Holden Commodore SV6 Ute 2015 Review

GMH produced a 'ute' variant of every model in its full-size line-up until the WB-series ended in 1984, resuming again with the VN-based 'VG' Commodore Ute in 1990 and running through to the present day.

Highlights definitely include the 1971 HQ One Tonner and, more recently, the 2014 HSV Maloo GTS – the world's fastest ute – but for us mere mortals, regular versions of the Commodore-based Ute are far more attainable.

The latest VF-series range – which incidentally is one of motoring.com.au's recommended Tradie Vehicles for 2014 – starts from $33,490 plus on-road costs, stepping up incrementally to the 'sportier' SV6 automatic variant on test at $35,690.

And what a happy compromise it is: torquey enough to carry a load of up to 704kg comfortably yet boasting fuel efficiency not much worse than most mid-size sedans (we recorded 9.2L/100km on test).

The SV6 Ute is also a characterful drive with a level of handling that feels in tune with its sporty image, and a ride that is comfortable – barring the obvious 'jolt' from the stiffly sprung multi-link rear over supermarket speed humps.

It's a secure and flat handler, and not as dicey in the wet as one would suspect. Though I reckon it would still have the ability to catch you out if the stability control wasn't so incisive.

Under the aluminium bonnet Holden's locally-built 3.6-litre SIDI V6 develops peak torque at an accessible 2800rpm, which keeps the six-speed automatic calm in day-to-day running. Give it a kick in the guts and the transmission responds quickly enough, jumping back a cog or two and spinning willingly with the engine through to its 6700rpm power ceiling.

It's obvious when flicking to Sport mode that the transmission is tuned for better economy when in Drive, with sharper, more missive results obvious in the more athletic mode. It's better again driven manually (via the shifter; there are no steering wheel paddles here), when the tendency to hold gears long after the throttle is let go, or shift up or down mid-corner of its own accord, is less of a bother. We found the engine was at its best (for performance and economy) when kept between 1600-4500rpm.

The dual exhaust system provides the SV6 Ute with enough resonance under heavier throttle openings to sate the inner rev-head in all of us. However, it's not so intrusive that it drones at freeway speeds or becomes invasive at suburban speeds. In fact, the cabin is very quiet for a utility, the only real complaint an occasional hammering from the soft tonneau cover at freeway speeds.

A strong equipment list sees the SV6 compare favourable against Ford's Falcon XR6 Ute, especially where electronic driver aids are concerned. The SV6 features standard blind-spot monitoring, trailer sway control (as part of the stability control program), reverse traffic alert and an electric park brake. It also includes front and side airbags, as well as hill-hold and hill-start assist.

Self-parking technology, a reversing camera and acoustic parking sensors are also included, as is Holden's MyLink 8.0-inch colour touch-screen infotainment system, dual-zone climate control, cruise control and auto headlights and wipers.

The leather-wrapped gearshift knob and tilt/reach adjustable steering wheel also add to the sporty feel inside the cab, as do alloy-faced pedals, while Sportec and Kinetic Suede trim give a classy look to the manually-adjusted and deeply supportive bucket seats. The SV6 Ute is finished with 18-inch alloy wheels (shod with 245/45-series tyres) but carries a steel space-saver spare as standard.

Holden backs the SV6 Ute with a three-year/100,000km warranty and a capped-price servicing program for the first four services ($185 a pop). Service intervals are pegged at 12 months or 15,000km (whichever comes first) and roadside assistance is included for the first year of ownership.

Other extras include $550 for metallic paint (Jungle Green in the case of the vehicle on test), $1000 for leather-trimmed seats (available but not fitted) and $750 for satellite-navigation (also available but not fitted).

As we've noted in many VE- and VF-series Commodore reviews, outward visibility remains an issue. Thick A-pillars, restricted rear and rear-quarter vision and small wing mirrors create a reliance on the camera and blind-spot monitors. The electrically-assisted steering is also a little soft about centre, but weights up nicely on input (the turning circle is listed at 11.6 metres).

Sadly, the Holden Ute as we know it won't be around in another 64 years. That's a shame considering just how good the latest VF-series is, and how much vehicle you get for your coin.

Also consider:
>> Ford Falcon XR6 Ute (from $30,440 plus ORCs)