Holden Commodore Sportwagon 2008 Review

What we liked
>> Stand-alone style with sedan refinement
>> Clever liftback and load area design
>> Chassis balance and rigidity

Not so much
>> Chunky A-pillars limit forward vision
>> Plain cabin already showing its age
>> Below par base engine and transmission

OVERVIEW
The importance and the vision behind Holden's new Sportwagon can best be grasped from an exclusive conversation that the writer had with Holden's since-retired marketing guru, Ross McKenzie. It took place after Toyota withdrew its Camry wagon from sale and in the lead-up to the Ford Territory release.

McKenzie intuitively knew that one way or the other it was curtains for Holden's traditional Aussie wagon.

What to do about it would take courage and conviction. Holden's research was telling him what most Australians already knew. Women, who typically drive the family car Monday to Friday, hated wagons with a passion. It reminded them of sales reps and a work vehicle.

In addition, the Subaru ploy of disguising its Liberty wagon as the pseudo-SUV Outback was also rapidly falling out of favour with so many new and exciting purpose-built SUVs from which to choose.

McKenzie was well aware of this trend after Holden's re-packaging of its Commodore wagon as the Adventra AWD struggled to ignite sales, despite its space and all-round competence. There was also the matter of a high-driving position so favoured by women that could never be truly replicated in a vehicle based on a passenger wagon.

When the Adventra only had to fill a gap until Holden's own Captiva SUV arrived, there was a strong faction within Holden which argued that there was no point in building a VE wagon at all. McKenzie was aware that it would cost Ford next to nothing to keep building the BA/BF Falcon wagon with its AU rear section even if the Territory decimated wagon sales (which as it turned out, never happened). He also recognised that there was no way that Holden could ever undercut such a basic Falcon wagon in fleet sales with an expensive new wagon based on the much longer WM Statesman platform.

McKenzie, ever the seasoned Holden hand from the 1960s that he was, wondered aloud if the market would be ready to see a Holden wagon again as the prestige range-topper that it was when the EH Premier Wagon reigned as the Aussie family's aspirational choice in 1964. As the conversation proceeded, the concept of a sportswagon that totally broke away from existing wagons and made a point of not looking like an SUV was something that McKenzie kept coming back to.

Apart from giving the CarSales Network an inside running on what Holden was most likely going to do, even down to the name, the conversation highlighted the incredible gamble that a manufacturer must take when changing direction on a staple body style that had not changed in 50 years! In this case, Holden has now gambled $110 million on the Sportwagon alone, over and above the $1 billion on the VE Commodore.

As it turns out, Holden's new Sportwagon could prove to be the car for its time, especially if it had arrived with a diesel! It provides a roomy and sleek alternative to a comparable SUV or 4x4 with fuel savings of up to 2L/100km at base level. Its strong platform, long wheelbase (same as the VE sedan - almost as long as the last Statesman and wagon), rear drive and sophisticated IRS deliver towing capabilities at least as good as most SUV's and much better than some.

Its lower overall height makes it easier to load sports gear on the roof (especially bikes and skis) while its internal raised luggage platform height is just about perfect for easy loading. The liftback design with its forward inset hinge point is a clever (but not unique) design as it reduces the room required to open the tailgate and leaves a higher rear header rail than usual for taller loads.

While it has been packaged to be more appealing to the private buyer, Holden is confident that its reduced load volume will not hurt its fleet chances when its long load length is just as critical. Holden also expects that more of the troops will want to drive one, when it doesn't look like a work vehicle after hours.

The launch of this new Sportwagon would normally have been all good news except the timing has confirmed that any upgrading of the base level drivetrain (including a diesel or dedicated LPG option) and rectification of the VE's vision-restricting A-pillars are not going to happen anytime soon.

PRICE AND EQUIPMENT
The Sportwagon model range now includes seven distinct variations, compared to the previous wagon's three levels. Despite the addition of parking sensors on all models, the price increase is a modest $1000 over the equivalent sedan compared to the $2000 premium of the previous generation.

