Buying a used Holden Commodore SV6 Sportwagon (2008-2014)

From the late 1980s, Holden had been offering buyers its locally-built Commodore wagon on the same wheelbase as the Stateman/Caprice luxury sedans. So the introduction of the VE Sportwagon – really a wagon roofline and D pillars on the standard Commodore sedan's floorpan, there were murmurings of displeasure. Gone was the extra length of the previous wagons – around 100mm in the wheelbase. Yet the Sportwagon remained popular even on the shorter wheelbase. As with the sedan, the SV6 variant was consistently the most popular Sportwagon.

Not often when selecting vehicles to review does Carsales become fixed upon just one version from a prolific model range. However, the SV6 Commodore in Sportwagon form is so popular and so enchanting to used market buyers that it justifies analysis all of its own.

The Sportwagon was a late addition to Holden's VE range, not arriving until April 2008. Parked alongside the hearse-like VZ wagon it replaced, the Sportwagon was low and sleek and sexy. Business users who had bought Holden wagons for decades or switched when Ford went sedan-only with the Falcon were underwhelmed, but private buyers were going to love it.

Opening the Sportwagon rear hatch revealed a low-set 'boot' area with just 895 litres of space. The preceding VZ with the back seat in place had a massive 1440L. However the Sportwagon's appeal wasn't all about space.

Forward of the middle pillar there was nothing remarkable about its shape and sadly, Holden still hadn't worked out a way to score five ANCAP stars for occupant protection without using bridge girders as windscreen supports. Extra strengthening behind the rear seat helped maintain rigidity, yet despite the extra sheet metal the basic Sportwagon weighed only 91kg more than a VE sedan.

Unlike those who chose an SV6 sedan, Sportwagon buyers weren't permitted manual transmission, and pricing for the five-speed automatic began at $42,790. Included was a stack of body embellishment items including the deepest of front air-dams with fog-lights, cruise control and electric adjustment for the driver's seat. Leather seat trim cost $2500, but a plug-in entertainment centre for those in the back cost a massive $1290.

SV6 models came only with the 3.6-litre version of Holden's V6, developing 195kW. Arrival of the MY10 update late in 2009 saw that climb to 210kW and the five-speed automatic was replaced by a six-speed. In respect of the powertrain, this was a bigger update than the VE Series II update the following year.

The Series II models featured new interior materials and a brightened dash design but the biggest news was the ‘infotainment ' touch-screen. Holden seemed so desperate to promote its innovative iQ information/sound system that for weeks after the VE II launch reams of PR bumf would arrive trumpeting Bluetooth, i-Pod and satellite navigation compatibility. Where fitted, reversing cameras also delivered their vision via the in-dash screen.

Mechanical and electronic tweaks ensured that either SIDI engine (and the 6.0-litre V8) were happy on any petrol-based fuel including E85 ethanol blends.

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When you wanted a wagon that looked cool and went hard and the boss or bank manager wouldn't sign off on an Audi, the SV6 Sportwagon made a damn fine alternative.

The appeal of a Sportwagon, especially one in SV6 form, was derived from sassy looks, V8-style performance and inclusions. The shape, even 10 years after introduction, is eye-catching and well-kept cars can fool onlookers into thinking they are newer than they are.

Changes to the V6 engine ensured a smooth idle (owners of older V6 Holdens will understand the importance of that), improved fuel efficiency and throttle response.

Some drivers will want to play with the six-speed's shift lever but manually downshifting can extend response times. Far better to let the electronic throttle chat for a micro-second with the tranny and easily pre-empt whatever the driver might be thinking of doing. Manual selection is still viable when towing or to maintain speed when travelling downhill in radar-prone zones.

Hunting down a set of performance figures for the SV6 Sportwagon proved frustrating but the weight difference between it and the sedan was negligible and that version's 7.2 seconds from rest to 100km/h is comparable. More impressive was the 80-120km/h overtaking time of just 4.8.

Fuel economy figures are open to greater conjecture. One frugal test-driver recording a highway drive average in the low 7 litres/100km bracket while others whined that normal commuting plus a bit of school carpark queuing sent the numbers soaring to more than 14L/100.

Scouring Holden's VE II media releases revealed no reference to a suspension upgrade, however some who test-drove Version 2 Sportwagons reported improvements in steering precision and reduced effort. Different tyre type or perhaps just different pressures?

All VEs handle pretty well and even the more enthusiastic owners are unlikely to push their cars beyond already high levels of dry-road adhesion. Those who want higher mid-bend speeds and a flatter stance might seek out a suspension specialist who can advise on stiffer springs and bushings complimented by uprated shock absorbers. Holden's optional 19-inch wheels will help as well.

If you intend doing a lot of country running, especially where some gravel is involved, stick to the standard-sized rims and suspension settings. Even then, the stress of continual bumps and corrugations can take a toll on chassis components so cars that come from the country are particular candidates for professional inspection.

Buttons on the leather-wrapped steering wheel will trigger various functions, making the process of accessing the computer or changing stations less of a distraction than doing it via the dash screen.

Standard cloth seats are an improvement on the cheaper Omega but for a real sense that you're aboard something special, look for an SV6 that was originally specified with full cow-hide inside.

Safety was a big selling point for Commodore buyers and putting up those massive pillars has to deliver some kind of benefit. It comes via a strong five-star occupant protection score, with individual results including 33/37 in the offset impact test and a comforting 16/16 for side-impacts.

There is space under the boot floor for a spare wheel, however Holden asked SV6 buyers to spend extra if they wanted one. Without it, your only defence against being stranded beside a dark and lonely road was a spray can of tyre sealant. Common sense says if you spend time driving isolated roads, get a car that already has a full-sized spare wheel or head to the wreckers and buy one.

>> Some MY10 Commodores needed dealer visits to fix a brake booster problem and some VE II Sportswagons were recalled to replace rear seat locking mechanisms which could allow the seat back to unlatch during a crash or emergency braking.

>> Engine rattles, especially when cold, can be traced to valve lifters or a stretched timing chain. Ensuring oil change intervals are observed (even reduced if the car is used for short trips) can help the lifter issue, but an elongated chain that jumps a tooth or too will cause internal engine harm and must be replaced.

>> The rear-mounted battery can suffer voltage drop and cause difficulty when starting. Make sure terminals joining cables to the battery and under the bonnet are clean and tight.

>> Check for fan function and overheating by running the car to normal temperature, letting it idle for a few minutes then switching off. Restart after a minute and see how far the temperature gauge has risen. Significant movement of the needle means a cooling system overhaul.

>> Poor quality bushings fitted as original equipment can manifest in alignment problems and associated tyre wear. When assessing a potential purchase, look at inner and outer tread edges for rounding and across the tyre face for inconsistent wear.

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