Road test: Holden Commodore S

By Feann Torr

In late 2002, the ongoing conflict between Holden and Ford intensified as both unveiled their new models to the masses.

While Ford spent almost double the $250 million that Holden poured into its updated VY Commodore, Holden's sales success didn't wane, though to Ford's credit, the BA Falcon has helped to claw back some market share.

Still, the money spent on improving the face of the Commodore and bringing it inline with other General Motors models has paid off handsomely, as the new look is a big improvement. But more than just a new splash of paint and a chromed exhaust pipe, Holden has taken customer feedback seriously, fixing up many of the quibbles found in the outgoing VX Series II model.

Some of the changes affect servicing, making the VY cheaper to run, while others correct handling issues, making it nicer to drive, and thanks to a spruced-up interior, the new Commodore is also a very pleasant place to be.

If Holden can fend off Ford's impressive attack for a while longer - and the signs are good - it may well hold onto its record of 50+ months at the top of the sales table. Can the Commodore keep up the fight? Let's find out...

Make: Holden
Model: Commodore S - VY
Price: $39,410
Transmission: 4 speed auto
Engine: 3.8-litre, Vee six-cylinder, w/belt driven supercharger, electronically fuel injected
Fuel Consumption: City cycle - 12.5-litres/100km, Highway cycle - 7.4-litres/100km/h
Seats: 5
Safety: Driver and passenger SRS airbags, seat-belt pre-tensioners

Drive

New styling went down well with Wombats

Getting into the new Commodore for the first time was rather pleasant - the model we tested easily accommodates the driver thanks to electric seat adjustments on two planes, and even steering wheel tilt and reach.

While a manual would have been nice, the supercharged V6 is only offered with the four-speed auto, though as we quickly found out, this isn't all doom and gloom.

If getting from A to B is your thing, then an automatic Commodore will be high on your list. Thanks to re-jigged steering geometry and slight changes to the auto gearbox, driving the sedan never becomes a chore.

The steering is neither too light, nor too heavy, and the issues with steering sensitivity off-centre have been well and truly ironed out. In fact, the car is very confidence inspiring from the get-go, allowing drivers to feel comfortable and not too anxious. Part of this is perhaps due to the sound layout of controls and buttons; the new centre console just one of the highlights.

While the car weighs some 1560-odd kilograms, it never feels like a huge lug-of-a-car, with the rear-wheels responding well to throttle inputs, the steering offering good feedback through the front wheels.

That said, push the supercharged S and it turns from a mild-mannered family car into a crisp, powerful performance sedan. Indeed, when you couple a supercharged engine with the sporty FE2 suspension in the entry-level sports S model, you start you forget about doing the shopping, instead focussing on nailing the next apex.

New 16-inch wheel design is very slick

To be honest, I really found the handling character of the Commodore S to be quite enjoyable.

With minimal body-roll, impressive levels of grip from the 16-inch, 225mm wide tyres and switchable traction control, the car really surprised me on the winding coastal roads.

The automatic gearbox isn't the best aspect of the car, but neither is it the worst. It does its job adequately and didn't mind dropping down a gear or two when the 'loud' pedal is squeezed flat.

It is fairly quiet during gear changes and thanks to a new 'dampolator' only needs servicing every 15,000km, compared to the VX's 10,000km.

While the S model we drove comes standard with the sports suspension, which comprised of stiffer springs and increased rebound damping, it was still very compliant on even some of Victoria's worst roads. Road noise is also kept to a minimum and, in general, it would be fair to say that new VY drives very well indeed, perfectly suited to Australian roads.

Exterior

Holden's $250 million splurge on the VY paid for a lot of neat upgrades, but none are more evident than the new look. The garden variety Commodore Executives are much improved, but the sporty new S and SS models are a sight for sore eyes.

The Commodore has come of age, and with this maturity the look is much more hard edged. The sports bodykit that the Commodore S comes with will appeal to many, despite the fact that the more powerful SV8 model (with standard eye candy) is only a couple of thousand dollars more.

Front-end styling is aggressive

From the front, the new S is plenty aggressive, thanks largely to the new front fascia, inspired by the famous V8 Supercars.

A new-look grille with a slightly sharper Holden insignia replaces the twin-kidney design of the 2002 VX model, while side skirts, a sculpted rear apron and 150mm lower ride height than the standard model endow the car with impressive road presence.

It's interesting to note that on the road, particularly in peak-hour traffic, other drivers were very aware of the silver Commodore S, testament to that illusive road presence again.

The 16-inch, five spoke alloy wheels are a new design this year, and complement the rest of the cars edgy design nicely. And while I would have preferred the 17-inchers from the SV8, the tyres are much cheaper for the 16s.

The new-look rear-end is still hotly debated in pubs and loungerooms across the country, but to these jaded oculars, the rear end is a vast improvement over the bulbous VX backside. The brake lights are what some might call Euro-chic - not me, though. A bit of a departure from the traditional Commodore design DNA, the sharper rear end is a love-it or hate-it issue, suffice to say I don't love it.

Interior

Easing oneself into the Commodore is pretty straightforward, thanks largely to excess of space. Most sedans claim they can seat five adults, though unless that mean four adults and one midget, their claims may be a little skew-whiff. Holden's latest machine, however, has more rear leg room than most and can claim that it seats five adults in comfort.

The interior is well laid-out and offers huge amounts of head, leg and shoulder room

The new four-spoke steering wheel is very nice, though the S model we drove was covered in supple cowhide. Even so, the general ergonomics are quite impressive and together with radio controls (mute, mode, plus volume and station/CD adjust) it makes for a very practical traveler.

The centre console is new, and rather pretty too. All the controls are fairly straightforward, comprising mainly of dials, and the tactile feel isn't too shabby either. I liked the positioning of the traction control button and the electric mirrors were a doddle.

The seats make use of fairly supple cushions that managed to remain comfortable even after a day on the road, with the fronts offering bucket-style lateral support, perfect for keeping bodies in place during high-gee maneouvres. The driver's seat gets electric adjust, but the passenger side doesn't.

In the rear, all three passengers get lap-sash belts, nicely integrated into the the interior wall-space. All occupants get electric windows, and there's even the option to lock the rear windows, perfect for when the kids misbehave, or your mates try to lob stubbies at passing divisional vans.

When it comes to boot capacity, few do it as well as Holden. With more litres of space than most, there's very few things it won't swallow. The fold-down table/cupholders make managing boot cargo a little easier and a full-sized spare wheel? Gotta love Aussie cars...

>> Page 2: Comfort & Handling, Engine, Extras, Overall