Holden Commodore Reviews

Just when you were ready for the big upchange, the gearbox would select neutral.Didn't matter which gear you were in or what gear you wanted, you generally got nothing.That happened so regularly that the gearlever became grossly deformed from constant stomping with my booted right foot.The Holden Commodore six-speed manual could never be accused of selecting neutral at the most inopportune time.But it did share a certain passion for frustration with the Bultaco.That came in the form of needing a heavy hand to drag through the gate. It actually became tiresome to use all the six ratios, even more so given sixth was so tall it was good only above 100km/h.Not so the new gearbox. Holden has responded to some negative comments about the old transmission by slipping in a box with a better spread of ratios, bigger and more progressive clutch, and – for the commercial vehicle range – a lower diff ratio.All this adds up to a more spirited lunge off the mark, a clutch that doesn't replicate the firmness of a 1960s Leyland truck, and a more positive feel to the lever.Which all makes driving easier and, for the tradesman who gets into a Commodore ute, less stressful.Holden's VZ ute range includes the four-door Crewman, the One Tonner and cab-chassis variants. All get the new 3.6-litre quad-cam V6 engine, or optional Gen III V8, with the six-speed box as standard. Lazy bones can opt for a revised version of the old four-speed auto.From a technical perspective, it's a pretty sophisticated engine for a light commercial vehicle.It's also healthy with 175kW – up from the previous 3.8-litre V6's 152kW – and a gutsy 320Nm of torque.That gives it enough grunt to tow up to 1600kg – depending on the tow pack fitted – which is up 30 per cent on the 1200kg maximum of the old ute.But though the engine makes all the right noises underfoot, its technological transformation and smaller capacity hasn't made a lot of difference at the petrol bowser.The 13.5-litre/100km average on this test wasn't too bad considering it was driven only in the suburbs but it was used to haul a modest load only once – garden rubbish – so it was hardly under duress.But at least I was comfortable.From the B-pillar forward, this is an all-Commodore sedan, meaning a comfy cabin with an interior that looks a lot more inviting that utes of old.The price includes airconditioning, dual airbags and ABS – which come as a package for $3780 – to add to the goodies, including brake assist and electronic brakeforce distribution.These are all fantastic safety items and Holden is applauded for incorporating them into what ostensibly is a work hack.Almost wants to make you go out and get dirty for a living.

If the theory holds true that the last model in the line is the best to buy, then the VS is the pick of the second-generation Commodores.  The theory is that by the end of a model the carmaker has ironed out all the production wrinkles, fixed problems that have surfaced during servicing and developed the car to its peak.If that's true, it's better to buy a VS Series II than a VT.  It's also said to be better to buy an optioned-up model than a bare-bones base car. You'll find it easier to sell later on.The used car buyer can buy a better model for not much more than a base car.  The Berlina, for instance, is the next model up from the Executive. A VS II Berlina cost $8230 more than an Executive when new, but now costs only about $2000 more.MODEL WATCHTHE final second-generation Commodore was the VS II, released in 1996. It was designed to keep attracting buyers until the all-new VT arrived in 1997.  The model began with the VR in 1993 and took in the VR II update in 1994 and VS in 1995.It was an improved car compared with the previous VN and VP models, but they were still being built to a tight budget.  VR was a major breakthrough. It was much more refined, better built and better equipped.The VS built on that success and the VS II update added gloss to a brilliant success story.  The big news in the VS was introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the engine produced more power (147kW) and used less fuel (six per cent).For those wanting more punch the 5.0-litre V8 was optional.  Buying a Berlina was about more comforts: velour trim, automatic airconditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats and radio cassette sound with six speakers.  Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.IN THE SHOPBUILD quality improved dramatically with the VR and VS. A new paint shop in South Australia had a huge impact.  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 pumps, which leak oil and are 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 and cracks.  Damage to the boot allows grime in and that can cause damage to the rack and its joints.Many Berlinas were leased by company executives who could afford the upgrade. They were usually turned over quickly, but often received minimal servicing, so check for a service record.CRUNCH TIMEWITH the VS Acclaim and Calais, Holden was the first local carmaker to fit dual airbags, though the Berlina had a standard driver's airbag.OWNER'S VIEWSKIM Maxwell loves the power of the V8 in her 1997 Berlina, but not its fuel consumption.  Kim and husband Garry have owned it since new and it has been very reliable over 180,000km.  The engine hasn't missed a beat, but a noisy diff required rebuilding at 125,000km.THE BOTTOM LINEWELL-equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.LOOK FORVALUE for money in extra optionsBETTER resale potentialCOMFORTABLE family transportRELIABLE, smooth, economical V6POWERFUL but thirsty V8

