What's new with the VE Ute?

'Iconic' is a virtue that can become a vice if it's repeated as much as it was during the VE Ute reveal this week.

Still, 'iconic' does describe the Ute's worth in the eyes of the Australian buying public.

With the VE model, Holden has set out to enhance that image by applying the same sort of design thinking that resulted in the VE Commodore sedan.

Work began on the VE Ute in December 2004 and reached 'VDR' (Verified Data Release) in November 2005. This timeframe undercut the previous record set by the development of the V2 Monaro.

Despite the unconscionably short development time, the VE has embraced a design philosophy beyond what one might expect for a light commercial vehicle.

No taking short cuts with the load-carrying section of the body; it's a one-piece pressing for the rear quarter panel and 'B' pillar section. That allowed the designers to go a little bit -- but just a little -- exotic with the tail light design, for example.

Unlike the VZ, the VE's tail lights are not shared with a wagon variant, on the very sensible grounds that there is no wagon variant in the VE range (as yet).

The new Ute is built on the 'Zeta' platform -- or whatever GM is currently calling it -- and comprises three modules. The front and mid-sections are based on the WM sedan (Statesman/Caprice), with rails extended well beyond the boot length of the luxury LWB Holden for its application as a Ute.

Dimensionally, the VE Ute is larger in every direction than the VZ model, although the length is just 3mm greater for the new car.

These larger dimensions and additional structural reinforcement result in correspondingly heavier weight for the VE range. The difference between VE and VZ by grade ranges from 142kg for the SS manual to 163kg for the Omega V6 manual/Ute V6 manual.

Curiously, the Omega V6 auto is actually lighter than the manual by 14kg and comes in at 1697kg, the lightest weight of any VE variant. The heavyweight champeen is the SS V manual at 1786kg.

Heftier kerb weights mean slightly reduced payloads, with the differences from VZ to VE ranging from 24kg (Omega auto/Ute) to 67kg for the SV6 manual. The Omega auto will carry a payload of 794kg and the SS V auto's payload is rated at 508kg. Payloads for other VE variants fall in between those two figures.

Extra weight in the VE is partly attributable to additional reinforcement that improves torsional rigidity by a high degree over the VZ model. Further weight gains are due to expanded use of noise insulation materials throughout the car. 

Heavier weights have not significantly affected fuel consumption as per ADR 81/01 combined cycle testing. The Omega auto is the only variant that has actually lost ground to its VZ equivalent, returning a figure of 11.3lt/100km, versus 11.0 for the VZ. Even so, the Omega auto is the most economical variant in the VE range.

All other VE variants either improve on or match the fuel consumption figures of the VZ predecessors. Both SS and SS V with six-speed manual return the same figure of 14.5lt/100km -- the worst fuel use of any VE variant, but still a slight improvement on the VZ SS manual's figure of 14.6.

Both V6 and V8 engines have been revised for the VE Ute. Peak power for the Omega auto's 180kW V6 is up from 172kw in the VZ Ute. For the same engine, peak torque has risen from 320Nm to 330Nm and now occurs 200rpm lower in the rev range, at 2600rpm.

The high output V6 fitted to the Omega manual and SV6 shows an improvement of 5kW of power (now 195kW @ 6500rpm) and 5Nm of torque (now 340Nm @ 2600rpm -- 600rpm lower than the previous torque peak).

Compared with the VZ equivalent, the VE SS boasts a V8 with 270kW of power and 530Nm of torque; up from 260kW and 510Nm.

The standard six-speed manual transmission for the V6 variants is the Aisin AY6 unit, which has been fitted with a shorter shift lever that has been isolated from the transmission for reduced NVH (noise, vibration and harshness).

Holden has also worked on the six-speed manual T56 Tremec box for the V8 variants. All ratios other than sixth are shorter than before, providing improved acceleration from launch and across the whole range of operating speeds.

Sychromesh has been improved and linear bearings are used in lieu of bushes for the shift rods. As with the Aisin manual, the T56 gains an isolated shift system for reduced NVH.

Of the automatic transmissions, only the Omega's perseveres with a 'power' button; the 5L40E five-speeder of the SV6 and the six-speed 6L80E effectively change mode to 'power' when the shift lever is moved into the sequential shift plane.

The ZF differential is stronger and lighter than the differential fitted to VZ models. It's driven by a one-piece driveshaft and transfers the torque to the multi-link IRS shared with the VE sedans. This system is more sophisticated than the semi-trailing arm system specified for the VZ models and is not subject to the same degree of camber change during cornering.

Keeping weight down as far as possible, Holden has re-engineered the HVAC (heating, ventilation and air conditioning) system for lighter weight. This new module is a quieter, more compact design than the VZ's and works across a range of temperatures from minus 20 degrees to 50 degrees.

The VE adopts a Ute-specific variation on the VE Commodore theme, ensuring easier and faster production. The new LAN (local area network) electronic communications system is more sophisticated than the VZ's, for improved speed, enhanced functionality and lighter weight. As an example, the VE's instrument cluster requires just one wire feed, rather than the 17 wires of the VZ's cluster.

These changes in total have cost Holden $105 million over and above the $1 billion spent on the Commodore sedan, but the bill would have been steeper still, if Holden couldn't draw upon the sedan for much of the preliminary legwork.

So, that's our basic run-down -- VE Ute versus VZ. Watch out for our launch review early next week.

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