Holden Crewman 2003 Review

What we liked
>> Very practical
>> Comfortable and quick
>> Great V8 engine

Not so much
>> Poor rearward visibility
>> Poor rear legroom for adults
>> Gaudy silver trim on the SS

OVERVIEW
One thing every marketing man dreams about is having a product no-one else has, and that's what Holden has achieved with the new Crewman and Cross 8 light commercials. The Crewman is the only passenger car-based four-door ute on the market, and in SS form the only one with a V8 engine. The Cross8 takes this a step further, slotting all wheel drive underneath. It too is V8 only, until the new V6 starts local production late 2004.

This Holden model is the end result of a $60 million development program and one of several new products we've seen from the company in 2003. It's one of the cleverest 'crossover' or niche market designs we've seen from any manufacturer, and will surely stimulate interest among those who need a load carrying vehicle but want one that drives like a car, not a truck.

In a bullish, car-based light commercial market that has grown by 13,000 units since 1999, Crewman is the biggest car Holden has ever built: 261mm longer than the Commodore Ute. Moreover it represents the car maker's latest shot in a campaign to build more versatility into the vehicles we buy.

Holden's outgoing chief executive Peter Hanenberger has said that the future of Australian cars lies in crossover vehicles, and that Crewman is one way of fulfilling the apparently relentless demand for versatility. In what sounded much like a shot at stay-at-home four-wheel drives, he added, "The Crewman also shows that innovative crossover vehicles like this do not need to be truck-based and weigh over two tonnes."

Crewman is offered in three trim levels and drivetrain options and carries most of the appointments and gadgets found in the recently upgraded VY Commodore passenger car. The base model V6 retails for $32,490; the S-model V6 for $38,740; and the SS V8 for $46,140. Crewman and the S model are available only with the four-speed auto tranny, but the SS offers the choice of a heavy-duty four-speed auto or a six-speed manual transmission.

The Cross 8 shares Adventra's CrossTrac AWD system, gains wheelarch flares, bolder front end, high ride height and a wider stance. Cross 8 pricing was not available when we went to press, but expect the SS only version to cost around $52,000 - making AWD a $6000 premium on the Crewman.

FEATURES
Holden isn't kidding when it says it's giving us a real load carrying vehicle with the refined civility of a passenger car. The Crewman may be the biggest vehicle Holden has ever built but it's a sleek thing with a racy silhouette, five exterior finishes to choose from, and a range of options (bullbar, sports bar, soft tonneau and so on) to make one Crewman look different from the next.

The base model corresponds in external styling to the Commodore Ute and the Executive, so we get blister headlamps, black exterior mirrors, amber indicator lenses, a blacked-out lower facia, and 15-inch steel wheels rated at 900kg and wearing 215/65 tyres. The S-model goes one further with black bezel headlamps, body-colour front facia and external mirrors, and 16-inch, five-spoke alloy wheels.

The SS racks it up another notch with sharp front facia accents, a sports bar grille, twin circular fog lamps, black bezel headlamps, unique rocker mouldings, 17-inch, five-spoke alloy wheels inside 255/55 rubber, and a cabin with all the bells, whistles and digital gadgetry you could want. The base and S-models get a digital display for the radio controls but the SS has an extra display for the climate controls, and a colour-coded instrument cluster. It's an FA18 in there.

Cross 8's major feature over the Crewman is its all wheel drive system, which is set up for a rear bias (62:38). Increased ride height and track improve its offroad ability and stability, while the Cross8's weight balloons an extra 163kg to 1947kg -- perilously close to the double ton.

Standard features across the range include remote control locking; a Blaupunkt stereo/CD player; front door storage bins; a multi-function trip computer; and a range of visual or audible warnings. Cruise control is standard on the S and SS only. Cross 8 comes in SS spec only, and mirrors the Crewman SS for in-car features and equipment. Like Adventra, Cross 8 has vehicle pitch and roll indicators on the dash.

COMFORT
The base and S-model Crewman have electronically adjustable bucket seats with front and rear cushion tilt and adjustable head restraints. For the SS's additional eight grand you get, among other things, a sports bucket seat that adjusts every which way while providing excellent support around the shoulders and lower back. For those obsessed with attention to detail, the Crewman's internal package also includes a mobile phone power socket in the console, audio system controls on the steering wheel, and remote control mirrors. The instrument layout is practical and everything falls easily to hand. There's also plenty of casual storage space, and in the SS, two flip-out drink holders.

One thing we found less than perfect though was lack of adult legroom in the rear compartment. The design constraint that makes this a problem in 4x4 crewcab utes raises its ugly head in the Crewman, with the result that any normally proportioned adult will find it difficult to get comfortable if the seat in front of him is adjusted to its rearmost position. Getting three burly tradesmen comfortable in there won't be easy.