For the used-car buyer, the second owner, it's often true you can buy a more luxurious model without paying much more than the cost of a base car.With Holden, for instance, the Berlina 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.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 attract buyers until the all-new VT arrived in 1997. 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 (147kW) and used less fuel (6 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 and was a much-loved powerplant by those who appreciated its low-down punch and pulling power. In VS II it put out 168kW.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 airconditioning, 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.IN THE SHOPHolden build quality and paint improved dramatically with the VR and VS models and a new paint shop was commissioned in time for VR II production at the Elizabeth plant. The ECOTEC V6, too, 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 power steering pumps, which leak oil and are known to fail, electric fuel pump in the fuel tank, which is known to break down and the power-steering rack, known to leak oil.When checking the power-steering rack, check the rubber boots carefully for damage, tears, splits and cracks.Look carefully at the front and rear bumpers and mountings for possible minor bingle damage. Look for misalignment where bumpers might have been poorly re-attached after repairs. Many Berlinas were leased by company execs and were usually turned over quite quickly so check for a service record.CRUNCH TIMEHolden became the first local car maker to fit dual airbags to its car when it made driver and passenger airbags standard in the VS Acclaim and Calais. Sadly the Berlina had to make do with a standard driver's airbag.According to the recent used-car survey of real-life crashes, the VS Commodore performs pretty well.OWNERS VIEWSKim Maxwell loves the power of the V8 in her 1997 Berlina, but not the fuel consumption that goes with it. Maxwell and husband Garry have owned the car from new and say it has been very reliable in the 180,000km it has now done and the engine hasn't missed a beat, adds Garry.

I've had this feeling before – it was the time I put a Ford GT Falcon through its paces against a Holden SS (and won) on the Clipsal 500 track. That day, I had a glimpse of what a V8 could do and it was wild.This time, I'm in a Holden VZ Berlina V8.Turning on the ignition, I am excited to again feel the trembling of the engine that exhilarated me at the Clipsal.Aside from the trembling, or maybe that is just me quivering with joy, this is an incredibly smooth and quiet car.I didn't expect that from a V8, and this doesn't sound anything like the V8s that revheads thrash at 3am to wake you from a romantic dream with Orlando Bloom.This car is effortless to drive and this is what driving pleasure is all about. The temptation is there to plant my foot, but I find gentle pressure on the accelerator is all I need to feel the power. Those eight cylinders can't help themselves, you see.Unfortunately, the power means that driving at 60km/h, or so the digital speed readout tells me, feels like I'm crawling at 25km/h. I'm craving to go faster ...I start playing with the trip computer and there are so many functions here that I can't work them all out. But, what's this? A stopwatch option? You mean I can time how long it takes to get to an Alannah Hill sale?The triple-window dash is giving me all the info I needed, distance to/from my destination, fuel consumption, distance until empty (I shudder to think how much it will cost to fill up this baby) and my average speed.Better be safe and set the cruise control, but then I discover the power shift...oh, now I'm obliged to test it. Hmmm, power...Of course, when you have a powerful car like this, the overspeed warning – preset to 110km in this test car – is a must, although speedaholics will probably find it annoying and have to disengage it.Speaking of beeps, the "rear park assist" is always appreciated, but the seat-belt warning has me jumping out of my seat it is so loud.The Berlina is a big car, so safety is a given, considering its solid exterior and dual airbags. Other safety inclusions such as interior lights coming on when the car is turned off and the remote double locking system also earn my approval.And I like it when the headlights automatically turn off. This is the hi-spec Berlina which means it comes with luxurious extras such as leather trim, power windows and side mirrors, and dual climate controls, all of which make you feel no expense has been spared.I am alarmed at how fast the Berlina guzzles fuel but, after all, if you want an eight-cylinder, power-hungry engine, you've got to expect it's going to cost. And since the power does it for me from the start, what can I say other than I've got an old Holden at home I've been thinking about getting rid of? Maybe I should get a new one.

