Holden Reviews

Sergeant Steve Lentz is dressed for action. The Arizona policeman is in full battle gear, right down to a bulletproof kevlar vest that includes spare magazines for his pistol and extra ammunition for a police-issue assault rifle. He is on a mission and taking things deadly seriously. Lentz has come to Firebird Raceway, on the outskirts of Phoenix, to assess the latest suspect in the search for a new-age American cop car.The three contenders are the Ford Taurus, the Dodge Charger and the Chevrolet Caprice, with all three brands pushing hard to take the place of the classic Ford Crown Victoria that's been the front-line battlewagon - and starred in countless television shows - for more than 15 years. Lentz is one of 40-plus police people who are running through an intensive one-day program with Chevrolet that includes a 90-minute briefing and two driving sessions intended to show what the Caprice can do."I'm ready. This is serious. I've even got the vest on so I can see what it will really be like to drive this car on patrol," Lentz tells Carsguide. We are here because the Caprice is not just another American car with bright lights on the roof and a fittings for a police computer and shotgun. The Caprice PPV - Police Patrol Vehicle - is Australia's newest pitch for export business with the homegrown Holden Commodore.A big deal could mean more than 10,000 sales a year. GM Holden did well in the USA with a Commodore that was tweaked into the hot Pontiac G8 but, when General Motors closed the brand as part of its bankruptcy proceedings, the deal died too. Sadly, the G8 was only just starting to fire when it was killed. Now Holden has targeted the massive police car business in the USA and believes it has the right package in a tweaked Caprice that should tick all the boxes for patrol car work across America."I like that car. We like our big cars here," says the bus driver who drops us at Firebird.It's a similar story among the police teams - front-line officers, driver trainers, purchasing staff and workshop crews - who assemble for the Caprice PPV program. Lentz is typical as he prepares for action."I have high hopes but low expectations," he says.It takes less than half a day to run through the program, which is winding down through a 20-city roadshow over the past three months. Host Michael Lord talks hard and fast about the Caprice and program manager Dana Hammer is ready to answer any questions.The biggest concern for most of the police is how their computers will transfer into a car with a tee-bar shifter in the centre of the car. They seem impressed by the design, the space and claims of class leading performance from the 6.0-litre V8 engine."I will make the case for the vehicle today. But at the end you're the judge, you're the jury, you will make the verdict," says Lord.The officers listen intently but the smiles come as they head to the track to drive. It takes less than a minute for the sound of tortured rubber and hard working V8s to echo around Firebird. Many have already driven the rival cars and are not impressed by the cabin of the Charger or the front-wheel drive in the Taurus.They see the real rival to the Caprice as the Chevrolet Tahoe, a mid-sized SUV, although it is also more costly. At the end of the program, the Caprice PPV has won fans but it's time to crunch the numbers. The car is not cheap - definitely not the cheapest - and the next step for many police forces will be to take one or two cars for an on-the-job evaluation to check the running costs and the in-service abilities of the Caprice.But the Aussie contender has made an impression and it's mostly positive. "I like the car. As a car and as a police tool," Sergeant Johnny John tells Carsguide. "It's gonna keep you alive."The PPV package on the Caprice is not just some lights and stickers. The shifter is moved out of the console on the patrol vehicle, there are steel wheels and special Goodyear tyres, a tweaked engine-management computer, better brakes, coolers for the engine-gearbox-differential package, and even upgraded front suspension so the car can cope with driving up over gutters on a daily basis."What we have here is a fundamentally different patrol sedan. This one is for you," Michael Lord tells his police audience.There are two PPV models, the 9C1 patrol car and the 9C3 detective vehicle, and the package was developed after intensive testing by the Michigan State Police and the Los Angeles Country's sheriff's department.The car is priced from $30,995, although large orders could trim the bottom line and police departments face extra costs for everything from paintwork to the potential transfer of equipment from Crown Victorias. Lord says the Caprice leads police contenders in most categories, from cabin and boot space to acceleration and top speed.The PPV will sprint to 100km/h in 6.4 seconds. Just as importantly, it has survived the toughest brake torture test in the USA and running costs are said to be the lowest of the police car contenders.DRIVINGThe Caprice PPV doesn't look, or feel, much different from the Holden sold in Australia. At first. Sliding behind the steering wheel at Firebird, even if it's on the wrong side, brings no surprises. But the sledgehammer thump from a standing start, the killer brakes and the tuning of the transmission has lifted the American contender to a new level.It's a serious performance car, and way different from the easygoing luxury feel of the Caprice in Australia. Driving is done in unmarked PC3s and the police are having a great time, howling through corners and thumping down the straights. Sometimes the brakes smoke a bit, but there is no fade or failure.The high-speed course is fun but it's a tight little track with maximum acceleration and emergency braking that highlights the car's real abilities. The PPV runs and runs at the limit with no sign of failure.Sliding into the PC1 shows how the car will really be used, from the switches for the lights and siren to the police computer and the protective barrier between the officers and offenders. It's a little like a movie scene, except this is real.

