Holden Reviews

If you're in the market for a four-wheel drive wagon the Captiva is a good starting point. It's well priced, well specified and makes a pretty good fist of it. Sure, it's made in Korea but that doesn't seem to worry most people.ENGINEThe 3.0-litre petrol V6 in our test vehicle produces 190kW of power and 288Nm of torque. It's the same engine as the smaller of the sixes in the Commodore range, even though the Captiva is built in Korea.For $1000 more however you can have a turbo diesel engine. Despite the extra cost of buying diesel fuel, it's definitely the way to go. The V6 is hooked up to a 6 speed auto with the facility to change gears manually, but alas no change paddles.ALL WHEEL DRIVEWith 200mm of ground clearance and no low range gearing, it's not going to get you too far off road. But all wheel drive is beneficial in the dirt and slippery conditions like mud and snow. Having said that, for most of the time it remains front drive.It's only when the system detects a loss of traction that it starts to send power to the rear wheels up to 50 per cent. This all takes place within 100 milliseconds. It also has a space saver spare and can tow up to 1700kg.FUEL CONSUMPTIONFuel consumption is officially rated at 10.1 litres/100km for the V6, giving it a theoretical range of 644km. The fact that it remains front wheel drive most of the time helps to reduce consumption because it doesn't have to work as hard. Using E10 we were getting 10.5 litres/100km, with a total of 514km from a single tank.SAFETYScores a maximum five-star safety rating, with six airbags and electronic stability control, active rollover protection and self-levelling rear suspension.WE LIKEWe like the size, comfort and ease of operation. It looks pretty good too. It's not too big and not too small with a third row of seats that pack flat into the floor when not needed. With the third row not in use boot space is generous.Rear parking sensors are standard, Bluetooth is also standard to connect your mobile, but there's no indicator to confirm it’s connected. Scheduled servicing is every 15000km or six months, whichever comes first.WE DON'T LIKENone of the steering wheel mounted controls are backlit for night operation and only the drive's door window controls are lit. It might sound like a minor thing but try turning on and engaging cruise control in the dark. By the way you have to hit the cruise button twice before it is activated and cruiser will engage. The electric parking brake is more of a hindrance than help. Needs a second power outlet in the front console.VERDICTAn all rounder. Does nothing particularly well, but nothing badly at the same time either. Our test vehicle the CX is priced from $38,490 before onroads. Its competitors are all more expensive. Like we said though you'd be better off spending another $1000 on the diesel which will deliver better economy.Holden Captiva 7Price: from $42,490Warranty: 100,00km, 3 yearsWeight: 1852kgEngine: 3.0-litre 6-cylinder, 190kW/288NmTransmission: 6-speed sports automatic, 4X4 on demandThirst: 10.1L/100Km, 241CO2 emissions