This is the new VZ model with fresh bodywork, a new fascia, new radiator grille, a single sports bar, new textured mesh inserts and a compact headlamp design.But it is not the big news in the VZ model range release. That belongs to the 3.6-litre V6 Alloytec engine that lifts power from 152kW to either 175kW or 190kW, depending on the model.This is the V8 that lifts power only 5kW to 250kW.But it is married to a new six-gear manual transmission that is big and purposeful. Hefty, if you like.It's hefty to use, in feel and in sound.The Tremec box has shorter gearing than the six-speed in the VYII with a long sixth gear that pulls 100km/h at less than 1500rpm.Thanks to 470Nm of maximum torque and plenty of that available at just 1500rpm, it will perform highway passing manoeuvres without having to drop back a cog.The good news about the new transmission is that you can shove it in almost any gear without protest.That is something I have found difficult in previous V8 Commodores and Monaros, especially coming down the gears.The bad news is that you need muscles.It is a big gearbox with a long, stiff and time-consuming throw from first, third and fifth to second, fourth and sixth.As you shift gears, the revs drop, but it doesn't really matter with all that torque available.Just don't count on slick shifts.Not that you'll need it for the red light derby, anyway, as it red lines at 5600rpm and in first gear you can be pulling 100km/h.Making the whole transaction a little more brutish is the energy sapping long-travel clutch pedal.On the other side, the volume pedal now has Electronic Throttle Control which improves feel as computers take away abrupt power delivery, no matter how hard you kick it.And when you do, there is a subtle low growl from the new dual exhausts.Not exactly Monaro mumbo, but a note of distinction all the same.With this much "go", it also needs plenty of "stop". Holden has upgraded the brakes with a new Bosch ABS system that worked without the violent kickback I have experienced in previous Holdens.And feel is aided by Brake Assist, while stability is enhanced by Electronic Brakeforce Distribution; a whole new world to drivers of Holden's V8s.It won't go, stop and handle without decent wheels and rubber, so Holden has amply supplied it with 235mm wide tyres with a sexy 45 profile on 17-inch five-spoke alloys.Inside, there is little that has changed, but the red and black textured mesh inserts are not only ugly, but also uncomfortable.They are flat and lack support.Two other grumbles.Quality control is a problem when the test car has an instrument LCD panel that keeps going crazy.And it is not the first time we have experienced this.Also, the fuel gauge was all over the place.When the needle dipped into the red, I poured $10 of unleaded in and it registered almost half full, despite having a 75 litre tank.After 20 minutes, the low fuel level warning sounded and the needle was right down on the "E".I stopped, switched the ignition off and on again. The fuel needle showed a quarter full.