Seat angle is also a problem in the rear, the backrest is too upright and makes too sharp an angle with the seat squab. Holden is aware of the problem and -- in October 2003 -- was workin on a fix, but is a 5mm foam increase in the lower back area enough? We doubt it.

SAFETY
Sharing DNA with Australia's most popular passenger car has its advantages and one of them is a high degree of engineered safety. All three Crewman models have child restraint anchors at three points and head restraints in every position. Passenger and driver airbags are standard across the range; the SS also has side-intrusion airbags, which are optional on the S-model. Four-channel ABS is standard on the S and SS. Again, the Cross 8 safety levels mirror 2WD Crewman SS.

The Crewman incorporates components from several Holden models; the door system from the Caprice and Statesman, for example, and rear glass from the Ute and One Tonner. But the most innovative safety feature, and one it shares with the One Tonner, is the part-monocoque, part-chassis construction, a design that is said to give a long load carrying vehicle like this one superior structural integrity.

MECHANICAL
Crewman and Crewman S get the 152kW ECOTEC V6, mated to the 4L60 four-speed transmission. S and SS models have a limited slip diff. The top of the range Crewman SS and Cross 8 are powered by the Gen III, 5.7 litre V8 churning out 225kW, which ought be enough for anyone, and this is hooked up to either the heavy-duty 4L65 four-speed tranny or the six-speed manual box (manual not available in Cross 8).

Towing and load carrying capacities vary depending on the spec. With sports tuning and 17-inch wheels on low profile tyres, the Crewman SS has a payload capacity of 750kg, while the base and S models can haul up to 977kg after the weight of occupants and mechanical equipment is taken into account. (Holden has issued guidelines on how to spec Crewman so payload capacities remain within acceptable limits). V6 autos have a towing capacity of 2100kg; the V8 manual can tow 1600kg; and the V8 auto 2500kg.

Carrying capacity of the Cross 8 model is 738kg, but this must take into account occupants, so four blokes can easily reduce the allowable tray load capacity to less than 350kg. Cross 8's approved towing capacity is 2500kg.

COMPETITORS
There are none. In this particular game, Holden has the playing field to itself. Both the Crewman and the Cross 8 could be compared as secondary competitors to the plethora of light commercials such as Ford Courier, Mazda Bravo, Mitsubishi Triton and Toyota Hilux -- and Holden's own Rodeo, of course. But Crewman and Cross 8 take a significant advantage to the fight because of their passenger car origins and the resulting benefits in ride, handling, noise... not to mention looks.

ON THE ROAD

CREWMAN: Holden's release for the 2WD Crewman involved a procession of 22 vehicles on a loop from Coffs Harbour (NSW), out through the mountainous regions of Dorrigo and Bellingen and then back to Coffs Harbor. Roads were mainly secondary bitumen and with plenty of switchbacks to test the Crewman's driveability.

Being a light commercial and not a car, the Crewman has suspension settings calibrated with load carrying in mind, as they should be. The result is a vehicle that gives a firm ride when unladen, and one that can become choppy if you push hard over successive whoops or dips in the road surface. Nonetheless, we thought the Holden sat flat in turns and cornered with predictable sure-footedness for such a big vehicle. The brakes are strong and progressive, and there was a commendable lack of axle tramp under hard acceleration. This vehicle handles very nicely. You'd have to do something pretty stupid to make it spit the dummy.

The V6 isn't what you'd call startlingly fast but acceleration is brisk enough. The autos shifted smoothly, and even with heavy-duty tyres and a live rear axle there was little external noise transmitted to the cabin. Such is the lack of engine or wind noise that acceleration with the big V8 is very deceptive. Nothing seems to be happening until you look down at the speedo and then all hell breaks loose.

The Crewman is an eminently practical vehicle and a clever one at that, but we do have one serious criticism: poor rearward visibility. The rear window is small; what view you do have is obstructed by the centre head restraint, and the tray sides and tailgate seem uncommonly high. These factors combine to reduce any reversing manoeuvring to estimated guesswork since anything closer than a couple of metres from the back of the Crewman is concealed by its bulk. If there's one feature of this vehicle the lady of the house won't like as she navigates a 'Woolies carpark, this is it.

CROSS 8: Our introduction to the Cross 8 model came in October 2003, two months after the Crewman. We drove it from Sydney to the Gold Coast over 1000km of freeway, major backroads, mountain passes, dirt tracks -- basically every possible surface Australia has to offer. We even hauled one out of a ditch (no, we didn't put it there).

