Holden Commodore Reviews

This could well be the last Commodore the way the industry is going. Big one-size-fits-all cars have simply lost their relevance and with so many makes and models to chose from these days, the Commodore is never going to sell in the numbers required.It's been spruced up and gets more kit than ever before, but most of it is confined to the more expensive models. Hyundai has proved this is not the way to do business.VALUEThe new Commodore is priced from $34,990 with an auto. LPG takes this figure to $37,490 which means you won't see much change out of $40K by the time it's on the road. Standard equipment includes cloth trim, dual zone air, 16 inch alloys, electric parking brake, auto park assist, front and rear parking sensors and a rear view camera.The MyLink entertainment system is built around a huge 8 inch screen but apart from Pandora and Stitcher internet radio, both of which rely on your smartphone to work it's all a bit ho-hum really. The rest of the stuff like Siri only works if you have an iPhone (our iPod Classic refused to work properly by the way).TECHNOLOGY The LPG system is based on the larger 3.6-litre V6, paired with a 6-speed auto. It produces 180kW of power and 320Nm of torque and is a dedicated system which means the car won't run on petrol. To make room for the larger fuel tank the spare wheel has been replaced by a can of go to reinflate a flat tyre.DESIGNThe look is not as polarising as before. The flared front guards have been trimmed back and the nose is sleeker and more aerodynamic. To prune fuel consumption and to improve performance they have put the car on a diet, with some components replaced with lighter aluminium parts an aluminium bonnet, boot lid, suspension components and instrument panel beam. At 1704kg the LPG model weighs 82kg more than the petrol one.SAFETYFive stars -- but if you believe Holden it's even safer than this, with a swag of new safety systems. Mind you the car badged as a Chevrolet gets seven airbags in the United States, not the six that we get.DRIVINGTo be honest it doesn't feel much different from the previous Commodore. Maybe that's because it sits on the same chassis with the same running gear as before, although 60 per cent of components have been changed. The interior is completely different, but the seats are firm and not that comfortable, especially on a long run. The ride is not as compliant either, thumping where it would have absorbed bumps before.The window switches have been relocated to the doors but the driver's window does not get auto up which is a pain. Fuel consumption has been trimmed to 11.5 litres/100km for the LPG model compared to the 3.0-litre petrol Evoke's 8.3 litres/100km. At the time of going to press the price of LPG was 76.7 cents per litre, while the price of petrol was 152.9 cents a litre.At these prices it will cost you $8.82 to travel 100km on gas or $12.69 for petrol -- a 30 per cent saving. The tank holds 84 litres and we were getting 10.8 litres/100km after about 500km.VERDICTWe're not convinced. The interior feels cheap and the huge computer screen in this model offers Stitcher and Pandora apps - not sign of satnav or the cheaper BringGo system offered in other models.Holden Commodore Evoke LPGPrice: from $37,490Warranty: 3 years, 1 year or 100,000km roadside assistEngine: 3.6-litre 6-cylinder, 180kW/320NmTransmission: 5-speed auto, RWDThirst: 11.5L/100Km, CO2 185g/kmKerb weight: 1704kg

Two seats, two doors, red paintwork and a very big boot -- welcome to the latest Holden sports car, the VF Ute. Not quite -- but sort of -- the load-lugger of the VF range comes in a few sports versions that are short on payload but long on image.In fact there's an extra bit of swagger in the driver's step when alighting from one of these machines. But such is the skill of the VF Ute, you can forget there's no back seat when driving, apart from the absence of superfluous instruction.VALUEChief among the changes to VF from VE was pricing, and in the case of the SV6 the beancounters have sliced $5500 from the tag, putting the SV6 manual at $32,990, with the six-speed auto adding $2200 to that asking price.But for that you get a plentiful features list, including the full 8-inch MyLink touchscreen voice control infotainment system (but no satnav -- that's a $750 option) with four speakers and Bluetooth links for music and phone calls, an auto-release electric park brake, dual-zone climate control, sports (not leather, that's $1000 extra) trim, a leather-wrapped reach'n'rake adjustable steering, automatic headlights (but not rain-sensing wipers), 18-inch alloy wheels, and the remote engine start system (only on automatic models).TECHNOLOGYThere's not been much done to the drivetrain but the ute gets the same upgraded dash package and some of the lighter-weight body bits such as the bonnet, plus there's no bootlid on the ute.The 3.6-litre direct-injection V6 is claiming an 8.2 per cent reduction on thirst to now hit 9 litres per 100km -- although we saw 11.7 on test -- while producing 210kW and 350Nm, which are outputs at which no one should sneeze.The V6 has been muted somewhat thanks to engine bay changes and firewall insulation, as well as wheelarch insulation that knocks some of the road noise on the head nicely too. The six-speed auto has also been on the brain food, as it's no longer as Jekyyl-and-Hyde in sport and normal modes.DESIGNDon't look for much in the way of change to the workhorse part of the ute. From your shoulder-line back it's the same as the VE, with the snout all VF, with neat creases and curves in the sports bodykit bits around the front -- bound to make any building site entry a journey of trepidation, but it looks the goods.It sits on the same wheelbase as the luxo Caprice and has between 100 and 137mm of ground clearance, depending on which information you look at, but either way it's low-slung.In-cabin storage behind the seats is deceptive, and the tray -- depending on how much the occupants weigh -- has a payload of around 700kg. The sad story for tradies is the one-tonner option remains a thing of the past, as does rear-three-quarter "head-check" vision. The A-pillars are still too thick and the side mirrors are still too small, but that's offset