Holden Reviews

Peter Anderson road tests and reviews the Holden Cruze SRi-Z hatch with specs, fuel consumption and verdict.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering would you buy one?This is Holden's 'hot-rod' Barina with a turbo petrol engine and a host of other goodies for not very much money.It's a five door hatch with seats for five, front wheel drive and six speed manual or optional six speed auto transmissions. Some local dynamic set-up has been carried out.Goes for $21,390 with few options apart from the auto.Not many, possibly no direct competitors for the dosh. The Fiesta ST is five grand more and no other light car comes close for the money and what you get.Power comes from a 1.4-litre, Austrian built, turbo petrol engine with a cast iron block, variable valve timing and, get this, chain drive to the twin cams - meaning no expensive timing belt change down the track. The engine has been modified for low internal friction and the oil pump is variable to help efficiency.It goes OK, apart from a slight throttle calibration hiccup which holds high revs too long when gear changing. It could do with a bit more go, but the available torque is adequate for all normal driving situations. The gear change is a bit rubbery but actual gearing is good, fully tapping into available power.Not too bad on this score either rated at 6.5L/100km on 95RON.Scores a 4.5 star rating from the Green Vehicle Guide.Five stars.Not too bad actually with sporty leather front seats, cruise, multi-function leather sports wheel with rake and reach adjust, MyLink infotainment and connectivity (you have to reconnect every time you get in the car), auto headlights, cool motorcycle style instrument pod, metal pedals, trip computer, large info screen, six speaker audio rear park sensors.OK, not the most engaging thing we've had in the car park lately, bit soft, bit underpowered, not much wow factor but comfortable and safe. Very practical when you need it. Don't mind the looks either apart from the cheap plastics inside - and the acrid smell from same. And it gets disc brakes all round.Yes, as already mentioned, there isn't anything competing directly with the RS for the money, features or performance.

About a year ago, Holden introduced the boxy Barina-based Trax compact SUV with a noisy, coarse 1.8-litre naturally-aspirated engine. It was a huge shame because, despite some cynical, preconceived notions about the car, it turned out to be otherwise quite good.Now the Trax has dropped in the 1.4-litre turbo that usually does duty under the bonnet of the Holden Cruze and the warm-hatch Barina RS. It could just be the making of the weirdo Trax.VALUEThe Trax range has but one turbo model, the top-spec LTZ. The 1.8 LTZ asks $28,490 with the 1.4 adding $1500 to take the price to $29,990.Your money buys you a fake-but-not-unpleasant leather interior (still with that toothpaste-coloured stitching) air-conditioning, power windows all round, remote central locking, auto wipers, rear-vision camera and rear parking sensors, cruise control, hill descent control (!) and leather multi-function wheel (real cow this time, apparently).There's even a 240-volt power socket in the back.DESIGNThe 1.4's only obvious distinction from the Trax LTZ 1.8 is the '1.4' badge on the tailgate. It shares the absurdly deep bumpers that scrape on driveways, big 18-inch five spoke alloys, plenty of chrome bits and pieces and a large Holden badge set in a gaping grille.The bodywork is pumped in various places to give it that rugged off-road look, belying its actual on-road intent. From some angles the detailing is awkward, but from the front three quarter it looks chunky, almost cool.You also get a split-level glovebox and a sunglasses cubby on the dash top, along with four drink holders between the front seats, small, medium and large storage slots in the doors and vertical slots either side of the screen that can take papers, lollies and phones.SAFETYANCAP has awarded the Trax range five stars based on EuroNCAP testing.To get there, the Trax has six airbags including full-length curtain bags, ABS, traction and stability control, brake assist, front seatbelt pretensioners and load-limiters.Perhaps front parking sensors would be more helpful than a pointless off-road frippery like hill descent control.TECHNOLOGYThe brilliantly simple GM MyLink system does duty with a 7-inch screen in the centre of the dash. It really is very good in this version (as it is in the Barina, less so in Malibu and Commodore), with high-res graphics, sensible inputs and easy setup. Plenty of far more expensive cars could learn from MyLink.If you plug your phone in, you can also run apps like Pandora, Stitcher and the BringGo sat-nav app.The six-speaker stereo is fine but the USB port is in the top glovebox. There's nowhere to let the cable out, which is immensely irritating. We felt like geese driving around with the glovebox hanging open to avoid crimping our phone's cable. Seems like a small thing, but the virtually identical Barina interior has a little notch out of the plastic to avoid the kink.ENGINE / TRANSMISSIONThe turbo 1.4-litre pumps out the same 103kW as the 1.8-litre, but another 25Nm of torque boosts the figure to a welcome 200Nm. Driving the front wheels only is a six-speed automatic transmission with a silly manual rocker switch on the selector.Holden claims 6.9L/100km in the combined fuel consumption cycle. We could only manage 9.9 with careful driving, a big difference.DRIVINGThe Trax is neither the first nor last word in dynamic excellence but the 1.8-litre engine in the other versions borders on ghastly. Despite sharing the same power output, it always felt like a bucket of bees was trying to escape when you put your foot down.And you had to do that a lot because the torque is way up in the rev range where you can't get at it while avoiding tinnitus.The new engine transforms the Trax. It's a far more flexible engine and is also significantly quieter. You can drive the turbo with your big toe in most conditions, which is a revelation. The drive-by-wire throttle is better tuned to the 1.4 and actually feels connected to the engine, a feat Hyundai is yet to master.The 1.4 isn't especially economical, but the small penalty is worth it - we just dipped under 9.9L/100km while consciously driving the way most people would.Some old problems remain - the steering is vague and needs a lot of correction which is tiring on long trips, but is countered by a good ride and quiet cabin.The front seats are reasonably comfortable but even with adjustable steering column, the relationship between helm and pedals is not quite right, forcing taller folk to lean forward to reach the wheel in exchange for not driving as though astride an elephant.Passengers get a good view out, you can squeeze three across the back and the shopping in the boot all at once. Seats down you have a handy small van, too.It's no hot hatch but it feels better than the basic Barina when you're out on the road, and copes admirably in urban and suburban driving. There's quite a bit of body roll in hard cornering, so it's best to sit back and stick with a relaxed approach to driving.

