with a large transmission hump on the floor of each car but other rear passengers get plenty of foot room. Rear-seat passengers in the Commodore get a little more leg room thanks to the cut-out front seat backrest. Each car has a generous glove box but we preferred the dashboard layout of the Ford, which also has more intuitive cruise control switches on the steering wheel than the stalk controls on the Holden.However, while both cars have height and telescopic adjustment of the steering wheel, both of us (one short, the other tall) preferred the Ford wheel to sit higher.On dirt roads, the stability control and ABS works well in each car, certainly better calibrated for loose dirt and gravel than many fancy European models.Both locally-made large cars are worthy contenders for a family's cash, but the new kid on the block has learned from its main foe.FORD FG FALCON G6Price: from $39,990Engine: 4L/6-cylinder 195kW/391NmTransmission: 5-speed automatic (optional 6-speed automatic)Economy: 10.5L/100km (6-speed 10.2L/100km), on test 10L/100km HOLDEN VE BERLINAPrice: from $40,290Engine: 3.6L/V6 180kW/330NmTransmission: 4-speed automaticEconomy: 10.8L/100km claimed, 11L/100km test 

Now that it is forced to build cars for the world rather than just the nation, GM Holden has declared it will not turn its hand to workhorse utes like it did earlier this decade. It's under stricter financial constraints, so no more One Tonners or Crewmans.The $105 million sunk into the new VE Ute may not sound like fiscal conservatism — especially after $1 billion was directed into the Commodore donor car. But the more favourable economic climate which allowed Holden to engineer workhorse variants of the previous generation ute has gone.Those models are considered failures, as they were unable to stop buyers flocking to budget commercial vehicles imported from Thailand.For maximum return on investment this time around, GMH has stuck with its core two-seater ute roots and fashioned a vehicle that, like never before, serves more as a weekend sports and recreation tool than a light commercial vehicle.While its street cred is as strong as ever at the construction site, the VE extends the successful formula it began with the 2000 VU series, which switched the emphasis from LCV to practical performance car.And nowhere is this more obvious than with the beautiful, menacing, series-leading SS V Ute. Whether blue, white or a shade in between, the colour of a customer's collar counts for nought in 2008. Holden is catering to the desires of its core constituents — Australian men across all spheres of life — who want a freedom machine with macho looks, a powerful V8 and plenty of mod cons.An incredible 90 per cent of VE Ute sales are V8 models — and we can understand why. Belting down a stretch of the M1 road that follows our continent's coastline, we soon discovered that the SS V encourages its driver to just keep on driving, so intoxicating is the sound and strength of the engine.Transplanted from the VE sedan, and producing 270kW at 5700rpm and 530Nm at 4400rpm, the 6.0-litre Gen IV V8 is a familiar beast and even better here, with the primeval note from four exhaust outlets flowing readily through the load area to the cabin.The engine rocks in its cradle at idle like a restless infant, then turns on an irresistible tantrum under full acceleration, catapulting car and driver to the legal limit in about five-and-a-half seconds. This is around the mark of the SS V sedan — or even a touch quicker.There is no need to couple this engine with the Tremec T56 six-speed manual gearbox on offer. In outright acceleration terms, there is nothing in it between the manual and the six-speed auto tested here. As well as taking the effort out of the process, the self-shifter delivers smooth and clean shifts — and the right gear at the right time. It also offers a sequential-manual mode which hands full control to the driver, although the shift action with the T-bar does lack refinement.Minor letdowns like this are few and far between. The brake feel could be better and the V-series could feel more exclusive, with more distance between it and the standard SS. Then there's the consternation even recreational owners could face with the 500kg payload restriction.On the other hand, accomplishments come to the fore with each changing scene. These range from admiring glances in town to burbling along Highway One with consummate comfort and ease. From surefooted, intimate handling on winding roads to the consumption of 14.2 litres per 100km across our test — a figure even lower than the maker's claim.Notwithstanding some tonneau thrum in the unladen ute, too much dust entering the tub after a dirt-road stretch, and complications with manoeuvres on multi-lane roads and in parking lots, our drive in the SS V was nothing short of sensational.Holden has increased the level of sophistication in its high-performance ute, but not applied an anaesthetic.The electronic stability control, for example, can be switched off for the driver to gain a full appreciation of the vehicle's power and traction at the rear end but, when left on, the precisely tuned ESC works like a watchful parent — unobtrusive for the most part, lenient enough to allow the rear wheels to break traction, intervening at a sensible point.This might be another global car from GM Holden, one destined to be the next pick-up truck for Pontiac in the US, but it's a ute which feels right at home in our world.We expected no less with its use of the proven new Commodore architecture, the extra strength embedded into this version, new work carried out on the all-independent suspension and, not least of all, its development in Australian conditions.Translate that to the road and the SS V feels solid, taut, well balanced and well controlled. Grip from