somewhat by the electronic blind spot system.SAFETYThe load-lugger carries the same suite of safety gear that is present on the sedan and wagon models, as well as the five-star sticker from the crash-testing brigade. Among the long list of backups is a reversing camera, stability and traction control (which has a trailer sway control function), anti-lock brakes with electronic brakeforce distribution and electronic brake assist, automatic park assist using the front and rear parking sensors, a reversing camera, the blind spot and rear traffic alert systems.If all that doesn't work there are dual-stage dual front airbags, side seat and curtain airbags, seatbelts with load limiters and pyrotechnic pretensioners.DRIVINGLet's cut to the chase. If you really want a workhorse, there are hordes getting into LCV utes, but for something nicer to drive day-to-day with a tray then you can do a lot worse than the SV6. The MyLink system takes care of entertainment, information and communication easily and is easy for a phone hook-up, offering sound quality that's above par as well.It's got ride quality and handling prowess in shovel-loads, so hustling on a back road isn't beyond it, even without a load in the tray. Holden once had a habit of loading up its launch utes with sandbags to “replicate the typical tradie's load” but this one doesn't need it.It's not a tail-happy B& ball wannabe, although I'm sure in controlled conditions it would happily oblige, but wet roads don't mean the stability control is overworked. The tray payload might be short of the magic one-tonne mark but it offers 1600kg braked towing capacity. I'm also a fan of the soft tonneau cover for the tray, just in case you want to use it for its intended workhorse purpose. Hard covers are great for security, but don't allow you the flexibility to cover an awkward load.VERDICTIf you're not carting kids on a daily basis and have other toys to transport, the SV6 is a sharp-looking load-lugger.Holden VF Commodore SV6 UtePrice: from $35,190Warranty: 3 years/100,000kmCapped servicing: first four standard scheduled log book services for the first three years or 60,000kmResale: 53%Service interval: 9 months/15,000kmSafety: 5 starsEngine: 3.6-litre DOHC 24-valve direct-injection V6, 210kW/350NmTransmission: 6-speed automatic; RWDThirst: 91/100km, on test 11.7, tank 71 litres; 216g/km CO2Dimensions: 5m (L); 1.9m (w); 1.5m (h)Weight: 1681kgSpare: Tyre sealant and air compressor kit

In the midst of all the current gloom about the car industry – Ford shuttering the factory in 2016, the spectre of changes to FBT, Holden speculating it might have to close its operations if it doesn’t get more help -- it's difficult to believe the new VF Commodore has been in showrooms only a month.Before the FBT announcement Holden was convinced it had got off to a good start. It deserves to. From top to bottom the VF is a better car than VE, the previous Commodore.It has also been pitched aggressively to private buyers and none more so than the top trim level, Redline. This adds sports tuning to an SS V sedan, wagon or ute and is now a separate designation rather than an option. Among early orders for SS Vs, half are going for Redline.It’s priced from $48,990 for the manual ute to $55,690 for the automatic wagon, and the additional $6000 over a standard SS V buys a few extra features, such as heated front seats, premium Bose stereo, colour head-up display and two more driver assistance systems: collision alert and lane departure warning. But performance upgrades across the car are where most of the value lies.For the first time, Holden has gone with wider, lower-profile rubber at the rear with 275/35 tyres against 245/40 at the front. To any potential buyer, that says: "We're taking this seriously.''The engine is the same 6.0-litre V8 offered elsewhere on VF, either with a six-speed manual or an automatic transmission that handles slightly lower power and torque outputs. Usually Holden keeps 0-100km/h times to itself, but it broke with tradition to say "mid-5 seconds'' -- another strong claim.The Ute offers the best power-to-weight ratio and Holden dynamics specialist and part-time Nurburgring ace Rob Trubiani set a time of 8min 19.47sec in one during a lap of the famed 21km track. The video is well worth a look.Brembo performance brakes are fitted with stiffer calipers within the 19-inch alloys. The result is lower unsprung weight and a stopping distance from 100km/h reduced by more than 2m, to 38.6m, compared with the equivalent VE. A good sports car would do it in about 35m, so that's respectable for 1.8 tonne sedan.Redlines also get Holden's most aggressive suspension tune, coded FE3, revised with larger stabiliser bars and dampers. Holden says body roll has been reduced and the car can pull an impressive 0.93g in corners.There's also a unique Redline steering tune known as Competitive mode and a setting for the electronic stability control with a higher threshold for intervention.The test drive event also had a track focus. There was no road component at all, so it's impossible to say whether the Redline has a ride you could live with on the daily commute. Unless your route involves a lap of Phillip Island, that is.The first exercise, using the straight, aimed to demonstrate the launch control feature. Two cars line up side by side, in proper top fuel style. Put it in gear, press the right button and keep the clutch depressed while stabbing the throttle and holding it down.After a second or so the system drops from maximum revs to about 4000rpm, which is ideal for an efficient getaway. Wait for green, and drop the clutch. Actually, don't wait for green. As I quickly learned, as soon as the last of three yellows comes up, go. Or you'll record the reaction time of a sloth.The car's computer gets it off the line with minimum drama and maximum attack. Repeatedly. And there's still a satisfying reminder of its efforts on the tarmac. Next was a wet skid pan motorkhana course and a chance to explore the three-level stability control to see how it affects handling.Redlines resist the overwhelming understeer typical of large heavy sedans during tight exercises such as this and feels if not exactly nimble, at least quickly manoeuvrable. On the track, the