This $1000 premium is little more than some European manufacturers charge for a fold-down back seat option, yet the Sportwagon brings a dramatic increase in luggage space.

The models that are missing speak volumes about the Sportwagon's positioning as an affordable user-chooser work vehicle at entry level, and a stylish family sportster at the upper grades. In the process, Holden's best powertrain combinations are not available. The 91kg increase in weight also highlights some of the gaps.

At base Omega level, the five-door comes only with the four-speed auto and basic 180kW Alloytec V6 engine for $37,790 -- compared to the outgoing VZ at $38,240. Although the Omega specification was considerably upgraded in March 2008 with 16-inch alloy wheels, new grille, aircon, extra exterior colour-coding and six airbags, Holden does not offer the Omega ute's more desirable combination of a six-speed manual/High Output 195kW engine in the Sportwagon, not even as an SV6!

This robs budget buyers of the most practical and frugal combination in the VE range, especially in the heavier Sportwagon.

Because the Berlina at $41,290 (compared to $46,890 for the VZ version), still features the Omega's basic auto-only drivetrain, the driving experience stays much the same. Although the earlier VE Berlina's strip of light wood across the dash has since been replaced by a strip of muted metal finish, equipment follows the Berlina sedan with dual-zone climate control, premium dash, 17-inch alloys and fancier cabin treatment as the main differences, but it still misses out on the premium door armrests.

The SV6 version features the High Output Alloytec V6 but only with the five-speed auto at $42,290.

When buyers cannot specify a modern six-speed manual V6 Sportwagon even at SV6 sports level, the Sportwagon badge could be deemed misleading. The SV6 Sportwagon also suffers from the sedan's downmarket presentation compared to the SS with its basic seats. This is a real pity when the SV6 should be the first choice of a young at heart, fuel-conscious family buyer.

The serious Sportwagon driver who must have a manual will need to stretch to the SS or SS-V which feature the 6-litre V8 as a six-speed manual (SS $46,290 or SS-V $53,790) or automatic (SS $48,290 or SS V $55,790). The Active Fuel Management cylinder-deactivation feature due later this year won't arrive quickly enough for these buyers.

The Calais Sportwagon comes only with the High Output Alloytec V6 and five-speed auto at $46,790 which the Calais V version shares as its base powertrain for $55,290. The V8 with auto only is available on the Calais V for $60,290 but unlike the sedan, Holden's big V8 is not offered on the Calais or Berlina Sportwagons.

MECHANICAL
The VE Commodore's drivetrains continue as before except their availability is more limited than the sedan range (as described above) in line with the expected lower volumes and Holden's buyer profile for the Sportwagon.

There are three petrol engines. Holden says its dual-fuel LPG option will not be offered as it will interfere with the wagon's load area.

The base 3.6-litre engine with its class-trailing 180kW and soft 330Nm feels the Sportwagon's extra 91kg which the obsolete four -speed 4L60E automatic compounds with its wide gaps and lack of manual selection. If it wasn't off the pace in 2006, this powertrain has now seriously been exposed as lacking by the latest FG Falcon XT sedan spec.

Holden's defence is that the fleet price point that this combination generates still keeps the Sportwagon in play for user-choosers and other work applications -- exactly what proud family buyers don't want to hear. Holden's other get-out-of-gaol-free card is that Ford has chosen to retain the previous BFII engine and four-speed auto combination in its BFIII wagon and base Territory. Even this is still ahead of Holden's base powertrain.

The High Output V6 with its 195kW and 340Nm is no longer 'high output' when Ford's and Toyota's latest base six-cylinder engines match or outgun it in at least one area. Its main advantage is that it brings the 5L40E five-speed auto that transforms delivery --especially in the heavier Sportwagon.

As mentioned above, the six-speed Aisin AY6 manual which would allow the driver to keep this engine on the boil even better than the auto cannot be specified on any Sportwagon.

