Holden Reviews

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

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

The old adage that you get what you pay for springs to mind when thinking of the Korean-built current generation Barina. Like all Korean cars of the era there was nothing flashy about the Daewoo-built Barina, it was basic transport and little more than that. Since 2005 Holden has sourced its small car from Daewoo in Korea, which by then was owned by General Motors and run by Holden.Earlier Barinas had been sourced from Suzuki in Japan and Opel in Europe and had become popular with small car buyers. It was particularly popular during the time it was attached to the European-sourced Opel cars, but when Holden began sourcing it from Korea it lost a little of its gloss.There was always going to be some angst when Holden made the decision to source the Barina from Korea, particularly when it was realised it would be Daewoo supplying it. Daewoo had failed to get any traction in the Australian market when it was trying to sell cars locally; its cars were plain and simple, and did nothing to excite the automotive states buds at all.While importing its small cars from Korea instead of Opel made good business sense given the relative exchange rates and the cost-effectiveness of building cars in Seoul, customers were wary of the Daewoo connection.MODEL WATCHThe Daewoo badge was pretty much on the nose after a series of very ordinary cars over the decade or so it was sold here under its own banner. It didn’t help that it used a dog to promote its wares. In that context Holden faced an uphill battle in trying to convince buyers its Daewoo-sourced cars were of a quality expected of a Holden.The first challenge for Holden was to distance the Barina from the Daewoo it was based on. In that respect Holden’s designers did a decent job, the Barina makeover gave the small Korean car a much brighter and more attractive look than the Daewoo. Daewoos were mostly bland looking cars, so much so they often looked down-in-the-mouth and sad.A bright new grille, big Holden badges, some nice wheels and a new interior had the drab Korean car looking a whole lot more attractive. Underneath, Holden’s engineers retuned the suspension to make it more suitable for Australian roads and driving conditions.The front drive Barina ran a 1.6-litre four-cylinder unit with double overhead camshafts, with an output of 76 kW at 5800 revs and 145 Nm at 3600 revs. While more than man enough for the job of propelling the small car it was rather rough and noisy when revved hard.In base form it was linked to a five-speed manual gearbox, but there was a four-speed auto available as an option. The manual was a bit soggy in operation, and the auto wasn’t the smoothest unit, but they both got the job done without any fuss.Brakes were a combination of front discs and rear drums, while ABS came as part of an option with 15-inch alloy wheels.While the Holden suspension engineers came up with a better package than their Korean counterparts had and it wasn’t a soggy handler, the ride was firm and could be a little uncomfortable even on smooth roads on which it found just about every minor glitch in the road surface.It was initially available as a hatch in three and five-door variants, and from 2006 a four-door sedan as well.Inside the interior was neat and attractive, designed by Mike Simcoe, but the plastics were cold and hard, and the controls and dials cheap and cheerful. It was quite well equipped, however, with a list of standard equipment that included air-conditioning, MP3 compatible CD sound with steering wheel controls, power windows and full-sized spare.IN THE SHOPLike most modern cars the Barina doesn’t suffer from major flaws, and they are still in their infancy in automotive terms. With the oldest now four years old most will have 80,000-100,000 on the clock and coming up for a major service.Being a cheap and cheerful car many will have been used as the family’s second car and driven by drivers of varying skill and experience. Many will have been used in the daily rough and tumble of domestic duty on the school and supermarket runs, so look carefully for the bumps and scrapes that come in that world.Check for evidence of regular servicing, which can be neglected by cash-strapped owners.IN A CRASHSafety became an issue with the Barina when it was given a two-star rating by the European New Car Assessment Program, which cast doubt on its crash performance. When launched the Barina had front airbags for the driver and front seat passenger, along with seat belt pretensioners, but it wasn’t fitted with the side airbags the European models were equipped with.In standard form the Barina didn’t have ABS antilock brakes; they were optional. It’s worth looking for a car with the option fitted. Holden made many safety improvements for the MY 2009 Barina and it achieved a four-star crash rating in ANCAP testing.AT THE PUMPDriven with economy in mind the Barina will deliver the acceptable figures of 7.0-8.5 L/100 km on average around town.THE BOTTOM LINE: It’s unrefined, and no star in safety terms, but the Barina will suit those who want basic transport and have a tight budget.  

No, it doesn't mean a luxury version for the models they are based on are more than luxurious already. The L means long, or more correctly long-wheelbase.