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.

I AM so delighted that Holden released the Spark on the Australian market. For quite a while, I didn't have much to complain about. Now, thanks to the Spark, I do.This is a car that is perfect for the city. It's compact, cheap to buy and run, has excellent safety gear - it even has stability control - seats four people and is as nimble as a small motorbike.The trouble is that all this comes at the cost of any performance. The 1.2 litre engine is made for the job but the cost is a car that has to be revved hard to keep up with traffic.  It's just made for the commuter, not the driver, which is par of the course for this sub-light car that costs from only $12,490.It's cheap but there's no doubting that it has lots of features to lure the motorists who's more interested in getting frugally from A to B.For example, while the chassis dynamics and engine's power delivery are rubbery, they are overlooked in favour of the cabin's bright ambience, the four-adult seating, iPod-compatible sound, an efficient airconditioner, electric windows and heated mirrors and a flexible interior.The CD costs $12,490 and gets cloth seats, 14-inch alloys and electric front windows. The $13,990 CDX tested here adds vinyl seats (yuk) and 15-inch alloys but not a tremendous much more.  Both have standard electronic stability control and six airbags.  Given the Spark is more for the commuter of the family, rather than the enthusiast, go for the CD.It's a metal box with a pronounced, chunky nose - hardly a stylist's headache - which evolved from the 2007 Chevrolet Beat concept hatch.  Its bold nose and slanted headlights create a lot of on-road presence. Coming down the road looks like someone shrank a Volkswagen Crafter van.Other than the Spark's face, it's just a box. But it uses its angular lines to push out cabin space to the slab sides and to the rear wheels, allowing it to fit four doors and accommodate four adults.The rear doors have Alfa Romeo-style hidden handles built above the waistline to give it a three-door look - a feat carried off well and which creates a clean body shape.Inside it's generally simple and functional. However, the dashboard is "try hard" with a funky combination of bolt-on speedo and digital side panel that tries to compete with the very ordinary styling of the rest of the dash.So you have a small digital panel for things like start-up warning lights and an LED fuel gauge, while extraneous alerts - seatbelts and airbag, for example - are mounted in a wide plastic-fronted slit atop the centre console.Okay, so it works but it's a bit like a dog's breakfast.  The rest of the CDX's cabin is simple, with small seats in Korean-grey and black vinyl - just the thing for the trip back from the beach on a 36C day - and yet it's on par for the car's market and price.Again, think simple. The 1.2-litre engine is a revision of the GM-Daewoo small-bore powerplants and will disappoint those seeking a car that lives up to its Spark name.However, commuters who trawl through traffic will delight in the miserly fuel economy and in theory, can get up to 600km from the tiny fuel tank.  It comes only with a five-speed manual and you can hear prospective buyers backing out of the showroom right now.If you're interested, the chassis is a simple MacPherson strut/torsion beam arrangement with front disc brakes and the world's smallest rear drum brakes - you can laugh at them behind the spokes of the alloy wheels - and all spun on hydraulic (not electric) assisted steering.The Spark gets a four-star crash rating but will win friends with its primary safety benefits of nimble manners.  The standard ESC and six airbags are an excellent sales inducement and sufficient to lift this car to a more desirable level than something in the second-hand market.  However, the Spark is a sub-light car and that translates to its light road feel that doesn't build much driver confidence on freeways.Basically, you can gauge how the Spark will drive simply by looking at it. And the picture isn't all pretty. The torque figure of only 107Nm - think Malvern Star - comes in at 4500rpm.That's a lot of revs. Because it's not supported by much under that engine speed, you have to get up there - noisily - before the car confidently moves forward.If you take it easy, you'll be fine. But the problem isn't you. There's hundreds of other impatient motorists out there who are quite prepared to run you down because you're slow and small.I had a woman in a Prado trying to push me through a 50km/h zone. She was so close to the rear of the car that I could only see the grille in the rear vision mirror as I edged up towards 60km/h.On the freeway at speeds of about 100km/h it is at the mercy of brisk side winds and the vortex caused by passing trucks. It's also an environment where the little engine buzzes at 3000rpm and starts to compete with the radio.Put your foot down and there's no change. The speedo stays at 100km/h for a long time because there's not much torque available and you're still 1500rpm shy of the maximum 107Nm.Take it back to the city, however, and the Spark's pin-sharp steering and weeny 9.9m turning circle makes you a star driver.  