Holden Commodore Reviews

YOU wake up one morning and suddenly the world's a different place. When you try to go back to bed your wife has taken all the sheets out to wash and you're left there, standing alone in a strange new world. That's pretty much me each week but increasingly it's new car buyers who walk back into the vehicle market to find that everything has changed and they're lost.The station wagon that took the children on holidays and taught them to drive is almost extinct. Now it's SUVs (whatever!) and hatchbacks, crossovers (dressers?) and MPVs. But despite the newcomers and the demise almost a year ago of the Falcon wagon, there's comfort in the Holden Sportwagon that will appease the traditionalists.VALUEThe Berlina Sportwagon costs $45,490 plus on-road costs and extra for things like a spare wheel - whoa, was that the noise of you falling off your chair? Yes, it's all changed. It's a fair price for what you get - the equipment level is subtle but sufficient - but the Europeans, particularly VW and Skoda, are offering more bling.TECHNOLOGYEven though you clearly have been sitting on your hands while the world changed, Holden hasn't. The engine range includes the Berlina's 3-litre direct petrol injection V6 with an adequate 190kW/290Nm running through a six-speed automatic with the ability of the cogs to be manually changed.The engine is smaller than  before but just as powerful, lighter on petrol and can run quite happily on E85, an 85 per cent blend of sustainable oil from crop waste and 15 per cent petrol.STYLINGThe Sportwagon shares all the VE sedan's muscular torso features and adds a racy tail profile with narrowed side glass. It is smaller in length (by 136mm) and cargo space than its VZ wagon predecessor but the available room is excellent, the rear seats fold dead flat and the hatch is top-hinged so reduces swing length when opening.Better ergonomics inside and the latest touch-screen controller for most major functions is very welcome - but the buttons are small - though plastic fit isn't great.DRIVINGAny V6 is inherently imbalanced both in the odd pulsing of the exhaust and the awkward throw-weight of the three-a-side pistons. The Holden V6 doesn't disappoint with the 3-litre - like its 3.6-litre sister - being harsh in feel and noise when pressed. It settles nicely when cruising but the impression isn't great.The 3-litre is as enjoyable as the 3.6, with sufficient zing to get it away from the lights. Most of that is due to the six-speed auto that closes up the ratio gaps. The box also helps economy with the 11.2 litres/100km coming mainly from suburban driving.Handling is pretty good for such a big - relatively - car. The steering bites in nicely and there's always the sense that the wagon is confident. The ride is quiet and cushy with the Berlina seats notably streets ahead in comfort compared with the Omega model.It certainly is a wagon that could swing you back from alternative SUVs.FEATURESDual-zone climate airconditioning6-speaker CD/iPod/USB audio6 airbagsRear park sensorTrip computer.HOLDEN BERLINA SPORTWAGONOrigin: AustraliaPrice: $45,490Engine: 3-litre, V6Power: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel: Standard unleaded/E85Fuel tank: 71 litresEconomy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 220g/km (Corolla: 174g/km)Transmission: 6-speed automatic, sequential; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 11.4mSuspension: MacPherson struts (front), multi-link, coils (rear)Wheels: 17-inch alloy, 225/55R17 tyres; aerosol kitDimensions: 4897mm (l), 1899mm (w), 1476mm (h)Wheelbase: 2915mmWeight: 1770kgTow (max): 1600kgBoot (seat up/down): 895/2000 litres (Corolla: 450/1121)Warranty: 3yr/100,000km, roadside assistService: 15,000km

Being acknowledged as the country that invented the ute is like being lauded for being the first person to market pet rocks.It's a novelty that is starting to wane.Yes, utes have their place - and will continue to have a place - in any industry that involves itself in moving things that can't be carried by humans.But in a world that is heaving towards space and fuel-efficient transportation, a two-seat semi-commercial vehicle with a thirst for dwindling fossil fuels is starting to lose gloss.Holden's SV6 ute is not a bad piece of work - once you figure out what to do with it.At $38,490 plus on-road costs, it's an expensive vehicle compared with some overseas-made utes that are more purpose designed to haul stuff.The SV6 has Holden's rather hoarse-sounding 3.6-litre V6 that, later this year, gets the ability to run on E85. In some states, that indicates a small fuel saving.Standard kit in the SV6 is noice - sports seats, Bluetooth integration with iPod/USB connectivity, 18-inch alloy wheels, cruise control, a neat touchscreen for the audio and trip computer, auto headlights and a poly tub liner.The front bit from the B-pillar forward is Commodore, the back bit is a ute.But though the design parameter is fixed, Holden makes a very stylish machine. Something that looks macho and makes all the guys turn an notice. Girls? Nah!Its style is THE reason why logic goes out the window and sales continue to be stable - against all odds.Love the big wheels, pumped wheel arches, tight fascia with its hard-edged grille, and the profile that tilts the cabin forward like its about to ski a Vail slope.The direct-injection 3.6-litre V6 is all technology. It gets quad cams and 24 valves and all the promise of 210kW and 350Nm of torque. It's all good on paper but the deliver is harsh and noisy when pushed.It gets a six-speed automatic that, again, has loads of promise. But perhaps it's the engine interfering because the changes aren't smooth and there seemed to be a lot of lag in the torque converter.No big surprises underneath with a strut front and independent coils and multi-links at the rear.This is Australia's first five-star crash rated ute. The SV6 gets electronic stability control, brakeforce distribution and six airbags to take its safety spec up to premium level - very unusual for a commercial vehicle.Any rear-drive workhorse vehicle that will spend most of its life without any load in the tray - or within the van - is