Holden Commodore Reviews

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.

LPG has long been the choice of taxi operators and fleet owners, who steer clear of costly petrol.Ford has led the way with LPG in Australia and is the only company to offer a car that runs on gas alone.Holden joined the party in 2005 when it offered its VZ Commodore with dual-fuel, which means the car can run on petrol or LPG.The dual-fuel option has been made available for the VE range, including Omega, V-Series, Berlina, and current wagon and ute.It costs a hefty $3900 to choose the Holden LPG option. The sting of the extra cost is eased by the Federal Government's LPG grant of $2000, trimming it back to $1900.Ford offers the LPG option on its Falcon range for $1400, which is reduced to $400 when you factor in the government grant of $1000.The Commodore gets the full $2000 grant because Holden has its accessory supplier HSV to do the LPG work in Clayton and it is considered a conversion.Ford prepares its LPG cars in the factory at Campbellfield, so it is not considered a conversion and gets the lesser grant.A BASE Commodore Omega fleet machine fitted with the dual-fuel system and airconditioning (a $2000 option) costs $38,390 with the government grant.A dual-fuel Commodore V-Series (airconditioning standard) costs $36,890, with the grant.The Ford LPG system (157kW and 383Nm) uses older technology that pre-mixes the gas with air for combustion. The newer Holden system injects the gas straight into the engine, just as it would do with petrol. That means it has more punch when it is running on gas — 175kW and 325Nm.That is only slightly down on the 180kW/330Nm the engine puts out when it is running on petrol.The Holden system has a 73-litre LPG tank in the boot, behind the rear seats, which adds about 100kg to the Commodore.Holden engineers have adjusted the rear suspension accordingly, adding firmer springs to counter the extra weight.The tank reduces boot space 100 litres to 396 litres.The upside is that using the petrol and LPG tanks means you have a range of more than 1000km, but most people will run only on LPG.Holden's official fuel-economy figure for the Commodore when running on gas is 16 litres for 100km and 11.7 litres for 100km when running on petrol (0.8 litres/100km more than the petrol-only model).Though the LPG option is available across a range of models, the most popular candidate is the base Omega, a fleet favourite, and the V-Series for families. ON THE ROADTHE Federal Government's LPG rebate has widened the appeal of cars like the dual-fuel VE Commodore.Without the $2000 grant, it could take three or four years to save enough money to cover the initial cost of the system.But with the grant, the VE Commodore dual-fuel system could pay for itself within 18 months if the driver covers 20,000km a year.It is still more expensive than the Falcon LPG option, which, on our figures, could pay for itself in five months, allowing for the LPG grant.The Commodore Omega dual-fuel feels much the same to drive as the regular model.It doesn't go quite as fast — mainly because of the extra 100kg of LPG tank weight.The LPG tank level indicator sits on the dashboard just in front of the transmission. It looks a bit "aftermarket" and shows the tank level in green lights.THE car doesn't show fuel economy figures or a distance-to-empty calculation for either gas or petrol, which is a pain.The dual-fuel system starts on petrol and automatically switches back to petrol.Sometimes the test car beeps until you manually change over to petrol, which you can do on the move.It happens a few times during the test — at idle with the airconditioning on and after hard acceleration.Other glitches with the test car include another beep and a display on the dashboard suggesting the stability control system has flicked when it clearly hasn't — usually the type of thing a mechanic can fix at the next service.Boot space is reduced, but there is enough room for most items.The LPG tank is in the way of the ski port in the middle rear seat, so you can forget carrying long items.More disappointing is the engine/transmission noise in the test car.To me, it sounds like a loud automatic-related (unlocked torque converter) slurring when the engine is under heavy load, but many customers will just notice it is noisy.The dual-fuel conversion should not affect engine noise, but this car sounds louder than other Commodores we have tested.The four-speed auto is fairly crude with its changes.As part of the test, we drive a BF-dedicated LPG Falcon, which is quieter and smoother.The dual-fuel Commodore has the potential to save you a lot of money.But if you don't need to have a Holden, look at the LPG Falcon, which might use older technology but costs less and is quieter.

