Holden Commodore Reviews

One of the reasons that utes are so popular is that they are the cheapest entry point to a V8 for many young blokes.

The Holden VZ Commodore was the last hurrah for the generation that began with the VT in 1997 and served Holden well.By any measure the VT was an attractive car, but by 2004 when the VZ was launched it was looking a little shabby even with the best efforts of the Holden designers to refresh it with some fairly minor cosmetic changes.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new six-cylinder sports model. After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old 3.8-litre OHV V6 with an all-new, all-alloy double overhead camshaft 3.6-litre V6 with the latest technology.There were two versions of the new Alloytec V6; one with 175 kW and 320 Nm that powered the mum-and-dad models, and another with 190 kW and 340 Nm for the new SV6 sports model. Both engines delivered more performance than the old V6 and Holden claimed they were also two percent more fuel efficient on average.There was a small performance improvement for the 5.7-litre V8, which continued in the SS until the Series II upgrade in 2006 when it was replaced by a new 6.0-litre engine. Along with the engines Holden also revealed new automatic and manual transmissions.The 190 kW V6 was linked to an all-new five-speed auto with paddle shifting on the steering wheel, the regular V6 was bolted to an upgraded four-speed auto without the paddle-shifting feature. There was also a new six-speed manual gearbox that was available with the 190 kW V6.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOPNow up to seven years old the VZ is showing its age with odometer readings as high as 200,000 km. The message from that is that it needs to be approached with caution. The VZ was sturdily built and is generally proving to be quite durable if properly maintained, so look for a service record that shows what servicing has been done. Check for oil leaks around the engine and gearbox, inspect for coolant leaks, and examine the body for poor crash repairs.IN A CRASHThe Commodore's safety arsenal was boosted by the addition of Electronic Stability Program on some models, including the Acclaim. It was part of a larger package of safety systems that included ABS braking, Corner Brake Control, Electronic Brake Assist, Electronic Brakeforce Distribution, and traction control. ANCAP ticked four out of the five possible safety boxes.UNDER THE PUMPHolden worked hard to extract as much fuel efficiency out of the Commodore as possible, but there was no escaping the fact that it was a large and somewhat heavy car. The company claimed an average of 11.0-11.6 L/100 km for the V6 and 14. 0-14.5 L/100 km for the V8. The VZ is not the car for you if you are concerned about fuel economy. If that is your concern and you want a large car perhaps look at the dual-fuel version, which came from the factory with a quality IMPCO system.AT A GLANCEPrice new: $33,160-$50,090Engine: 3.6-litre petrol V6, 175 kW/320 Nm; 3.6-litre petrol V6, 190 kW/340 Nm; 3.6-litre dual-fuel V6, 175 kW/320 Nm; 5.7-litre petrol V8, 250 kW/470 Nm; 6.0-litre petrol V8, 260 kW/510 NmTransmission: 4-speed auto, 5-speed manual, 6-speed manual, RWDEconomy: 11.0 L/100 km (175 kW V6), 11.5 L/100 km (190 kW V6), 14.0 L/  100 km (V8)Body: 4-door sedan, 4-door wagonVariants: Executive, Equipe, Acclaim, Lumina, SV6, SV8, SSSafety: 4-star ANCAP.