screaming out for ESC. Well done, Holden.I know that some guys think this is a sports car because it has two seats.It's not. This is a Commodore with an empty hole in the back where your mates were supposed to sit.It doesn't even get a weight reduction over the Commodore sedan, either, with its 1750kg an 18kg penalty over the equivalent SV6 sedan.This doesn't help performance, though the ute can be muscled along to deliver some smiles.The 3.6-litre V6 has plenty of poke but its delivery is harsh. The six-speed auto also dulls the delivery unless the manual-shift option is employed to sharpen up shift points.Handling is actually very good and even though the steering doesn't feedback much feel, it's positive and well weighted. The brakes are spongy and that took the edge off the package.Despite the big open box behind the driver's ears, the ute is quiet at cruising speed and has a compliant ride whether empty or loaded.

There's nothing quite like a V8 - I'm not sure who said it but they were on to something. There are sensational V8s in many of the European, Japanese and US product on the market here but when it comes to bent-eights, the Blue Oval or the Red Lion attract the most attention.In fact, the phrase was probably used a Ford or Holden ad campaign. Both sides of that fence maintain there's still demand for the V8-powered models and after spending some time in the latest from Elizabeth it's easy to see why. Ford is no longer making the XR8, leaving the fight to the XR6 Turbo or FPV's new $56,990 GS sedan - with the 315kW/545Nm supercharged five-litre 8.VALUEAs upgrades go, the VEII program was hardly earth-shattering. The bulk of the changes were minor in terms of aesthetics, but in the engine bay and the dashboard there's been enough done - particularly given the pricetag is unchanged. The highlight for the model change was within - the new iQ infotainment system is standard on the SS V, a set-up for which many brands would justify plenty extra pesos on the pricetag.TECHNOLOGYThe six-litre GenIV V8 (which retains the cylinder de-activation system) has been given the once-over to allow it to run on E85, there's some underbody aero-panels to smooth the airflow and some other tuning tweaks to the suspension. The standard iQ infotainment system offers colour satellite navigation, a hard drive, USB input and Bluetooth link for the phone and the 11-speaker sound system are among the features controlled by the touch screen.The satnav has several useful features but the best few are the speed camera and school zone warnings to remind drivers of what's around them, as well as displaying the speed limit of the current road being travelled. The luxo-hotrod also has dual zone climate control, a rear camera, parking sensors at the rear, alloy-faced pedals, 19in alloys (although there's only a goo kit and no spare, that's optional), a sports leather-wrapped steering wheel - one of the few feature upgrades above the SS, along with projector headlights.DESIGNThe new VEII SS V struts through traffic, with muscular bulges and stance largely inherited from the VE. The SS V has a rear diffuser set up with quad exhausts and, sitting on 19in wheels, doesn't need the retina-searing yellow paintwork to stand out.The cabin has leather sports seats (that could do with more support around the ribcage), the sports steering wheel and a leather-wrapped gearshifter. It's a comfortable cabin and forward vision is reasonable, sullied only by the thick A-pillar; rear vision isn't great before the put the big rear spoiler on, so the camera and sensors are must-have.SAFETYThe VEII SS V has a decent safety features list, with stability and traction control, a limited slip diff, anti-lock brakes, dual front, side and curtain airbags, front seatbelts with load-limiters and pretensioners. Anyone looking for serious braking power will want to consider the new Redline option pack, which  would worthwhile - the pack ups the stopping power with four-piston Brembo front brakes as well as the handling to the new FE3 level for an extra $2500.Brakes have not often been the strong point of a Commodore and while the latest example of the breed has certainly improved, the extra braking power would be welcome.DRIVINGThe hero colour of the new range is called Hazard, the biggest one being the attention such a hue can attract, even when you're being good. The auto SS V is 19kg heavier and down 10kW and 13Nm over the manual version, but you don't notice the loss of grunt, as 260kW and 517Nm is ample for most amusements.The cylinder dropout system is still short on smarts, taking an awfully long time to drop to four cylinders on a long downhill stretch and it still idles on all eight. Holden is claiming a 2.5 per cent drop in fuel use to 12.3 litres per 100km, but that's on PULP - we had plenty of E85 in the tank and the number on the trip computer was around 18, a legacy of the faster-burning ethanol fuel.The VEII SS V is an impressive machine through a twisty hills back road, although the steering could do with a bit more meat. It doesn't drive like a 1700kg sedan - except in tight corners at optimistic entry speeds - and feels as though it's not punishing its tyres as much, with minimal complaints from the rubber during moderately brisk cornering.The new centre display works well enough, although it sometimes has a bit too much thinking time when switching between functions, but the connectivity side - using Bluetooth - is easy to use. Certain angles of sunlight will bring on a reflection from silver strip below the instrumentation, which makes the instruments almost impossible to see.The rear spoiler ruins what is already average rear vision, making the camera and rear sensors compulsory if you've got kids that might be near the rear. The V8 is a smooth and purposeful powerplant, although it will be too quiet for some petrolhead owners - plenty of scope for aftermarket exhausts - but the six-speed auto is still not the smartest transmission around.VERDICTYou can't argue with the value-for-money equation given the features and the performance - the already-capable package has been refined and upgraded, without any extra on the asking price.