It has great visibility that complements the near vertical shape of the rear hatch.What continually frustrated me was the rubbery gear shift - remember, no automatic option here - which played guessing games with me as I went for the next cog. Finding reverse really tested my patience.The engine has nothing - I repeat, nothing - below 2000rpm except noise. You have to sweat hard to predict the engine delivery to the point where a graph of the power-torque curve should stuck on the dash.But get it right and the little engine loves to sing its heart out. That contrast of a high-revving city car may be new to Australia but it's stock issue in Europe.

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.

The Epica was one of the new generation of small and mid-sized cars Holden imported from Asia to replace its expensive European range.   Specifically it replaced the mid-sized Vectra.The Vectra was well regarded here for its responsive performance, but it was a premium product with a premium price and never really got   going. It wasn't surprising that Holden turned to Korea for a cheaper replacement.By adopting the Epica Holden became more price-competitive in a market segment that was growing as buyers downsized out of bigger cars like the Commodore and Falcon.MODEL WATCHGiven that the Vectra was a premium European model with all the technology and features expected of a car from that part of the world   Holden's decision to replace it with the Korean-built Epica seemed something of a step backwards.But it wasn't the giant stride feared, particularly once the Holden's engineers had finished tweaking it to ensure it was in tune with Australian market demands.Local engineers played a hand in the suspension settings, transmission controls and equipment levels.  It was also given a cosmetic makeover by Holden's designers so there   was nothing that jarred when it landed here.The result was that it had an appealing look and was packed with plenty of the features Australians buyers wanted.  Inside, the cabin was roomy and comfortable with accommodation for   three adults across the back seat, and beyond that there was a good-  sized the boot.There were two engines offered, both six-cylinder units, and two models, the CDX and CDXi.  Porsche designed the double overhead camshaft straight-six engine, which was an unusual choice for a front-wheel drive car given that it   has to fit across the nose.In its smaller 2.0-litre form it put out 105 kW at 6400 revs and 195   Nm at 2600 revs, while the bigger 2.5-litre produced 115 kW at 5800   revs and 237 Nm at 2600 revs.The 2.5-litre engine was the pick of the pair. Its performance wasn't breathtaking by any measure, but it was smooth and steady when the   2.0-litre simply lacked spark.The CDX was available with either the 2.0-litre or 2.5-litre engines; the 2.0-litre came with a five-speed manual gearbox and the 2.5-litre with a five-speed auto.Those who chose the better-equipped CDXi got the 2.5-litre engine and five-speed auto as a matter of course.Anyone opting for the 2.5-litre auto might well have been disappointed when they discovered the transmission wasn't equipped with a manual shift option that has become an accepted part of the motoring landscape in recent times.The Epica came with plenty of the fruit most of use expected, with standard air-conditioning, cruise control, cloth trim, alloy wheels, and power windows and mirrors, and six-speaker CD sound.IN THE SHOPA lack of complaints to Carsguide would suggest Epica owners are content with their lot.  Major concerns should have become apparent by now, but nothing has surfaced that would indicate there are any serious problems with the engine, transmission or driveline.Build quality appears to be of a good standard, which would seem to be reflected in the lack of complaints from owners.  Check for a service record that shows regular maintenance has been carried out.IN A CRASHThe Epica was well equipped in terms of safety; it had an array of airbags, including dual front, and front side airbags in the CDX, plus head airbags on the CDXi.If there was a missing piece of the safety jigsaw it was a lack of a dynamic stability feature to complement its ABS anti-lock brakes and   traction control systems.  