VF is more at home than many other large sedans I've sampled here.The steering rewards with precision and a sense of how much grip the front wheels have got, while the body stays composed and remarkably flat for confidence through Phillip Island's fast turns. Compared with some of the performance imports, top speeds were lower but satisfaction greater.The VF just seems light on its feet and well rounded in its attributes: neither the chassis nor brakes are strained by the power. The front and rear of the car work together, so that neither wants to spoil the party and stray off line. I've enjoyed faster and much more expensive four-doors here less than this.Another plus are lighter and easier actions for the clutch and gearshift in the manual models, a welcome improvement despite their minority appeal. One surprise was how refined the car stays. Making the cabin quieter was a goal of the VF program and in the V8s, it's succeeded almost too well.From the outside, this V8 sounds delightfully fruity but from the driver's perspective the hardcore Redline could do with a bit more volume. Also from the driver's seat the problem of wide A-pillars obscuring vision through bends carries over from VE. That sort of fundamental structural issue is too expensive to fix.

Twenty per cent more grunt than a Commodore SS is a "good first effort" as Walkinshaw Performance starts to unleash the potential of the new VF range. The W310 - yes, that'd be kiloWatts - is the first "W Series" pack but certainly won't be the last.  WP general manager Tony Harris won't be drawn on

It’s the fastest, most capable and most advanced car to ever wear a Commodore badge. The new SSV Redline is the highlight of the new Holden range -- this side of the epic supercharged HSV GTS. So imagine how frustrating it was to get tantalisingly close to driving it, only to have Ford drop its bombshell.On the media launch for the new Commodore I had my hand on the driver’s door-handle to the SSV Redline when Ford Australia announced it would shut its manufacturing facilities in 2016.At that moment I literally became a passenger -- along with every other journalist at the event, I worked my laptop sitting in the front passenger’s seat -- so I could cover the biggest automotive story of the decade.With the grim news behind us the media has been given another crack at Holden’s hero car, with some track driving added for good measure. Furthermore, this will give the clearest indication yet of what North Americans can expect when their export models arrive at the end of the year.At $51,490 plus on-road costs the SSV Redline sits at the top of the Commodore pecking order and is the most expensive of the line-up, even if the price has been slashed by $6300. The SSV Redline has everything the Calais comes with, and more.In addition to techno gadgets such as a forward crash alert and a heads-up display which reflects the car’s speed into the windscreen, the Redline gets massive race-bred Brembo front brakes and wider rear tyres (just like HSV has done since 2006).  It also gets sports seats and Holden’s lauded faux-suede material on the dash and doors.The only options: automatic transmission adds $2200, metallic paint adds $550 and a look-at-me boot spoiler adds $500. Fifty-plus grand is a lot of money for a Commodore but it’s still $10,000 cheaper than a new HSV Clubsport -- and, as we were to discover, every bit as good.In addition to the aforementioned technology, the big news on the Redline is the introduction of a launch control setting (for manual models only), two modes of stability control and two modes of steering feel (for track or street).The Redline is, in effect, exactly what North Americans will get except export models come with the 6.2-litre V8 reserved for HSV while Australian Redline editions make do with the still highly capable 6.0-litre V8.Power output from the 6.0-litre V8 is unchanged form before (and the auto still has less grunt than the manual). But the 43kg weight saving due to the lightweight aluminium boot and bonnet and other parts means the new model feels a little lighter on its feet.The only external visual clues to the Redline edition are the staggered 19-inch wheels (they’re wider at the rear than at the front, for better rear-end grip) which are available in chrome or gloss black.Inside there is a gaudy SSV logo embroidered on the the light-coloured dash and a matching thin strip in the centre of the seats. Black material without a logo would look better on all counts.Six airbags and a five star crash safety rating if things go awry -- and the best handling Holden V8 sedan ever built to avoid an incident in the first place. A rear camera and front and rear sensors are also standard, so it even gets a tick for driving safety.One blot: the driver’s side mirror is still too small. Luckily the car comes with blind spot alert. But I’d still prefer to see what’s over my shoulder than rely on a beep that might not work.Holden has for 25 years been trying to compete against its enemy from within -- the separately-owned HSV performance car division. But the VF Redline is the first time Holden has truly created a car that could give HSV a black eye.Holden has been successful in giving the Commodore SS plenty of styling sizzle but this is the first time it has had the performance and driving credentials to back up the tough talk.Sure, the Redline has a 6.0-litre V8 compared to the HSV’s 6.2-litre. And the power output of the Redline is lower (in part due to a slightly lower engine redline, ironically). But the actual performance is line-ball.Independent testing has shown there is just 0.1 of a second difference in the 0 to 100km/h dash (4.9 v 5.0 seconds). If you can pick that by the seat of your pants, you’re better than me.The suspension is well sorted, too. It’s incredibly supple over bumps despite the massive 19-inch wheels and tyres.The biggest improvements, though, are to the front brakes and rear-end grip. The brakes have much more bite than before (no doubt due to changes to the VF’s brake booster and bracket) and the overall grip is superb thanks to the same width rear tyres that HSVs have.All these changes make the VF Redline as much at home on a race track as it does in the daily grind.