But only in theory. Drive the bigger, badder, more-powerful-than-ever about $50,000 worth of V8-fuelled aggression and you find it's neither a dinosaur nor an anti-social beast. Instead, there is plenty to enjoy and admire.Despite all the macho, old-school characteristics, an SS — the big-engined, sporty model in Holden's new VE-Series Commodore lineup — turns out to be an amiable companion, well behaved and practical.Give a tough-guy bouncer a Dancing With The Stars-type makeover and you'd end up with something like this car. Still plenty of punch, but they've taught it how to walk demurely, act mild-mannered, and play quietly with others.Not so long ago a high-powered Commodore could be something of a handful but now, though there is more oomph under your right foot — this year's update added another 10kW of power and 20Nm of torque — driving is a breeze.The SS has so much grip and such balance it feels controllable and forgiving. It rides as comfortably as the dearer luxury Calais sedan.In years gone by they were worlds apart: the SS was the rock-hard sportster while the Calais was plush and soft. Now they've come together with identically-tuned suspension.This sort of comfort, with precise steering and roadholding, must have taken a lot of fine-tuning, but the engineers seem to have achieved an excellent combination.Something else that has been fiddled with is the equipment list, Holden replacing the previous SS ($51,790) with two models in the new Commodore range, SS (from $44,990) and the better-equipped SS V (from $51,990).Ford obviously took note because in the just-released Falcon BF Mk II series its XR8 equivalent has come down from $51,330 to $44,990.The price is in the right direction. What about thirst?The official rating for the Commodore SS is 14.4 litres/100km manual (marginally better than its predecessor), 14.3 automatic (marginally thirstier than before).Maybe I wasn't driving hard enough, or maybe the laboratory testing doesn't reflect the real world, because two SS sedans I sampled fared much, much better — 10.9 litres/100km for the manual, 11.5 for the automatic.These cars revealed something else. Though Holden is adamant few people will mind the new Commodore having a skinny "spacesaver" spare tyre, both the Holden-owned cars they handed me had an optional full-size alloy wheel in the boot.And the airconditioning briefly failed in both cars, then righted itself. Holden admits there was a software glitch in early-build cars, and says it has been fixed. Just like it has fixed the potential fault in the fuel hose that prompted a recall.Seems that spending a billion dollars creating a new car, as Holden did with the VE series, also creates more opportunities for things to go wrong.It also makes a lot of things to like. While the SS is the extreme-looking end of the new VE series, the whole Commodore family has taken a major step ahead.There is a European feel to the way these cars ride and steer, giving the impression they are smaller than they actually are, instantly making the driver feel confident.One big advance is the stability control system, though you really need to make a mess of things, or strike a wet road or loose surface, to discover how adept it is at reining in a slide.Having experienced all three of those situations, let me say it is the most wonderful technology.FAST FACTSDETAILS: Large, five-seat sedan with 6.0 litre V8 engine. Power 270kW. Torque 530Nm. Six-speed automatic or manual gearbox.FEATURES: Driver and passenger airbags, anti-lock brakes, electronic stability system, cruise control, power windows, power-adjustable driver's seat, remote central locking.COST: SS $44,990 manual, SS V $51,990 manual. Automatic $2000.RIVAL: Ford Falcon XR8 from $44,990.FOR: Comfortable and poised.AGAINST: Big cars are out of fashion.SUMMING UP: Looks fierce, but is user-friendly.

The orange V8 seemed to fuse with the dusty red ochre of the country dirt road. Up ahead, a stray cow plodded along the centre of the thoroughfare, all angular haunches and indignantly upswept tail, completely blocking the narrow road.One drop of a clutch, and this bovine stop sign would have been left in the dust. But for once, the motor-writing fraternity was showing some restraint. Not an ounce of fuel could be wasted.The Holden Economy Drive has become an annual pilgrimage from Sydney's CBD to the heart of the Gold Coast — arriving just in time for the Indy 300 race weekend.From Sydney peak-hour traffic, through suburbia and back-of-nowhere dirt roads and over the sunny Queensland border, this 1200-or-so-kilometre journey is a competition to find the lightest foot in the business.And to separate fact from fallacy when it comes to real-world fuel economy.The new VE Commodore's slight increase in consumption over the previous VZ model fuelled much debate at the recent launch. This was a chance to test models ranging from a dual-fuel V6 to HSV V8s in normal road conditions.A minimum time and average fuel consumption figure worked as a guide for each car assigned during the two-day journey. But the objective fuel figures seemed wildly optimistic at first.Could a V8 VE Commodore — with an "official" figure of more than 14 litres per 