ANCAP rated it four out of five stars.UNDER THE PUMPHolden claimed that the 2.0-litre manual Epica would achieve an economy of 8.2 L/100 km, while the 2.5-litre auto model would do 9.3 L/100 km.OWNER'S SAYLeo Mackinlay has done 9000 km in his Epica CDX 2.5 auto and says it   is a much better car than he expected. It is very well equipped, the   build quality can't be faulted, the engine is smooth, the ride comfortable if a little firm, and it is very quiet with no mechanical or wind noise to disturb the inner peace. If he has a criticism he says he would like the handling, which tends towards understeer, to be more neutral.LOOK FOR. Lacks fizz. 2.5-litre engine best. Economical. Smooth driver. Roomy and comfortable. Well-equippedTHE BOTTOM LINEDoes most things reasonably well, but there's little to get excited  about. 

For much of their existence the Statesman and its Caprice big brother played second fiddle to the all powerful Ford Fairlane and LTD, but with the demise of the Ford duo they reigned alone in the market.As much as Holden tried it seemed there was nothing they could do to dent the dominance of the big Fords, even though they followed the same proven formula for building a big car off a regular passenger car platform.The formula was simple enough; you simply stretched the wheelbase to create a massive back seat, enlarged the boot, tuned the ride for comfort, and added some bling to give it prestige appeal.MODEL WATCH Like all previous models in the Statesman and Caprice line the WM was based on the mainstream passenger car model of the day. In the case of the WM that was the VE Commodore.The trick with the bigger models was to distinguish them from their lesser siblings so buyers felt like they were buying something special.That was achieved mostly by extending the wheelbase of the VE by 94 mm and the overall length by 266 mm, which was used to increase the rear cabin space and the boot.The profile was smoothed and refined to achieve a visual balance with the new, longer body, and there was extra chrome trim and badges applied to give it the sophisticated presence buyers in the class demand.The final result was an elegant sedan that clearly stood apart from the run-of-the-mill Holdens from which it was derived.Holden offered two models in the WM range, the Statesman and the range-topping Caprice, essentially differentiated by their trim and features list.Both could be specified with either the 3.6-litre high output Alloytec V6, putting out 195 kW at 6500 revs and 340 Nm at 2600 revs, or the 6.0-litre V8 boasting 270 kW at 5700 revs and 530 Nm at 4400 revs.The V6 came with a five-speed auto with shift paddles for manual shifting, while the V8 came with a six-speed auto that also featured tap-up/tap-down paddle shifting.Underneath the chassis was in essence the same as the VE, with multi- link independent suspension front and rear, front mounted steering rack, and large disc brakes. It was an awesome package that handled with the aplomb of a much smaller car.Inside the Statesman had woodgrain highlights, power front seats, front and rear park assist, rain-sensing wipers, powerful 11-speaker CD sound, MP3 and Bluetooth connectivity.The Caprice badges also calls into play aluminium accents, deep bolstered sports seats, leather and suede trim, Bose premium sound, and Tri-zone air.IN THE SHOP Overall the WM is proving a sturdy, reliable car, but it is subject to the same woes that can befall the humble VE Commodore.Watch for a slump in acceleration when it seems the six-speed auto transmission isn't quite sure what is going on. When it happens it's usually at low speed when you want to accelerate again after lifting off the gas pedal.Cars Guide has received few complaints about the WM; owners appear content with their choice of car.Look for a service record, and inspect for possible crash damage.IN A CRASH Befitting its status at the top of the Holden tree the WM had a comprehensive array of safety gear.It began with a solid body structure designed to absorb the energy of a crash, and included steering column ride-down mechanism and breakaway pedals, then added a host of airbags, electronic stability control, traction control, anti-lock braking, electronic brake assist and electronic brakeforce distribution.ANCAP gave it five out of a possible five stars.UNDER THE PUMP Carsguide reader Kevin Alsop is resigned to the fact that the V8 WM Caprice is a big heavy car and is content with the 12.4-12.6 L/100 km from it.Holden's claim was that the V6 would average 11.7 L/100 km and the V8 14.4 L/100 km.OWNER'S SAY Kevin Alsop reckons his 2008 WM Caprice is the best, and he should know, it's the sixth Statesman/Caprice he's owned. While he's clearly enamoured with the big Holden it's not like he's one-eyed about it, his other car is a Falcon XR6 Turbo ute, which he says is a hoot to drive.As for the Caprice he loves its armchair-like comfort and the easy-flowing performance of the 6.0-litre V8, particularly on long trips, where the big boot is also appreciated. To date, having done a little over 25,000 km, there have been no issues whatsoever with it.LOOK FOR Elegant looksSpacious cabinLarge bootLarge sizeCan be thirstyComfortable rideTHE BOTTOM LINE Big buy for those wanting to make a big statement.