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?What is it?This is Holden's hire car special, the long wheelbase V6 Caprice on gas. There's petrol V6 and V8 as well. Caprice is the only long wheelbase Holden these days following the demise of Statesman. Boohoo.How much?The gas car sits in the middle of the Caprice price range at $64,490 plus on roads. That makes it about five grand under petrol V8 and a couple up on the petrol V6. But there's a $2000 rebate from the government when you buy one. It makes the LPG car hard to pass up especially with LPG running at around 65 cents a litre. Who cares if it drinks the stuff...still much cheaper to run than either petrol model.What are competitors?None. At the money, Caprice has the extra rear seat legroom turf all to itself. Maybe the Skoda Superb as a dark horse. Falcon is only in short wheelbase while the others are way more expensive.What's under the bonnet?It gets a 3.6-litre, twin cam V6 with vapour LPG injection good for 180kW/320Nm. Transmission is a six speed conventional automatic with active select (sequential shift) on the selector stick.How does it go?Much better than expected. Past experience with vapour LPG Commodores wasn't favourable — they were doughy. Holden has done something tricky here because the big, weighty LPG Caprice actually gets up when you want it too. It is close to the petrol in accleration feel and roll-on from higher speeds. The sound is a bit strangled because it's on gas and there's only one exhaust outlet.Is it economical?Not at an average of 14.2-litres/100km but when you are paying less than half the price of petrol for gas, it means you are theoretically looking at a (petrol) Caprice sipping 7.0-litres/100km — pretty darn good.Is it green?Marginally better than petrol.Is it safe?Gets the same five star crash rating as Commodore. ESP, multi air bags and the like.Is it comfortable?The ride is supple but controlled and it doesn't make much noise but there was a rumble at speed in the drivetrain we have heard before in Holden products and the seats make you arch your back in a slouch after a short time even with maximum lumbar adjustment. Bluetooth phone and audio, leather, excellent SUNA satnav, auto wipers and headlights, multi function wheel, fiddly touch screen. Overall, pretty good though.What's it like to drive?We had a somewhat jaundiced opinion before we drove the LPG Caprice — reluctant actually but that attitude changed pretty soon. It's good to drive, will even hunt with conviction around moderately fast corners but the brakes are a limiting factor.Is it value for money?Yes, nothing similar comes close.Would we buy one?No, still too young for one of these. Boot compromised with full size spare. Would be on the short list If we were in the hire car business. 

No matter how schmick the car looks, though, at this sort of money there are probably one or two expensive time bombs lurking within it.

When it comes to owning a ute compromise has always been the order of the day, a trade-off between cabin space and load capacity.Holden has added one more to the equation with its new dedicated gas Commodore and it's all to do with the spare wheel, or lack of it, as the case may be.PRICE AND EQUIPMENTLPG prices have dropped again to lows of 60c a litre and below, or less than half that of 91 RON petrol. At 60c a litre, the cost of LPG to travel 10,000km in a dedicated gas Commodore ute is about $750.The base Omega is priced at $37,990 and the SV6 is $41,990 and comes with a tyre inflation kit (a can of sealant and an air compressor) instead of a spare tyre as standard equipment or an optional (no cost) full-sized spare. Neither are entirely satisfactory.Clearly a tyre inflation kit is a worry in a vehicle expected to cope with everything from back paddocks to building sites and from multi-lane freeways to outback tracks.The can of sealant is suitable for small punctures of up to 6mm in the tread, but useless for anything larger or damaged sidewalls. Cracking a sidewall brings instant immobility.Holden says that once inflated the patched tyre should travel for 8km to distribute the sealant evenly and should then be repaired or replaced as soon as possible. None of these issues affect the optional full-sized spare, but location does.DESIGNThe switch to dedicated gas from the previous dual fuel system has come at a cost because of the redesign and relocation of the fuel tank. The new system has two parallel cylinders located under the floor of the tub at the rear axle where the spare wheel used to sit.The 16-inch steel spare (17-inch alloy on the SV6) bolts to the front floor of the tub where it takes up about half of the width of the tray and limits the types of loads that can be carried. But it does come with a security cap and can be removed to increase load capacity. The rival LPG Falcon still has a full-sized spare wheel under the rear floor of the tub.TECHNOLOGYDedicated gas engine is available with the 3.6-litre V6 Commodore engine in either base Omega trim or as an SV6. Engine output is 180kW and 320Nm, or 5kW and 3Nm more than than the previous dual-fuel engine, but 30kW and 30Nm less than the petrol 3.6-litre.Peak torque kicks in at 2000rpm, a useful 800rpm lower than the petrol engine, and peak power comes on at 6000rpm or 700rpm lower. The ute's official combined fuel consumption is 12.4l/100km, or about 1.6l/100km less than the previous dual-fuel engine.The economy gains come from tuning the engine to suit one type of fuel and the addition of a six-speed transmission replacing the previous four-speed. It is also cleaner, emitting 189 grams of CO2 a kilometre, easily passing the latest standards and scoring 4.5 out five in the Green Vehicle Guide.DRIVINGPerformance is close to the petrol version. Turn the key and the starter motor gives a couple of extra cranks before the engine fires. Step-off response is not quite as urgent as the petrol and it sounds a little coarser under load, but it is still a quick and lively performer. Most will be hard-pressed to tell the difference under the right foot.VERDICTDrivers will smile when refueling the 84-litre tank at current LPG prices, as long as they are wary of the extra weight behind the rear axle.Holden Omega LPG utePrice: from $37,990Engine: 3.6-litre V6 gas engine, 180kW/320NmTansmission: six-speed autoThrist: 12.4l/100km, 189 CO2 emissionsRIVALSFord Falcon LPG Ute EcoLPiPrice: from $31,490Engine: 4.0 litre, 6 cylinder, 198kW409NmTransmission: 6-speed sports automatic, rear wheel driveThirst: 13.9L/100Km, 226 CO2 emissions   Ford Falcon - see other Ford Falcon verdicts Holden Omega UtePrice: from $35,490Engine: 3.0-litre; V6 petrol; 190kW/290NmTransmission: 6-speed autoThirst: 9.6L/100km   Holden Commodore - see other Holden Commodore verdictsFord Falcon UtePrice: from $31,095Engine: 4.0-litre; 6-cylinder petrol; 195kW/391NmTransmission: 6-speed manual; 6-speed autoThirst: 10-7-11.7L/100km Ford Falcon - see other Ford Falcon verdicts  