That leaves Holden's 6.0-litre 270kW V8, which seems to have a better version of the 6L80E six-speed auto than it did when it first arrived, as the bottom line for buyers wanting performance to match the Sportwagon looks. It can deliver good economy during constant-speed cruising but sink the slipper into it and it will slurp.

The V8 with the six-speed manual should be the default choice but the expected TR6060 upgrade which would have brought Holden's V8 manual range in line with the new FG Falcon sedan offering did not appear.

HSV anticipates fitting this transmission by September 2008, yet Holden claims that there is no imminent V8 manual transmission upgrade. Thus Holden Sportwagon buyers will have to put up with the old T56 manual. Like the base four-speed auto, it has no place in any VE in 2008.

Combined fuel figures for each variant are as follows: Omega (auto) 11.1L/100km, Berlina (auto) 11.1L/100km, SV6 (auto) 11.3L/100km, SS (V8 Auto) 13.8L/100km, SS (V8 manual) 14.4L/100km, SS V (V8 Auto) 13.8L/100km, SS V (V8 manual) 14.4L/100km, Calais (V6 auto) 11.3L/100km, Calais V (V6 auto) 11.3L/100km and Calais V (V8 auto) 13.8L/100km.

In summary, the least powerful Omega's and Berlina's fuel consumption rises by 0.2L/100km over the sedan while the High Output V6 and manual V8 models stay the same. According to Holden's figures, the V8 autos have improved by 0.5L/100km since the VE sedans were released which is how they feel on the road.

Body aside, the only substantive mechanical changes in the Sportwagon's build are in the suspension.

Not only is most of the extra 91kg behind the rear wheels, much of it extends up to roof height. This has a tendency to increase roll oversteer during cornering which Holden engineers have negated with changes in both the rear and front suspension.

The Sportwagon rear suspension has three cross-axis joints, instead of the sedan's two, which increases toe link stiffness. In plain speak, this means it can resist weight transfer better -- even better news when laden. Rear spring rates are boosted considerably to match the extra load capacity which has allowed a drop in rear anti-roll bar diameter from 16 to 12mm. Both measures resist oversteer under load and improve lane change behaviour.

These have required minor changes to the front suspension to keep it in balance given the slight change in weight distribution. On all models except the SV6, SS and SS V, the front springs stay the same but the front anti-roll bar has been boosted from 23 to 24mm.

To maintain their sharper sports sedan handling, the front spring rate on the sports models has been boosted by 23 per cent.

PACKAGING
The big shift in the Sportwagon packaging is the move away from the long wheelbase platform of the previous VZ wagon with shorter overhangs front and rear. Because the standard VE wheelbase is almost as long as the previous Statesman, rear legroom is far better than expected.

This approach has also allowed Holden to retain the VE's sophisticated independent rear suspension which maintains far superior geometry under load than the crude semi-trailing arm design of the previous model.

The new rear suspension is an important point of difference over the Falcon wagon which retains its basic leaf springs and live axle (The Territory, like the Sportwagon, shares the Falcon sedan's sophisticated IRS and standard wheelbase).

Although the sleek styling cuts load volume significantly over the previous VZ wagon, (the largest passenger wagon in the world, according to Holden) the Sportwagon's long load platform is of far greater interest to buyer, says the carmaker.

Holden's calculations place the Sportwagon's seats-up load space at close to 900 litres while its official 'fold flat' capacity is 2000 litres. This is a real achievement with styling that is almost as much coupe or hatch as a wagon.

The biggest European wagon likely to challenge the Sportwagon at the price is the Mondeo. It has a luggage capacity of 535 litres with the seats up and 1733 litres with the rear passenger row of seats folded flat - thus the Sportwagon should still hold its own in the style versus load stakes.

