Holden Commodore Ute 2004 Review

What we liked
>> A model for all needs
>> Refined and strong V6
>> Reduced steering effort

Not so much
>> Clumsy seat-tilt in 2dr models
>> Softer ride softens handling
>> Pass airbag and ABS not standard

OVERVIEW
Since then, however, the ute has evolved -- some say strayed -- from a practical workhorse into a sports-loving show pony. It seems city slickers have seen the lifestyle advantages of a two-door ute with a tray to carry their mountain bikes, sports gear, water skis, dirt bikes, etc.

Not content to rest there, Holden looked for 'unfulfilled' market niches -- hence the four-door Crewman ute (first launched: Aug 2003) for the tradesman with a family, or the active outdoorsman with mates. This vehicle led to the all-wheel drive Cross8, as we know, but that model is covered elsewhere on CarPoint.

Don't think that Holden has abandoned the ute's roots. In May 2003 it unveiled the One-tonner ute, with a sedan-like cabin and flat aluminium tray for easy loading and one-tonne payload. Holden wasn't the first in this market, but it is currently the only Aussie ute-maker with such a varied range. And in August 2004, that range received a major makeover, including an all-new V6 engine. Let's take a look.

FEATURES
So, what exactly makes up Holden's light commercial vehicle range? Essentially we're looking at four bodystyle derivatives based heavily on the same proven architecture and mechanicals.

All start with the highly successful Commodore passenger car platform -- long wheelbase wagon to be exact. Which means Alloytec 3.6-litre V6 or Gen III 5.7-litre V8 under the bonnet; a range of four speed auto and six-speed manual gearboxes, and rear wheel drive.

From there the styleside ute offers a deep tray with body-side panels painted to match the two-door cabin. The One-tonner eschews these stylish niceties for the overt practicality of a box-type aluminium tray with increased load carrying (both size and weight), and drop-down sides.

The Crewman continues this two-tray theme, but begins with a four-door, five-seat cabin. The VZ generation is the first time Crewman has also offered the utilitiarian aluminium tray as an alternative to the body-side tray.

Holden offers three tiers of equipment and specification, namely base, S and SS, which broadly mimic that of its more popular Commodore sedan range. The base and S models come with the Alloytec 175kW V6 engine and six-speed manual transmission as standard. The One-tonner S can be optioned with a 235kW version of the 5.7-litre V8, while those hunting V8s in the Ute and Crewman can choose the SS model instead. A four-speed automatic gearbox is available across the entire range of bodies and engines.

At launch in August 2004, pricing ranged from $26,290 to $37,120 for the V6 One-tonner; $28,540 to $40,640 for the Ute, and $32,290 to $46,890 for the Crewman.

COMFORT
Anyone who's driven a 1997-2004 Commodore will feel right at home in the ute. Everything from the doors, dashboard, instrument cluster, steering wheel and front seats are all basically carryover from the sedan and wagon. They're also mostly carryover from the previous model VY, since most of the development budget went to the new engine and transmission choices.

Electric window switches, remote door locks, CD stereo and cruise are also carryover and come standard on all models. Air conditioning is standard on all bar the base model in each range.

Holden's cushy steering wheel is adjustable for height and reach, and the seat slides, tilts and elevates, making for a very comfortable cabin. There's a couple of cupholders behind the gear selector for house keys, mobile, etc, and a deep bin under the centre armrest.

One negative to the same-as-before story is Crewman's back seat. It's an occasional seat that should be reserved for short trips. There's a decent amount of legroom in the back, and more for the asking if the front seat occupant compromises, but the angle of backrest to seat squab was too acute on the previous model. Holden is not expected to do anything about this known inadequacy before the next generation models arrive in 2006.

SAFETY
If it's not standard, it's available on the options list. That seems to be Holden's approach to active and passive safety on the utes. For starters all S and SS models come with four-wheel disc brakes and ABS antilock braking system -- base model buyers will pay extra for ABS. A new master cylinder and brake booster are said to decrease stopping distances by around four per cent.

Hydraulic Brake Assist -- which senses a panic stop and 'assists' the driver with maximum braking -- follows the same fitment protocol as ABS, while EBD Electronic BrakeForce Distribution is optional on base, and standard on S. It's not available on SS models.

Unlike the VZ passenger car range, traction control is not available on any model, neither is ESP Electronic Stability Program.

All four-door Crewmans get dual front airbags standard, front-side airbags are optional on Crewman and S, standard on SS. Driver's airbag is standard on Ute and One-tonner, the passenger's bag is optional on One-Tonner models, and standard only on Ute SS.