It somehow seemed appropriate that our first extended VF Commodore test in our home area should be a station wagon, or a Sportwagon to use Holden’s title. Commodore was king of the family car market for 15 years before many buyers moved to either smaller cars or medium SUVs. So it’s likely the big VF station wagons could draw those who strayed from Commodore back into the fold again.Many external styling changes to the VF distinguish it from the VE it supersedes. The new front gives it a stockier look, partly because the bonnet has been raised to incorporate pedestrian protection, but also to fall into the global General Motors design theme.While the VF sedan is significantly different at the rear, the wagon (and ute) remain much the same as before, principally to save design dollars. Tellingly, at no time during our road test that covered over 600 kilometres did any other drivers stare at the Sportwagon’s rump and recognise it as a new Commodore.Changes to the interior are extensive and give the VF Commodore a fresh, modern look. The centrepiece is the large, easy-to-read 8-inch colour touchscreen with well-spaced controls that are big enough to avoid the dreaded push-two-buttons-at-once hassles.Visibility outwards is still marred by the huge A-pillars that we have been complaining about since the earliest VE Commodores. Some alterations have been made to the trim to try and cure this. Slimming the underlying metal was going to be expensive so we will have to live with the need to move our heads around to negate the blind spots created by the wide pillars.At least the damn-fool handbrake that was so irritating in the VE has been replaced by a small, sophisticated electric unit. Although it’s built on the same platform as the VE Commodore, around 60 per cent of chassis components have been either modified or replaced. An overall weight reduction of almost 40kg has been achieved, mainly through the use of an aluminium bonnet,  and sedan versions gain an aluminuim bootlid.The SV6 comes with a 3.6-litre six-cylinder engine with 210kW of power and 350Nm of torque and sends drive to the rear wheels via a six-speed automatic transmission (or six-speed manual on sedan and Utes).It gets a five star ANCAP crash safety rating with electronic stability control, front and rear park assist, traction control, electronic brake force distribution, hill start assist and blind spot alert.There’s something distinctly Aussie about the way the VF Commodore feels on the road, particularly in country driving. It lopes along with a minimum of fuss, makes light of coarse-chip surfaces that can rattle even the most expensive Europeans, and copes with corrugated dirt as though it’s barely there. Out onto the open road the interior of the Commodore is noticeably quieter than before and there’s a real feeling of luxury not unlike that of cars that cost tens of thousands more.The 3.6-litre V6 on our test SV6 Commodore wagon was happy to sit at minimum revs thanks to the efficiency of the six-speed automatic transmission. The engine and transmission are both responsive and communicate with one another to give pleasing amounts of torque at all times. However, the 3.6 is still not as smooth as that of similar units used in many competitors. It’s certainly not as harsh as when first introduced almost a decade ago, but it really should be better.Performance is strong, yet fuel consumption has been reduced markedly compared to that of the already good VE Commodore. Expect the 3.6 V6 to use about seven to nine litres per hundred kilometres when cruising in the country. And around nine to eleven litres when driven sensibly in suburban areas.Handling is excellent with good feedback through the steering wheel and the suspension system. The new electric power steering (EPS) gives a sharp feel that’s all but indistinguishable from that of the old hydraulic assistance used in all Commodores till now. EPS is there primarily as a fuel save because it only takes power from the engine when it’s needed, not all the time as when a hydraulic pump is running permanently.

