Holden Reviews

The Holden Cruze hatchback was largely designed in Holden’s Melbourne studio. It’s built at the Holden plant in Adelaide, and has undergone extensive local engineering for Australian conditions.  That’s not the only good news for the Australian automotive industry; the Aussie designed Holden Cruze is made in various GM factories worldwide and is being sold in more than 60 countries, where it’s generally badged as a Chevrolet.This significant Australian input in the Cruze enhances the reputation of our local engineers and stylists and will stand our country in good stead as the future of the industry shakes out over the next few years.Holden Cruze comes with a choice of three body types (sedan, hatch and wagon) four engines and in four specification levels, Equipe, CDX, SRi and SRi-V. Our test car was the sporty SRi hatchback and we found it to have just about everything we want in a midsize car. The buyer looking for a touch of sportiness in a sensible family car will love it.The Holden Cruze SRi has five-spoke 17-inch alloy wheels, a body kit comprising front and rear fascias and side skirts, front foglamps, a shapely rear spoiler, chromed grille and chrome inserts in the door handles.Holden Cruze has Bluetooth connectivity and there’s voice recognition for a good range of functions. The six-speaker audio system with in-dash MP3 compatible CD player can be operated via steering wheel-mounted controls.  At night the instruments are bathed in a clear blue light that we found just right. The automatic headlights have a ‘follow-me home’ function and there’s remote keyless entry.Cruze also gets MyLink, Holden’s new infotainment system that’s standard across the range. In addition to being able to call up stored songs from a phone or MP3 player and FM/AM stations via the car radio, when a mobile device with 3G data connection is hooked up to the MyLink system, the driver will also be able to get streamed digital content from applications including Pandora music radio and Stitcher on-demand radio.Drivers can access Pandora through the MyLink touch-screen, streaming favourite radio stations as well as using the ‘thumb up’ and ‘thumb down’ buttons to tune station preferences or select music genres. They can also pick out the next track via a steering wheel button or the touch-screen controls. Via the Stitcher embedded app, drivers can choose from more than 15,000 news, comedy, sports and talk radio shows and podcasts from global broadcasters including NPR, CNN, Fox and the BBC.The previous entry-level Cruze CD was dropped from the range earlier this year, being replaced by the Equipe. Starting at $19,490, $2000 less than the model it replaces, it offers excellent value. Added features include foglamps, sports grille, 17-inch alloy wheels and rear park assist as standard.Cruze CDX (starting from $24,190) gains premium features including keyless entry with push button start and a reversing camera. The last is also added to the range-topping SRi-V (from $26,490), while the SRi sport model (from $22,490) gets rear park assist as standard.Those familiar with the Aussie made Holden Cruzes will recognise three engines from the Series II range – the 1.4-litre iTi and 1.8-litre petrol engines and 2.0-litre turbocharged diesel.  The MY14 Cruze introduces an additional engine, a 1.6-litre turbo-petrol unit which is standard in the SRi and SRi-V sport models.  Average fuel consumption in our SRi test car was in the six to eight litres per 100 kilometres on easy country runs and motorways. The figure rises to nine to eleven litres around town if you’re combating commuting traffic.The cabin was welcoming and comfortable. The six-way adjustable driver and front passenger seats were appreciated. The seats have bolsters that support reasonably well in cornering, though you wouldn't call them true sportscar seats.  There’s good legroom for back-seat passengers, something that’s not always a given in this class of car.  There are twin fold-out centre drink holders for use in the front, but only two holders for the three riding in the back.A wide-opening rear hatch and low loading lip means easy access to the 413-litre boot. If you want a full-size spare wheel, it’s a no-cost option. But it cuts the boot space to 325 litres, though you pick up some of this with compartments under the floor providing nine litres of concealed stowage space. Luggage volume can be up to 1254 litres when the flat-folding 60/40 split rear-seat backs.The six-speed manual gearbox works well enough, though the ‘throw’ is rather long for our tastes. Having a manual helps to keep the engine on-song when you’re in a hurry. A six-speed automatic transmission with Active Select is also on the price list.Handling shows the Aussie influence of models for our local market. Ride is slightly firm to gain the best dynamics and we liked the way it remained reasonably neutral in its handling despite having front-wheel-drive. It responds promptly to steering and throttle inputs and corners safely at speeds that are unlikely to be reached by most owners.  A sports coupe it’s not, but Holden Cruze SRi provides an excellent machine for the family car driver that wants something more than mere transport.