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?Good question. Never really GOT the Berlina and it is becoming increasingly irrelevant. Sits between the Omega and Calais, but the entry Omega is so well equipped these days why bother?The petrol one is $43,490 and the LPG model is $45,990 (but remember you get a $2000 rebate back from the Government for being gas). Omega LPG is $42,490.Falcon of course. But we reckon its greatest threat lies in the SV6 which looks so much better and is only $300 more (I know which one we'd buy).Dedicated 3.6-litre LPG engine. Make that vapour injection gas engine, with 180kW of power and 320Nm of torque (petrol 210kW/350Nm).Well enough. But it's all about the cost of running, with LPG only around 60 cents a litre at the time of writing. We put $20 in to top it off and it half filled the tank seriously you've got to like that?It's rated at 11.8 litres/100km. The tank is supposed to hold 84.4 litres which gives it a maximum range of 715km. We got 701km out of a single tank at 12.2 according to the trip computer  talk about a close shave.Gets 4.5 out of 5 stars from the Govt's Green Vehicle Guide with CO2 emissions of 189g/km. A Prius by the way gets 5 stars (not bad).Yep. Full five stars for safety, with six airbags, stability and traction control and anti-lock brakes with brake assist and brakeforce distribution.Comfort is one of the Commodore's fortes. It's big and armchair comfortable. Easy to get in and out of and easy to drive.It's not going to set the world on fire but like we said it's all about economy. If you want or need a large car but don't want to foot the bill for driving one, then LPG could be right for you. It's cheap and it's readily available, even in the country  but remember these days you can't put petrol in it you can't find any.You don't get auto wipers, twin exhausts or a rear spoiler. But for the extra dough you get larger 17 inch alloys, fog lights, leather clad steering wheel, a trip computer with more features, rear park assist, a flash drive for audio storage, bolstered seats anda  centre arm rest in the back.

If you are looking for a new one-tonne ute, you couldn't have picked a better time to go shopping. All of the main players have been upgraded within the past 12 months, most of them with new-generation models, so competition is fierce and prices are sharp. Holden's new Colorado range is a good example. Value & Models