June 30 is D-Day. The end of the financial year is the best time to buy a new car because there are always special deals in showrooms. As carmakers and dealers aim to clear their outdated stock, Toyota uses a June push to cement its showroom leadership. Some of the special deals are on cars that have done demonstrator duty, or were built in 2012, or are just not selling as well as expected. So they're not the tastiest fruit in the bowl.But there is great buying across the board as demand for new cars fuels one of the longest growth periods in motoring. The bottom line is that you can save money -- and lots of it. So here's a look at the June sales, with Carsguide's assessment of the best deals on wheels.CITROENThe new importer is pushing hard so the Aircross SUV starts at $31,990 drive-away front-wheel drive or $33,990 with AWD, a saving of $3800. There's $5000 off the C4 Seduction turbo diesel auto hatch at $25,990. Carsguide says: The Aircross isn't great, but the C4 discount is tasty.FORDThe death notice for the Falcon and Territory has not helped buyer confidence but a 2.9 per cent finance push on Fiesta and Focus still looks good. The superseded Kuga SUV from $31,990 drive-away is a $10,000 saving. You can save about $3000 on a 2012 Escape SUV from $27,990 drive-away.The Territory gets a $6500 tickle, the TX seven-seater at $38,490 drive-away (third-row seat usually costs $2500). The impressive Mondeo liftback starts at $29,990. Good buying on Falcons, thanks to the arrival of the VF Commodore, from $33,990 and better if you haggle.HOLDENAs the VF Commodore creates queues, the outgoing Z-Series starts at $34,990 with five years' warranty and roadside assist. That also applies to the SV6 at $35,990 and the Cruze SRi and SRi-V at $23,490 and $26,990. Last year's Barina CD hatches are $15,990 drive-away with a sunroof. The Colorado is $39,990. Hard to see past the excellent Cruze SRi.HONDAClipped prices and free on-roads. The City VTi sedan is $17,990 and the (slightly) more lavish VTi-L automatic version starts at $21,990. The bigger Civic sedan is being cleared from $21,990. Free auto on the Jazz VTi at $19,990. The Civic is worth a look at $2500 off.KIAFree on-roads, discounts and $1000 gift vouchers on many models. A five-door Rio S is about $3K off at $15,990 drive-away with a $500 gift card; the three-door Rio is $14,990 and the five-door Si is $18,990. Runout Cerato TD sedans start at $17,990 for the S, saving about $5000, the Si sedan is $23,990 and hatch at $17,990. All get a $1000 gift card. Cerato SLi and SLS have drive-away pricing but miss the gift card. All Optimas have free on-roads. A 2012-build Optima Platinum is $37,990, saving about $4000 with a $1000 gift card. Most Sportage SUVs include on-roads and a $1000 gift card. Carnival and superseded Rondo pricing is drive-away. The Sportage diesel and Optima are top-notch.MITSUBISHIThe manual Lancer gets an old-school value pack on the Special Action Model for $19,990 drive-away. The Mirage is $12,990 drive-away for the ES manual, with a $500 cash-back that also applies to the auto.Driveaway prices also for the compact ASX at $24,990 for the 2WD manual, the Outlander LS 2WD auto at $29,990, Pajero GLX-R auto at $54,990 or $59,990 for VRX. Both come plus $3000 cash-back, saving about $6000.The Triton ute is now tackling Great Wall from China at $19,990 drive-away for a GL single-cab 2WD with alloy tray, or add luxury for a GLX dual-cab 4WD diesel at $31,990 drive-away with $2000 cash-back, saving about $14,000. The utes look good at those prices.NISSANA 2.9 per cent finance package, with agreed value after three years, makes the Pulsar ST sedan look good at $49 a week or $19,990 drive-away. The X-Trail ST 2WD petrol manual cops a $4000 reduction to $25,990 drive-away, while the Navara RX 4WD dual-cab manual is cheaper than ever with a $9500 cut to $30,990 drive-away. The Pulsar sedan deal is attractive.OPELThere are drive-away deals across the range. The basic Corsa is down by about $2500 to $16,990 drive-away, the Astra is from $22,990 drive-away for the 1.4-litre turbo petrol hatch with three years of free servicing, saving about $5500. The top-line Insignia sedan is from $39,990 drive-away with heated leather seats. The Astra is easily best of this breed.PEUGEOTFree on-roads at Peugeot on most models but not the cool new 208. The 4008 SUV cops a $1500 saving from $29,990 drive-away and there are deals on the outgoing 4007. Nothing to see here.RENAULTA Koleos from $26,990 drive-away looks even better with interest-free finance. The Megane hatch is from $22,990 drive-away with finance pegged at 1.9 per cent. The slow-selling Fluence and Latitude sedans are available with 2.9 per cent finance. The Megane CC convertible goes from $43,990 including on-roads. The sporty Clio RS is from $34,990 drive-away and the hotrod Megane RS has 2.9 per cent finance.Commercial deals start with the short-wheelbase Kangoo petrol manual with dual sliding doors from $20,990 drive-away, moving up to the Trafic short-wheelbase manual for $29,990 and the long-wheelbase manual for $32,990, while the Master large van starts from $46,990 drive-away. There's a five-year/200,000km warranty on all light commercials ordered in June. Hard to argue against a $3000 bonus on the Koleos but stocks are tight.SUBARUDrive-away pricing -- for savings of $3000 to $4000 -- is the bait, with Impreza pricing from $23,990 (excluding the WRX, of course). The Tribeca from $54,990 now includes on-roads but you need to visit a dealer to get the full story. Nothing outstanding.SUZUKIThe front-drive SX4 gets a Navigator pack with voice-controlled 6.6-inch satnav with Bluetooth for $19,990 drive-away for the manual and $21,990 auto. That also applies to the 2WD auto Grand Vitara at $29,990 drive-away, including reversing camera and satnav with Bluetooth. The Alto GL manual also gets satnav for $11,990 drive-away for the manual, with the Swift GL manual at $17,490 drive-away including cruise control and Bluetooth. The Grand Vitara is a polished piece.TOYOTAThere's 2.9 per cent finance on Aurion and Camry with the Camry Altise looking best at $29,990 drive-away. Other drive-away deals include $15,990 for the Yaris YR five-door, $21,490 for the Corolla Ascent automatic, $39,990 for the Kluger KX-R 2WD five-seater, $60,990 for the Prado GXL turbo diesel auto and $39,990 for the HiLux SR 4WD dual-cab ute. The right time for the cabbies' new favourite, the frugal hybrid Camry.VOLKSWAGENDrive-away pricing on passenger cars and zero finance on commercials. The Polo is $16,990 on-road, the Jetta is down to $25,990 and the Passat $36,690. The Polo is Carsguide's 2010 COTY.VOLVOFuel and servicing