Yet the Sportwagon now leaves the Falcon wagon as the unchallenged load lugger.
Now in BFIII guise, Ford's old-stager offers no less than 1254 litres of cargo space before the rear seats are folded -- around 30 per cent more than Holden's Sportwagon. The Falcon's rear seats-down capacity is a whopping 2584 litres, with the length to match it.

The Sportwagon's long wheelbase and short overhangs also ensure that any weight is going to be more evenly spread through the chassis than most other wagons. This should deliver a more stable towing platform with more consistent handling laden and unladen. It also places front and rear passengers well inside the wheelbase for extra protection.

Holden has also opted to collapse the rear seat backs on top of the seat cushions for a relatively high load platform, with claims that it is an important back-friendly measure during loading and unloading. Luggage tie downs, 12 volt power socket, shopping bag hooks and a light below the luggage cover are clever additions. The luggage blind itself can be slid up the rear pillars for fast luggage access.

The forward hinge point of the hatch allows the luggage to be dropped in, not posted, which is a huge advantage over several current wagons and hatches with their tiny vertical openings at the end of a long sloping roof. And while the slope of the rear liftback is more radical than desirable for a load lugger, the curved glass and higher opening point allows longer, higher loads than otherwise would fit in a wagon of this shape.

Specific tail-lights (they look like the ute's but are different) ensure that the width of the liftback opening is not compromised.

Because the liftback opens almost within the vehicle's length, it makes loading and unloading in crowded car parks easier which is just as well when the Sportwagon is long enough to fill most parking spaces. Factor all this in with the neat grab handles at the right height inside the liftback, and Holden's claim that it has re-defined the wagon begins to stack up.

SAFETY
Crash safety starts with a body shell of exceptional strength which has been maintained in the Sportwagon. After taking the lead by offering stability control on all VE models, Holden has now specified a full six airbags across the VE passenger car range as standard.

However, Holden's dash and instruments have not travelled well when the gauges are too small and cluttered for instant readouts. At night, on some models they become almost illegible. The interface between the driver and the car's electronics can also be distracting and time-consuming as the latest Falcon has exposed with its superior system.

The thick A-pillars, which are now a source of routine reader complaint, are not consistent with the Sportwagon's family-friendly approach. Although Holden insiders now acknowledge they could have done better with costlier and more exotic metals (Ed: or even a redesigned window garnish), they need to be fixed, even if they do contribute to the body's exceptional rigidity.

The VE Commodore sedan styling with its rising and tapering rear hipline already limits rear vision enough. While the Sportwagon is slightly better when most of its length is inside the vehicle, its high window line side and rear is not safe around small children.

Although Holden has done well to fit rear parking sensors to all Sportwagon models, it really needs a rear camera when family driveways are its primary target. As the Territory and FG Falcon bring this vital feature down the range, Holden needs to do the same for the Sportwagon to perform better on safety.

COMPETITORS
In terms of its low-profile sports styling, rear drive, sophisticated rear suspension, generous five-seat capacity, chassis balance, load space and choice of V6 and V8 engines, the Sportwagon does not have a direct rival this side of a BMW 5-Series, Mercedes-Benz E-Class or Chrysler 300C.

Narrow the parameters slightly and the two-wheel-drive Territory (which Ford claims is its sports wagon) puts up a strong case, when it offers a superior rear-drive powertrain at base level, equivalent suspension, extra load height and higher driving position.

That said, it is still a family truckster when the Sportwagon drives like a car. Ditto for the front-drive Toyota Kluger which is cheap and big, but no fun to drive at all.

The BFIII Falcon wagon is closest in heritage, if not in detail, when it stays with the vertical liftback and two box shape of the earliest wagons. However, it does provide an incredibly competent towing platform and drives far better than its basic rear axle layout would suggest. It is also generally more frugal especially when laden. Even if the Falcon wagon looks and feels a generation older, its E-Gas option is one of several factors that keep it relevant.

The FG Falcon sedan with its fold-down rear seat is another solution to the same long load problem and may present a middle line for those buyers who still can't face a wagon.