There are plenty of brands launching new "green" cars - although many use Blue terminology - but Holden has gone red and green. The new Commodore line-up now has a dark-ish green called Chlorophyll and it is draped over this Redline SS V ute, for now the only sub-$50,000 option for a V8 ute - if you want anything with a Blue Oval you're off to an FPV showroom and looking at an extra $3000..The standard SS V is priced from $47,490, plus the $2500 on top of that for the Redline package. That extra cash buys Brembo four-piston front brakes with bigger discs, 19in forged alloy wheels wrapped in low-profile rubber, controlled by FE3 "Super Sports Performance" suspension with new dampers and stiffer stabiliser bars. The ute suffers for all that by only coming with a tyre inflator kit instead of a normal spare wheel. Other standard fare includes the Holden iQ touchscreen infotainment system that has satnav, hard drive, Bluetooth phone and audio link, as well as a USB jack. There's also dual-zone climate control, cruise control, comfortable and reasonably supportive leather-trimmed sports seats and leather-wrapped steering wheel, reach'n'rake adjustment for the steering, automatic headlights, power windows and mirrors, trip computer.Much of what would be considered technology can be found further down in the Safety section, but the Holden iQ system certainly qualifies - the touchscreen controls the audio system, which can take tunes from the radio, CD, a built-in memory that can store as many as 15 standard CDs or external devices that connect via Bluetooth or USB cable. There's also full-colour satnav via the same touchscreen, with real-time SUNA traffic information as well as alerts for school zones, fixed traffic cameras and a speed zone display, although the latter doesn't always agree with the ever-changing roadside signs. The system also integrates phone function as well via Bluetooth, meaning the phone book and dialling can be done without touching a phone, which we all understand is a no-no. The system can also be tailored to lock out certain functions while the car is moving.From dead front-on you're not going to see any difference from the rest of the range - full of stance and presence, the flared guards and the fog lights, sitting above a deeper front splitter, all shout menace. Look aft and there's a really big boot thankfully covered by a traditional soft tonneau, albeit clamped down with the sandwich bag sealing system which isn't always easy to lock in. That said, at least you can use the tray for taller stuff without being stymied by the hard-tonneau set-ups that are becoming more common and make security less of an issue. But any pretence to the vehicle actually being used for carting gear above the tray topline means the old-school tonneau. The cabin has plenty of space - even storage behind the two pews is half-decent now - but sadly the centre-mounted switchgear and cupholders remain a pain, particularly for those in a manual model.This no bare-bones widowmaker workhorse - airbags front and side (seat and curtain), load-limiting and pre-tensioned seatbelts, stability and traction control and anti-lock brakes mean a 5-star ANCAP safety rating has been applied to the ute. There's also a limited slip differential, sports-tuned "F3" suspension and the aforementioned big brakes. This sportscar with a very big boot also requires some muscle to get the best from it - and I don't mean in terms of loading it up. It's not a light and easy thing to drive day to day, it's muscly V8 after all, but if you have no need to hurry you can loll along in a high gear and it will rarely complain. Getting it fired up is amusing, but don't expect a raucous soundtrack to go with it - it's almost refined by comparison to some of the same breed that have obviously consulted aftermarket assistance to clear the V8's throat. The price will be paid at the pump if you get busy with it regularly - the six-litre V8 doesn't get the active fuel management (that's only teamed with the automatic) so unless you resist all temptation to stretch the ute's legs and visit the top half of the tacho, the fuel use will be high. Official figures suggest that even with the cylinder drop-out system, the manual is a little better at the bowser. Our time in the car yielded 17 litres per 100km (close to the official urban figure) but with more time on the open road that number would drop. The tall sixth gear and considerable bottom-end urge would translate into a more civilised thirst, but if that's high on your list of priorities then maybe one of the new LPG models might better suit . It's more sharp chainsaw than scalpel when it comes to corners, ripping through bends at anything from a brisk clip to maniacal, but stability control helps keep the rump from leading the charge, although the rear does require provocation - on a dry, sealed surface at least - to break away. Sitting only 100mm off the tarmac means any farmyard excursions will need to be carefully planned - the low clearance, low-slung nose and "workhorse" appearance don't always translate - a rough farm track could remove plenty.

It may be just a marketing exercise designed to sell more Commodore utes but the Thunder limited edition makes an enticing package for boof-head Aussie blokes or sheilas.