for three years or 60,000km plus roadside assistance. There are conditions -- with a pre-paid BP card based on 15,000km a year and $1.50 a-litre pricing -- and the latest V40 hatch is excluded. Clever twist on bargaining but a pity it doesn't apply to the V40.Paul Gover's 10 COMMANDMENTSYou must still do your homework. You must still check the fine print. You must still be prepared to haggle and compromise.But do it right, crunching the numbers and running right to the dealer's deadline, and you can drive away in something special at a special price.The starting point is all the deals, from sticker specials to cheap finance and steak knife-style free extras, being offered by most of the 60-plus brands in showrooms today.If something you want is on special, go for it. But check that the car was built in 2013, and is not a geriatric old-timer from 2012, and ensure your target is exactly what you want - not a stripped-out stocker, perhaps missing an automatic gearbox - that will cost thousands to get the way you want it.Once you lock down a target, don't think the advertised special is the end of the deal. You also need to negotiate for a better price on delivery and on-road costs, and avoid the trap of buying over-priced extras such as paint and upholstery protection, window tinting and extra-long warranties.No-one can expect to go into the ring with a showroom professional and expect to win, because buyers only get a new car occasionally and sales staff are dealing every day. But, by concentrating on the real bottom line - the changeover price - and being prepared to compromise, you can come out ahead.The best tips are the simplest. Run as close as you can to June 30 to sign the deal and get the car, because dealers are all aiming for targets that can mean tens of thousands in bonus money from headquarters. Also be prepared to take a car they have in stock, even if it's not your favourite colour, because dealers are aiming to clear everything they have on the lot.And have your finance in place before you arrive, especially if you're taking up a special deal, because that makes things quicker and you'll also be spared any hassle and potential extra costs.Watch out for 2012 cars because the warranty clock has already been running, don't forget that a big discount today will also mean less at changeover time, and remember that a demonstrator car could have had a hard life already. 

Holden is looking to turn around the downward trend in Commodore sales with the VF – mounting a three-pronged attack based around significant price cuts, a big range of additional equipment and a renewed export drive.Annual sales of the Commodore have been in steady decline since their peak of nearly 95,000 in 1998 with the 2012 tally of around 30,500 being the lowest ever. While the car’s age undoubtedly contributed to this number the overriding reason has the trend away from large passenger cars towards both medium SUVs and smaller cars.The VF Commodore is the fifteenth model since it launched with the VB in 1978. It’s been a long time coming as the VE series it has been on sale since 2006. The big delay largely due to the near bankruptcy of GM as a result of the GFC.As we’ve reported previously, the VF Commodore gets price cuts ranging from $5000 from the VE Omega to the Evoke up to $10,000 on the two Caprice models.With such dramatic price reductions coupled with leading-edge technology we wouldn’t be at all surprised if many buyers who have been swept to the SUV trend will be having second thoughts.There are many external styling changes to the VF to distinguish it from its predecessor, with a new front and rear that give it a stockier look partly because the bonnet has been raised to incorporate new pedestrian safety features.The changes to the interior give the new Commodore a fresher, more contemporary look. The centrepiece is the 8-inch colour touchscreen with large, well-spaced buttons and knobs that displays the vast array of features available through the Holden MyLink infotainment system. We will take a closer look at this, along with a plethora of other new features designed to make motoring not only safer but also more entertaining, in a separate story.VF Commodore model names have been tweaked with both the previous entry level Omega and the second tier Berlina both gone – the latter after nearly 30 years in the range – and replaced by a single model called Evoke designed to bridge the gap between fleet and private buyers and to generate a more upmarket image.Evoke uses a 3.0-litre SIDI V6 engine. To reduce fuel use and exhaust emissions power is marginally down (from 190 to 185 kW compared to the VE series). This is more than counteracted by an overall weigh reduction of almost 40 kg in the Commodore, mainly through an aluminium bonnet and boot lid. Performance isn’t affected while fuel consumption is just 8.3 litres per hundred kilometres, down from the 8.9 litres in the equivalent 2012 VE Series II.Other model names are unchanged, with the SV6, Calais, and Calais V each having the 3.6-litre SIDI V6. The SS, SS V, SS V Redline all use the 6.0-litre Gen IV V8, which is optional on the Calais V. All models offer the choice between sedan and Sportwagon.The long wheelbase Caprice sedan, now designated WN, comes with either a 3.6-litre LPG-fuelled engine in the standard model or 6.0-litre petrol V8 in the Caprice V. Transmission options are unchanged with six-speed automatic in all models and six-speed manuals in the sportier variants.Although it’s built on the same platform as the outgoing VE, around 60 per cent of chassis components have been either modified or replaced.The two-day launch of the VF Commodore included a 500-kilometre drive program from Canberra south to the Snowy Mountains and back.It’s hardly surprising given the length of time that the Commodore has been around, but there’s something just right about settling into these big Aussie cars. Something that will really be missed if they were to disappear from the scene forever...Manoeuvring the new VF out of the congested underground car park the first thing you notice is the new electric power steering (EPS) that gives a noticeable improvement in sharpness.Out onto the open road the interior is noticeably quieter than before and there’s a real feeling of luxury unlike any you have felt car in this price range. The route chosen for the drive program was dominated by long straights designed to let the VF stretch its legs as we rotated through the different models.Climbing into the foothills of the Snowys we came away most impressed. It’s well-balanced and courtesy of the weight loss and lighter steering felt anything like a large family car.