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?What is it?Holden's no frills, entry level off road wagon, with a four cylinder petrol engine, manual transmission, two-wheel drive and seating for five occupants as the name suggests.How much?$27,990 driveaway. That buys you plenty of wagon. At the moment it also comes with a sunroof and 18 inch alloys at no extra cost (seven-seater is another $6000).What are competitors?Plenty of them but Captiva is targeted primarily at the Ford Territory. Other contenders for around the same money include Great Wall's X200 ($1000 less and for diesel), plus the Hyundai iX35 and Kia Sportage clones.What's under the bonnet?2.4-litre four cylinder petrol engine, with 123kW of power and 230Nm of torque. It's hooked up to a six-speed manual or optional six-speed auto, with drive to the front wheels.How does it go?Okay. Surprisingly enthusiastic. The gearing feels well matched to the engine and it remains responsive to the throttle even in fifth and sixth gears. But that's with just one person aboard. Stick in another four bods and it could be a completely different story.Is it economical?Rated at 8.8 litres/100km, we were getting 9.8 after about 300 easy kilometres. Has a 65-litre tank and takes standard unleaded. Still had 450km to go according to the trip computer. Will also take E85 blend ethanol if you can find it.Is it green?Gets 3.5 stars from the Govt's Green Vehicle Guide. Better than the diesel or larger six cylinder petrol models. Prius sets the pace with 5 out of 5.Is it safe?Yep. Full five stars, with six airbags and a full range of safety systems including electronic stability control, roll over protection and anti-lock brakes.Is it comfortable?Feels its price. Plenty of hard plastic. Let's just say it's not uncomfortable. The ergonomics could do with some work though. Try working out how to use cruise control in the dark.What's it like to drive?Nothing special. Gear change awkward at times. Does the job and that is about all. Hill holder is handy for hill starts. Holds the car for a few seconds while you get it into gear and move off (bit hard to do a hill start with an electric brake).Is it value for money?Yes and no. Tows up to 1500kg. Can't believe it doesn't come with Bluetooth (at least we couldn't find any). It's almost a given these days and standard across the Commodore range (nothing like consistency). Capped price serving not to be sneezed at ($245 a visit).Would we buy one?If money was a consideration yes. If it was not then there are plenty of other choices. The diesel Captiva is a much better drive as is the Territory (but Territory is $40K).Holden Captiva 5 Price: from $27,990Warranty: 3 years, 100,000kmWeight: 1640 kgEngine: 2.4-litre, 4-cylinderTransmission: 6-speed, manual, front wheel driveThirst: 8.8l/100Km, 209 CO2 emissions 

Car companies are all doing their best to make cars more fuel efficient, at the same time listening to drivers’ insistence that they don’t want to compromise on performance. One way of doing so is to provide cars that run on LPG (Liquefied Petroleum Gas). We have just spent a week in Holden's 3.6-litre LPG Sportwagon.Ford Australia has been very strong in the LPG market for years, chiefly due to Falcon’s popularity with taxi fleets, and totally updated its LPG system last year. Holden has now introduced an all-new system for the Commodore in an attempt to catch up with its arch rival.At the time of writing the cost of LPG at our base on the Gold Coast was 65.6 cents a litre, compared to 91 octane unleaded petrol at $1.359 and diesel at $1.429. In our week of mainly highway travel we chalked up 543 kilometres using 67.8 litres of LPG. On the above pricing the cost of refuelling the big Holden wagon was $44.73.Although Holden has measured a combined fuel consumption of 11.8 litres/100 km from the LPG dedicated Sportwagon with all our highway running we used around 9.0 litres/100 km. However, around town the consumption leapt and we were often in the 12 to 14 litre range.Basing calculations on Holden’s combined fuel consumption figure of 11.8 litres/100 km and travelling 20,000 km a year the LPG Sportwagon would cost $1118 a year to refuel. By comparison the 3.0-litre ULP Sportwagon would set you back about $3000.There's an added cost of $2500 to buy the LPG dedicated wagon. The LPG wagon costs $44,490 while the petrol Omega has a recommended retail price of $41,990. The good news for private buyers is that the federal government offers a $2000 rebate as part of its clean energy policy. If you’re entitled to that the LPG Sportwagon starts to make a lot of financial sense.Previously Holden offered a dual-fuel LPG/petrol model. This new Commodore runs only on LPG so there are far fewer compromises than were necessary in the engine designed to run on two different fuels.The 3.6-litre Holden LPG V6 uses fuel injectors, fuel rail and LPG fuel filter. It has different spark advance and hardened valves and valve seats. The cylinder heads and manifold are different to those on the petrol V6. The LPG runs a very high compression ratio of 12.2:1. The bottom line is 180 kW of power and 320 Nm of torque, both figures are slightly better than those of the dual-fuel model.The new system uses vapour rather than liquid injection with the liquid gas vaporised before induction into the engine. This is quite different to the Ford Falcon LPG, which uses an injection system that sprays liquid gas into the engine.The engine is now linked to a six-speed automatic, replacing the old four-speed. This helps reduce fuel consumption.A cylinder of LPG will not get you as far as a tank of petrol so Holden fitted an 84-litre cylinder that gives a theoretical range of up to 700 kilometres in easy paced country driving. The LPG cylinder is made of high strength, multi-celled, aircraft grade extruded aluminium with additional protection plates strategically placed for extra safety.A big downside of using a pressure gas cylinder is its awkward size and shape that takes up boot space. The Sportwagon we borrowed had a full size spare that ate somewhat into the boot space. It was placed upright against the driver’s side of the car. There are other options including a tyre inflation kit that takes up no boot space, and a space saver wheel. Cargo space is 895 litres with seats up and 2000 litres with seats folded.