... but for a truly great feud there are few greater than Holden versus Ford.The colour scheme at motorsport events around the nation is simple - red and blue - and it's something that astounds imported managing directors on both sides of the fence. Both companies have had to make wholesale strategic changes in the face of changing market demands, but for now the flagship battle is Commodore versus Falcon.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.GM Holden chairman and managing director Mike Devereux said the exterior changes were only evolutionary but the under-skin engineering changes were what is significant for the model upgrade."The VEII is not revolutionary to the outside of this car and it's not meant to be, if it ain't broke, don't fix it - they didn't make design changes just for the sake it, the feedback we get is that it's one of the best looking cars on the road. The revolutionary changes are underneath and inside the vehicle," he said.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither has been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights. Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief. The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look.The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution. The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGGetting back behind the wheel of an FG XT and the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved. Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet. In the corners the steering has good meat to it and despite not being the sports model it handles bends (including those with mid-corner bumps) with aplomb and without excessive body-roll.The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop. A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap, the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort. The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon.Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little undergone through the mid-range compared to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Holden also still gets a plastic steering wheel that looks a little tacky, but the controls on the wheel are simpler. Included in that is the easier-to-use centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCOREHolden Commodore Omega 76/100Ford Falcon XT 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

The landscape of the battlefield has changed but the combatants have not changed much. The long-running Holden versus Ford battle continues with the Commodore and the Falcon leading the fight, but both companies have had to make wholesale strategic changes in the face of changing market demands.The former remains the country's top-selling passenger car - a title it is likely to retain this year for the 15th time at the end of 2010 - while the latter has struggled in the face of stronger competition from the small car and SUV ranks.VALUEBoth cars represent plenty of metal for the money - circa $40,000 - and neither have been selling at the recommended retail price for some time. The features lists on both the VEII Omega and the FG XT have big six-cylinder engines teamed with six-speed automatics, 16in alloy wheels, multi-function trip computers, trip computers, cloth trim, cruise control with steering wheel mounted controls for that, the audio and Bluetooth phone systems.The Falcon makes do with single-zone climate control while the updated Omega has dual-zone climate control, both with rear vents. Both cars have electrical adjustment on the driver's seat with manual slide and automatic headlights.Neither car has rain-sensing wipers but the Ford gets a splitfold rear seat, something Holden still can't do - the Omega has a hatch through to the boot.TECHNOLOGYHolden's main claim to fame for VEII is the E85 capable three-litre V6, which uses a little more of the ethanol-blend fuel than it does when running normal unleaded. Holden says there's no outright increase in power and torque when running on E85, but rather the increased outputs work through the mid-range with a cleaner, smoother burn. The revised touchscreen system is an improvement over the outgoing VE's layout and is standard range-wide, although with satnav only standard on top-end models. It ties together the Bluetooth and other infotainment functions and is displayed higher - although not quite as high as the Falcon - and closer to the driver's eye-line.Ford's drivetrain upgrades earlier this year brought it into line with Euro IV emissions standards, as well as improving fuel economy. The ZF six-speed automatic (replacing the outgoing five-speed auto in the XT base-model) teams with a number of hardware, software and calibration changes to drop fuel consumption to 9.9 litres per 100km, an improvement of 5.7 per cent, with a corresponding drop in emissions.DESIGNBoth cars are evolutions of long-running body shapes, the VE being the more recently and majorly overhauled in 2006 while the FG's body shape harks back to the BA.The Holden has undergone revolutionary changes to its exterior - new front fascias and changes to the bodywork below the front bumper, as well as the underbody panels to