No more so than in Australia, where some of the best breaks in the land require a vehicle that can eat up the miles and take some bumps and knocks in order to reach the spots where the waves are rolling in.Holden SandmanOne of the vehicles that immediately springs to mind is the Holden Sandman. Famous, or perhaps infamous, for its cavernous rear load space, the Sandman was devised to take advantage of the expanding "recreational" market and had room for boards, gear and sleeping bags in the back.First seen in the early 1970s, the genuine Sandman was on offer in two V8 models but it was the often lurid paintwork that caught people's attention.Holden resurrected the idea of the Sandman with a Ute-based concept car done by Reg Mombassa (and Mambo) for the 2000 Sydney motor show. It also made a trip to the North American motor show circuit but had the nude artwork on its flanks tamed before getting its U.S. visa.Price (when new): from $4156-$9554.Sold: 1974-1979Engines: 4.2-litre and five-litre V8sGearbox: four-speed manual, rear-wheel drive.Ford Escort SundownerFor those who couldn't stretch to the full-size models, Ford's Escort panel van, the Sundowner, had potential as a surf trip machine.Ford did its own Australian version of the Escort van with 1.6-litre and two-litre engines as well as full stripe kits and side "bubble" windows, as well as things like a full headlining, carpet, not to mention better fuel economy as the supercar and fuel crisis scares sent shockwaves through the industry.Ford improved the rear sleeping space by allowing the front seats to tilt forward for more rear space for the drive-in or beach.Price (when new): from $5712-$7891.Sold: 1978-1982Engines: 1.6-litre and two-litre four-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Volkswagen KombiVolkswagen's Kombi, or Type 2 as it was supposed to be known, was an icon of the anti-war movement but had fans beyond those just putting flowers in their hair and giving peace a chance.Early T1 versions had split front windscreens and barn-style side doors (and are worth a pretty penny now if you have one sitting under a sheet in the shed) but it was the T2 that built the legend in Australia.Also known as the Kombi - a name also used in Brazil, where it was also built - the VW Kombinationskraftwagen (or combined-use vehicle) lent itself to carrying boards and crew, with the campervan versions also becoming popular as surf safari vehicles.Volkswagen also tried to resurrect the Kombi surf machine with a sharp-looking Microbus concept car in 2001 and more recently a Kombi Beach model that went on sale for two years from 2006.Price (when new): from $2440-$9995.Sold: 1965-1980Engines: 1.4-litre, 1.5-litre, 1.6-litre, 1.8-litre and two-litre four-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Bedford vanWave-chasers have also been known to go large by means of a 1970s Bedford Van, some of which had 173cu in (2.8-litre) Holden engines in them. Perhaps most famously used by TV's The A-team, the Bedford could be made into a muscle car or an all-rounder to cart boards and entourage.Price (when new): from $3635-$11,283.Sold: 1970-1981Engines: two-litre four-cylinder and 2.8-litre Holden six-cylinderGearbox: four-speed manual or optional three-speed automatic, rear-wheel drive.Suzuki SierraSuzuki is well-known for its motorcycles and little cars, but for many the icon of the brand is its little Sierra off-roaders, which many saw as a good machine to get to surf breaks limited by access.The lightweight Sierra - available with a hard-top or a removable soft-top - weren't the ideal vehicle for an overnight stop (swags or tents a must) but if you needed cheap, economical transport to a great (but remote and inaccessible) surf break, then the little Suzuki was a good bet.The company has even recently resurrected the Sierra nameplate, albeit on a model within the Jimny range.Price (when new): from $6429-$16,990.Sold: 1981-1999Engines: one-litre, 1.3-litre four-cylinderGearbox: four-speed and five-speed manual, rear-wheel drive.

