Holden Adventra 2003 Review

The first fruits of a four-year, $125m development program, the Holden Adventra is a serious piece of kit and a much more integrated vehicle than its Commodore-plus-plastic looks suggest. Make no mistake, this aggressively priced and well-equipped full-time four-wheel drive crossover wagon heralds a change in the automotive landscape Down Under.

Four wheel drive is about to become as Australian as football, meat pies, kangaroos and... Err... Holden cars.

The Adventra arrives in two trim levels and with V8/auto transmission the only drivetrain. A volume V6 version will hit the road upon the arrival of the all-new HFV6 powerplant and VZ Commodore in late 2004. In the meantime, Holden expects to sell 1200 Adventras during the remainder of 03, and just 5000 next year. Even accounting for extra sales via the soon to be released AWD version of the Crewman crewcab ute, it seems that estimates are on the very conservative end of ledger.

FEATURES
Holden says significant effort has been made to give the Adventra its own identity. It's still clearly Commodore-based but the changes wrought have yielded more of a rugged, great outdoors look.

Styling changes focus on giving the car a more upright stance. Of course the requisite off-road cues have also been added. To quote Holden (with our apologies to Subaru): "The car is going outback"

The front fascia is a new design which chief design Tony Stolfo says is "very robust, much stronger and in-your-face." For practicality and durability, the moulding is unpainted with a matt finish. It houses foglamps in the LX8.

At both ends of the car your eyes are drawn to the prominent anodised alloy lower fascias. These are functional items -- at the front protecting the subframe, and all-wheel- drive system, and at the rear concealing the standard 1600kg rated tow hitch (upgradable to 2100kg via optional kit).

Bodyside you can't miss the aggressive flared arches and new rockers (again with alloy highlights). The rockers are significantly stronger than standard wagon items, says Holden, and are fully sealed and moulded to the body in a single piece incorporating wheel arch linings.

In a first for Commodore, the Adventra's rear tailgate gets opening glass (operated via key fob). The all-new tailgate gets a near full width LED high-level stoplight and integrated spoiler.

Given the nature of the vehicle particular attention has been paid to storage and the rear cargo bay. Debuted in the recent VYII update, the alloy aircraft-style load tie-down rails were actually developed as part of the Adventra program and make their second 'debut' appearance.

In addition, the AWD wagon gets new storage compartments on both sides of the cargo area. These incorporate cup, phone and thermos storage (interchangeable with front console) as well as an auxiliary power outlet and carpeted 'lockers'. Six multi-purpose hooks are fitted and the LX8 also gets a 'convenience net' as standard equipment.

Roof rails are standard on both versions of the Adventra while the LX8 also gets a roof mounted luggage carrier with tie down points. Compatible roof-top options available at launch include ski carrier, bike carrier and tray with spare wheel carrier. The luggage carrier is optional on CX8 and is packaged with the factory-fitted sunroof.

Finally, Adventra will offer a seven-seat option via an accessory third row front-facing seat.

COMFORT
Generally, the LX8 echoes the trim and spec levels of the VYII Calais (think leather, comprehensive trip computer, premium sound, electrics, sunroof et al) while the CX8 is Berlina-based and receives unique cloth trim and standard equipment such as cruise control, power windows, aircon, six-disc CD player and Rear Park Assist.

The interior has received a number of changes many of them model specific. For example, new instrument clusters have been developed. The LX8's dials features white graphics on a black and grey plates. Centre hubs are the same turned metal as Monaro and illumination is green. It also gets an additional set of gauges on top of the instrument panel -- measuring pitch and roll.

The CX's cluster is also high-spec and features black dials and red pointers.

While the CX's seats are straight from the Berlina, the leather-loaded LX gets a unique pew combination featuring the 8-way memory VYII SS seatbacks with S cushions for ease of access. In the rear, leather versions of the 60/40 spilt-fold sports design first seen on limited edition SS wagon are used.

Anthracite leather is standard on the LX8 but there's a 'louder' option available in concert with some exterior colours. We particularly liked the perforated leather seat and door insert panels and classy stainless steel sill panels on the LX8.

Wagons can have noise attenuation issues, particularly on poor surfaces. As such Holden has paid particular attention to this aspect of refinement. Rear floor stiffening panels have been used to reduce interior cabin noise with noise suppression on corrugated and dirt-based surfaces a priority.

Adventra also picks up the additional refinement measures introduced with the VY II and Crewman including fully enclosed wheel arch liners. These are claimed to reduce stone throw noise on unsealed roads and water splash noise in wet and muddy conditions.

Like all the long wheelbase Commodore family, there's no shortage of room in the Adventras. This factor alone will count much for comfort on long trips. Perhaps a 100% guarantee that the "Are we there yets" are a thing of the past is just around the corner.