improve the aerodynamics - Holden boss Mike Devereux says the design team were following an "ain't broke, don't fix" design brief.The subtle front-end changes give the Omega a deeper-chinned slightly more aggressive look. The Ford is still a handsome machine but neither is on the cutting edge of styling.SAFETYThe Holden and Ford products both have stability and traction control as standard, with anti-lock brakes that have brakeforce distribution.The Omega has dual front, side and curtain airbags are standard, whereas the XT needs an option box ticked to get the side-thorax and curtain airbags for $300, making do with dual front and side head/thorax airbags as standard.DRIVINGBack behind the wheel of the FG XT the first thing that becomes apparent is the high-set seating position for the driver. For anyone average height and above, the seat could be lower-set, with the steering wheel needing to start a little higher. The FG's mirrors are on the small side but reasonable vision can be achieved.Pairing a phone to the Ford's infotainment system is simple and there's an iPod connection to integrate the phone and allow the music player to be controlled from the helm.On the winding country roads of the Adelaide hills, the Falcon - even in its mainstream chassis set-up - feels well-planted on the road. The Goodyear rubber gets a little rumbly on the coarse road surface but at cruising speeds the XT is quiet.In the corners the steering has good meat to it and despite not being the sports model it handles bends (includnig those with mid-corner bumps) with aplomb and without excessive body-roll. The four-litre in-line six-cylinder might well have been around since the invention of the wheel but it still does the job, displaying 11.1 litres per 100km on the winding, hilly country drive loop.A strong mid-range is where this engine is at its best and the six-speed auto - more intuitive than its immediate opponent - works particularly well with this big six engine, which best left in the bottom half of the rev range as it feels a little strained at full noise.Complaints are few - the XT's plastic steering wheel feels a little cheap (a complaint in VEII as well), the driver's seat is reasonably comfortable but needs to be better-cushioned and more in rather than on.Switching to the driver's seat of the VE II Omega, it is apparent the Bridgestone rubber is a little less noisy on the same coarse chip bitumen. The mirrors are actually a little smaller than the Falcon's which means rear vision could be better on both cars, but the driving position and seat comfort .The VE II is similarly impressive over the same twisty loop, with lighter steering that feels a little less meaty than the Falcon. Neither car drives like machines that tip the scales at more than 1.7 tonnes - Holden is yet to release a weight figure for VEII - but both cars are light on their feet.The centre stack with the iQ touchscreen system - with the dual zone climate control below it - has a cleaner look than VE I, with fewer trim joins. Holden said it was aiming to improve the connectivity of the car to smart-phones and other devices and it has - the Bluetooth link to phones and audio devices is simple to use and the only drawback will be some devices can't be operated using the steering wheel controls.The three-litre V6 is running on an ethanol-blend and it's a little smoother - the sweeter fuel has not roughed the V6 up. It still feels a little underdone through the mid-range compareed to the Ford and the trip computer ended the same loop showing 13.7 litres per 100km, which corresponds to Holden expectations of increased fuel use on E85.The Holden's six speed auto is better than earlier versions but the Ford transmission is still a little smarter. The Commodore's steering wheel controls are simpler in relation to the centre display between the speedometer and the tacho, which is easier to navigate and use than the Falcon's, if not quite as comprehensive in terms of information.SCORECommodore Omega: 76/100Falcon XT: 70/100HOLDEN VEII COMMODORE OMEGAPrice: from $39,990Engine: three-litre 24-valve DOHC direct-injection V6Transmission: six-speed automatic, rear-wheel drivePower: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel consumption: 9.1 litres/100km, tank 71litresEmissions: 216g/kmSuspension: direct-acting stabiliser bar, coil spring (front); multi-Link independent, coil spring, stabiliser barBrakes: four-wheel ventilated discs, twin piston alloy front and single piston alloy rear calliperDimensions: length 4894mm, width 1899mm, height 1476mmWheelbase: 2915mm, track fr/rr 1602/1618mmCargo volume: 496 litresWeight: 1690kgWheels: 16in alloys.FORD FG FALCON XTPrice: from $40,290Engine: four-litre 24-valve naturally-aspirated six-cylinderTransmission: six-speed automatic, rear-wheel drivePower: 195kW @ 6000rpmTorque: 391Nm @ 3250rpmFuel consumption: 9.9 litres/100km, tank 68 litresEmissions: 236g/kmBrakes: four-wheel discs, front ventilated, with anti-lock, stability and traction control systemsDimensions: length 4955mm, width 1868mm, height 1453mmWheelbase: 2838mm, track fr/rr 1583/1598mmCargo volume: 535 litresWeight: 1704kgWheels: 16in alloys.