100km — cover 100km in an hour using less than 10 litres?We started from Sydney with a VE SV6, which could almost have been mistaken for a V8. An options pack of old-school stripe pack and hexagonal-pattern Holden 19-inch alloys could be blamed for the confusion, making the V6 sports model look almost as imposing as its eight-pot SS sibling.The SV6 looked and even sounded the goods, with a high-pitched burble emanating from its pipes on the odd occasion when the go-pedal was a given a meaningful prod — although that was a rare occurrence on this trip.A combination of city, highway and some suburban and country roads in the SV6 returned a fuel figure of just 7.7 litres per 100km, at an average speed of approximately 75km/h.Looking ahead for traffic, cutting out unnecessary braking or acceleration, and cruising the highway at 1700rpm produced an even better result in the big V8s.The top-spec SS V achieved just 8.6 litres per 100km with a similar average speed, thanks to a feathered throttle, a wise choice of ratios on the six-speed manual, and a bit of luck with traffic and traffic lights.The WM Caprice wasn't so lucky with traffic, averaging 10.4 per 100, but at a slightly higher average speed.The big daddy of performance V8s from the Holden Special Vehicles stable couldn't match the SS V or the Caprice for fuel consumption.It was loud in every aspect, from its big V8 powerplant to its gnarled, aggressively angular body kit, and driving for economy was marred by a constant craving to sample some of the new GTS's 307kW potential.Average speed was again closer to the 75km/h mark, with overall consumption coming in at a 10.5 per 100.But the prize for fuel economy was never going to sit in an HSV trophy cabinet. That went to the dual-fuel VE Commodore.Factory-fitted dual fuel is available on Omega and Berlina V6 models as well as the VZ Executive, Acclaim and Ute range. It costs an additional $1900 after the $2000 government LPG rebate.Holden's 3.6-litre V6 has been factory adapted to run both LPG and unleaded petrol, with the engine mimicking the petrol response while using the efficient gas alternative.Power and torque figures stand at 175kW and 325Nm (10kW and 5Nm less than the petrol-only model), and fuel economy is 16 litres per 100km on LPG, and 11.7 per 100 on petrol.This enables more than 1100km of travel before needing to refuel both 73-litre tanks. A full tank of LPG would be good for about 450km, yet cost about $38 to fill — less than half the cost of the standard petrol tank.Disadvantages are a 100kg heavier kerb weight and reduced boot space, but the pros are clear. No amount of lightfoot feathering in any other Holden would save so much at the bowser.Yet the economy brought back by both V6 and V8 engines (all the cars carried three people, plus a week's worth of luggage and camera gear) was fairly significant.One thing that ADR fuel figures cannot tell the consumer is what a car like this can achieve on the open road.The ADR numbers are a combined highway and city figure, and the published figure of 11 litres per 100km for an SV6 or 14.4 for an SS may be a good indication of what to expect.But use these cars predominantly for highway driving, or simply drive with an eye to economy, and you could find less leakage from your wallet.Driving for economy isn't rocket science. There are several simple (and safety-oriented) measures you can take to reduce fuel consumption and leave your wallet closer to full.Drive with your head up, and eyes constantly looking for the traffic ahead. Not only is this safer, it reduces thirsty stop-go acceleration. Anticipate, and back off the gas.Automatics are becoming lighter and more efficient, but typically they use more fuel than manuals. When driving for economy, stay within the engine's torque band; don't over-rev into peaky, thirsty power.With an automatic, ease up on the throttle between shifts. As the engine revs high and prepares the change up, a slight lift of the throttle maintains power without wasting fuel as the transmission engages the next gear. This also makes smoother shifts.A sport or power button typically heightens engine, gearbox and throttle response. The gears of an automatic will change later to allow higher revs, and the engine becomes more accelerative and eager.Some programs even cut out top gear altogether. So, where possible, particularly on highway stints, use an economy setting.Cruise control and speed limiters also help a wandering right foot and improve economy.You go fast, you use more fuel. Enough said.Regular maintenance will ensure all cylinders are firing efficiently. This is particularly true of diesels, which can claim brilliant fuel economy until the black exhaust reveals the tell-tale signs of unburnt fuel and neglect.Correct tyre pressures will improve fuel economy. Check the tyre plate on your vehicle (usually located on the inside door panel) for the manufacturer's settings, and check the pressures when you refuel to prevent this rolling resistance — particularly if yours is a heavy or load-carrying vehicle. Saves tyre wear, too.It's amazing how a full boot weighs heavily on the fuel bill; remove unnecessary objects. And roof carriers create wind resistance.