the 19-inch 245/40 Bridgestone Potenzas is outstanding. The steering is an instrument of fine precision. The ride is firm but not unforgiving. General refinement levels are high for a ute. Even without the desired level of feel and some squeal toward the end of our test, the brakes never failed to offer strong performance.Considering all that we've written, and the SS V Ute's $44,990 sticker price, it would be difficult for us to imagine an owner feeling short-changed. Standard features include climate control, leather-faced sports seats, aluminium pedal inserts, a Bluetooth phone connection and sports steering wheel.However, there are some obvious omissions and disappointing details in the cabin — some of which could be fixed at a moment's notice, others that could not.Side-impact or head-protecting airbags have not been engineered into the VE Ute. Electric seat adjustment is limited to height/tilt. There are no overhead grab-handles or map-lights. The speedo graphics are too small. The battery voltage and oil pressure gauges look completely out of place. The dash and centre console are screaming for elegant trim. Rear parking sensors are optional. And there is no slide function for the front seats to facilitate access to the storage space now available behind them.The load area is about the same size as the previous generation — 193cm in length from tailgate to cab, 47cm in height from the permanent plastic liner to the tonneau, and 122cm in width between the wheel housings.The flush-fitting soft tonneau cover is simple enough to remove and replace, although parts of the cord used for securing odd-sized loads had corroded on our test car. There are six tie-down points in the tub and, on the folded tailgate, four recesses for cans, thermoses and the like. A full-size alloy spare wheel is located underneath the vehicle.When it comes right down to it, there is little need to lament the loss of the cramped Crewman or the ultra-niche One Tonner.Holden can't be all things to all people, but in directing its energies into the sports ute market, it has turned out one of the best examples Australia, and the world for that matter, has ever seen.  SECOND OPINIONDaniel Brooker, 26Occupation: Banking executiveLocation: Penrith, NSWCurrent car: Holden SS V UtePrevious car: Nissan R33 SkylineOther cars considered: NoneWe have talked to car owners from all walks of life about their chosen vehicle in this column, but few have been as archetypical as Daniel Brooker. Indeed, when Holden's marketing executives talk about their target audience for the SS Ute, Daniel is the person they describe — a young man who has a passion for performance cars and rides dirt bikes on the weekend.“I'm very impressed with how the car runs,” he says. “Utes tend to be a rougher ride than a normal sedan, but the new SS V is very, very smooth.“My Skyline got written off and I'd always wanted a ute — I'd driven an VZ SS ute, and really liked it, and when I saw that a new one (the VE) was coming out, I got really rapt about the way it looked. It's a very sexy car. I didn't even take one for a test drive — I bought it straight off the bat. But Holden makes great cars ...“I find the 6.0-litre is a lot more responsive (than the previous 5.7-litre V8), especially in the high gears — it has just that bit more pull. You can be sitting in fifth gear at around 1500rpm and it still pulls as if it's in third gear. Whereas in the VZ, it does tend to lag in high gears.“It handles well, with or without a load. Utes have always tended be very light in the back, so it's not hard to lose control of the rear end. But with this one, when coming into corners at a little bit higher than normal speed, I don't know whether it's the stability control or not, but it handles just as good as the SS sedan.“It steers very well, pulls up on a dime — the ABS brakes are unreal — and it's the quietest ute I've driven. I'm contemplating getting a sports exhaust so I can hear the engine more!“Behind the seats you've got phenomenal room to put gear. I'm a pretty tall fellow, but even behind my seat there is still enough room to put a bag.”  Verdict * * * *FOR: Potent V8 engine. Brilliant ute handling. Long-overdue behind-seat storage.AGAINST: No side airbags. Various cabin shortfalls. Insufficient dust sealing.  HOW IT MEASURES UPHolden SS V UteThe sports and prestige leader in the new VE Ute stable is a class act, offering a chest-thumping mix of V8 performance and solid handling. That said, the V-series cabin needs more cache. Price ................ $44,990Warranty ........... 3 years/100,000kmEngine .............. 6.0-litre V8Power/Torque .... 270kW/530NmTransmission ..... Rear-wheel drive, six-speed manual (six-speed auto $2000)Seats/Weight .... Two/1786kgFuel tank/type ... 73 litres/normal unleadedLitres/100km ..... 14.5 city/highway combined0-100km/h ......... N/ATurning circle ..... 11.7mAirbags/ESC ..... Two/YesValue ................ * * * 1/2Performance ...... * * * *Overall .............. * * * *  Ford Falcon XR8 UteIn the blue corner, Ford is gearing up for the launch of its new generation ute. The next XR8 will be a great rival to the SS V, but will it turn the tables? Current model has traction control, but not ESC. Price ................ $41,595Warranty ........... 3 years/100,000kmEngine .............. 5.4-litre V8Power/Torque .... 260kW/500NmTransmission ..... Rear-wheel drive, six-speed manual (six-speed auto $1500)Seats/Weight .... Two/1830kgFuel tank/type ... 75 litres/premium unleadedLitres/100km ..... 13.8 city/highway combined0-100km/h ......... N/ATurning circle ..... 11.5mAirbags/ESC ..... Two/NoValue ................ * * * 1/2Performance ...... * * * 1/2Overall .............. * * * 1/2 

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.

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