These days dual airbags should be standard across the range, though Holden says this mix-n-match safety spec is all about keeping the basic price of the vehicles as low as possible.

MECHANICAL
Where to start? Okay, all four bodystyles are front-petrol-engined, rear wheel drive. All come standard with a 175kW version of Holden's new Alloytec 3.6-litre V6. This engine develops 14 per cent more power and five per cent more torque than the previous model's Buick-sourced 3.8-litre V6.

It's mated to a new-generation six-speed manual gearbox, or can be optioned with a four-speed automatic - the Commodore sedan's new five-speed auto is not available in the ute range, neither is the 190kW version of the Alloytec V6.

Holden is offering the 5.7-litre V8 across the range in two states of tune. The One-tonner and Crewman deliver 235kW of power and 460Nm of torque, while the Ute gets a more powerful 250kW / 470Nm tune thanks to its dual exhaust system. Both engines come standard with the old six-speed manual gearbox, or the four-speed auto as an option. All V6 and V8 models now feature Holden's electronic throttle system, which is said to be more responsive and easier to tune than a mechanical link.

Basic suspension geometry remains relatively unchanged from the VY generation, though all models have been retuned somewhat for a more compliant ride. The steering system has also been modified to reduce effort and improve feel just off centre.

So, what'll she carry? Payload details are examined in detail in the owner's manual, along with guidelines for safe load stacking and driving. For the record the body-side ute can carry between 662kg (SS V8) and 830kg (Ute V6) in the tray; the One-tonner is rated for 1245kg (S V8) to 1297kg (Ute V6), and the Crewman is capable of carrying 715kg (SS V8) to 1072kg (V6).

Holden has taken the opportunity to beef up the V6 manual's clutch, which raises towing stakes to 1600kg from the previous 1200kg.

COMPETITORS
Even Einstein's cleaning lady knows the Holden Ute's biggest competitor wears a Blue Oval badge. Ford's Falcon ute range offers straight six and V8 engines with four and five speed transmissions. Equipment levels and pricing are lineball with the Holden Ute, though Ford's big advantage is the turbocharged, six-cylinder XR6T sports ute which Holden currently can't match. That said, Ford limits itself to two doors, so Crewman is without a direct challenger... One all.

Second level competition comes from Toyota Hilux, Mitsubishi Triton, Nissan Navara, Ford Courier and Holden Rodeo. All these models come with a mix of petrol and diesel engines as well as rear- and all-wheel drive. None of them are passenger car-based, which gives Holden ute a distinct advantage in the comfort and refinement stakes.

ON THE ROAD
CarPoint slid into the cabins of the One-tonner, Ute and Crewman on the launch, and tested both the V6 and V8 engines over 250km of Victorian/NSW border country. It's immediately clear that all models have improved, and the biggest improvement is undoubtedly the new V6.

It's a much nicer engine to drive, despite the fact it sounds and feels disturbingly like the old engine at low to middling revs. There's an incremental boost in power and driveability and pottering speeds, but this engine hides the best till last.

Rev the old 3.8-litre block past 4000rpm and it got all thrashy and noisy and, well, downright obstructive. It almost made you wince. Holden's new V6 is a much happier beast at high revs, and really delivers on the promise. It maintains smooth acceleration, and noise levels pick up marginally as it nears the 6500rpm cutout.

One other massive improvement is the gearbox. Holden's improved the clunky four-speed's processing power tenfold, which essentially means it can think faster and better than before. This translates into much smoother gearchanges and less hunting, which definitely makes for a smoother ride.

Then there's the new six-speed manual offered with the 175kW V6. It's everything the V8's gearbox isn't: it takes less effort, slides intuitively between the gears, and doesn't require arms the size of tree trunks. It's still a little heavy for our liking, but that's a personal choice and not a criticism.

Thumbs up also to the steering engineers, who've improved feel and accuracy off centre as well as reducing steering effort. This is a much easier beast to direct at parking speeds, but turn the wheel quickly -- a hurried three-point turn, for example -- and you can catch the steering pump out.

CarPoint felt an improvement in the ride of all models at the launch. The suspension seems to have softened off initial compression, which means less bangs on road joins and speed humps. The ute's standard suspension felt more compliant at all corners, as did the Crewman, but didn't feel to have as good body control as the previous model. These were strange roads, however, and we'll reserve our final decision until we get the utes on more familiar territory.