Different manufacturers call their four-door utes different names double-cab, crew-cab or dual-cab.

For a start, this is not the new Barina as such. That comes late next year to play against the Mazda2, Ford Fiesta, Hyundai i20 and - at some point - a sub-Polo sized Volkswagen.This, on the other hand, is a newer notion for Holden, an even smaller (though handily roomy) car to which the familiar Barina name has been appended as a blatant localised marketing ploy - the rest of the General Motors world calls it the Spark. The latest South Korean (and soon to be South African) made "Barina" is meant to play against the driveaway and eventually chuckaway likes of Suzuki's Alto and Nissan's Micra.Marketed solely and more than somewhat patronisingly to what can only be incorrectly, but accurately, described as chicks, the whole venture hinges on one seemingly insurmountable obstacle. Are femmes prepared to forsake an automatic transmission option for the safety, sharp shape and eco-friendliness that the Spark brings to the table?The manual only gambit keeps the starting price of the entry CD variant down to $12,490, for which it gets fruit including 14-inch alloys, body kit, front fog lamps, rear spoiler, power adjustable exterior mirrors, vanity mirrors, CD player, iPod/iPhone AUX input and a USB input for MP3 players, steering wheel-mounted audio controls, remote keyless entry operates doors and rear tailgate.Yep, the econo-car motif has moved on a bit since the original Hyundai. The CDX adds 15s, more exterior bling, and nicer paint options.You're not burdened with tech at this end of the market, save for the standard audio and safety fixtures. The steering is hydraulic, MacPherson struts up front, torsion beam at the back and, really, you can't complain. The diminutive 1.2-litre four cylinder engine puts out a seemingly feeble 59kW/107Nm, but also only 128 grams of C02 per kilometer while using a claimed 5.6L of unleaded per 100km.This is where Holden hope, rather than reckon, objections to having to move the left foot and hand to change gear will be overcome. The Alfa Romeo-like hidden rear door handles suggest a coupe's lines. There are so many sharp angles you want to watch cutting yourself.  With only 3.5m in length to work with, design cues have been fairly crammed in.The exterior either works for you or it doesn't. Less equivocal is the interior, and the most impressive aspect of it is the space.In the unlikely event two men ever occupy this car at the same time, a tall burly one can sit behind another with room to move. More funky - and don't Holden abuse that word - is the motorcycle-like instrument cluster mounted on the steering column which includes an green illuminated analogue speedometer with digital tachometer (so you greenline rather than redline) and trip computer.The Spark won only four star in European crash safety testing due to the stability control being optional in that market. Here ESC goes with anti-lock brakes and six airbags as standard, which should aid its quest to win five sparklers from forthcoming round of ANCAP tests.Well, you have to change gear yourself, babe. A lot if you want to maintain progress. Though not quite so much as you might have expected.The 1.2's output, while hardly neck-snapping, isn't exactly snore-inducing. Though our exposure was limited to 85km with two adults on board, the Spark didn't exactly fizzle when called upon to haul up hills or even cut through a few mildly interesting twisty bits of bitumen. It is borderline fun, in fact, though carrying four adults - or too great a haul from the seasonal sales - will tax it.Road noise is minimal, suggesting that boasts about insulation aren't empty. The CDX probably shades the CD when hustled along a bit, but who are we kidding here with talk of dynamics?The Spark will get you to the next Mimco clearance and back, girlfriend, no problem. Just as long as Mum and Dad made you get a manual license.