The SV6 was a direct response to the success of Ford's XR6, which had pretty much buried the Commodore S, Holden's previous six-cylinder sports sedan.It's almost 20 years since Ford unveiled the XR6, so it's taken a long time, but there's no doubting that it has built a following among owners who believe you don't need to Drive a V8 to be sporty.As Ford's flyer has ascended the throne Holden's S has got lost in the traffic. To compete Holden needed a new hero six; that came in the form of the SV6.The SV6 built on the already sporty stance of the VE with added body enhancements to give it an even sportier look.Under the bonnet it had a high output version of the 3.6-litre double overhead camshaft Alloytec V6 that put out 195kW at 6500rpm and 340Nm at 2600rpm.Buyers could choose between a five-speed manual gearbox and an upgraded five-speed auto with a manual shifting option.Underneath it had a combination of MacPherson Strut front suspension and independent rear suspension, power steering and larger, more fade resistant ABS-supported disc brakes front and rear.With a body that was 50 per cent stiffer than the old model's, a new suspension set-up and close to 50/50 weight distribution the SV6 was blessed with a handling balance more associated with European models. On the road it was a revelation. It sat flat on the road, soaked up bumps with aplomb and went where it was pointed.Inside was a different story. Awash in dark tones and dull grey plastics, the new cabin was plain and a trifle disappointing.The handbrake was located in the centre console and awkward to use. You had to be careful not to pull it on too hard, as it could be very hard to release if you did.The SV6 was equipped with standard features like air-conditioning, cruise control, multi-function steering wheel, alarm, immobiliser, trip computer, seven speaker CD sound system, power driver's seat, body kit including a rear spoiler and 18-inch alloy wheels.Fit and finish was an issue immediately after the launch of the VE, odd noises were evident in early cars, so look and listen carefully when test driving cars.The V6 engine is quite robust and gives little trouble, although some owners feel it's a little weak at low engine speeds, which can make manual's hard to get off the line smoothly, and make it feel unresponsive when you crack the throttle.Like the engine the transmissions are solid and give little trouble. Make sure your car of choice has been serviced and inspect for crash repairs.The SV6 was well equipped with safety features, coming standard with dual front airbags and side front airbags, along with active support from ABS brakes, EBD electronic brakeforce distribution, BAS electronic emergency brake assist, traction control and electronic stability control. ANCAP rated it at 4 stars.Holden's official claim was 11.0L/100km for the six-speed manual and 11.3L/100km for the auto. Our reader reports that she gets 12.0L/100km in city type driving, but has got as low as 6.0L/100km on the highway. Holden says the SV6 is happy to run on regular unleaded and approves it for E10.Glenys Russell bought her 2007 SV6 manual in 2009 with 20,000 km on it and has since done another 43,000 km. It took some time to acclimatize to the clutch operation and the A-pillar, which she says is a huge blind spot. She has had the clutch replaced twice, the sound system has also been replaced twice, the plastic moulding on the driver's seat broke, the handbrake has stuck on, the ECM has been reprogrammed, and it currently has issues with the lower control arms, but all problems have been fixed under warranty."My car is extremely powerful, responsive, safe, and absolutely the best car I have ever driven."Punchy V6 with a stable chassis combine for a sporty ride, but lacks the presence of the Falcon XR6.