It's a big ask for any car to save a company but by the time the first wheels turned on the test drive for Holden's new VF Commodore last week, it was clear the stakes were much higher than that.Ford announced it was bowing out, leaving just Holden and Toyota. If one goes, they both go. On the VF rides the fate of the industry. The route takes the convoy on a trip into the past, to the long sweepers and tight climbs of the Snowy Mountains.It's just the sort of country the Commodore was originally designed to tame, in long sure-footed strides, and it's impossible not to be struck by one thought immediately: I'd rather be punting one of these through here than any of the SUVs that have pinched the parking spot of the big Aussie sedan.Holden flagged price cuts early and they hit $10,000 at the peak of the range. However, it's the equipment fitted across the VF that says most about Holden's approach.The best example is the automatic parking system. Common now even on hatchbacks, the VF does the steering while you apply throttle and brakes. For programmers the steering bit is easy; finding a suitable spot is the test. The most difficult to assess are perpendicular, which is why almost all these systems only parallel park. The VF can do both.The new electrical "architecture'' benefits every VF, even the base model Evoke, with voice control and Bluetooth phone/audio standard. If you use one of the common smartphones, embedded Pandora and Stitcher apps bring everything to the 8-inch control screen, including messages.The engineering on the VF is at the opposite end of the scale to Snowy pipes and dams; it's focused on the binary plumbing of the smartphone age. Holden is one of the first in the General Motors world to implement its new electrical architecture and it leapfrogs Commodore into a world of apps and advanced safety systems.This is not the usual catch-up-with-the-imports exercise. In some areas, VF is better than anything on offer. The head-up display on the top luxury (Calais V) or sport (SS V Redline) grades, for example, projects information on to the windscreen in front of the driver, just below the line of sight. It can display an impressive range of information, from speed and navigation instructions to audio mode and even Formula 1-style upshift lights. The German luxury badges don't go this far.This sort of stuff, and the overall lift in cabin quality, should help Holden attract private buyers flirting with the bottom rungs of premium.The final piece in that puzzle is fuel economy and here there are improvements of up to 8 per cent, taking the best to 8.3 litres per 100km. Drivelines themselves are largely carried over, with minor changes to power and torque peaks. The gains come from lightweight parts and electric power steering, among a raft of fine-tuning measures.The economy figures won't convert any Prius owners and happily for Commodore loyalists, it doesn't come at any cost to driveability either. One-third of buyers still cannot resist the lure of rumbling V8 lump but the petrol 3.6-litre V6 is enough for a luxe Caprice and a hoot in the ute.The safety systems also advance a generation, with forward collision alarm and lane departure warning on top grades, while blindspot alert and a system that warns of approaching cross-traffic when reversing on all but Evoke.What this does is simple: It removes the reasons you had for not buying a Commodore.Dynamically, the Commodore was always a notch above its price and that's still true, with the passion of Holden engineers shining through in the control weights, steering and suspension tune.Tyre noise is very surface-dependent but generally it's a quieter car, too, and that enhances the new-found cabin feelgood. In the design and details it lacks the class of a premium brand but it's a whole lot more than "just good enough'' we're used to from the locals.The VF is no Snowy Mountains Scheme and people are now rusted on to SUVs. But if there is any appetite left for the big Aussie touring car, then the VF deserves to bring buyers back.  