Holden's VE Sportwagon was an attempt to breathe new life into the station wagon just when it seemed dead and all but buried.Wagons were once the staple of families all over the country, they were the practical all-rounder for the family that needed to carry extra gear on their travels, but in recent times they have fallen out of favour as the SUV has become the family favourite. The SUV has become something the wagon could never be, an aspirational vehicle with the practicality of the traditional wagon.The wagon's cause wasn't aided by the rather grey image it acquired when it became the choice of the country's sales reps. If it was to sell, the wagon had to offer more than mere practicality, and the Sportwagon was Holden's attempt to make the wagon cool again by giving it a stylish makeover.MODEL WATCHBefore the Sportwagon Holden wagons boasted a longer wheelbase than the regular Holden sedans, but its new-age wagon differed in that it was based on the same wheelbase as the sedan. It was a sign of the tough times that the only way Holden could justify a wagon program was to build it on the sedan platform. But it was an important addition to the Commodore range that expanded its appeal to a broader market.Gone was the traditional boxy style that has been employed on wagons since the year dot, in its place was a rather swoopy shape that gave the Sportwagon a sportiness never before seen in the class.The shortened body and sweeping roofline did, however, cut into the available rear space, which was down almost 40 per cent on the VZ wagon it replaced. That's with the rear seats in their normal position... when folded flat, the rear load space was still 30 per cent less than the old wagon. A 60:40 split/fold rear seat provided flexibility in the rear, allowing objects of various shapes and sizes to be accommodated.Under the swoopy new skin lay the same mechanical package as that of the VE sedan. There was the choice of two versions of the 3.6-litre Alloytec V6, one that delivered 180 kW and 330 Nm in base form, and one that boasted 195 kW and 340 Nm in sporty SV6 guise.There was also the 6.0-litre V8 in the SS and SS-V that peaked at 270 kW and 530 Nm. The base V6 was only available with a four-speed auto, the SV6 came with a five-speed auto, while the V8 models were available in standard form with a six-speed auto with the option of a six-speed manual. The suspension was largely carried over from the sedan, with some alterations to enable it to carry a heavier load in the rear.Apart from the rear seat the interior was familiar VE, neat and tidy with all controls logically laid out and readily at hand. The Sportwagon range was quite extensive, with the base Omega, Berlina, luxury Calais and Calais V, and sporty SV6, SS and SS-V.IN THE SHOPOverall there are few concerns with the VE; while owners have reported the odd issue there is nothing that appears widespread. The engine, gearbox, diff and suspension all seem rugged and   generally reliable.The one issue that some owners have raised is the rather large A-pillars that can obstruct the driver's view when turning. The size is largely determined by the airbags the car boasts, but it is something potential owners should note and check to see if it affects them. The degree of obstruction can be affected by the seating position, so if it does appear to restrict your vision, move the seat to see if it can be reduced.It should be noted that the Sportwagon carries a space-saver spare. Even though the Sportwagon has only been on sale for a year or two it's wise to check for a service record to make sure the oil has been changed.IN A CRASHANCAP gave the Sportwagon a five-star rating; the highest rating it can give a car. It featured a comprehensive safety arsenal including front and side airbags, anti-skid brakes, brakeforce distribution with brake assist, as well as traction and stability control systems.AT THE PUMPHolden claimed the Sportwagon fuel consumption ranged between 11.1 L/100 km for the Omega V6 to 14.4 L/100 km for the V6 SS manual.OWNER'S SAYRay Davo has driven a Sportwagon supplied by his employer for the past two years, doing 20 to 800 km daily, usually solo with a variable load, and he says he would be happy to hand it back. His main criticism is the poor visibility caused by the A-pillar, which he says is a safety issue, but he's also critical of the location of the handbrake, the seating, the fuel consumption, and says the cruise won't hold its settings, the handling is upset when it's carrying a load in the back, it tracks poorly on country roads, the transmission sometimes appears to slip when changing up, and there's an annoying vibration through the steering wheel. Overall it feels like it was hastily designed around an attractive profile without due regard for ergonomics.LOOK FORSporty styleLimited rear cargo spaceSedan performance and handlingPractical family transport without the size of an SUV.THE BOTTOM LINE: Sporty shape makes wagon more appealing with minimal loss of practicality.RATING: 85/100