LPG has been strongly touted over the past few years as being an economical fuel source compared to petrol. But that benefit has started to dwindle as conventional engines have downsized, become more efficient and more environmentally chummy.Take the Holden Omega LPG dual-fuel. Aimed at the tradie and fleet buyers, it offers a simple, economical and fairly comfortable vehicle. But there are still compromises -- for both your wallet and the environment.VALUEYou have to weigh the $38,890 price for the dual-drinker against the latest petrol-only Omega ute at $3400 less - but $1400 after $2000 government rebate. But to do that, you need to measure the 175kW/318Nm 3.6-litre's claimed 15.1L/100km on LPG - which is how most people will use it -- against the 3.0-litre petrol's claimed 9.6L/100km and not dissimilar outputs at 190kW/290Nm.With current fuel prices (which vary on location), that means 1000km costs about $94 on LPG, and about $40 more on petrol. So you have to travel 35,000km to make up the price difference.On test, after 420km of mixed driving it took 67.7L of LPG and 8.3L of petrol for a total cost of $55.90, so our 1000km would cost closer to $130, but in real-world driving the non-LPG ute would also return a higher fuel figure than the claimed one, so the difference could still be around $40.The emissions weigh-up is grimmer. On LPG, the ute belches 244g/km of CO2: more than the 3.0-litre's 229g/km - and for that matter, more than the 210kW/350Nm version of the petrol V6 at 236g/km. And no amount of driving evens up that imbalance.DESIGNThe body looks solid and simple, but the LPG tank means a large lump in the tray, and while you can sit something on top, it reduces the payload area and prevents you anchoring large objects behind the cabin. The tank also reduces cargo capacity by 109kg to 700kg, but you still get the braked towing capacity of 1600kg.The filler caps are both under the same lid, and this leaves little room to get your fingers around the LPG one when refilling.The interior relies on hard plastics - the steering wheel is particularly unpleasant -- but enough effort has been made to give the cabin a comfortable feel and there's plenty of room behind the seats for storage. It also has a reasonable equipment list, including dual-zone climate control, Bluetooth and the Holden-iQ touchscreen infotainment system.The main gripe is lack of visibility, with the thick pillars and high rear window forcing you to look twice in lane-changing and parking.TECHNOLOGYThe Alloytec V6 engine starts on petrol and automatically switches over to the gas-injected LPG after a few seconds, but will switch back if you run out of gas It's a capable unit, but it's mated to a museum-eligible four-speed auto and you can't help wondering how much another cog or two would improve the fuel economy.Holden is currently working on an LPG-only system, due to arrive later this year.The independent rear suspension feels a bit firmer than in the sedan, and the ute rides and handles fairly well with an empty tray. The steel wheels' 16-in diameter helps with that, but it improves more with some weight in the tray.SAFETYFive crash stars, helped by six airbags, stability and traction controls, and anti-skid brakes with brakeforce distribution for optimum braking and brake assist for extra effort in emergency stops.DRIVINGWe'd factored in that the LPG ute would mutter at hills, and it didn't take much foot input before it needed to kick down. But we didn't expect it to make so much racket. It's an industrial symphony, with transmission noise singing harmony and tyre roar as the chorus - all of which begs for better damping in the cabin. Otherwise it offers a fairly practical experience. Give it a task and it steadily sets about getting it done, then dusts its hands off and lines up for the next one.The 11.7m turning circle is handy for a workhorse, and its road manners are as good with the tray empty as when loaded.Overall, there are no real problems, and the cabin is a well-equipped and pleasant enough mobile office, but the ute doesn't really shine in any area. The poor visibility and antique four-speed transmission make everyday tasks just a bit harder than they need to be, and the LPG consumption doesn't compare as well to more modern and frugal petrol engines as it once did to the previous guzzlers.The main factor will be whether you're prepared to pay the extra up front to save bowser budget later in its life.VERDICTIt's a good prospect if you're going to drive it long enough to recoup the extra cost and don't mind losing some payload area. Otherwise go for the petrol version or wait to see the new Falcon Ute with liquid phase injection LPG that arrives mid-year or the LPG-only system Holden will launch later in the year.HOLDEN OMEGA LPG UTEPrice: from $38,890 (- $2000 government rebate)Warranty: 3 years, 100,000km, roadside assistResale: 62%Service: 15,000km/12 monthsThirst: LPG only 15.1 litres/100km; 244g/km CO2. LPG/petrol 13.4 litres/100km; 217g/km CO2Crash rating: 5 starsSafety equipment: six airbags, ESC (inc ABS, EBD, EBA, TC)Engine: 3.6-litre, V6; LPG/petrol; 175kW/318NmTransmission: 4-speed auto; rear-driveBody: 2-door ute, 2 seatsDimensions:  4894mm (L); 1899mm (W); 1476mm (H); 2915mm (WB)Weight: 1734kgTyres: 225/60R16 tyres, full-size spare