Paul Gover road tests and reviews the 2014 Holden Barina RS, with specs, fuel consumption and verdict.

Commodore was the best selling car in Australia for many years so there are hundreds of used family Holdens on sale at any one time, meaning that smart buyers can take their time and find exactly what they want.Australian designed and built Holden Commodore are very well suited to local driving conditions and have exactly the kind of feel that keen Aussie drivers demand. This is a genuine five-seater, though the person in the centre-rear seat may find foot space compromised by the bulky transmission tunnel. Boot space is good in the sedan and excellent in the wagon due to the latter's longer wheelbase. However, the wagons in the VE range, sold from September 2009, have the same wheelbase as the sedan, so they miss out on the huge load volume that was a feature of previous Commodore wagons with their stretched wheelbases.Aussie family cars are big easy going machines that can handle a lot of hard workThe introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes. Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn't always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success so was discontinued in 2004.The VZ saw the introduction of an all-new V6 engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam unit of 3.6-litres. As fitted to the VZ it wasn't particularly smooth or quiet. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to improve it over the years.A smaller V6, this time of 3.0-litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn't proven all that popular but is a sophisticated unit and worth considering.There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0-litres, the other a Chevrolet unit adapted to Holden specifications with 5.7-litres. This Generation III Chev V8 is much better than the old Holden engine. The 5.7-litre Gen III was replaced by a Gen IV with 6.0-litres in January 2006, again as a teaser to the upcoming VE Series.Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes are on the crude side and very few were sold. Six-speed manuals were offered in the SS range and are relatively common.The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. The most expensive model in the range isn't called a Commodore, but the Holden Calais. Holden frequently introduced special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series.Commodores are easy cars to work on with plenty of access to most mechanical components. The good amateur mechanic can do most of their own repairs although it's best to leave safety related items to professional mechanics. Spare parts prices are generally reasonably priced and Holden's widespread dealer network is as strong in the bush as the ‘burbs.Insurance is very reasonable for a car of this size and performance, though there can be a big increase for the sportier models, especially with supercharged or V8 engines.WHAT TO LOOK FORRust is seldom a problem in later model Commodores, but can be caused by poor quality panel repairs. Check for these by running your eye over the panels, looking for a slightly uneven finish. Paint that doesn't match exactly from one panel to another is another clue a car has spent time in a panel beater's. Squeaks and rattles, most easily found when driving on a rough road, may indicate a Commodore has spent a lot of its time in the bush on dirt roads.Severe wear in the cabin and boot may be an indication the Commodore is an ex-taxi; or could have been a hard-working commercial vehicle, perhaps driven by a hard charging sales rep or the like.Check for brake fade on models before the VE Commodore by doing a succession of hard stops.Look for oil leaks at the rear of the engine sump and check the dipstick level as some units had high oil consumption problems. Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.CAR BUYING TIPAussie family cars are big easy going machines that can handle a lot of hard work. But it's better still if you don't buy one that's been given a beating.