We're back with Australia's best selling car this week. Not quite, maybe, because the car in the Carsguide garage is a Calais, but it's still part of the Commodore family and a subject of the latest VEII upgrade.It takes a bit to see the changes in the VEII, until you sit inside, but it's a worthwhile range of updates as Holden spreads its focus between today's showroom hero and the Cruze hatch that's about to go into local production for sales in 2011. The big news on VEII is E85 bio-ethanol engines, the next stage in the greening of Australia's locally-made cars.We already have the Camry   Hybrid, and Ford is heading towards a four-cylinder Falcon in 2011,   but this is Holden's first effort before things like hybrids and a local version of the range-extended, battery-powered Volt.The bottom line on the VEII is the same as always: a big car for a   value price. Holden has even held the basic price line at $39,990 despite the cost of the latest changes, and boosted value - mostly with the new 6.5-inch colour touch-screen infotainment system - across the range.It's hard to evaluate the biggest value change at present, because the cheaper E85 fuel used in the new Holden is not widely available. It's more than 30 cents a litre cheaper than premium unleaded but will be hard to find until Caltex delivers on its promise of 100-plus E85 stations. Even then, E85 fuel burns faster than unleaded gasoline and that means economy will be down and range will also be cut. But the engine changes have made the powerplants more economical on unleaded fuel, a good move.There is a lot of technology involved in the move to E85, but it's mostly hidden and irrelevant to Commodore owners. It doesn't make the car safer or nice, just allows the flex-fuel capability. But it is reflected in better emissions performance and a little more power for the 3-litre V6 and 5-litre V8, with the mid-range V6 scheduled for its tweaks sometime in 2011.The real improvements are in the infotainment system, which is a huge leap forward and even presented in an easier-to-use dashboard layout   that puts the colour screen up higher in the dash. It has Bluetooth, wireless, cable and USB connections for music and mobiles and is   capable of storing up to 15 CDs in its hard drive.The visual changes to the VEII are tiny.  There is nothing a regular Commodore buyer would pick, just a true fan, despite some inevitable   work on the lamps and wheels. There are some aero clean-up parts, but they are very small and mostly tucked away to do their work. The dashboard is cleaner and has the touch screen, with some   improvements to fabrics.The latest Commodore is a little sweeter and a little more enjoyable.  It's not light years ahead of the previous model, and it still doesn't   have the sporty chunky feel of the Falcon, but it's good. We started with a Calais and are running a 3-litre ute and an SS Sportswagon through the Carsguide test program, but don't expect to find much extra stuff to report.The SS will obviously grunt along, and the ute is good for tip runs, but the Calais shows the sort of work that's been done. The 3.6-litre engine does the job on the Commodore, even if we're waiting for the E85 work. It's a little smoother than I remember, and works well with the auto gearbox, but I cannot comment on the E85 changes without a long drive and some significant refueling in a 3-litre car.It's easy to pass judgement on Holden iQ, because it works so well.  The colour screen is great, the controls are easy to understand and use, and the satnav is finally up where you can use it. The VEII also feels a little smoother in most driving conditions, down to some engineering work on refinement, and does the job you want and need with minimum fuss. It would have been good if Holden could have fixed my two biggest   beefs - the undersized rear-view mirrors and the cheap-and-nasty handbrake and window controls - but I'm promised that the changes are coming. Eventually.It's great to have a big family car for a change. No worries about pram space in the boot, plenty of room in the back for the child seat, and you can still carry passengers in comfort. I'm not a huge fan of the Commodore or Falcon, as I much prefer cars like the Skoda Superb, but the new Holden drives fine and has enough   go for me. My only real complaint, and it's a big one, is the blind spots created by the pillars at the edge of the windscreen. They really are nasty   and sometimes, on tight corners, you cannot see if anything is coming.  This really needs to be fixed, and now.