"Not much of a work ute, is it?" says a no-nonsense mate when looking over the Holden Ute SV6.  No, not really. And it isn't meant to be. Sure, the base-model Omega Ute is more of a working vehicle but the SV6 and SS V8 versions tend towards lifestyle vehicles a two-door, two-seater with a big boot.The SV6 version, as tested, even looks like you've got a V8 lots of body kit, low slung, big alloy wheels and twin exhausts and with plenty of go.Engine It runs the SIDI version of the 3.6-litre V6 which gives a more than adequate 210kW power and yet can return a reasonable 10 litres/100km fuel economy on regular unleaded. The six-litre V8 model even with its cylinder shutdown on the automatic utes drinks about 13 litres/100km and the manual V8 even more.We drove the manual SV6, which will trundle along at only 1000rpm (40km/h, 5th gear) and takes just 2100rpm in 6th gear at 110km/h. The gearshift is short but clunky (perhaps it will ease up when run in more), the sequential six-speed automatic worth considering.Fit-out and equipmentThe 245/45 tyres on 18in rims on the SV6, plus firmer sports springs, a hefty front anti-sway bar and lowered ride height give this thing commendable cornering grip, backed up by stability control. And Holden has the advantage of independent rear suspension of coil springs on its tes.Like all VE Holdens the driver has to look around a thick A-pillar and the over-shoulder view around the B-pillar isn't great, either. But its six airbags help give it a top-five star safety rating for occupant protection.SV6 Ute comes with a soft tonneau cover, the edges of which have to be snapped into place (strong hands needed), and a polyethylene tub liner which helps protect you cargo. Tie-down hooks are handy but it would be good to have some fold-in D-hooks lower on the tub sides, too.It will carry items up to 1.9m long with tailgate up. It has 1.2m between wheel arches. Its 100mm ground clearance and low front spoiler mean it's no good for building sites and farm paddocks but I was king of the kids doing the dump run, an impressive amount of tree clippings swallowed by the rear tub.The interior is sporty Commodore with leather-trim steering wheel. The test car had the welcome optional leather seats. Electric adjustment is for seat height only.  Overall, Holden Ute SV6 is an Aussie two-seater that looks great, goes quick and gives versatility in what you can carry in the back.Holden Ute SV6Price: from $34,990 drive-away (list price from $38,490)Engine: 3.6-litre, V6, dohc, petrolPower: 210kW @ 6400rpmTorque: 350Nm @ 2900rpmTransmission: Six-speed manual (six-speed automatic $1000 more). Rear wheel drive.Fuel: 10.2 litres/100km; on test 9.9 litres/100km; tank 73 litresCO2: 241g/kmDimensions: 5040mm long, 1899mm wide, 1480mm high; wheelbase 3009mm; 1750kg.Brakes: Ventilated discs front and rear; ABS.Tows: 1600kg.Also consider: Falcon XR6 Ute, $37,690.

The cynical might call it the Pontiac nose run-out edition, a side-effect of the unfortunate end of an export program.  Hopefully some with Chevrolet badges and the steering wheel on the wrong side can start going back over the Pacific soon, but in the meantime, there are some meaner-looking SS V-Series sedans on sale in Australia.The twin-nostril snout bridges the gap between Holden and HSV, giving the SS a road presence without the extrovert HSV appearance screaming ‘look at me’.  The more subtle rear lip spoiler keeps the look as almost subtle, as well as making rear vision less obstructed than the rear wing on an SS or SV6.Engine and gearboxThe six-speed manual's clutch pedal has to meet the firewall before it will fire - turn the key and the six-litre V8 offers a muted rumble at idle and it has an immediate aural effect.  The six-speeder is still a gearbox that requires strong direction but the gates and the shift-feel are cleaner than its predecessors.DrivingSlinking through the traffic, the V8 is more than happy to move along with not too many engine revolutions above idle showing on the tachometer.  Despite tipping the scales at just over 1700kg it can roll along in a high gear without complaint, which does help with the fuel use.  It doesn't mind swinging the needle around to the top end either.The manual model doesn't have the active fuel management system, so it delivers the full whack with a bellow of menace.  The noise falls just short of the 290kW/520Nm Ford V8 but it delivers 270kW at 5700rpm; 530Nm is on offer from 4400rpm but the low-end pull is stronger than the Ford powerplant.Holden don't make official performance claims but independent testing says mid-5s for the sprint to 100km/h, which puts it in pretty strong performance sedan company - for example, an M5 claims 4.7 seconds, an E63 AMG boasts 4.5 seconds, but at around four times the price.  While we're not suggesting the special edition is quite up there with the two Germans, the Commodore has its charms.Firstly, the ride is well-sorted despite low-profile rubber wrapped around 19in wheels.  It's still going to be too tough on the bumps for some, but given its balance and cornering capabilities it's excellent.The SS doesn't turn-in like a big lump o' lard, feeling light on its feet - up to a point, when the nose will push or the tail can be provoked with the right foot, but brisk country-road work is handled with nice cornering ability.  The strong low-end means high gears are easily managed by the engine, which means frugal figures can be achieved, particularly on the open road.Price and equipmentIf there was an option to upgrade the brakes then that might be the only box I'd tick - although a rear DVD player is a great rugrat tamer.  The stoppers are fine up to a point, but there once was a performance brake option ex-factory that would be worthwhile given the performance potential and the ever-increasing popularity of track days.Points to ponder for future designs would be the big A-pillar blind spot, which can easily hide a car when turning from T-junctions.  