The only thing Craig Lowndes and I have in common is that I'm driving a car with his name on it around the most daunting race track in Australia. No, I haven't suddenly landed a seat on the V8 Supercar grid in this weekend's Bathurst 1000, I'm driving the first Holden road car to wear Lowndes' name. He put his name to 650 Ford Falcon utes in 2007. Following in the tyre tracks of his fallen hero, the late great Peter Brock, Craig Lowndes now has his name on a special edition Holden Commodore. If this one sells well, more may follow. To see what Job One is like, Holden invited a group of media for a test drive with a twist: we would get to blast around Australia's mecca of motorsport, during a gap in practice sessions for the V8 Supercars in race week. This meant there was an added risk. Not only were there concrete barriers to be avoided, if something did go wrong it would happen in front of a crowd. And we all know how supportive and understanding race fans can be when confronted with a car wreck. After initially planning to build just 161 cars (a tribute to the number of laps to complete the Bathurst 1000) demand was so strong Holden will now build 233 of these (all hand finished near the end of the production line at Elizabeth). That's one per dealer, and most cars are already spoken for. And I don't want to leave Holden with only 232 to sell. So with the pressure that I can only imagine race drivers feel at the start of a hot lap, Holden racers Luke Youlden and Nathan Pretty lead us out in two groups of four cars, single file. The plan: follow the lead driver's line, do as you're told over the radio, and yell out if you're feeling giddy or overwhelmed. It's great in theory but if the car ahead of you and the car ahead of him gets the line slightly wrong, then you end up all over the place. Racing line? It was more like Chinese whispers. It's a good thing, then, the Commodore feels so sure-footed. Changes to the electric power steering have given a more precise feel, while the brakes (now with extra stopping power thanks to Brembo calipers on the rear as well as the front) are a lot more resistant to fade. I don't pretend to be able to give any worthwhile feedback to the engineers in pit lane, but it's safe to say the minor changes to the suspension (new bushes if you're curious) and the massive 20-inch wheels and tyres (staggered so the rears are wider than the fronts) make the Lowndes edition feel more planted than any Commodore to date. The best additions, though, are the paddle shifters on the steering wheel so you can now get the best out of the automatic. Tap 'up' or 'down' and it will select the next gear. But if you hold the 'down' paddle long enough, while braking heavily, it will snap into the lower gear as soon as the engine revs will allow it. Never before have two tiny bits of plastic made such a massive improvement to a big brute of a car.  Driving up mountain straight, and then tapping back down the gears for the trip up, over and down the mountain, had me converted from a diehard manual fan to a believer in the new world order of automatics with paddle shifters. There's no extra power in the 6.0-litre V8 from the Craig Lowndes edition Commodore (indeed, the automatic still has a 10kW power deficit compared with the manual: 260kW versus 270kW) but for now it's enough. Although our speed was limited to about 140km/h on our high speed test drive, it was still daunting, especially when most corners are blind from The Cutting to The Dipper and all the way down to Forrest's Elbow.  What a place. What an epic experience. Forget bungee jumping, this will do me thanks very much. Being able to enjoy a car like this, in its element, albeit over just four laps, gives you a new appreciation for why so many young race drivers -- and international stars -- make it their life's mission to compete at Bathurst. The place is addictive, scary, and exhilarating all in one. It is without question one of the best tracks in the world.  So it is with great sadness to think that this won't happen again. It really is the end of an era. Driving an Australian-made car named after an Australian legend, on Australia's best race track. We lost the Ford Falcon GT this week, as the last one rolled off the Broadmeadows assembly line and Ford starts its countdown to closure two years from now.  The following year, Holden will do the same. And then Toyota will close months later, and the lights will be out on Australian car manufacturing forever. No wonder Holden says 37 per cent of all Commodores sold nowadays are V8s -- the highest in the 36-year history of the Commodore. Australians are snapping them up, buying one last one before it's too late.

Peter Barnwell road tests and reviews the Holden Trax LTZ turbo with specs, fuel consumption and verdict

Holden Vectra was designed and built by Opel, the German division of General Motors. Some models were assembled by Holden in Australia with some changes to suit Australian driving conditions as well as Australian drivers' tastes. The Vectra was medium sized when launched in Australia in June 1997. From March 2003 it

Hatchback on stilts and a familiar wagon with a new badge aim for a bigger chunk of the small SUV market.

Paul Gover road tests and reviews a Holden Commodore SV6 that's been put through the real-world rigours of life as a rental.