You get the feeling this is a car built to a price. A very good price but a price nevertheless, with some features removed and others added to get down to the figure.You see the Holden Trax is a global model, sold in many countries, under many names and in many forms. It's the company's first entry in the emerging light SUV segment, off roaders that are smaller again than the current crop of small SUVs.The lineup has been restricted to just the one engine, with no sign of all-wheel drive and the manual transmission is a five speed  not a six that is the norm these days. But, at starting price of $23,490, it's $2500 less than its nearest competitor and that's a mighty strong argument.Both the LS and more expensive LTZ get a 7 inch touchscreen, reversing camera, cruise control, rear parking sensors, six airbags and Bluetooth with audio streaming. LTZ adds an auto, 18 inch wheels, fog lights, heated front seats and a trip computer and is priced from $27,990. A five speed manual is standard on the LS, a six-speed auto a $2200 option.Designed and built in South Korea, Trax is based on the same platform as the Barina, but sits higher offering a coveted high driving position. The 1.8-litre four cylinder ECOTEC engine is as old as Adam, with 103kW of power and 175Nm of torque.It seen service in one form or another in a variety of vehicles over the years, most recently in the Cruze sedan and hatch. But Holden reckons this latest version is the best yet, with a recalibrated automatic and ride and handling that has been tuned by Holden engineers to deliver the kind of response expected from a Holden.With a 53 litre tank, fuel consumption for the manual is rated at 7.0 litres/100km and for the auto, 7.6 litres/100km, with a CO2 output of 164g/km giving it a Green Vehicle Guide rating of 4.5 out of 5 stars (Prius scores 5). The lower gear ratios in the auto have been shortened to give the wagon a better launch feel while the higher gears in the manual have been also changed to deliver extended performance.Overseas, the car is available with all-wheel drive, as well as diesel and turbocharged petrol engines. But at this stage it's unlikely we'll see any of them because the biggest problem is going to be getting enough cars to meet expected demand. In other countries where it is sold, its siblings have been a runaway success.A bit like Doctor Who's Tardis, it's bigger on the inside than it appears, with plenty of headroom front and back and an impressive amount of rear legroom. The 7 inch touchscreen is not as large as that in the Commodore, but still large enough to stand out.It offers a range of integrated apps, but all rely on your smartphone to work, including the BringGo navigation system that sadly like Commodore does not provide speed camera or school zone warnings. A tiny, second glove box with a power outlet is provided above the main one for the phone itself.Speaking of power outlets, it's the first car we've seen with a 240 volt, three-prong outlet like the one in your living room that is capable of powering a laptop. A full size steel spare is available as a no cost option.Five stars thank you very much, with six airbags and electronic traction and stability control, along with anti-lock brakes, with hill start assist and electronic brake force distribution. Having said that we were a bit surprised to see drum brakes fitted to the rear of the car.The manual is clearly the pick of the pair, with sharper engine response and a sportier drive feel. But here's the thing, you can't get a manual with the better equipped LTZ model and that means foregoing a trip computer with distance to empty. Holden has spent some time tuning the transmission, engine and suspension.It claims the the auto is the best yet, better even than the larger and heavier Cruze with the same 1.8-litre engine/transmission combination  but we don't think so. It labours and chops and changes gears too frequently in full auto mode while the sequential manual change is awkward to use. It's the same setup as that in the recently released Malibu sedan, with a rocker switch at the top of the shifter that you operate with your thumb. Guess practice makes perfect?