The VY, launched in 2002, was the second major update of the VT and brought with it refinements to the body, power train and chassis which reaped rewards in improved performance, ride and handling, and safety. Another minor update in 2003, the VY II, continued the evolutionary development of the series with a raft of more subtle refinements.The VY model range was familiar Holden fare. The Executive was aimed at the fleet buyer, the Acclaim more at the private buyer, with the Berlina and Calais appealing to user-choosers who wanted more.There were also sporty models in the form of the S and SS. But this time there was a new sports sedan in the SV8 which offered many of the SS features at a more affordable price.Styling changes were relatively minor, but brought a more aggressive look, with new grilles and headlamps, bumper treatments and tail lamps. The well-proven 3.8-litre overhead valve ECOTEC V6 was carried over unchanged, while the power of the 5.7-litre overhead valve Gen III V8 jumped to 235kW, courtesy of a retuned twin exhaust system.There was nothing much new on the transmission front, with a choice of four-speed auto or five-speed manual on the V6, and four-speed auto or six-speed manual on the V8. Underneath, Holden's chassis engineers made some big changes, mostly to the steering, which was adapted from the Monaro. The Monaro had won high praise for its steering feel and precision.In the 2003 VY II update, Holden gave the luxury Calais a more European personality with bolder styling inside and out, larger alloy wheels, and sportier suspension settings.The 5.7-litre Gen III V8 was offered in two forms, a dual exhaust version, which boasted 245kW at 5600 revs for the SS and SV8 models, and a 235kW single exhaust version for the rest of the range.Generally, the Commodore is quite reliable. Little seems to go wrong with the ECOTEC V6 engine which has proven to be a tough old unit, but the Gen III 5.7-litre V8 was affected by high oil consumption accompanied by piston rattle. Holden opted for piston rings that were a loose fit in the bore in the interests of fuel consumption, but that resulted in a light piston rattle along with high oil consumption on some V8s.New teflon-coated pistons and tighter rings were released and they seem to have fixed most problem engines. Holden rebuilt the problem engines so it's unlikely you'll find one in the field now, but it's worth checking the history of any V8 with the owner. Ask for any oil consumption history they might have, and check if it's been rebuilt.Both engines will run quite happily on LPG, which makes the VY an attractive proposition. It's one of the better cars to buy if you're prepared to convert to dual-fuel.The auto transmissions are generally reliable, but check the trans oil in any car fitted with a tow bar, and look for signs it has been used for heavy towing. Holden's engineers improved the ride and handling with the addition of a toe-link to the Commodore's IRS. That also improved tyre wear, which still is quite high.Further stiffening of the body shell aided primary crash protection with reduced risk of lower limb injury, while dual airbags were standard on all models, along with load-limiting seatbelt retractors.The recent used-car safety survey rated the Commodore above the average for occupant protection, but not so high when it came to impact on the occupants of the car you hit.2002-2004Check for rear tyre wearSafety of airbagsComfortable seatsStiffened body structureReliable and fuel efficient V6Improved steering precisionPossible oil consumption of V8Sharp aggressive stylingThere are lots of low mileage ex-lease cars on the market now making the VY a good buy.

It pushes out 260kW plus of power and 510Nm of torque which combine to catapult the ute forward at a considerable rate of knots.Holden is loathe to say just how fast that might be, because it doesn't want to be seen to condone speeding - but let's just say that it's pretty damn quick.In comparison the previous 5.7-litre V8 produced 240kW of power and 470Nm of torque.With the arrival of the new VE Commodore imminent, the days of the VZ ute are numbered.But it will still be some time before we see a new ute and Holden isn't putting a date on it.As the price of fuel continues to rise, the term V8 is becoming something of a dirty word, at least with those unable to afford the extra cost of running one.But the people attracted to these cars normally have a relatively high disposable income.That's a good thing because they'll need it, especially as the SS has a thirst for the good stuff.Although the SS will run on standard unleaded, Holden the quoted power figures are are based on 98 RON premium.With standard you're sure to notice a loss of power and it will probably have an impact on fuel economy too.The Holden's main competitor is of course Ford's Falcon XR8 ute.The XR produces similar power output figures from its 5.4-litre V8, but the XR is a little heavier than the SS.The main point of difference between the two vehicles is that the Ford gets traction control which is an absolute god-send in wet weather.With no weight in the back, these cars can become skittish and putting your foot down at the wrong moment can see the back overtake the front.Both vehicles, however, get ABS and performance brakes.Our test SS ute was fitted with a standard six-speed manual transmission.A four-speed auto is optional.We'd like to say the SS's 6.0-litre V8 is smoother than its predecessor and most of the time it is.But there is still a fair amount of drive line vibration that comes and goes, especially when sitting in top gear.Previous models have been plagued by the same problem.We were, however, surprised by the fuel economy figures that we got from the car.Holden claims an official figure of 14.6 litres/100km for the manual, but we managed to get almost 500km from a single 64-litre tank of fuel at a rate of just 11.6 litres/100km - without making a conscious effort.Standard equipment includes two airbags, climate air, sports suspension, leather wheel and shifter, cruise control and a roof mounted spoiler with integrated brake light.You also get a body kit with 17 inch alloys and 235 series rubber.With independent rear suspension, these utes are designed with play in mind rather than work, but the SS will still car a 650kg load in the back.A soft tonneau cover is standard.Holden SS ute is priced from $41,490 before on road costs.That's $3000 less than an SV8 and heaps less than an SS sedan at $51,790 which makes it the cheapest entry point to a V8 engine.