Holden Commodore Reviews

The six-speed manual also took some getting used to, not only for me, but others who had searched for its uncertain ratios, all too often slipping into second when trying to go into fourth, or, worse, finding fourth when wanting second for a corner.One competent driver found it all too easy to stall when changing from second to third gear, despite his extensive driving experience.But once you get used to the gearbox, it's a different story. This quintessential Australian car is enormously satisfying to drive. The SV6 accelerates effortlessly, despite its 1592kg.Being used to driving a battered little Toyota Corolla, the Commodore was an entirely new experience.The plan was to take the SV6 on a typical Australian road trip: down the Hume Highway to the Snowy Mountains, then cross country to Bega on the south coast and north back to Sydney. The other plan, to take the surfboard, was foiled by the fact that the car was way too wide for soft racks.The only solution was to park the board in the passenger seat, a decision which, rather soon into the trip, we realised was totally unacceptable. (It's not very romantic speaking to your partner via the rear vision mirror; try it.) After much discussion, it was decided to ship the board back to Sydney from Cooma, easily organised for $50.That said, the car certainly had more room for all our regular gear. Had we been mountain bikers for instance, we could have fitted two bikes in the 465-litre boot with no problem.As it was, the boot was taken up with our luggage, plus a stereo and boxes of CDs and movies — with room to spare.We arrived at our destination near Thredbo about 1am and left the car atLake Novotel Crackenback for theweekend.After finishing the hardest two-day overnight trek on offer through the Kosciuszko Alpine Walk program — 16km a day — it was a relief to collapse back into the SV6, adjust the lumbar support on the driver's seat and take off for Bega.The SV6 cornered well on its 17-inch alloy wheels, just as well as my co-driver's curiosity at how it did this at high speed had me clutching the sides of the passenger seat at times.It's a smooth runner, too. There was no bouncing and rolling as we cruised through the green hills around Tilba and purred through the quiet, pre-holiday season streets of Narooma, Broulee and Hyams Beach on Jervis Bay.Another feature that took time to get used to was putting the car in reverse. It was easy to misjudge the clutch at first and over-rev the car before the gear kicked in. With a car as heavy as this, it was quite disconcerting at first and we both managed to stall it at times.But again, once we were used to it and had our gear-changing technique down pat, we just loved driving the SV6 for its power and smoothness.The four-spoke leather-wrapped steering wheel is in keeping with the car's sporty design, and its remote stereo controls were sheer luxury when it came time to adjust the volume or change channels.Back in Sydney, the SV6 became a comfortable commuter car for a few weeks. While it still felt it was taking up too much room, it was surprisingly easy to park and manoeuvre in narrow city streets.The Commodore SV6 is a car for anyone who wants to show off, drive a sporty, yet safe, vehicle and take the family along for the ride at the same time. Its interior could easily swallow two adults, three kids, dogs, bikes and luggage in one gulp.But do leave the surfboard at home!

This is the size that Holden's lastest V8 has grown to with commensurate increases in power and torque.Mainly the move to the larger engine is about meeting Euro 3 emission regulations which the old engine did not, but the extra get up and go comes as a welcome bonus.The 6.0-litre engine is manufactured in Mexico and is also set to appear in some US models. 6.0-litre L76 Gen 4 V8 delivers 260kW of power at 5600rpm and 510Nm of torque from 4400rpm. It's Holden's most powerful V8 yet. Previous 5.7-litre Gen III engine was good for 250kW at 5600rpm and 470Nm at 4800rpm. Features new aluminium cylinder block casting, with revised high-flow cylinder heads, a higher compression ratio of 10.4:1 and larger 90mm single-blade throttle body. A revised and more powerful engine controller incorpor- ates electronic throttle control and there are external knock sensors. The 6.0-litre engine misses out on variable cam phasing which apparently would have made the block too long to fit under the hood of Commodore. GM has also been working on cylinder deactivation technology, which it has intro- duced with some V8s overseas, but Holden says significant testing and calibration devel- opment is required. This is the same fuel saving system that Chrysler employs in the 300C to automatically shutdown half the engine when full power is not required. Fuel economy for the larger engine is a claimed 14.6L/100km for the manual and 14.0L/100km for the auto. This compares to 14.8L/100km for the previous manual and 13.9L/100km for the auto. Our test car was fitted with the standard six- speed manual. In the absence of a five or six- speed auto we'd go the manual every time. It's not the sharpest instrument in the pack, but it does the job. The Tremec T56 six-speed manual trans- mission has a revised clutch plate and pressure plate to cope with the increased torque. The extra 40Nm of torque, delivered 400rpm earlier in the rev range at 4400rpm, makes the car more responsive down low and in theory should produce faster acceleration times. We haven't seen any figures, but we'd expect that it would be a few tenths of a second better. The car certainly feels smoother and is more enjoyable to drive. It sounds and looks the goods and is for many people an aspirational model. To match in the increase in power and torque SS sedan and ute receive front and rear performance brakes standard. SS Crewman meanwhile gets only performance front brakes. Front rotor is 320x32mm vented compared with 296x28mm vented on the previous standard system. The rear rotor is 286x18mm vented compared with 286x16mm solid. Wheels are from the outgoing VZ CV8 Monaro. VERDICT:Gets our vote. Although we look forward to the implementation of cylinder deactivation. SS model is priced from $51,790 before on-road costs. Price includes leather. 

