Holden Commodroe ute 2005 Review

Heaven forbid, I'm old enough to remember when the only way to get a flash ute was to buy a Holden Belmont and graft on a front-end from a Statesman that had met an untimely end. These days, the ute has been transformed from workhorse to show pony. Flash on the inside and outside, even off the showroom floor the humble Aussie ute can be optioned up with some serious horsepower, the sort of luxuries even Caprices didn't boast not that long ago, and more recently four-wheel drive.

True, all-paw traction has yet to make it under the traditional styleside Aussie ute, but via Holden's VZ Crosstrac equipped One-tonner there is a four-wheel drive two-door available in the lion's den. Increase the door count to four and via the Crewman Cross6 and Cross8 there's a choice of all-wheel drive utes available, with both six and eight-cylinder mumbo.

With such an extensive range and two and four-wheel drive models it's no surprise that Holden's models bump each other in terms of entry price. Each priced in the low-40s, the SS V8 two-wheel drive and Cross6 all-wheel drive are a case in point.

» HOLDEN VZ SS UTILITY

What we liked
>> No bulltish, feel good ute
>> Surprising fuel economy on the highway
>> Unadulterated V8 performance

Not so much
>> Gearshift better but still needs work
>> Pedal layout makes heel-toeing a chore
>> Cloth tonneau is fiddly

A sportscar for the B&S and bricklaying set, the VZ SS ute packs a 245kW punch and bugger all twixt the driver and the wheels to dull the impression. With extra neddies courtesy of a sonorous twin pipe exhaust system, the 5.7-litre V-eight feels unburdened in the Ute – especially when compared to, say, the surprisingly refined SV8 sedan.

The cabin is leather lined (a $1190 option) and features Holden's well-bolstered sports seats. And while there are flash floor coverings, airbags, ABS, fast glass, air and a reasonably serious sound system, there's an air of no-bulltish about the whole plot that's endearing.

In fact, for my money the honesty of the manual SS Ute makes it my favourite Holden. This isn't a car trying too hard to be a European sporting saloon – rather it's a big, muscular engine matched to a remarkably competent chassis. There's not even a traction control button to darken the console.

The SS ute's independent rear-end is unique in the segment and though it limits payload (Holden says max payload is precisely 662kg) it certainly pays dividends in terms of road manners. Though the SS's not about to teach a Boxster new tricks with regards to steering feel and feedback, the Holden's handling and ride belies its commercial vehicle roots. With no shortage of rubber (235-section 17-inchers are standard), grip in the dry is good, and long in the wheelbase when you do overstep the mark the SS's remarkably docile. Add a bit of water or grease to the mix, however, and perhaps you'll be thinking the abovementioned traction control might be one sop to modernity worth considering.

Forget the AMGs, M cars, Porkers and assorted exotica I've taken home over the years, the VZ SS Ute was the car that got my nine-year-old Mark Skaife worshipping son to drop his Yu-gi-oh deck and beat me to the front gate. Toyota may reckon it's got plans in place to win the hearts and minds of the next generation, but it's starting a long way behind the General.

Need further proof? On a day trip to the first round of the Australian Motocross titles at Wonthaggi in South Gippsland to Melbourne's east, the 'Impulse' metallic blue SS with its new-for-VZ 'gills' got almost as much attention as the brightly bedecked raceteam pantechs. Aussie boys (and girls) like their utes.

On the open road, the SS was remarkably frugal. Over two tanks of juice were required during our seven-day test period, averaging a commendable 12lt/100km. Not bad considering that figure also included the circle work in the trackside carpark!

» HOLDEN VZ CREWMAN CROSS6

What we liked
>> Crewcab flexibility
>> Well-sorted ride and dirt road handling
>> Tray will fit a dirtbike - just

Not so much
>> It's l-o-n-g in carparks
>> Steering, drivetrain have heavy feel
>> 175kW Alloytec V6 is dulled by weight

Launched in August 2004, the Crewman Cross6 mates Holden's new generation narrow-angle V6 Alloytec powerplant with the all-wheel drive CrossTrac-equipped four-door utility body that debuted in 2003 in Cross8 guise. However, unlike it's Adventra stablemate, the Cross6 gets a 175kW version of the new engine mated to a four-speed autobox (Adventra gets 190kW and five speeds). No manual option is offered.

Lugging an appreciable 1904kg - almost 300kg more than the V8 SS and approx 150kg up on the two-wheel drive Crewman - the Cross6 is no rocketship. It gets off the line smartly enough but feels like it's straining to do so. In fact, this 'less than free flowing' feeling is something we've experienced on all the CrossTrac Holdens we've driven. It's hard to describe the impression but it is a little like driving up a long gradual hill - take you foot off the accelerator and the car doesn't coast and seems to slow quickly.

It's an impression borne out at the pumps too - we were hard pressed to better 18km/100lt with the Cross6 around town and a day on the highway only dropped the average to a tick over 17lt/100km. Compare that to the figures our manual VZ SS delivered.

That said, the new mill's a definite step forward, despite the fact it sounds and feels uncannily like the old Buick-sourced 3.8-litre engine it replaces. Holden's upgraded the four-speeder's software for faster, smoother changes and less hunting. It makes for smoother progress though still a step down from the bells and whistles five-speeder.

Boasting a relatively high level of trim (all the mod cons are standard - air conditioning, power windows, remote locking, ABS, six-speaker audio, auto headlights, etc, etc) the Cross6 nonetheless offers substantial amenity over the standard utility - and, of course, the added potential of all-wheel drive. Our tester was fitted with optional side airbags. Metallic paint is also an option: you'll pay $315 for it.

Max payload is 780kg, a handy amount, though almost 300kg down on the standard 2WD Crewman. At least towing capacity matches its stablemate at 2100kg.

Flexibility is a catch cry of the vehicle, however. By dropping the tailgate we were able to tie a single trailbike in the back of the Cross6 (just!) and still head for the hills with four onboard. The back seat may not be as comfortable as, say, the Ford Courier's excellent accommodation (or the all-new HiLux) but it beats the kids rolling around in the back of the ute.

And with the bike delivered we were able to shovel on a load of mulch and head back to the big smoke in time for dinner... Flexibility.

On the subject of a day in the bush, ground clearance will call a halt to offroading before traction becomes an issue even with the standard road-biassed rubber. That said, when CarPoint headed into the outback last year with a group of popular offroaders, the Cross6's Adventra stablemate was one of the last to end up beached. Where Holden's CrossTrac system really shines, however, is fast gravel roads. On such surfaces the whole plot comes together - so much so that you can find yourself arriving at corners a l-o-t faster than you expect.

Most Cross6s will spend 90 per cent of their life in the 'burbs, however, and here another foible surfaces: At over 5.3m the Cross6 can stretch the friendship in carparks. You wouldn't think that an extra foot would make that much difference. Perhaps it doesn't but the extra 900mm on the turning circle does - at 12.4m the Cross6 needs its room.