Holden has finally joined the booming compact SUV market with the budget-priced Barina-based Trax. It is due to arrive in showrooms in September and will fill the void between Holden’s small-car range and its Captiva SUV.Priced from $23,490 plus on-road costs (auto adds $2200 to $25,690) the Holden Trax undercuts most of the competition, including the Nissan Dualis and Subaru XV -- but it is dearer than the similarly-sized Suzuki SX4.Most of the fuss about Holden has centred on the Commodore this year but the Trax is just as important because it will attract new customers to the brand. Sales of small SUVs grew by 20 per cent last year -- four times the rate of growth in what was a record new-car market.The Trax is designed for inner-city types but could find its way as a favourite among sales reps who spend their working life on the road. The Trax is the only car in its class to come standard with a 240V power socket to charge lap-top computers while on the move. It also has a seven-inch touchscreen embedded with Pandora, Tune-In Radio and Stitcher mobile audio apps which work when connected to a smartphone via a USB port in the glovebox. As is becoming increasingly the norm these days standard fare includes six airbags, Bluetooth phone and audio streaming, and a rear-view camera across all models.The basic LS model is priced from $23,490 plus on-road costs (auto adds $2200 to $25,690). The flagship LTZ is available with automatic transmission only and is priced from $27,990 plus on-road costs.The $2300 price premium buys premium upholstery with heated front seats, 18-inch alloy wheels (instead of 16-inch alloys on the base LT model), front fog lights and a storage tray under the front seat.  For that reason we reckon the basic LT is much better value. Metallic paint -- six of the eight available colours on both models -- is a $550 option. Holden is one of the dearest when it comes to charging for extra sparkles in the paint.The 240V power socket in the back of the centre console is a welcome addition, especially for people with young kids or those who spend their working life on the road. Now to get this handy feature across more models in the Holden range.As mentioned before, mobile audio apps such as Tune-In Radio (where you can listen to almost any radio station in the world) and music sites Stitcher and Pandora are embedded in the touch screen so you don’t have to thumb your mobile phone.The Trax also has BringGo, a navigation app that brings Google-like navigation to the centre screen. The only catch: you must download it on your phone first -- and it costs $70 which is, at least, cheaper than a portable navigation device. Fuel economy from the 1.8-litre petrol engine is par for the class  (7.0L/100km for the five-speed manual and 7.6L/100km for the six-speed auto).Holden has removed the spare wheel and tyre to help limbo to these ratings which are done in laboratory conditions and are sensitive to such weight reductions. However, a full-size spare is a no-cost option at the time of purchase so be sure to ask the dealer before taking delivery.It might look big but it’s the same length as a Toyota Corolla hatch -- with the tall driving position of an SUV.  Now you can see why these vehicles are a hit in Europe and why they’re the next big thing here: because they blend the best of both worlds. Their high-riding stance also takes the bump out of speed bumps that now dot every suburb.As with Holden’s most recent offerings from South Korea, quality has taken a step up from previous General Motors models sourced there. The interior is especially clever in the Trax. The doors have three tiers of pockets, the dash has nooks and crannies galore. The dash has a bright blue digital speed display and overall adds to the classy look.Six airbags, a five-star ANCAP rating and a rear view camera on every model (yes, we’re looking at you Toyota RAV4, why are you the only new mainstream SUV in the past 12 months to lack a rear camera on every model?) give the Trax a clean bill of health.There are a few blots on an otherwise good report card, though. Holden raided the boot and stole the spare to limbo to a low fuel economy score in the lab tests. A full size spare is free -- but only if you ask for it before you buy. Here’s hoping dealers do the right thing and order them as a matter of course.The centre rear seating position does not get a centre rear headrest (critical in prevent neck injuries in rear-end crashes) and can’t be added. And the rear brakes are drums, not discs... come on guys, this is 2013 not 2003.The Trax comes from General Motors’ facilities in South Korea but was tested on Australian roads and tuned for local conditions during its development.It steers through corners with confidence and rides nicely over bumps. We tested the LT automatic, which we figure will be the most popular. In our opinion it’s the best value model in the range.The 1.8-litre engine matched with a six-speed auto is perky enough and a smooth operator to boot. But the Trax drives so well we can’t help but wonder if Holden will fit the turbocharged 1.6-litre engine from the Cruze to create a Trax SRi-V. Now there’s some homework for Holden.Riding on 16-inch Continental tyres it has plenty of grip even though it’s only two-wheel-drive. Despite the off-road pretensions conveyed by its rugged good looks most Trax SUVs will rarely see gravel apart, perhaps, from a groomed driveway to a weekend getaway.Holden and others make these inner-urban vehicles look rugged because we then feel better about driving an inner-urban vehicle. Besides, it can be war out there. Have you tried getting a car park on a Saturday morning lately?