SAFETY
The new front structure of the AWD car required recalibration of airbags and in addition to virtual simulations, Adventra was subjected to 15 physical crash tests.

The AWD inherits Commodore's safety arsenal. Passive safety features include active head restraints for front seats in LX8; driver, passenger and side airbags; front seat pyrotechnic seatbelt pre-tensioners and force limiters; anti submarining ramps in all positions; rear seat child restraint anchor points; and the new higher back seats with strap type lumbar supports.

A modified steering column energy absorption mechanism that was introduced on VY II is also featured on Adventra.

The relative active safety merits of AWD have been discussed and argued about for years. Suffice it to say, it's a feature carmakers such as Subaru and Audi have used to their benefit. Holden can now espouse the same pluses.

Adventra is equipped with a full-size spare and a modified jack to cope with modified ride height. Befitting its intended purpose, the car comes with beefy recovery points front and rear.

MECHANICAL
Clearly Commodore-based, the Adventra shares the majority of its mechanicals with the mainstream wagon. That said significant changes have occurred under the skin, not the least of which are some key dimensional changes. Sitting on a 10mm longer wheelbase and significant wider track (fr 58mm; rr 46mm), the new car uses over 350 unique components ranging from minor trim items to major suspension componentry and new stampings, such as the front guards.

Engine changes are limited to a revised oil pan -- to which the front diff is mounted -- and an all-new exhaust system. The latter's received attention, not only to tuck it up and away from any offroad nasties, but also to free up even more of 'that' V8 burble buyers want. It's not as fruity as the Caprice, but better than the SS in this tester's opinion.

For the record, both Adventras get the 235kW version of the Commodore Gen III V8. Next month's Sydney International Motor Show will see HSV's version of the AWD wagon released. Dubbed the Avalanche, the car will likely get HSV's 285kW Gen III.

Of course, the models also share the Holden-developed CrossTrac four-wheel-drive system, which the company says will eventually be offered in a number of Commodore-based models in both high and low ride configurations. (AWD, V8 SS ute, anyone? The queue starts here...)

The Adventra's set-up delivers an 80mm increase in ride height over the conventional Commodore wagon for a claimed clearance of 200mm. This is around 10mm less the car's most direct competitors, the Audi Allroad (142-208mm) and Volvo XC70 (209mm), and the same as Subaru's six-cylinder Outback H6.

On the launch a number of the Adventras were fitted with optional full-length alloy bash plates. Such were the road condition that the armour was not needed, even on a particular rocky climb adjacent to the launch's overnight base.

The focus of the Adventra development program, CrossTrac, is a true full-time 4WD system. The drivetrain utilises a recalibrated and modified version of the standard Holden four-speed autobox, which is mated to a transfer case from which drive runs fore and aft to conventional differentials. Gear-driven rather than chain (for compactness), the single-speed transfer case (ie: no low range) is the same US-sourced unit used by BMW in its Euro-only four-wheel-drive 3 and 5-series sedans and wagons (thought not the X5 or upcoming X3).

Torque spilt is fixed at 38/62% (fr/rr) and three open (ie: no mechanical or electric slip) differentials are used. Drive and traction is controlled via Automatic Brake Differential ABD software and Electronic Brake Force Distribution (EBD). Much of the effort behind the Adventra was related to calibration of this ABD software. Though based on the code developed for the US-market HUMMER H2 offroader, the software has been optimized for Australian conditions.

Holden says special emphasis has been placed on performance on loose surfaces such as sand and gravel. The company claims this is unlike the Euro crossover vehicles which place a higher emphasis on traction on low grip hard-packed conditions such as wet and icy roads.

Given the car's change in purpose, suspension components are remarkably standard. Up front the Adventra gets a new forged L-arm and a thicker anti-roll bar which is packaged up high to limit rough track damage. There's also a strut brace fitted a al Monaro and SS. At the rear there's a reinforced cross member, stronger semi-trailing arms and higher capacity gas-charged shockers.

Suspension travel has been increased in both bump and compression at both ends though spring rates are hardly changed. The LX8 gets rear Level Ride Suspension as standard equipment.

Attention has been paid to minimising bodywork damage in offroad use. A reasonable 20° entry angle (departure 21°) is aided by a redesigned fascia and mild steel protective undertray. The tray is designed to allow an easy 'back-pedal' escape in case you do happen to be a little over ambitious hang up the front end.

The key to the function of the AWD system, the brakes have understandably also been upgraded. Up front 302mm vented discs are featured. The rears are solid 286mm units, all gripped by multi-piston calipers and specially developed friction materials.

Both models get bespoke rolling stock -- painted six-spoke alloys in the case of the CX, while the LX gets machined-face five-spokers. The wheels are 17 x 7.5-inch in both cases and are fitted with specially-developed all-road Bridgestone Turanza rubber. Claimed to offer better puncture resistance than conventional crossover rubber, the 255/55 section tyres worked well on the mix of surfaces the launch route crossed.