A billion dollars and five years in the making the VE Commodore was a make or break model for Holden, and in many ways it also represented the future of the traditional Aussie big family car.MODEL WATCHThere was heaps riding on the VE Commodore when Holden launched it, the company had gambled heavily on being able to keep the old style large car alive in a market that was moving towards smaller cars.With its carved curves, chiseled lines and pumped wheel arches it was a good looking car.  Compared to the previous model it was also longer, wider, taller with a larger footprint, with a similar cabin that could seat five adults, and larger boot.  At the same time it was heavier, and there was only a small improvement in fuel economy, an important consideration when buying a car at the time.The Omega's engine was a 3.6-litre all-alloy V6 with double overhead camshafts and variable valve timing that put out 180kW at 6000rpm and 330Nm at 2600rpm.  It was also offered with an Impco-developed vapour-injection dual-fuel (LPG) system. In that form it's peak performance was 175kW at 6000rpm and 325Nm at 2600rpm.There was just the one transmission on offer in the Omega, it was a solid four-speed that had been recalibrated in VE for improved smoothness and shifting. Final drive, as with all Commodores, was through the rear wheels.Underneath it had all-independent suspension front and back and larger disc brakes.  Inside, the Omega was roomy with a well laid-out, well-equipped cabin boasting quality fittings and comfortable seats.IN THE SHOPService intervals for the Omega was 15,000 km. Check for a service record, proper maintenance is the key to a long life for a car.  Overall the VE was well built and is generally reliable, although the early cars suffered by production gremlins that were ironed out quite quickly.IN A CRASHAt launch the Omega had ABS brakes, ESP stability control and traction control with electronic brake distribution and emergency brake assistance overlaid with dual front airbags. When tested by ANCAP it was given four stars out of five.  In October 2008 Holden added head and side airbags, which enabled it to achieve a 5-star ANCAP rating.Parents often opt for a Commodore when buying cars for their beginner driver offspring, believing its solid build and overall safety will keep their kids safe, but a powerful engine with rear drive can often bring inexperienced drivers undone. The addition of ESP as standard equipment on the VE makes it a much better choice for a young driver than earlier models that don't have the important safety feature.UNDER THE PUMPHolden's claim for the 3.6-litre V6 petrol Omega was 10.5L/100km, the company's claim for the dual-fuel (LPG) engine was 16.0L/100km.Carsguide reader Dave Markham's Series 1 Omega V6 averages 12.5 L/100   km around town and 7.0 L/100 km on the highway.HOLDEN OMEGAPrice new: $34,490Engine: 3.6-litre V6 petrol; 180 kW at 6000 rpm/330 Nm at 2600 rpm;   3.6-litre V6 dual-fuel; 175 kW at 6000 rpm/325 Nm at 2600 rpmTransmission: 4-speed auto; rear-wheel driveEconomy: 10.9 L/100 km (petrol), 16.0 L/100 km (LPG)Body: 4-door sedanSafety: 4 stars ANCAP before 2008; 5 stars after 2008Expect to pay: $11,500-$22,000 (petrol); $13,000-$23,500 (dual-fuel)VERDICTBig, roomy family car that performs, handles, and rides well. Hard to   beat if you need the space. ***1/2Price: $11,500 plusCOMING UPDo you own or have you owned a Nissan Murano? Share your experience   with other Carsguide readers by sending your comments via e-mail to   grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney,   NSW, 2010.WE DRIVE THEMFord fan Geoff Warham is on his third VE Commodore, he drives them in   the course of his work doing around 70,000 km per year. In that time   he has only had to have a windscreen washer bottle replaced under   warranty on one them; the dealer put it down to poor quality plastic.   His current car is a Series I VE with the 3.0-litre SIDI V6 and 6-  speed auto."There is definitely an improvement in fuel economy, I can now easily   get more than 840 km from a tank highway driving without fear of   running out where I could only get 750 km from the previous model."Dave Markham drives a 2006 VE Commodore Omega that he bought second   hand in 2008. While overall he's happy with it he has had to repair   leaking heater hoses, replace worn anti-roll bushes and update the   software in a faulty computer."Apart from the above issues my car has been trouble free and what I   mainly like is the handling and smooth ride."