If the VF is the very last Commodore then it's a great way to sign off. This is truly a Holden hero, with world-class sophistication and refinement.In many ways, the VF update is more like an all-new car than a mid-life update and facelift of the VE. Close to 70 per cents of the parts on the cars are new - and so is a pricing policy that tears a minimum of $5000, and as much as $9800, from the bottom line.You only have to drive the cars for a few minutes, as I did in a preview sweep from the new Evoke through to the Calais V, to see and feel and enjoy the changes that reflect the best of Australian engineering and the best of global sourcing.The VF is only a couple of ticks away from perfect. There is no hybrid, no four-cylinder fuel miser, and the centre part of the car is carried over - including the unloved exterior mirrors - and those are the only things that stop it scoring a five-star Carsguide rating.But the VF Commodore has booked and paid for a place at this year's Car the Year shootout and should easily reverse the nasty sales slide suffered by the VE over coming months.Is the VF package enough to save the Commodore? No, but it's more than good enough to put an old-fashioned Aussie six back on the shopping list.The extra value in the VF is not just on the bottom line. Yes, the new Evoke starter car is priced from $34,990 and that makes it $5000 cheaper than the outdoing base model and the cheapest Commodore in more than a decade.The price cuts - and that's what they are, although Holden is painting it as a benefit from the Australian dollar - slash as deeply as $9800 for the Calais V with V6 engine and headlining SS-V manual.But there is so much extra equipment in the car, particularly on the technology front, that the benefit to buyers is even bigger.Compared with the old Omega, the Evoke gets things like auto park assist and an eight-inch colour touch screen to control the infotainment system.As you move up the line the deals get even better, which helps to position the Commodore as a genuine import fighter and not just an old-fashioned Aussie six.It's much more likely to be shopped against a Nissan Maxima or Honda Accord now, while the wagons make a better case against the fully-loaded SUVs that are so popular for school runs and shopping.But there are still some buts. No-one knows how the impending end of the Commodore line in 2016 - despite Holden's claims that it will continue the Commodore badge on the car's foreign-spawned successor - will affect resale values. And that's a very big deal, both for private buyers spending big and for the fleets who have traditionally provided the backbone for Australian car sales.Changes to the VF run all the way down to the basic body structure, including a new firewall to cut noise intrusion and new foot pedals for the driver.The bonnet and bootlid are now stamped from aluminium to cut weight, as the VF drops around 100 kilograms from the VE in the search for better efficiency.The Evoke package includes auto park assist - for both parallel and right-angle parking - as well as all-round radar and a rear-view camera. Holden claims improved voice recognition, full Bluetooth with iPod integration, Apps including Pandora and SmartRadio, as well as the giant eight-inch touch screen in the dash.Things get predictably better as you move up the range, with the Calais getting blind-spot warning and the Calais V also has forward collision alert and a coloured heads-up dashboard display.The changes to the VF bodywork are not huge, but more than enough to mark it out as a new Commodore.The crew at Fishermans Bend worked hard to make the car look more aggressive but also more grown-up, even smoothing the rear-end look and insetting the rear glass slightly. The new nose is significantly different and works well both on the luxury and sporty SS models.Things really get good inside, from the new dash to seats which are both more supportive and set lower for a better driving position.The layout is a huge change and so is the presentation work, including the mix-and-match approach to surfaces and materials. You won't find a boring slab of black plastic in the VF, which has all sorts of contrasting design work from the new door skins - which hold the electric window switches on the drivers' side, up from the console - through to the impressive new centre stack.The VF is, not surprisingly at all, a five-star winner with ANCAP. But … Americans will get their VF, tizzied and badged as the Commodore SS, with knee airbags for both front seats. Holden says they are not needed here, and that American crash testing usually includes results for un-belted passengers, but you still have to wonder.On the other side, the Evoke package includes all that parking help, as well as an electric parking brake, hill-start asset and vehicle-sway control, and further up the line the active electronics will make a real difference with the forward collision and lane departure alerts.And, in a country where far too many people spend their time focused on the speedometer and not looking ahead for potential hazards, the heads-up display is a big advance.The bottom line on the VF Commodore is impressive. The car is a great drive, from the Evoke right through to the Calais V.What's most impressive is the refinement and composure. The new Holden hero is easily the best Australian car I have driven, wipes rivals like the Honda Accord, and is more like an Audi or BMW in the way it covers ground with comfort and finesse.It's not perfect, although even the clunky old V6 engine is now far quieter than in the past. I just wish Holden had been able to junk the undersized rear-view mirrors, as it has even managed to improve visibility by slimming the oversized A-pillars that blighted the VE.My advance drive of the VF happens at Holden's Lang Lang proving ground, on roads I know well and respect immensely. It might be a closed course but it has the sort of surfaces and corners that show up even the tiniest flaws.First up, I notice the extra comfort and support in the seat and the lack of engine noise. Even the pedals seem more isolated than before.The performance is not noticeably better, despite Holden work and the slightly better economy, but I'm not as busy over bumps and the cornering grip is good without throwing me around. The six-speed auto shifts smoothly, although the manual is still a bit of a beast.At highway speeds the car is really noticeably quieter, and there is plenty to play with in the cabin. I'm past the Gen-Y gadget age, and it's really a job for a full-scale test, but the infotainment package is a clear step up on anything else made here.And then there are the little things, like cleaning the console by moving the switches to the door - and outside the spill zone alongside the upholders - and adding an electric parking brake.My bottom line on the VF Commodore is simple: four stars. That's a great result at a time when big Aussie sixes are, like the dinosaurs, heading towards extinction. The score would have been better if Holden had a hybrid or a four-cylinder greenmobile - like Ford's EcoBoost Falcon - and if those mirrors were bigger.Holden has done a great job on the VF, which thoroughly deserves the tag as Australia's best car.It's just sad that the goalposts have shifted and Australia's best is not good enough, or satisfying enough shoppers, to resist the rising tide of imports.