V8 sales have fallen since fuel prices rose, but a Holden spokesman says the main reason is buyers have been holding out."I'd be kidding if I said fuel prices hadn't had an impact on V8 sales," Holden marketing manager Philip Brooks says."But there are a lot of other things going on to do with the life cycle of car models. Some have been waiting for this to arrive, others are waiting for the VE Commodore."Australia is first to get the so-called Gen IV engine, beating the US by a few months. It has been designed so that it can have cylinder deactivation in the future, allowing it to run as a V6 or V4 when cruising to save fuel, like the Chrysler 300C.However, cylinder deactivation could still be some time off."It comes down to engineering time and calibration," Brooks says.The engine rated at 260kW and 510Nm, the power increase ranging from 10kW on the SS to 25kW on the Calais. Now the Calais and Statesman have the same output as the Commodore SS.Brooks says SS buyers won't be annoyed that it has no more power than its luxury stablemates."I think SS buyers will be satisfied with the increase in performance they get," he says.Holden outsold Ford in V8 cars by 17,771 to 6541 last year. V8s make up about 15 per cent of Commodore sales, but that increases to 36 per cent for Holden Ute and 49 per cent of Statesman and Caprice.Holden powertrain engineer Simon Cassin says fuel economy drops marginally by 0.1 litres/100km to 14 litres/100km for the automatic, andby 0.2 litres/100km to 14.6 litres/100km for the manual.There are some minor equipment upgrades. The SS Commodore is now standard with leather seats and bigger performance brakes.Holden will start making automatic cars with the 6.0-litre V8 for sale next month. Manual transmission cars go on sale in April.Prices will rise by up to $600.More power and torque may impress the faithful, but the best part of the new 6.0-litre V8 is its refinement.The L76 might be related to the 5.7-litre LS1, but it's much classier than its older cousin.The family newborn is smoother, quieter and more consistent in its output. Fans of the V8 sound needn't worry - the exhaust note has an even nicer rumble, but there seems less noise from the engine.In the SS Commodore, the improvement is in how easy it is to make the most of the extra power and torque. It requires less effort to maintain a good pace.The big step up, though, is in the Calais and Statesman, the engine giving a level of class expected from what are prestige cars.Though the engine story is a good one for Holden fans, the transmissions remain off the pace.The six-speed manual transmission in the SS remains fairly crude. In particular, a change from second gear to third requires more concentration than sharper units in some Japanese and European cars. A minor positive - compared with earlier Holden six-speed manuals -- is a lighter and shorter clutch release, making it less hit and miss.But it's the improvement in the engine that brings out the best in the manual. The extra torque, particularly at low revs, means leaving the car in sixth with the cruise control on is now a viable option. The driver can put the foot down in sixth at 100km/h and accelerate for passing without having to drop back a gear for more pull.The four-speed automatic is less convincing, despite the upgrade to the heavy duty 4L65E transmission (previously only on HSV cars, and the Crewman and Cross8 utes).First gear is low, so there's plenty of kick off the mark. Top is very high, allowing the SS to lope along at 100km/h at only 1650 revs, good for respectable fuel economy.But compared with the higher Falcons' excellent six-speed ZF auto, there are simply not enough ratios in between for smooth, consistent changes. The price is a jerky change from first to second, and again from second to third.The other things we like about the SS haven't changed. It still looks tough on the outside and has a smart and ergonomic interior. The trim might not be quite to the premium Japanese level, but the leather seats make it a comfortable cruiser. The controls are all in easy reach.Our drive at the Holden proving ground at Lang Lang didn't give us a chance to gauge fuel economy.

