Holden Commodore SV6 Ute 2013 Review

At a glance Holden's new VF SV6 Ute gives few clues as to just how far the model has progressed from its predecessor. Stylistically, the new front-end leaves no doubt this model is heavily revised, though from the rear it’s unchanged.

The six-cylinder ute is a formula that dates back almost as far as Holden does. Since the FJ took over from the original 48-215 in 1953, Holden utes and wagons have played second fiddle to the styling of their sedan siblings, and in that respect the VF is no different.

What is different is the way the vehicle looks inside and, more importantly, the way it feels from behind the wheel. The changes here come primarily from chassis upgrades, the engine and transmission remaining much like the vehicle’s rear-end: untouched.

Sure, there are a few ECU, transmission and aerodynamic tweaks to help lower the fuel bill, while mass reductions contribute their own share. But for the most part the 3.6-litre V6 is unchanged -- it still develops 210kW and 350Nm, though fuel consumption falls to 9.0L/100km on the combined cycle (down from 9.8) and CO2 emissions drop to 215g/km (16g less).

The 3.6-litre V6 is also the only six-cylinder engine in the line-up to be offered with the choice of a manual transmission (an AY6 six-speed by Aisin-Warner) and the only powerplant to be offered in LPG guise (developing 180kW/320Nm). The 3.6 is available optionally with a six-speed automatic. The GM 6L45E unit is also matched exclusively to the 3.0-litre V6 that powers VF Evoke variants.

During the lead up to the launch of the VF Commodore we sampled a pre-production version of the SV6 manual ute at Holden’s Lang Lang proving ground southeast of Melbourne. From start-up the SV6 is noticeably quieter and, pleasingly, the level of noise reduction is maintained once on the go. A steel scuttle panel diverts a lot of engine noise away from the cabin, though we think the engine and exhaust note is aurally unexciting for a ‘sports’ model like this.

Seemingly minor chassis and suspension changes combine to great effect, especially where ride comfort and cornering confidence are concerned. The SV6 Ute is more fluid in its response to sudden steering inputs and the suspension now more progressive in its maintenance of body control in hard cornering.

Even off-camber corners with large lumps failed to upset the SV6, which remained steadfastly on its directed course, inspiring a level of confidence not normally associated with tail-happy light commercials. By the same token the ute’s rear-end never felt firm or ‘jittery’ and also remained settled even on the larger ‘whoops’ installed at the back of Holden's ride/handling circuit.

Electric steering, often derided for 'dumbing down' tactile feedback, proved remarkably fluid in the VF. The linearity and suitable weighting on offer helped the SV6 Ute express the intentions of its front wheels clearly to the driver.

The system loads progressively as you increase input and returns to centre with the natural feel of a good hydraulic unit, while at the same time cushioning the effects of unwelcome bump steer.

While the feel at the wheel might be right on target in the SV6, the column shroud has a bulk about it which we feel cheapens an otherwise classy cabin ambience. The ignition key’s position also faces too far rearward to locate without looking, and the new indicator and wiper stalks still feel ‘plasticky’ to the touch.

Indeed, the changes here seem somewhat at odds with other controls. Gearshift, and clutch and brake pedal feel are all improved – especially so where brake pedal modulation is concerned. If we had one complaint from the braking system, it’s that the new hill start assist system is a whisker slow in reacting to clutch uptake, grabbing a moment too long before you set off.

With no major structural changes, visibility issues familiar to the VE remain. The VF does nothing to improve of the VE's thick A-pillar, small wing mirrors and (on the ute) reduced rear-side vision.

Under its dapper new (front-end) skin the SV6 Ute is still as capable as ever, but improves significantly where driveability is concerned. Which makes it even more suitable for ‘lifestyle’ buyers wanting sedan-like handling with trade-tough capability.

Price: $32,990 (MRLP)
Engine: 3.6-litre six-cylinder petrol
Output: 210kW/350Nm
Transmission: Six-speed manual
Wheels/Tyres: 18x8.0 / 245/45
Fuel/CO2: 9.0L/100km / 215g/km?
Safety: Six airbags / Five-star ANCAP