It's a strange sensation to think you might be the first person to sit in a new car but, just to be sure, I hopped in the back seat for a little while, too. I bet no one has sat there before.'Tis the season for black – clothes, scarfs and cars. With its toasty red-shimmer upholstery, the new SV6 Commodore is a safe haven on cold mornings and the black, which could be a little daunting in summer, is most welcome this weather.With the headlights switched to automatic, there is no fear of not being seen by drivers in wet conditions and no chance of a flat battery. The new Holden is designed to give the driver V8 power without the V8 fuel bill. A week of city driving barely moved the fuel gauge.And while I didn't have a chance to launch it on the expressway or freeway, I could feel the power rumbling, there at my disposal if required.Of course, one has to be politically correct about powerful cars now. I mean, they don't really need to go at over 200km/h, as has been tragically demonstrated only recently. Sensitive manufacturers have found innovative ways to promote their powerful cars. Hence the rise of the new era of V6s – all the power of a V8 but not the petrolhead stigma.The advertising for the new SV6 is clever, too. A stand-alone engine is revved through the gears by a young and enthusiastic bloke: perfect way to show a fast car without even showing the car.Still, this vehicle does have a split personality. It's not just about power and speed. This is the sort of car that doubles nicely as a family car. Plenty of storage, comfortable rear seats and rear airconditioning vents all attest to its willingness to carry passengers.It has cruise control but no climate control. I kinda like that.I find it a bit disconcerting to get into a car which immediately blasts cold or hot air at you. I don't like pre-setting a temperature much. I just know I want a little bit of hot now and a little cold then.The new Commodore has another little trick up its sleeve. You can't start the manual version without your foot on the clutch. I'm more of a car-in-neutral, handbrake-on starter so this took a little getting used to.The clutch start is billed as a new safety feature but I think it's really so you don't look like a klutz when you accidentally start your cool new car while in gear and lurch forward.Very, very hard to look like a klutz in this sporty power package.Even middle-aged mums can go into a time warp ... now, where is that Madonna CD?

The Commodore is turning 25. Graham Smith tells you what they are worth today as used cars.  The first Commodore was smaller than the previous Kingswoods but boasted European running and handling gear. It topped the sales charts and was Wheels Car of the Year for 1978. Poor build quality and rust problems make it difficult to find a VB in good condition today.  A facelift of the VB with updated six-cylinder and V8 engines. For the first time there was a four-cylinder engine available but it was disappointing.  A smart new shadow tone two-tone paint scheme was available for the first time on the SL/E and made it even more attractive.  But build quality problems and rust plagued the VC; it's hard to find cars in decent condition. Another facelift of the first Commodore, the VH had more engine upgrades.  With Holden's ongoing build problems, including poor paint, good quality VH Commodores are hard to find. Values range from $600 to $3400.SS was introduced as a limited edition model and remains the most desirable. Be careful of cars that have been thrashed. This first major facelift featured louvred grille, plastic bumpers and new rear quarter window. New models included the Berlina and the luxury Calais. The four-cylinder and the small 2.8-litre six were dropped and the 3.3-litre became standard.  The 4.2-litre V8 was dropped, leaving the 5.0-litre as the only V8.Performance models, the SS and SS Group 3, were built with Peter Brock's HDT operation and are the most collectable VK models, along with the SS Group A which was designed for the new Group A touring car racing. New front and rear treatment, new slim headlights and a lip on the boot lid were features of the VL.  The Holden six, a faithful servant since 1963, was replaced by a Nissan imported 3.0-litre six, prone to over-heating and head damage.The V8 was replaced by a turbocharged Nissan six which put out 150kW, until public protest brought the V8 back by late 1986.  The VL SS Group A, finished in Permanent Red, is highly collectable today.TWR became Holden's performance partner in 1988 and their first creation was the TWR VL SS Group A, better known as the Batmobile for its wild body kit.  The VL is popular with young drivers today but be wary of cooling problems with the Nissan engine. The Commodore was being soundly beaten by the Ford Falcon in sales. Holden responded with a bigger car.  Power came from a fuel-injected 3.8-litre Buick V6 with an optional 5.0-litre V8.The SS is a popular model, while the Durif Red SS Group A is the most collectable.  However, cut-price engineering and poor build quality mean lots of tatty VNs now. A facelift of the VN with attractive styling changes. The V6 was refined and the 180kW HSV 5.0-litre V8 became an option over the standard 165 kW V8. SS is popular for a sporty ride, with the Calais a popular prestige choice. With new front and rear sheet metal and new head and tail lights, the VR was an attractive remake of the VN/VP.  Holden introduced driver's airbag standard and ABS and IRS available across the range.  