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

When Peter Brock started his special vehicles operation in 1980 he could not have envisaged its impact on the local car business 25 years later.  Brock admits 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.The first special was the VC HDT Commodore, released in 1980 to much fanfare. As the first of the genre it's now a classic appreciating in value.Model watchAs with the operations he emulated, Brock's brief was simple. He'd take a stock VC Commodore and modify it to enhance its performance and road-holding without compromising ADR compliance.He chose 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 that was comfortable, but handled well and looked sexy.It came already fitted with Holden's 308 cubic inch (5.05 litres) V8, but Brock and his team blueprinted it and fitted big valves which bettered standard V8 performance.  They also fitted a heavy-duty air-cleaner taken from a Chevy and added a fresh air intake to improve its breathing. It was fitted with the Holden factory dual exhaust system.With Brock's mods on board the Holden V8 put out 160kW at 4500 revs and 450Nm at 2800 revs which had it racing to 100km/h in 8.4 seconds and through the standing 400m 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.Underneath Brock really worked his magic, fitting uprated and lowered springs and Bilstein gas shock absorbers for 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 needs a sporty image and Brock gave it a major cosmetic makeover in the form of a fibreglass body kit with wheel arch flares, front bib spoiler and a rear wing.  Colours were 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 there was nothing like it.He built 500 VC HDT Commodores. He probably didn't feel it would last but his HDT specials were a sensation, continuing until 1987.  Today HSV builds special Holdens, FPV does 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 to replace, and easy to repair or service.  Check that the special Brock components are there, the signed steering wheel, Irmscher alloys, high-flow air-cleaner.When Brock built those VCs, body kits were rough and ready. Unlike today's body kits, made of durable material to take a knock and fit well, the old kits were fibreglass, didn't stand up well when hit, and didn't fit well.  Check body kit components, such as the wheel arch flares, for cracking around attachment points and distortion between the mounting points.Crunch timeDon't expect airbags in a VC Commodore, they weren't fitted. ABS wasn't an option, but it did have four-wheel discs and rack-and-pinion steering, and the road-holding of the Brock-tuned suspension.VC HDT BROCK COMMODORE 1980Rumbling V8 exhaust notePresence of special Brock partsHigh fuel consumptionSolid performanceComfortable rideReassuring handlingPotential to increase in valueRating15/20 Good looking classic Australian sports sedan with Brock branding that has the potential to increase in value.

If it ain't broke, don't fix it is a maxim Holden followed when it kept facelifting the runaway success Commodore for eight years.  The present VZ is the third major facelift of the VT. There were three minor updates as well.The VY launched in 2002 was the second major update of the VT and brought refinements to the body, powertrain and chassis that gave improved performance, ride, handling and safety.Model watchHolden served up the familiar model range with the VY.  The Executive was aimed at the fleet buyer, the Acclaim more at the private purchaser. The Berlina and Calais appealed to user-choosers who wanted more.There were the sporty models in the S and SS. A new sports sedan in the SV8 offered many of the SS features at less cost.  The proven 3.8-litre overhead valve Ecotec V6 engine carried over unchanged, while the power of the 5.7-litre overhead valve Gen III V8 jumped to 235kW.In the shopGenerally the Commodore is quite reliable. But debate continues over oil consumption and piston rattle in the Gen III V8.  New teflon-coated pistons and higher-tension rings appear to have fixed most problem engines.  The problem engines were rebuilt so it's unlikely you'll find one now, but check the history of any V8 with the owner.The auto transmissions are reliable, but need regular servicing, so check service records. Check the trans oil in any car with a tow bar, and look for signs it has been used for heavy towing.  Be warned, tyre wear is high. If you get 40,000km from a set of tyres you're doing well.Crunch timeFurther 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 seat belt retractors.Owner's views ROD KIDD says he is happy with his 2003 VY S pack Commodore which has done 38,000km without problems.  Rod chooses Aussie-built six-cylinder cars because of their perceived value for money.Margaret and John Rowe have had four Commodores, and their VY has done 41,000km of mostly country running.  They like the drivability, but don't like the LCD dash display, the boot hinges which eat into the boot space and lack of a boot key.  They say fuel consumption of 9 litres/100km in town is good.The bottom line16/20 EX-LEASE cars flooding on to the market now make the VY Commodore a good buy.Look forSHARP aggressive stylingRELIABLE and fuel-efficient V6POSSIBLE oil consumption of V8IMPROVED steering precisionCOMFORTABLE seats