There is no shortage of smaller front-drive Japanese and European wagons which are really not direct competitors in size or application.

Certain Subaru Liberty wagons with their powerful six-cylinder engines and all-wheel drive may be of interest if rear hip and load space are not such a priority. The VW Passat wagon with its choice of diesel and powerful V6 petrol engine along with the option of all-wheel drive, is unusually good even if it is significantly smaller.

At the top end, the Chrysler 300C Touring, with its choice of petrol V6 and V8 engines along with an excellent Mercedes-Benz-sourced diesel, comes closest to the Sportwagon in approach and style, even if the design of the load area is even more compromised.

ON THE ROAD
In typical Holden style, the Sportwagon drive program was a mix of suburban, rural and hilly terrain.

First drive was the Omega in subtle Karma jade blue-green and does it look sharp for an entry model! Holden's recent changes to the Omega make it look more Berlina/Calais than base model which must make it a big winner in the company car stakes. It provides a radical contrast to the way Ford presents its base models.

And yet this increases the disappointment. Where the new FG Falcon surprises and delights behind the wheel, the Omega quickly falls flat. Its auto is so 1980s and really stood out after a succession of recent test cars -- sluggish with lots of torque-converter slip to cover the gaps in ratios, the engine's lack of torque and now, the Sportwagon's extra weight. It comes as no surprise that it needs more fuel than before.

While the base Alloytec V6 engine is now more noise than harshness, it is not consistent with a chassis that is so competent, smooth and sophisticated. The 16-inch alloys on the Omega help deliver an amazing ride over anything that Australian roads can throw at it although the extra firmness and activity at the rear is ever so slightly more discernible than the sedan.

The VE shell's rigidity really is impressive, especially so in the Sportwagon where buyers who previously associated wagons with extra noise and rattles will need to think again.

The other main disappointment is the grim Omega cabin which is now showing its age prematurely with its featureless grey expanse and small instruments. The lyrics from The Doors' Roadhouse Blues came to mind: "Ashen lady, give up your vows". It feels like a bushfire has been through it.

Next up was the Sportwagon SS V auto which was predictably fast, grippy and such fun. Despite suspension that may be a tad too firm when unladen for some families, it just soaked up the bumps and held its line at whatever speed you dared.

The V8 hauled it out of the corners ready for the big brakes to bring it back in line for the next one with no squirm and little weight transfer. As mentioned earlier, the six-speed auto seemed slightly more intuitive and more responsive than remembered and no longer such a long way behind Ford's ZF six-speed as it was on release.

Because of the firmer suspension, the Sportwagon seemed to sit flatter than the sedan and was even more forgiving. Providing you don't want to belt it over rough roads where clearance might be an issue, the SS V is one family wagon that you could load to the hilt and still enjoy the drive.

The SS manual version driven later was more of the same but its higher profile tyres reduced the ride harshness considerably. Despite the ageing T56 gearbox with its ropey gearshift, it was much more involving and delivered snap acceleration for overtaking.

The highlight of the day was the Calais V with the V8 auto in Red Passion. This brought back memories of when the wagon was king in Australia. Older readers will remember the best EH Holden Premier wagons in their subtle metallic colours and leather trim.

It can be hard to believe that a Calais V with its bright interior option even belongs to the same family as the Omega when behind the wheel.

With the big V8 just burbling along launching it through loose dirt corners in the most neutral stance held in check by the stability control, it is hard to think of a better or safer car under these conditions (providing you don't want to see anything at nine or two o'clock in a hurry).

These massive wagons, which overall drive far better than they have any right to, can really keep you busy moving forward and back, forward and back, forward and back in the driver's seat as you try to see past the front pillars and plot where the car's going to end up on a narrow rural road. On the highway and in the city, the V8 models are all sublime, but when they drive so well through tight and challenging rural roads, this is a growing source of frustration.

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