For a car beyond $50,000 the satnav - which is bordering on theft at $3250 and more expensive than a set of 20in alloys - should be standard, particularly if sub-$40,000 Japanese small cars can have it as part of the standard features.The SS V-Series Special Edition is priced from $55,290 - unchanged from the standard SS V-Series model aside from the bonnet scoops, and the rear spoiler, which means the features list is not completely bare.Dual zone climate control, power windows and mirrors (centre-mounted and still annoying), a six-CD MP3-compatible sound system with auxiliary input jack, alloy pedals, automatic headlights (but no rain-sensing wipers), a sports leather-wrapped steering wheel with audio, trip computer and Bluetooth controls, 19in wheels and leather trimmed sports seats.The safety features list has stability control, anti-lock brakes, dual front, side and curtain airbags.THE BOTTOM LINE:  As many new car buyers of this world apparently aim for better fuel economy, there are still people who want and/or think they need a V8 - it's not hard to see why.Holden Commodore VE SS V-Series Special EditionPrice: from $55,290.Engine: six-litre V8.Transmission: six-speed manual, rear-wheel drive with limited slip differential.Power: 270kW @ 5700rpm.Torque: 530Nm @ 4400rpm.Performance: 0-100km/h 5.6 seconds.Fuel consumption: 13.9L/100km, on test 17L/100km

Fuel economy has more to do with your mind, the size of your right foot and the type and colour of car you are driving.  Yes, you can do all the maths and physics and work out on paper how an engine, transmission, aerodynamics, weight and other factors can affect economy, but these are theoretical.  They make a statement on paper, but they don't make much of a statement in the real world.I recently drove three Holden V6 vehicles with the new 3.0 and 3.6-litre spark ignition direct injection (SIDI) engines.  The Omega and Berlina of all body styles get the 3.0L engine and the rest of the range has the 3.6L.Holden quotes fuel consumption figures for the Omega 3-litre at 9.3 litres per 100km, down from 10.7L/100km in the superseded model, while the SV6 Ute has the biggest improvement for the 3.6-litre, down 13 per cent to 10L/100km.I drove a grey Berlina Sportwagon (3.0L) which returned 10.5L/100km, an even greyer Calais sedan (3.6L) which yielded 10.7L/100km and a bright-coloured Ute (3.6L) which failed all economy tests with a poor 12.3L/100km.I can't claim to have driven to the standard conditions as laid out for official ADR fuel consumption figures and I can't even claim to have driven the same distance or type of road conditions for each. Yet these figures still reveal a lot about the cars' performance and economy.The first thing of note is how good the economy figures are for the Sportwagon which is heaviest with its big cargo area which I utilised with a loaded-up trip to the dump.  It's not the 9.3L/100km quoted by Holden but it's quite respectable and included the commuter crawl to work for five days, weekend shopping and errands, and very little highway driving.  It's also nowhere near the 6.48L/100km it achieved in the recent Global Green Challenge from Adelaide to Darwin.The Calais is also worthy of note. It performed much the same ‘real-world’ duties — albeit no trip to the dump — and returned almost the same economy figures as the Sportwagon.Both cars appeal to my family nature with their roomy cabin and functional design. Consequently I drove like a family man who needs to get home to his family in the 'burbs every night.Then along came the ute. It was fitted with a tow bar and there was our old beer fridge that blew up and needed carting to the dump, so it was in for some punishment. Plus there was circle work to be done ...Well, not exactly, but with the lighter weight and the bigger engine, it seemed to sprint off the line a little more willingly and dance around in an entertaining fashion in the corners. All this, plus the vibrant metallic orange colour ($500 extra), got me all excited all the way down my trousers to my big right foot.The result was fuel figures that seem to call Holden a liar.  So unless you are competing in the Global Green Challenge, fuel economy is largely going to rely on your attitude.  It also helps to have a sedately coloured family sedan or wagon.If economy is not your soul goal, but simply a happy side benefit, then you may be pleased to note that these new engines are also more powerful.  Holden claims the power output from the 3.6 is up 15kW to 210kW. And even though the new 3-litre is the smallest Commodore engine in more than 20 years, it still develops a healthy 190kW.The engines sound quieter and more refined. That is until you stamp on the loud pedal and then they wick up the volume quite pleasingly.  Cabin noise may also be decreased by Holden's use of new low-rolling-resistance Bridgestone tyres and the 50rpm reduced idle speed on the 3.6. It all helps economy and comfort levels.It should also be good news that they now all come with a six-speed automatic transmission rather than some of them being hitched to the old four-speed sludge box.But it isn't.  I can't believe I am saying this, but I don't like the six-speed transmission.  It feels like it has an overactive thyroid gland, too willingly dropping down one or even two gears at the hint of extra throttle.That may be great for performance, but not necessarily for economy or driver fatigue.  I found it quite annoying how much the transmission jumped around, even though it is quite smooth in its changes.There is simply no need for such volatile gear changing. After all, the small engine has 290Nm of torque pulling power and the bigger engine has 350Nm, up 30Nm from the previous engine.  Surely this torque can be used to draw the car up a hill or cope with a little extra throttle without shifting gears.