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

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

Even the police who administered my random breath test were impressed, and more than a little surprised, to see a glammed-up gal in the driver's seat.It's like every red-blooded male's dream, a hotted-up V8 and a girl thrown in.But don't let the attention go to your head. Sadly, it's all about the car – you're just an afterthought.I must declare my interests here and now though. I'm a Ford girl through and through, but I was seduced. I fought it, tried to focus on his bad points but the treasure trove of positives won out.What can I say? The mind is willing but the flesh is weak.It's something primal about a V8, the caveman (or woman) attraction.The grunt, the amazing power of this little baby – it's a six-speed, for goodness sake. Given you can get to 60km/h while still in first, it does make you wonder how fast sixth gear would take you.But my friends in blue, you'll be happy to know I was a good girl – well, mostly. I may have had a little fun planting the foot from the traffic lights, doing my best jet-fighter impression. The acceleration is fun, but only if you're driving. If you're the passenger, it's a tad scary (unless you're a 17-year-old bloke).He's not just a muscle man, my chrome-coloured hero – he is every bit the sensitive new-age bloke, attuned to your needs and desires. There are leather seats, chrome gearstick, vanity mirror, CD player with steering wheel controls so you can take charge and let him know exactly what you like. Then there's my favourite touch, the stereo that keeps playing music after you remove the key until you open the door, perfect for those of us who take five minutes to put everything into our handbag before exiting.Let's face it, looks are maybe not everything, but they are a large part of the package. With a cute backside, a spoiler and funky little air vents along the side, car loads of men would actually pull up short at the lights to check us (well, him) out. However, sometimes perfection is a never-ending quest.The number of different options for seat configurations actually got too confusing. I was obsessed by an endless search for the best position and just ended up at a ridiculous angle with a sore back. Well, I guess they do say love hurts.I'm now back in my little white Hyundai Excel, and while I'm trying to exude sexiness, the only looks I get are from older ladies sporting a blue rinse, or from couriers.And I was quite getting used to that sex-goddess title, too.LOVE IT LEAVE ITHolden SS CommodorePrice $50,990Love it: The power, and not the Port Adelaide variety – grrrrrr.Leave it: Its muscle-clad body make it a little bulky to handle and blind spots are a problem, but maybe I am just blinded by love.

When trips away to Bunbury, Busselton and other exotic locations were achieved with most of the car's occupants asleep on a mattress on the station wagon's rear deck.Ah, yes. The station wagon. Where has that part of life gone?Three decades later, buried in a sea of warnings and a cargo hold of seatbelts and airbags, the station wagon remains as a car that has the potential to once again be everything to the young family.But while the potential is there, a changing world has made laws that prevent such free-spirited times.You can't even give the kiddies a decent night's nap on the way to Kalbarri by wrapping them in the luggage net.So what do they use station wagons for now?Uninspiringly, the modern wagon is more likely a pack horse for commercial purposes, carting wine samples, carpet swatches, books and electrical appliances, while the modern family carts the kids in SUVs.Holden's latest wagon is, however, a good thing.A bit of a carryover, unfortunately, and possibly ready to see out its days as the 21st century's metal equivalent of the dodo bird, but nevertheless, a good thing.The car tested came with a thumping 5.7-litre V8 and drank at 14.2-litres/100km. I'm getting used to that type of consumption because its similar to some mid-sized 4WDs – SUVs such as the Ford Territory, and big-league sedans.For that fuel penalty, the performance was strong with heaps of low-speed grunt making the package ideal for towing.It gobbles up the kilometres, thanks to a rather tall fourth ratio in the automatic gearbox.The Berlina gets a lot more fruit than the plain jane Commodore Executive and actually looks more lavish because of chrome adornments and alloy wheels.It also handles a bit better because of the high-quality, low-profile tyres and firmer suspension.This is no go-kart but it hangs on pretty well and is tempered when needed by a traction control system.But like the current crop of Commodores, it's a firm car to drive. The steering is firm and the gearshift is tight.I have no idea why the car has to feel like a truck, especially given its main rival feels like punting a Pulsar in comparison.Back to the good bits: the Berlina wagon boasts high comfort levels and, as expected because of its long wheelbase, excellent rear leg-and-head room.Like the HR station wagon of old, the rear seat folds down so it becomes a carrier of long items or a sleeper (when the car is stationary).Standard fare includes climatic airconditioning, front and side airbags, six-stack CD player, electric windows and mirrors, ABS brakes and fat alloy wheels.All the goodies, in fact, to make you want to take a long trip in the country with the kiddies.