Holden’s medium-large Epica wasn’t a sales success during its time on the new-car market that began in March 2007, with the car being quietly slipped off the new-car price list in February 2011.The Epica was relatively expensive and had a sedan body in a class that favours hatchbacks. Its South Korean heritage didn’t do it any favours either, though there was some Holden input in the design and mechanical setup. The result is poor resale value that makes the Holden Epica a real bargain on the used-car front.Epica has moderately good steering feel as it has some Aussie design input in the suspension and steering. However, it may be firmer in its ride on medium to rough roads than some owners like. On motorways it’s impressively smooth and quiet.Holden Epica’s interior space should be better for a car of this size that has the space saving layout offered by a transverse engine. Legroom in the rear is restricted unless those in the front are willing to give up a few notches of seat travel. Boot space is good, an advantage of the sedan body as it has a longer tail than hatchbacks’.Holden Epica has proven reliable to date and we see no reason why this won’t continue as, by the time it was designed, the Koreans had learnt a lot about build quality. As always, good cars can fall into bad hands so it still pays to have a professional inspection before forking out your hard-earned.The biggest feature of the Holden Epica is its straight-six petrol engine in a class of car that’s totally dominated by four-cylinder engines. The sixes are delightfully smooth and give Epica a real air of refinement.The six-cylinder petrols come with capacities of 2.0 litres and 2.5 litres. The former are offered only with a five-speed manual gearbox, the latter with an automatic transmission, also with five ratios. Performance is good without being outstanding as these are relatively small engines in a largish car. A slow seller, the 2.0-litre engine was pulled from the Australian market midway through 2008July 2008 saw the introduction of a turbo-diesel engine. This time with just four cylinders and a capacity of 2.0 litres, but with the advantage of a six-speed automatic transmission compared with the five-speed in the petrol autos. It has far too much turbo lag but once that has finally passed it works well when climbing hills, even with a load on board.Holden is well represented Australia wide, with dealers in even the smallest of towns. It’s unlikely country dealers will have spare parts of the Epica in stock, but bits can generally be delivered within a couple of business days. We have heard no real complaints about spare parts prices, or of shortages in the populated areas of Australia.Epica is easy to work on with a decent amount of underbonnet space. Good home mechanics can do most of their own work – but we advise they steer clear of any safety items.Insurance costs are generally low. As is sometimes the way with any car that’s a relatively small seller, there can be quite a variation in premium prices so it’s worth shopping around. Just be sure you are comparing apples with apples.WHAT TO LOOK FORBuild quality is generally good, but listen for squeaks and rattles when driving on rough roads, especially in the area behind the dashboard. This is unlikely to be a cause for breakdown, but can be irritating. Check under the bonnet for signs of weeping at the petrol pump.A petrol engine should start easily and idle very smoothly, anything else is a sign to be wary. Diesels that are overly noisy may be due for a major service, or an overhaul.Epicas with the 2.0-litre six-cylinder petrol engine are underpowered by Australian drivers’ standards and may have been thrashed. Get a professional to check it if there’s the slightest doubt.Upholstery that gets a lot of work may be showing signs of wear. Check the rear seats as bored kids can knock them around. Look for damage to the front wheels as the Epica is a bigger car than some drivers realise and the wheels may have skimmed the kerb more than once.CAR BUYING TIPCars that were unpopular when new sometimes pick up in value as they age - note the word ‘sometimes’, though. 

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

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

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

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

Holden Barina CDX and Toyota Yaris YRS go head-to-head in this comparative review.