SS and Calais remain the most sought models but the value-packed Acclaim is a popular family car.The new 3.8-litre ECOTEC V6 engine was smaller, lighter, smoother and more fuel efficient than previous.  A passenger's airbag, and improved remote central locking with an immobiliser, were added. The third all-new Commodore struck a decisive chord with buyers. It was longer, wider and had a longer wheelbase and roomier interior with more legroom and width than any previous Commodore.  The American Gen III V8 replaced the Aussie V8 in the 1999 Series II update.Generally without major problems, although the Gen III V8 has been plagued with oil consumption and piston rattle problems. Styling changes were minimal but the V6 now had 152kW and better fuel consumption thanks largely to new electronics, and the V8 was up to 225kW, courtesy of a higher flow inlet manifold and new fuel injectors.Changes to the front suspension produced more progressive steering, which aided handling. Rear suspension improvements make VX II the better choice. The jury is out on whether the VY, with sharp edges and hard lines, is an improvement on the VT/VX. Revised steering package delivered more handling improvements.V8 power jumped to 235 kW and was standard on SS and new SV8 sports model. Auto transmissions were refined.  VY will continue to roll off the production line until the VZ is launched in 2004.

THE Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951, and it was a sad day when it disappeared from showrooms with the demise of the WB in 1984.Holden launched a new Commodore-based VG ute in 1990, but it was not the worker of old.  Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload, the Commodore ute was a bit of a lightweight softie by comparison.It was based on the long-wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leafs. The payload of 710kg was well down on the payload of the old utes, particularly the one-tonne chassis-cab.The Commodore-based ute had plenty to live up to, given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years.Tradesmen and farmers were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived and it wasn't immediately accepted as a real workhorse.  It was the ute driven to the work site by the boss, not the workers.It was more likely to carry the lunches rather than the tools of trade.  The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000.It remained something of a softie in work terms, but had gained greater popularity as a sports ute which was a cool daily driver that could carry the sports gear at the weekend.THE VS was a facelift, but it was a much refined version of the VR ute which first saw the light of day in 1993.  Like its passenger car cousins, the VS utes were little different on the outside from their predecessors. Most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly identical to the 3.8-litre V6 it replaced, was almost entirely new: smaller, lighter, smoother and more fuel-efficient than its predecessor.  Capacity remained at 3.8-litres, but it had a new block, heads, manifolds and an all-alloy cast sump.The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection.  It all added up to 17kW more power, which was now 147kW at 5200 revs with peak torque of 304Nm at 3600 revs. But there was also a 6 per cent improvement in fuel consumption, while meeting exhaust emission rules.  Transmission choices were a five-speed manual box and four-speed electronic auto.A Series II upgrade in 1996 can be identified by Series II badges and oval-shaped side blinker repeater lights. It also brought a number of small improvements, including a new five-speed German Getrag manual gearbox for the V6.  Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights.There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.  The SS was distinguished by a neatly integrated body kit made up of front bumper and side skirts.  There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168kW driving the rear wheels through a five-speed manual and a limited-slip diff.  ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was leather wrapping on the sports steering wheel, hand brake and gearshift knob.  The seats had SS identification, there were power windows and airconditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.EARLY VS utes will now have upwards of 200,000km showing on the odometer, which should be enough to have potential owners approaching them with caution.  1995 VS utes start at $9000, with a premium of $800 for the auto, while the S model starts at $10,500 in manual form and $11,200 with the auto.2000 Series III models run as high as $15,700 for the base six-cylinder manual ute -- add another $1000 for the auto. S models will cost as much as $18,000 in manual form with a similar premium for the auto trans, and the SS will run to $22,500.THE Holden ute's body and chassis are robust and reliable, and little trouble is reported from the field.  Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000km.Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.  Fuel pumps tend to fail around the 200,000km mark.  One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again. Overheating in autos in VS II utes can lead to transmission problems at around 100,000km.  It can't be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions.  Holden fixed the problem by releasing an oil cooler kit which can be retro-fitted.Noisy diffs are also a widespread problem. It's important to use the Holden-recommended oil in diffs to avoid a howling rear-end. Diff seals can also be a problem.