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.

Buying a new Holden Barina sedan is simple. You get hold of your $16,490, then you pick the colour and choose between manual or optional six-speed auto for two grand more.That's how to buy a car - no mucking around with endless options or "packages." Good one Holden. Barina sedan lobbed recently complementing the five-door hatch and we reckon it's a better thing.They're the same under the skin but the four door feels more substantial on the road and the engine feels better sorted too - with no annoying throttle flare between gear changes. Our drive car was a five-speed manual and to be frank, it could do with another cog for highway work but the shortish gearing translates into strong acceleration even if the engine is roaring away at 110kmh. And fuel economy is surprisingly good at around 6.8-litres/100km.It's out of a Daewoo factory in Korea but don't hold that against it. Look at Hyundai and Kia - they have some of the most desirable mainstream cars going around at the moment and the Barina is desirable too - in its own way, particularly value for money.Look at the fixed price servicing for example - $185 a pop for scheduled servicing for the first three years/60,000km which means no gouge from the service department thank you.And it has the largest capacity engine in the light class too, as well as being possibly the biggest "tiddler" in body size - more up into the small car class really. So you get plenty of metal for your money.Power comes from a relatively old-school, GM Family 1 engine - a 1.6-litre, petrol four banger with twin cams, variable valve timing and variable inlet. It's an old iron block unit traceable back decades but refined and revamped to the stage where it ticks most of the boxes. It's smooth and sometimes quiet running, reasonably fuel efficient and has easily accessible power and torque rated at 85kW/155Nm.Dynamics are surprisingly sporty - the word marshmallow doesn't even figure in the equation. It hooks around corners in a most un-econobox manner and then backs up around town and on the freeway as a competent all rounder.The manual change is good and the clutch is light to operate. It doesn't peg back on hills like the Holden Cruze 1.4 SRi-V manual we just drove while fuel requirement is only regular unleaded.Holden equips Barina sedan with plenty of cool kit including Bluetooth phone and audio, multi media connectivity, multiple steering wheel controls, a basic info read out, cruise, a/c and even 15-inch alloys. We like the motorbike inspired instrument pod but there's too much hard, acrid smelling plastic inside and no centre arm rest or bin. Storage provision elsewhere is ample and the boot is large. It gets a five star ANCAP rating with the accompanying six air bags, stability control and a raft of other safety gear. Do we like the look of it? Well, yeh...and no. The high boot is a bit jarring but the VW Golf look to the frontal area is pleasing. It's not ugly.