In the same way real estate agents sum up the property game as location, location, location, the car industry knows the secret to success is product, product, product. Make something people want to buy.It used to be simple because we all wanted the same thing: a large sedan. A Ford Falcon or Holden Commodore, perhaps a Toyota Camry or Mitsubishi Magna. And if a four-door didn't do the job, then the ute or the wagon or the luxury version of the same car did.Once, our appetite for them was enough to keep four factories running. After Ford bows out in 2016, only Holden and Toyota will remain. Even so, demand for the traditional Aussie family car has fallen so dramatically there will not be enough demand to sustain even them.For Toyota, the answer has been exports. In fact, exports are its raison d'etre and local demand is the sideshow, accounting for just 30 per cent of output. However, to keep its Melbourne assembly line running it desperately needs to add another car, something that sells strongly in this market. Its best bet seems to be the RAV4, which at the moment comes here from Japan.Holden got burned by a reliance on exports when its parent, General Motors, abruptly killed Pontiac during its spell in bankruptcy four years ago. Commodores, rebadged as Pontiacs, were being shipped to the US in their thousands.Its answer was to refocus on domestic sales but make another model, the Cruze small car, alongside Commodore. Holden has been explicit about its volume target to keep Adelaide running: it needs to make two cars, both top-10 sellers, so that combined output approaches 90,000 a year. That plan is working, just.However, when the VF runs its course in a few years, simply making another one is no longer an option, even if demand holds up. Rather than Holden going its own way, as it did in the past, the new car, like the Cruze, will be selected from GM's global menu. Regardless of whether it actually has a Commodore badge on the back, it will be a GM model first and a Holden second.Holden's newest arrival, the Malibu, is almost certain to be that car. Its life cycle has a similar cadence to Commodore, so when the VF expires around 2018 the Malibu can move in. As a nameplate it has more heritage than Commodore, dating back to the mid-1960s.After years as a US model, in this generation it becomes GM's global large offering, sold in other markets as a Chevrolet and built in the US, China, Uzbekistan and South Korea, where our supplies come from. There is a larger car in the GM stable called Impala, but the Commodore and Malibu are closer on size.The Malibu is slightly shorter than the Commodore, by 8cm, also narrower and slightly lower. This is reflected in the cabin space. Headroom isn't an issue, although there's less legroom front and rear than in a Commodore. Malibu compensates with a 10 per cent larger boot and tighter turning circle, making it more manoeuvrable.However, the crucial differences are in the driveline. The VF continues with six or eight cylinder engines driving the rear wheels -- the traditional format for large cars and one favoured by the private buyers who form the most lucrative seam of demand. This audience is the focus for VF, with its richer cabin and hi-tech electronics.Malibu, by contrast, adopts GM's preferred front-wheel drive layout. It's preferred for several reasons but the crucial one here is efficiency. The extra weight involved in transferring power to the rear axle makes a front-drive car inherently more frugal.Malibu is classified here as a medium car but, in reality, it could go in the large category if that were Holden's preference. Being medium marks it out as a rival for Toyota's fleet favourite, the locally built Camry. This is the task it already tackles in other markets, particularly the US, where the Camry is one of the most popular nameplates year in, year out.Its weight advantage over a Commodore ranges from 40kg to almost 100kg, depending on the variant. Even the Malibu's least frugal fully loaded 2.4-litre petrol CDX trim has the edge over the most efficient Commodore.The Malibu is sold in the Middle East with a V6 but comes here only with four-cylinder engines, a 2.4-litre petrol or 2.0-litre diesel. Thanks to the cost-conscious strategies of business and government fleets, a four-cylinder is now essential to get on their shopping lists. Standard transmission is a six-speed automatic with an awkward gearchange button on top of the shifter.The Malibu starts from $28,490 (for the 2.4 CD) and goes to $35,990 (for 2.0 CDX) plus on-road costs. It ticks the boxes: five-star safety, six airbags and the recently approved Isofix fittings that more accurately locate child seats. For the driver, there are auto headlights, power seats, button start, a rear camera and park sensors. Electronics include Bluetooth, a colour control screen, USB and app compatibility for Pandora and more.Holden believes as a value proposition it's compelling and that may be the case for fleets. But some omissions -- such as sat-nav or voice recognition -- mean there are fewer lures for private buyers than in the Commodore.The suspension, with Macpherson struts at the front and a multi-link set-up at the rear, was locally tuned, but the result makes the best of ordinary ingredients. You don't leap at the chance to get behind the wheel and point it at a corner.It's adequate dynamically, but certainly not something you feel encouraged to explore. It jiggles and fidgets on country roads, so there are more comfortable touring cars. Adequate goes for the engines, too. The diesel is more driveable, especially up hills where the petrol needs to change down. But it's also noisier and less refined.From the outside, Chevrolet design cues such as the rear lights mark Malibu out as something different in the class. The shape achieves an impressively slippery coefficient of drag figure below 0.29.There are a mixture of finishes inside, with some shiny surfaces that would be better satin, and an unusual and not wholly successful dash feature that echoes the vent louvres. The dials are most appealing. Holden's previous offering in this sector, the Epica, is something even Holden would prefer to forget.The Malibu should do better although the goal -- Holden says -- isn't to beat Camry. That would be a tall order with Toyota's track record. When the Commodore disappears things get more serious and adequate will no longer be enough. Then the Malibu-Commodore (Malidore?) must straddle both private and fleet demand; it will need broader appeal. It must be a top-10 seller. It's product, product, product.