As large car sales continue to fall, GM Holden has produced what it hopes is a life support system for at least one.Holden's answer to the malaise that has afflicted the Commodore and its ilk (annual sales for the segment have fallen by more than 100,000 in the past decade) is the promise of better performance and better economy from a pair of high-tech engines."With my marketing hat still on it is a happy day when the engineers can come to you with the offer of better performance and better fuel economy ... that is win-win," GM Holden's newly-installed Chairman and Managing Director Alan Batey says."I really believe people still want the size of a Commodore, but they also want the economic advantages they perceive in smaller engines and cars. This technology offers an answer for those customers."For the first time Holden will offer a pair of V6 engines coupled to a new 6-speed automatic in its locally manufactured models with the 3-litre finding a home in the Omega and Berlina sedan and sportwagon models while the rest of the Commodore range will come with the 3.6-litre. Prices will rise by $700 for the 3-litre models but stay unchanged for all 3.6-litre models.Both engines feature spark ignition direct injection (SIDI), delivering a claimed improvement in fuel economy of up to 13 per cent better economy and up to 14 per cent lower CO2 emissions.Official figures for the Omega 3-litre are 9.3 litres per 100km, down from 10.7L/100km in the superceded model while the SV6 Ute promises the biggest improvement for the 3.6-litre, down 13 per cent to 10.L/100km.The second half of the ‘magic’ equation is that the power output from the 3.6 is up 15kW to 210kW with the 3-litre developing 190kW.Holden claims savings of up to $325 a year are possible for an average driver travelling 20,000km a year while fleet buyers — one of the key targets for the 3-litre car — could double that.While the direct injection technology is at the heart of the economy drive, there are a swag of other modifications that go to improving the Commodore's day-to-day efficiency.A new low rolling resistance tyre from Bridgestone is standard on all 16- and 17-in rims while new tyre compounds result in a weight saving of around 2kg a corner; idle speed for the 3.6 has been reduced by 50rpm below that of the standard Alloytec engine; a lighter high-efficiency alternator reduces generator loading; regulated voltage control allows greater use of the battery through closer monitoring of charge and lowering demand on the generator; and deceleration fuel cut where fuel is sequentially cut off to each cylinder when the car is coasting and then reinstated when required.What it all adds up to on the road is the potential, if the driver applies a little application and concentration, for appreciable savings without going to unrealistic lengths.On the launch drive — albeit with targeted application in a fuel efficiency competition — the SIDI Commodore (this, according to Holden, is not a VEII) returned some quite remarkable figures. The 3L claimed a 6.4L/100km efficiency in a 100km run at an average speed of 72km/h while the 3.6 was capable of well below any official sticker figure with a best of 7.2 under similar conditions.They were not entirely real world but neither were they achieved with air-conditioning off, side mirrors folded and engine switched off on downhill cruises.Apart from what is going on under the skin there is precious little about the Model Year 2010 Commodore that will set it apart from its less efficient forebears. A couple of SIDI badges and that's your lot.The biggest endorsement of Holden's strategy is the manner in which the 3-litre cars perform. Apart from a little less urgency under the right foot and if you are driving the smaller engine in search of efficiency that shouldn't be an issue there is little to set the cars apart from the rest of the range.The new six-speed gearbox has been calibrated to provide a perfectly adequate launch feel and near to seamless changes. Across the Commodore range one of the engineering targets was improved noise and vibration and while it is not earth-shattering there are definite steps in the right direction.The use of the new low-RR tyres instigated a change to the rear suspension with cross axis ball joints installed, improving stability and on-centre feel. The suspension changes have also been implemented on models that come standard with 18 and 19-inch rims for which the new tyres are not available.The most immediately noticeable difference between the 3L and 3.6L cars is in the steering and front-end feel where the reduced engine mass and smaller, more highly inflated tyre package give a more nimble impression.