So popular did the one-tonner become that thousands are still used by tradesmen today almost 20 years after Holden stopped making them.Ford acknowledged the one-tonner's enduring popularity when it released an AU ute in 1999 with a full chassis and one-tonne capacity.Its runaway success prompted Holden to build a new Commodore-based one-tonne ute, which was unveiled at the Melbourne Motor Show last week.There were utes well before Ford built the one that is generally acknowledged as the first in 1934, but those that preceded Ford's unique multi-purpose worker were rather crude and uncomfortable vehicles.Ford's coupe utility, as it was called, brought the comforts of a sedan, on which it was based, to the workplace and created a vehicle that had everything a sedan offered in 1934 with the capacity to carry tools or goods to and from the work site.But the problem with most of the utes Holden and Ford built was that they were restricted in their ability to carry a serious payload.That was until Holden came up with the one-tonner as part of the HQ range in 1971.The main difference was that the one-tonner had a full chassis that was heavily reinforced to carry the payload.An added advantage was that, with the full chassis, it could be fitted with a multitude of tray bodies which could be configured to a specific need.It was a runaway success with tradesmen, small business operators and farmers alike.The traditional Aussie ute had become a real workhorse capable of doing some serious business.It was also popular as a recreation vehicle, one that could be readily fitted with a camper body, or carry a wide range of things from offroad bikes to power skis.Model watchThe HQ one-tonner was a new, and unexpected, model. It's partial chassis was an ideal base which Holden could extend to full length and make into a rugged frame capable of surviving the rigours of a rough and tough working life.Power was from a choice of six and eight-cylinder engines. The base six was a 173 cubic inch (2.8-litre) unit, and there was a 202 cubic inch (3.3-litre) version available as well.Best known as the red motor, the overhead-valve pushrod six dated back to 1963 when it was introduced in the EH.It had been progressively improved through the years, and in 1971 it put out 88kW in 173 form and 101kW in 202 guise.Fed by a single Bendix-Stromberg carburettor, the Holden red motor was a simple design which was more renowned for its low-down pulling power than its ability to perform at high speed.For more punch Holden offered a choice of V8 engines. There was the 253 cubic inch (4.2-litre) engine with a single dual-throat Bendix carburettor which was tuned for economy, and the 308 (5.0-litre) which boasted a four-barrel Rochester carburettor and plenty of punch.Gearboxes ranged from a three-speed column-shift manual, through four-speed floorshift and three-speed column-shift autos.There were a number of facelifts before the WB one-tonner was dropped in 1985, but Holden retained the same formula right through to the end.The main changes were the introduction of the first generation of emission engines in 1976 and radial tuned suspension in 1977.The emission controls had a huge impact, robbing the engines of performance and fuel economy. RTS, which came with the HZ, made the one tonner more rewarding to drive, with worthwhile improvements in handling.Market valueThe one-tonner has reached an age where trade values are a little unreliable, mainly because the vehicles vary so widely in condition.The values given here are a guide to where you should be starting, but a one-tonner that has been thoroughly rebuilt and is in top condition will be worth much more than an original old stager that's on its last legs, even though they might have left the assembly line at the same time.Early HQ one-tonners can be found for between $1000 to $2300, but be wary of the cheapies.Later WBs are more popular, and because they are newer will have more life left in them. Expect stickers between $3000 and $5200.In the shopWith the youngest Holden cab-chassis now almost 20 years old, any vehicle still on the road is likely to have been through a number of rebuilds.Many have had power transplants with six-cylinder engines being dumped in favour of V8s, and basic body panels have often been swapped for panels from upmarket models like the Premier and Statesman so be prepared for anything and everything, and don't be surprised by what you might find.The old Holden red motors were