More and more manufacturers are realising they can attract extra sales by creating two-wheel-drive versions of their 'soft roaders'.2WD buyers are looking for the practicality of the wagon - a commanding driving position, perhaps a little higher ride height for a short drive down a dry dirt track, the 'look' of an SUV, strong suspension, and in some cases seven seats - without getting a people-mover.If they don’t need to go offroad, in the snow, through muddy tracks, they don’t need the four-wheel-drive ability. But they can get everything else they want with 2WD versions of the SUV.What’s the benefit of 2WD?By opting for the 2WD version, the vehicle costs thousands of dollars less because that second set of drive-shafts, differentials, wheel joints and bits are not in the vehicle. And that means the 2WD versions weigh considerably less. Less weight means less fuel, a cost saving to the owner and lower exhaust emissions for the planet. And less weight means better performance in acceleration and handling.The month of May this year was the best-ever May for new-vehicle sales in Australia. Part of the reason was a staggering 29 per cent growth in SUV sales over May of last year. Clearly Aussies still love their SUVs and many of those extra sales were because of 2WD versions.Toyota offering its large Kluger in 2WD and 4WD, in all trim levels. The choice (between 2WD and 4WD) will give buyers an alternative purchase decision based on their real needs. Toyota also offers the RAV4, which gets revised gear ratios for with 2WD.Ford launched its Territory SUV in 2004 in 4WD and 2WD right from the start. But some brands don’t offer the full choice of models of the 4WD. For example, the Kia Sorento 2WD cannot have Kia's excellent turbo-diesel engine of the 4WD, but it's recognised that 2WD buyers are looking for lower buying and running costs and so only a base model engine is provided.KIA SORENTO - $36,490 Drives well with good ride; six-speed automatic, fuel economy Engine sometimes works hard to move 1814kg weightA much better onroad wagon than previous (4WD-only) model. The 2WD Kia Sorento is available only with a 2.4-litre four-cylinder petrol engine to keep down cost.Engine: 2.4-litre, four-cylinder, petrolPower: 128kW @ 6000rpmTorque: 226Nm @ 3750rpmTransmission: Six-speed automatic; front-wheel-drive.HOLDEN CAPTIVA - $27,990 Low price, plenty of Holden dealers for back-up Modest power, tows only 1500kg, no auto optionThe Holden Captiva 2WD gives wagon motoring to Holden followers not wanting a V6 or V8 Commodore Sportwagon. Captiva has been selling well lately.Engine: 2.4-litre, four-cylinder, petrolPower: 103kW @ 5200rpmTorque: 220Nm @ 2400rpmTransmission: Five-speed manual; front-wheel-drive.TOYOTA KLUGER - $40,990 Engine power, full model range, including seven-seater Large, blunt design, fuel useThe larger option from Toyota can be had in all the trim levels of the Kluger 4WDs, which means seven-seaters as well. The well-known 3.5 V6 engine is a good 'un.Engine: 3.5-litre, V6, petrolPower: 201kW @ 6200rpmTorque: 337Nm @ 4700rpmTransmission: Five-speed automatic; front-wheel-drive.FORD TERRITORY - $39,890 Torque at low revs, parts costs, seven-seat option Size to park, fuel use, dating body shape, auto only a four-speedThe only Australian-designed and built SUV, Territory uses Ford Falcon running gear and is a popular vehicle, especially now that Falcon wagon is ceasing production.Engine: Four-litre, six-cylinder, petrolPower: 190kW @ 5250rpmTorque: 383Nm @ 2500rpmTransmission: Four-speed automatic; rear-wheel-drive.BMW X1 sDrive18i - $43,500 BMW owner pride, diesel option, equipment, fuel economy, 1430kg weight Expensive parts and servicingBMW's new compact SUV in two-wheel-drive form is known as the sDrive. It is one of the low-cost ways of getting behind the famous BMW badge and suits Yuppies.Engine: Two-litre, four-cylinder, petrolPower: 110kW @ 6400rpmTorque: 200Nm @ 3600rpmTransmission: Six-speed manual (optional six-speed automatic); rear-wheel-drive.TOYOTA RAV4 - $28,990 Fuel economy, Toyota reputation, modest kerb weight (1525kg), price Tows only 1500kgRAV is the most recent 4WD SUV available in 2WD and uses the Toyota Camry 2.4 engine. RAV started the compact SUV segment and has kept updated nicely since.Engine: 2.4-litre, four-cylinder, petrolPower: 125kW @ 6000rpmTorque: 224Nm @ 4000rpmTransmission: Five-speed manual (optional four-speed automatic); front-wheel-drive.