Our first thoughts on the Cross 8 are overwhelmingly positive. Cross 8 is a incredibly practical car that offers plenty of versatility, whether for carrying people, tools, camping gear, pets or whatever your lifestyle requires. Holden and Ford's two-door utes have been experiencing a boom in recent years as people's lifestyles change to include mountain biking, motocrossing, jet skiing, and other outdoor activities, and we think Cross 8 offers and even better package for these people.

The rear seat's crook: Only put your mother-in law in back, or kids in their early teens or less. Legroom's tighter than a Commodore sedan and the seat angle's too upright.

Cross 8's on road manners suffer little for the extra weight or ride height increase. It's nimbler and quicker than a 2 ton car ought to be and exhibits plenty of front end grip in corners. The leaf-sprung rear end is a little jittery on more broken roads, but the car quickly settles itself. This is not a good enough reason to avoid the Cross 8 at purchase time. Fuel economy does suffer but in our long drive it was possible to achieve 16litres/100km around town and 13s on the highway. We'll find out real world figures when we conduct a seven day test.

BOTTOM LINE: Unless you must have a V8 check out a Rodeo instead

It should be a recipe for a runaway success -- take Australia's favourite ute, add four-wheel-drive and bung in an extra row of seats. And truth be known, it probably will be... Even at well over $50K, Holden will sell every Crewman Cross8 it can build. Fact of the matter is this is definitely not the best vehicle the Holden boys build.

The Cross8 tops a range of four Crewman, and is the only model offered with 4WD. The system is the same as that used by Holden in its Adventra wagon. Dubbed CrossTrac, it's a full-time 4WD set-up that utilizes electronic brake control to apportion drive across the four corners.

When compared to the Crewman SS, the Cross8 gets added ground clearance and the Adventra's butch bodywork add-ons with alloy fascia panels and bash plates. Like the Adventra, it's V8 and auto transmission only, though the Cross8 gets a 225KW version of the 5.7-litre mill -- not the 245kW of the SS sedan or 235kW of its all-road sibling. Unlike the Adventra, the Cross8 makes do with old-fashioned leaf spring rear suspension, though it shares the high-spec tyre/wheel combos.

Up front driver and co-driver are looked after with the SS-style interior delivering a bunch of goodies -- more so when the options boxes are ticked to up-spec to leather seat facings and upgrade the climate control, etc. There's not a hint of workhorse about the Cross8's 'office', electric adjustment of the drivers seat is standard, there's a good six-disc stereo and decor pieces like alloy pedals raise the tone.

Unfortunately the leather trim does little to improve the comfort of the rear seats. As upright as a Presbyterian pew, the rear bench seat was not a big hit at Chez Sinclair. Number one son (16yo) was less than pleased after a relatively short stint and even his Holden-mad Skaife-worshipping seven-year-old brother passed comment -- negatively. Legroom is an issue (for the 16yo, not the 7yo) but it's the rigidly upright seat back, and jarring rear suspension that raised the ire.

Interestingly, both were much happier after a much longer drive in the crewcab Rodeo we tested earlier in 2003.

The ute bed passes the dirtbike test (a necessity in this household) but only just -- minibikes are okay but anything bigger requires the tailgate to be dropped and the bike angled just so. That said, the overall length of the Crewman, and the Cross8 in particular, is considerable. At 5323mm it's the longest Holden sold since GM rebadged the Suburban. BTW, that figure's 130mm longer that the Caprice limo and nearly a foot longer than a standard ute.

Add the CrossTrac system's wider than standard turning circle and you end up with a noticeable difference during a visit to one of Westfield's finest.

At least once you fight your way out of the carpark your getaway's rapid -- the Cross8's 4WD system offers bags of grip even on streaming wet bitumen and the V8 and auto match well. As we noted at the Adventra launch the handling habits are still largely conventional rear wheel drive, it's just the limit's been raised... Considerably over a conventional ute.

Our Cross8 didn't make it off-road so no report card there. On-road the most noticeable manifestation of CrossTrac is elevated steering effort -- especially at low speed. Oh, and a propensity to need to visit service stations.

In normal around town use, the Cross8 was hard pressed to better 18litrest/100km -- it took some judicious 95-100km/h highway cruising to get the average below the 17 litre mark. Add this to the fact the trip computer would insist on refills when 15 litres still remained in the 60 litre tank and you'll understand why we needed to refill twice during our 600km-odd stint with our tester.

The Cross8 is a tribute to Holden's ability to package and cross-purpose its platforms and power-plants. It turns heads and gets the thumbs up from the Barnesy brigade, but considering its price-tag is that enough...