The Ford Falcon wagon is dead. The Toyota Camry wagon is gone. Some like the Holden Sportswagon still survive, and there are loyal buyers in both the small-car and luxury classes, but the rising tide of SUVs has washed most station wagons out of showrooms.The distinction between the traditional sedan-based station wagons and Australia’s new favourite family freighter has become much more blurred in the past decade or so.However, there are still some important points of difference. And it's worth looking at some of the leading contenders on the rival teams to see what's happening and what works best for you.A sedan-based wagon is usually lighter than a similarly-sized SUV. This means better fuel economy and lower costs for servicing and tyres. It also sits closer to the bitumen, with a lower centre of gravity, so it’s more agile and stable, especially when cornering or in an emergency manoeuvre.However, you don’t enjoy the high-and-mighty driving position, with an unimpeded view of the road, that SUV drivers - and women in particular - cite as one of the breed’s major attractions.Who hasn’t sat in traffic, cursing the SUV blocking your vision? Booming SUV sales indicate more and more people are taking the view that, if I can’t beat ‘em, I may as well join ‘em.It’s a myth that SUVs are more space-efficient than wagons, however most mid-sized models - including the popular Holden Captiva and Ford's Territory - can come with a couple of extra seats in the back, a feature you no longer find in conventional wagons.Kids also love an SUV’s elevated seating position because they can enjoy the scenery, whereas many wagons have low seats and high side window sills, which, for nippers, can be like sitting in a hole.  So they get unhappy. And we know what happens then...Whether you choose a sedan-based wagon or an SUV - an Americanism for Sports Utility Vehicle, incidentally - the good news is that affordable family transport, with five star safety, can now also be an enjoyable drive.Among the wagons, the Commodore VE Series ll Sportwagon, priced from $41,990 for the 190kW, 3.0-litre V6 Omega, is a standout. It looks sensational - which, it must be said, is still a rare thing in wagon world.Recent improvements to drivetrains, including E85 ethanol fuel compatibility, direct fuel inection and a six-speed automatic - plus a flash new dash with hands-free Bluetooth and audi streaming as standard - have re-written the Commodore's technical resume to 21st century standards.Around town, the 3.0-litre V6 averages 12.6L/100km in official tests.  A big serve of additional grunt in the 3.6-litre V6 SV6 Sportwagon, plus tighter suspension, sports seats and other extras, justifies its $45,790 ask, and with a city average of 13.3L/100km, you’re not savagely penalised at the pump.Despite the Commodore's appeal, Ford’s Mondeo and the little-known Skoda Superb are the kings of outright space. Behind the driver’s seat, both are as big as the MCG.  Given their size, the fuel economy from their 2.0-litre turbodiesel engines is amazing.  The 120kW, six-speed automated-manual Mondeo, from $36,840, pulls like a train and averages just 7.7L/100km in town.The Skoda is VW engineering with a Czech badge, making  luxury wagon for half the expected price. The 125kW six-speed automated-manual Superb Ambition is $43,990, with a city average of 8.3L/100km and the 118kW 1.8-litre petrol turbo Ambition, at $40,990, offers respectable performance too, averaging 9.7L/100km.In the SUV showroom, Ford’s Territory, from $39,890, is still one of the best size/price/performance packages available - especially with the inevitable big discount ahead of the facelifted model - but the all-wheel drive’s 17.6L/100km thirst in town is a major disincentive.Later this month, a 140kW 2.7-litre V6 turbodiesel engine, which averages 11.6L/100km, goes under the bonnet as part of a major upgrade. It will be worth a test drive.Kia’s Sorento, a classy, competent seven-seater with a brilliant 2.2-litre, 145kW turbodiesel, starts at $39,999, with a five-year/unlimited kilometre warranty. Around town, it averages 9.5L/100 kilometres. The five-seater Subaru Outback now has enough interior acreage to keep a family happy.  