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

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

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

It's hard to believe the Chevrolet Volt was born in less than half a day.  The hybrid hero of what was, until recently, the world's biggest carmaker is such a good idea that I expected it to have been created after years of painstaking research and smart thinking in a top-secret laboratory in Detroit.  It's an electric-drive car that uses a second onboard energy source to top up its giant battery pack. So it's a hybrid, but not as we know it.One genius at GM sketched the whole thing on a single sheet of paper after being quizzed by car chief Bob Lutz about the corporation's response to the Toyota Prius.  "We reclaimed the electric vehicle from the scrapheap of history. Now the prize is within sight," says John Lockner, vice-president of planning at General Motors.He, and everyone on the Volt team at GM starting with Lutz, have plenty of reasons to be optimistic as the countdown continues to the first Volt production car in November.  After driving the car I am also a fan. It is the single most important new car I have driven since the Honda FCX Clarity, another all-electric car that uses hydrogen from a fuel cell stack to create its electricity.DRIVETRAINJust like the Clarity, and unlike the Prius, the Volt is fully electric. Its petrol engine never turns the wheels and only fires up to re-charge the giant 200-kilogram battery pack that fits in a giant T shape along the centre console and below the back seats.The Volt will run for 64 kilometres on battery power — compared to two kilometres for a Prius — and once the 1.4-litre petrol motor goes to work it will run for as much as 600 kilometres between stops."It's the only electric vehicle that can be your only vehicle," says Andre Farah, chief engineer on the Volt.  I have a full-day dip into Volt-land during a visit to the Detroit Motor Show that covers everything from the basic vehicle concept to the advanced battery laboratories.  It's all done at GM's giant technical centre close to Detroit and culminates in a short drive of the car.DESIGNSo, what about the basics? The Volt is based on the GM Cruze, which makes it a compact car with a hatchback tail.  It looks a little like the Prius and the Honda Insight hybrids because of the rules of aerodynamics, which dictate an optimum shape for the body, although GM has tried to make it a little more sporty.It's a four-seater only, because of the battery, and trying to get much detail on the car is a waste of time.  GM is keeping its secrets until sales start in November this year, although it will all be common knowledge by the time the Volt hits Australia in 2011.  The GM people will not even reveal the size of the petrol tank, or the workings of the transmission system, or the performance or economy figures.  It will not be cheap, with a US base price of about $40,000 - probably $60,000 for Australia.DRIVINGThe Volt is a landmark car and drives extremely well.  That is a big call after less than five minutes at the wheel, and about 15 in the car in total, but the idea of an electric car that can do a Forest Gump and "run, and run, and run" is brilliant.As a driver, the Volt is as simple and easy as any electric car.  Hit the 'start' button, wait for the right lights, then select D and go.  There is a lot of funky stuff in the Volt, from its weirdly shaped shifter to a dash display that rates the economy of your driving, but the basics are solid.GM detuned the performance for the journalist preview, yet the car still gets along fairly niftily with a full load onboard.  It's not as sharp as a petrol car but much better than a Mitsubishi iMiev or Subaru Stella electric car.The steering feel is just like a Corolla, the braking is not as jerky as a Prius, and the quality on the pre-production drive car is good.  It's tight for space in the back, and there are only four seats, and I worry about sun exposure from the big rear hatch.  For me, as well, it's not the best looking future car I have seen.But the Volt is another window on the future and it lets a big breath of fresh air blow over the hybrid world.  Now I cannot wait for a real drive — something like Melbourne to Sydney. 

In the rush to high-riding soft-roaders, many families have largely ignored a more practical route - wagons.  Heavy off-roaders have taken over the roll as the family bus but in reality a conventional sedan-based wagon will fulfil most duties, unless you absolutely need a seven-seater.For many, a car like the five-seater Holden Commodore Sportwagon will fulfil most duties.  It's a good looking, purpose-built wagon with a roomy, comfortable cabin and a five-star crash safety rating.The Calais V Sportwagon adds a little more bling but serves a similar purpose. The integrated DVD system in the roof is a bonus for keeping the kids quiet and the rear-view camera is a welcome addition to the parking sensors.Under the bonnet the biggest new arrival with the latest Commodores is SIDI - or Spark Ignition Direct Injection - which improves fuel economy and the overall smoothness of the V6.Unlike the previous raucous six, the SIDI engine also sounds quieter. The refined engine is now at a point of its development that it has become a world-class unit.  The economy from the big locally built six is also impressive. We managed in 12s around town with the promise of better highway economy.The changes from the six-speed auto also feel smoother than we remember.  The only mark against the Commodore is the cabin. It has been around since 2006 and is due for a freshen this year.We're use to the thick A-pillars and the guillotine handbrake action but the Calais interior and dashboard is looking tired, particularly when you line it up against Ford's effort with the Falcon G6E.  The wagon's swoopy rear also eats into luggage space but there is no denying it is a handsome vehicle, particularly the Calais V version with its stylish 18-inch alloys.