quite rugged, but any that have survived up to 30 years of constant use will be nearing their use-by date.Look for blow-by caused by worn rings, low compression, worn bearings, worn camshafts and valve lifters, cracked heads, valve recession (particularly if it has been running on LPG), oil leaks, and a warped exhaust manifold.The original fibre camshaft timing gear was prone to stripping, but later engines had an alloy one.Blue motors were introduced with the WB in 1980, restoring much of the performance and fuel efficiency lost with the dreadful ADR 27A engines of 1976, but the French-built Varajet 2-bbl carburettor was troublesome.On V8s look for worn camshaft lobes, particularly on the rear cylinders, warped intake manifolds, coolant leakage due to warped cylinder heads, cracked exhaust manifolds, valve recession, and rear main seal oil leaks.The 253 cubic inch V8 was much improved when fitted with the Rochester Quadrajet four-barrel when the blue XT5 motor was launched in 1980.In some quarters it was regarded as smoother and more responsive than the larger 308 V8.While the driveline components are quite likely to have been replaced over the years, it's unlikely the chassis has ever been changed, and the one-tonner chassis was prone to cracking in a number of areas.Be particularly careful when checking around the rear mounting brackets for the front suspension lower control arm as these were known to crack.Look for slack in the steering which could indicate worn steering, and suspension bushes which might need replacing.Rust can be expected in any car this old, but check the bottom of the doors and the front guards, the floor pan, firewall and around the windscreen and rear window where the mounting flanges could have been corroded away.Also be watchful for illegal and unsafe modifications that have been made by incompetent and dodgy backyard mechanics.Ripper stripper: The original fibre camshaft timing gear on the red motor was prone to stripping, but later engines like the one originally fitted in this WB had alloy onesJuice Mixer: The French-built Varajet 2-bbl carburettor on the WB was troublesome.Fly by wire: Look for slack in the steering which could indicate worn steering and suspension bushes which might need replacing.Spot the gap: The one-tonner chassis was prone to cracking in a number of areas, particularly around the rear mounts for the front suspension lower control arm.Spring-loaded: Check the mounting brackets for the rear suspension.Air cooled: Rust in body panels can be a problem. Run a magnet over the bottom of the doors and front guards.Rivals Toyota HiLux (1985) $1200-$3000Mazda B2000 (1985) $1000-$2100Holden Rodeo (1985) $1300-$2800Ford Courier (1985) $1300-$3200

The battle for the bush has taken a twist. It's a city twist, as more sports trucks find their way into suburban driveways. The move to utes with attitude is a global shift, just like the boom in four-wheel drives. But this change has a home-grown angle with the Falcon and Commodore, both tribal Aussie brands that have working-class heroes.Both have basic workhorses and flat-out two-door sporties with the SS and XR extremes. No wonder they're becoming more popular with people who want a dual-purpose work-and-play mobile. The rivals have done a good job splitting the scene -- Holden's emphasis is car-like fun, Ford's is truck-like strength.Ford has topped the sales charts for a while with its utes, and the XRs in particular, but now Holden is hitting back with a Commodore-based contender that threatens to unseat the Falcon. The arrival of the VU means there is finally a pair of up-to-date, head-to-head rivals -- and a couple of cracking cars.Ford and Holden both dragged the development of their workhorses to concentrate on the sedans. Ford let the EL-based machine run forever and Holden relied on a VS ute until January, but they're finally into the 21st century.The most obvious change for the new Holden ute is the body, which includes everything from a modern dashboard and more cabin space to a bigger suspension footprint and better steering. It's a huge move forward from the old VS, without the VT step between, although Holden decided against going for a full 'one-tonner' tray on the back. It has boosted the carrying capacity to 830kg, up by 18 per cent, but the move to independent rear suspension and a more glamorous position has left the heavy work to the Falcon.The tail-end work includes a snappy new tonneau design and tie-down