Around four vehicles succumbed to punctures during the 300km-plus drive. Arguably a good result given the elevated pace.

All this extra hardware does not come without a weight penalty, however. Holden quotes a kerb weight of just 1940kg for the CX8. This is approximately 200kg more than the V8-powered Berlina wagon though fr:rr weight bias is a commendable 53:47.

COMPETITORS
If you heard a feint far off rumbling this week, chances are it was the shuffling of feet in Subaru, Audi and Volvo dealers around the country.

Holden's marketing people reckon Adventra is going to get sales from just about segment: family sedan, compact 4WD, larger 4WD, family wagon, etc, etc.

In terms of pure vehicle type, the three closest targets are all six-cylinders: Subaru Outback H6 Luxury (154kW, $51,990), Audi Allroad (184kW, $99,470 auto) and Volvo XC70 (154kW, $68,950 auto). At $52,990 for the CX8 and $60,990 for LX8 and delivering attractive equipment levels plus 235kW of V8 urge, it would seem about the only thing holding the Adventra back will be anti-Aussie snob value.

Holden went to great lengths to point out at the Adventra's introduction that the Volvo offers only part-time four-wheel drive and "a distinct power and torque disadvantage" when compared to the LX8. Further it stated: "At $7,960 less than the Volvo XC70, the Adventra LX8 includes additional standard features like an electric sunroof, level ride suspension, premium audio and subwoofer and roof mounted luggage carrier."

Make your own decision who the company is gunning for.

The pricing of the CX8 is interesting to compare to the standard V8-powered Berlina wagon too. The premium to be paid for the CrossTrac 4WD equipped car is just $3700 -- less if you consider the additional cost of optioning the Berlina to match the CX's standard Rear Park Assist, 17-inch wheels and 1600kg tow bar.

ON (AND OFF) THE ROAD
All Holden's engineering, design and marketing efforts hinge on the on and offroad appeal of the Adventra. Even after a short introductory drive, however, we think they are on to a winner.

The launch took place in SA's Flinders Ranges on a blend of bitumen and dirt roads. The dirt surfaces ranged from grippy, bare but rocky tracks to deep fine gravel with highly variable levels of traction. Some sealed highway cruising was included, as were some shallow creek crossings. The two surfaces not available in the program were sand and a good old fashioned bitumen racer road.

The rearward bias of the torque split and calibration of the CrossTrac system yields a drive experience that is familiar to regular Commodore drivers. This is something Holden's happy to trumpet -- the Adventra project team's aim was to produce a vehicle that was car-like in both ride and handling. Job Done.

What is impressive is the high level of grip the CrossTrac affords. Even at elevated speeds the dirt roads were dispatched with ne'er a hint of opposite lock. When the limit was crossed the car behaved in a predictable (rear-wheel-drive style) manner.

There's no question of this vehicle being a rockhopper -- not an SUV, but a crossover wagon stresses Holden chief Peter Hanenberger -- but when pushed into service to ferry scribes to a lookout near Adventra Base Camp at Arkaroola, the wagon climbed one steep and rutted track with little complaint nor any underbody grinding.

The Adventra's ABS systems has been optimized for allroad use and features a 5kmh threshold level. This allowed the return (downhill) journey to be made safely. Just remember that you'll have to pay attention, however, the Holden software does not deliver an auto hill descent function.

Given the added weight of Adventra, its performance on road has not been unduly dulled. It's likely that it's a factor that you'll pay for at the pumps, however. As of launch date, Holden has not quoted official fuel consumption figures for the AWD.

The launch drive was hardly normal usage, but our best estimates are to expect at least an extra 2lt/100km or so over the conventional V8 wagon in normal usage.

Note too that the turning circle is marginally increased over the Commodore wagon (11.9 vs 11.5m). This was not noticeable in the wide open spaces of the Flinders Ranges, and in reality shouldn't handicap the vehicle unduly in the urban jungle.

What may be of more concern to buyers is that despite changes to assistance levels, the Adventra's helm remains on the heavier side of what most of us are used to. Personal preference applies here and it certainly wouldn't stop us from parking one of the AWDs in our garage.

Police forces around Australia are said to be looking hard at the Adventra, attracted by the car's blend of performance and all-road ability. This attention was no better demonstrated than by one member of the SA force that shadowed the 37-strong Holden launch fleet across the Finders.

Such was Const Plod's interest in the new Adventra that he actually camped out overnight to be on hand to vet the fleet's progress at the end of a long straight first thing the next morning. Such dedication...

What we liked
>> RWD drive dynamics, AWD grip
>> Equipment level, especially LX8
>> Polished drivetrain (except...)

Not so much
>> Autobox still weakest link
>> Steering on the heavy side
>> No six-cylinder engine