This blue-chip, made-in-Japan SUV starts at $38,490 for the 123kW 2.5-litre petrol (11.5-litres per 100 kilometres), or $40,490 for a 110kW 2.0-litre turbodiesel, in manual only, with a 7.7- litres per 100 kilometre average.Load Lugger ChecklistRear camera: All cars should have one as standard, especially wagons and SUVs. The Sorento’s is a brilliant design, integrated into the rearview mirror.Curtain airbags: Essential protection against a side impact. In a seven seater, they should extend to all three rows of seats. In the Territory, they don’t.Child restraint anchors: Should be on the back of the rear seat, not in the load floor, or the roof (as in the Outback), where the tether straps get in the wayCargo bay: Check that the extended floor is flat when you fold the back seat, and that you don’t have to push the driver’s seat too far forward.Row-three seats: In SUVs most are pretty small, suitable for little kids only, or short trips. Check access, which should be easiest from the kerb side.Protection: You need some way to secure gear, because in a prang even small objects behind the back seat become lethal missiles. Options include a solid load cover, a net, a roll out mesh barrier, that clips into the roof, or an aftermarket barrier.Want to go off road ... really off road?Try these:Jeep Grand Cherokee from $45,000. The new Laredo 3.6-litre V6 petrol is great value, but the diesel, due in June, will be a better drive. Hard-core off-roading made easy, and the all-new Grand Cherokee is much improved on the bitumen too.Mitsubishi Challenger from $45,000. Lots of Pajero bits in this, with lower starting prices and a competent, if rather coarse, 2.5 turbodiesel. Seven seats from $49,390, a huge cargo bay, and a locking rear differential.Toyota Landcruiser Prado from $55,990. It’s a Toyota 4WD, so it’s pricey, but you get bulletproof reliability, unbeatable resale values and smooth, but leisurely, performance from the 3.0-litre turbodiesel.

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one?Once again I take my hat off to Holden's designer Richard Ferlazzo for his work on the Sportwagon. Rich will be remembered for his fantastic EFIJY concept, but for me he be the man who put sex into station wagons. The Sportwagon is the best looking thing that Holden has done in a long time.The V8 is priced from $49,790, the SSV with all the trimmings from $57,290 and the Redline edition from $59,790. Among other things the Redline package adds Brembo and upgraded sports suspension in the case of the sedan.Well, none really. Ford no longer offers a wagon. The closest thing is probably Chrysler's 300C wagon. Maybe the Skoda Superb wagon at a stretch (nice car but completely different creature)6.0-litre V8. In manual forms it produces 270kW of power and 530Nm of torque. The auto has a slightly reduced output of 260kW/517Nm, making it easier on the transmission.Not bad. The manual requires some finesse to get a fast, clean start. Plenty of torque means you're not changing gears often. Even though it produces less power, we'd opt for the convenience of the auto which is better suited to the wagon.The manual is rated at 12.2 and the auto at 12.3 litres/100km. The auto has the benefit of AFM cylinder shutdown technology which could make a big difference depending on what sort of driving you do. We were getting 12.7 litres/100km from our manual test vehicle.Gets three out of five stars from the Government's Green Vehicle Guide, producing 288g/km CO2 (Prius gets five).Gets a full five stars for safety. Comes with six airbags and electronic traction and stability control.Holden has been making these cars for a long time and they know how to make them comfortable. Big comfy form-fitting seats are designed especially for the Aussie frame. You're either going to love or hate the red leather interior.Unlike the previous wagon, this one shares the same 2915mm wheelbase as the sedan which means it's going to handle pretty much the same as the sedan. Rear wheel drive gives it a sporty feel.Compared to say a Euro wagon it is. You get great looks, great performance and the backing of a locally produced product. We particularly liked the stunning 19 inch polished alloys.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons.Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market.Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes.Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book.We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances.Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000.There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS.Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags.If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000.If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more.You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past.You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best.WHERE TO BUY?DealerPros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions.Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland.PrivatePros: The best way to find a bargain.Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware.AuctionsPros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference.Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.