hitches inside the reinforced galvanised bay, with a body-coloured hard tonneau and cargo liner on the options list. The petrol tank is also bigger at 70 litres, and Holden says the leg-head-shoulder measurements are all boosted, with longer seat travel. The range copies the Commodore sedan and starts at the basic V6 manual ute for $23,330 and moves up to the automatic SS V8 at $36,490. But there isn't as much between, just the S with a choice of six-pack or V8.Standard equipment is pretty good for a worker, as the ordinary ute picks up a driver's airbag, CD sound and a six-function trip computer. The S also comes with a limited-slip differential and alloy wheels, electric windows, multi-adjustable driver's seat and audio controls on the wheel. The SS gets all the extras, including sports suspension, anti-skid brakes and 17-inch alloys.DRIVINGThe new Commodore ute is the most enjoyable workhorse I've driven. The S-pack test car drove almost the same as a Commodore sedan and had enough carrying capacity for some toys and weekend work on a two-hectare spread.Its deadly Ford rival is a little tougher and feels as if it would be better for the long run, but doesn't drive as well. Holden is sending all its press test utes into action with around 200kg of ballast in the back, which, it says, simulates the sort of load they would normally carry. But people will drive them empty and you don't see other companies loading people movers with seven children to show how the vehicle would feel. It's a surprise from Holden, which is usually fearless and committed, to try and tip the balance in its ute's favour.But, back to the road... The V6 test car came with the manual five-speed shift. The engine is so torquey it works best with an auto, and the gasping top end is no reward for pushing the pedal to the floor. But it gets along fairly briskly and has no trouble with a couple of heavy loads in the back end. Towing might be a job for the V8, but otherwise the V6, with 152kW and 305Nm against the 157/357 of the Falcon, is good enough for the job.The biggest surprise in the Holden ute was its ride and handling. The independent rear suspension gives it great bite, helped by the limited-slip differential, and the cornering balance is surprisingly neutral. It bounces a bit, as you'd expect, with firm springs, but is really good fun to drive. It doesn't get nasty, or wag its tail without extreme provoking, and has a noticeable edge over the Falcon as a driver's ute.The cabin is comfy and roomy, although not as big as the Falcon, with a useful cargo net below the rear window and a driver's seat that has electric adjustment for height and tilt. It's also easy to park, has great headlights, and looks as if it would stand up to a fair bit of owner abuse.Using the tray back is easy. It has excellent protection with the standard tonneau, and the tie-down eyes are a good idea for people who carry anything from jetskis and motorcycles to furniture. It also has plenty of potential for customising work to suit tradespeople's needs. More worrying, the test ute had a couple of obvious problems. There was a nasty "klonk'' in the front end, right under the driver's feet, and a variety of thumps and bangs from the driveline, the most obvious a real thump from the differential. Those are the things that make you wonder about choosing the Holden for the long haul. They would be enough to make me take a closer look at the Falcon.But for driving enjoyment and people who are choosing a ute for the choices it provides, the Commodore is a winner. It you want a sports ute, the Commodore is the first choice. But if you want a workhorse with a fun side, the Falcon is probably the better bet.HOLDEN S-PACK UTEPrice: $27,690 as testedEngine: 3.8-litre V6 with fuel injectionPower: 152kW/5200revs Torque: 305Nm/3600revsTransmission: five-speed manual (or four auto), rear-wheel driveBody: two-door utilityDimensions: length 5049mm, width 1845mm, height 1462mm, wheelbase 2939mm, tracks 1569/1587mm front/rearWeight: 1484kgFuel tank: 70 litresFuel consumption: average on test 13.4 litres/100kmSteering: power-assisted rack-and-pinionSuspension: fully independent with front MacPherson struts and rear semi-trailing arms and coil springsBrakes: four-wheel discs, ABS optionalWheels: 7x16 alloy Tyres: 225x55R16Warranty: 3 years/100,00kmRIVALSCommodore ute (from $23,330) 4 starsFalcon ute (from $23,930) 4 starsToyota HiLux (from $18,170) 3 starsMazda Bravo (from $18,585) 3 stars