First Drive: Holden VE Ute

Review by Feann Torr - 25/Sept/2007

It's been a long time coming and now that we've finally had the chance to drive the all-new Holden Ute, let me say that the wait has been worth it. With an all-new design, new interiors, new suspension plus upgraded V6 and V8 powerplants, Holden's new VE Ute doesn't disappoint.

The original idea behind the humble ute was a vehicle for shifting bulky and heavy objects, without being too intimidating thanks to a car-like driving experience. But Holden has edged the ute concept further and further away from pure utilitarian needs with this new breed, which drives like a sports car and looks gear.

The ute concept is, as the name suggests, utilitarian. But the times they are a changin'. The workhorse we used to know has evolved into a 2-seater sports car that can carry dirt bikes, surf boards, and mountain bikes.It's been happening for some time now, as vehicles like the Falcon XR8 Ute and Holden SS Ute have surged in popularity, which shows a desire among ute buyers for something stylish and sporty.

Holden's new VE Ute is the contemporary embodiment of the evolving ute concept. It hasn't lost it's ability to transport bulky items - one of the reasons why everyone loves ute owners when they have to move house - but it has gained a level of ride and handling that blurs the boundaries that once divided ute and sedan.

Rather than being a load lugger with creature comforts, the Holden VE Ute feels like dedicated 2-door sports car with a tray out the back. The entry level Omega utes can carry about 800kg of mass in the tray, but the range topping utes do closer to 500kg. That's still a lot of weight, but Holden is clearly gearing it's model line-up towards the enthusiast, with 75% of the range being dedicated sports models 

Having now driven the new vehicle and talked to the engineers, it is evident that the new VE Ute is less about hauling cargo and more about delivering a sports car feel. The humble Australian utility is slowing but surely becoming a lifestyle-orientated sports car rather than a vehicle whose sole purpose is utilitarian. It's got all the mod cons, plenty of creature comforts. 

With all the hype surrounding the new VE Ute, we were lucky enough to be among the first journalists in Australia to punt the new ute, so here's the rub:

First up we buckled into the base model Holden Omega Ute, powered by a V6 and driven by a 4-speed automatic. This is the entry-level model, the most cost effective ute in the range, and also the model that can haul the heaviest loads. As such, Holden decided to load some of the test cars with about 300kg of ballast (sand bags) in the trays so we could get a feel for how it handles when laden.

The verdict? It handles well. Even when weighed down. 

So smooth was the new base model VE Ute to drive that it was difficult to pick any major differences between the new VE Commodore sedan and this brand-new ute. Holden has done a bang-up job on the new ute, and it's discernible from the moment you set foot in the vehicle.

If you were 'umming' and 'ahhing' about a Holden VE Ute purchase because of perceived ride quality issues, you've nothing to worry about because it is as relaxed to drive and even as quiet as the Commodore sedan. On the highway the Omega didn't exhibit much tyre or wind noise, and after testing all models it turned out the Omega auto was the quietest ute on test.

The second ute we drove during the launch was the range-topping SS V. Sitting on demon-slaying 19-inch alloy wheels and sporting a body kit that accentuates the Ute's bold new design, we discovered that big thrills await the SS V 6-speed manual driver.

After a long session on unsealed roads, which highlighted just how useful ESP can be, we came across a number of bends that allowed us to really push the SS V and it turns out the 'sports' moniker is justified.

The steering is still a bit too light for my liking, as is the case with the new VE Commodore range, but it doesn't completely mask feedback and certainly doesn't stop the good times rolling when firing through twisty roads. Acceleration from the 6.0-litre V8 is devastating. In adevastatingly fast way, I mean. I'd be willing to bet the 0-100km/h run falls below 6.0 seconds, which is just astonishing for a car that weighs more than 1.7 tonnes.

And though the gear shift mechanism in the manual is still quite heavy, the throws are short and the clutch is well weighted, being neither too heavy nor too light. The pump-able clutch combines well with the short-throw gear stick to provide hard, fast, and aggressive gear shifts and gives the SS V Ute a real sports car feel.

Banging the big V8 from second to third to fourth under full throttle is quite an experience, forcibly pushing your body into the leather seat backs. With plenty of grip from the 19-inch wheels the Holden SS V Ute felt well balanced and rather self-assured for something so long and heavy.

It tips into corners very confidently with plenty of grip at the front end, and adjusting the steering mid corner comes easily. It rarely feels flustered, even when you get pushy, and a lot of this comes down to the cars high levels of tyre grip and53:47 front to rear weight balance. 

There's a touch of body roll as you enter tight corners, but nothing to really get upset about as it sits quite flat through corners and allows you work the throttle fairly early into corners. 

Rear end grip is very good, and now that the Holden Ute features an almost identical rear suspension layout to the sedan (albeit with stiffer dampers and some other tweaks for load bearing) it fires out corners with extreme force, yet always has a sense of balance. 

I really like the way the SS V Ute responds to throttle inputs through corners. It's very enjoyable, and very rewarding as it tracks cleanly through turns on an increasing throttle. Momentum does make quick changes in direction a bit iffy - like rapid left to right chicanes - but that goes for all large Aussie cars, so it's a moot point of sorts.

The Chevrolet-sourced V8 engine dominates discussion in this application, and rightly so. It feels faster than the sedan, and sounds far better as the V8 burble exits the mean-looking quad exhaust system. The engine not has more soul and it adds immensely to the driving experience. Speaking to a few of the Holden engineers while driving the utes I asked if there was a slightly deeper V8 rumble. Turns out there is. 

Holden took into account the feedback from VE Commodore V8 buyers who thought the burble was a bit soft. V8 buyers want to hear their car, and so the V8 Utes benefit from a heartier engine note. It's not lacking for power either, churning out an unholy 270kW @ 5700rpm, and 530Nm @ 4400rpm. This ensures the new V8-powered Utes belt out almost as much power as Ford Performance Vehicle's legendary GT.

All this engine and chassis goodness can be had for under forty large ($39,990) for the 6-speed manual SS, which is an incredible sports car bargain. And you can forget the unrefined, harsh and utilitarian ute of the past, because the new Holden Ute is as refined and sophisticated as any Aussie sedan on the road. I was quite surprised with just how smooth and quiet these vehicles can be.

The only real drawback of the LS2 6.0-litre engine are the C02 emissions and fuel consumption, while the brakes are the weak link in the chassis, needing a good hard stab to get sharp bite. Beyond these issues, the VE Ute provides huge thrills, and is more than a match for its sedan brethren, not to mention almost any other performance machine on the road. 

Holden's new brace of Utes all get 73 litre fuel tanks and though fuel consumption has been reduced in most models, the V8s still like to drink:

Omega auto: 11.3L/100km (manual: 11.4L/100km)
SV6 auto: 11.6L/100km (manual: 11.4L/100km)
SS & SS V auto: 14.0L/100km (manual: 14.5L/100km)

Next up during the launch drive was the SS model from the Holden VE Ute range, which was hooked up to the 6-speed automatic transmission. This'll cost an extra $2,000 over the SS's nominal $39,990 sticker price, and as we've known for some time the new GM automatic is a very competent gearbox.

Opting for the automatic doesn't mean losing the power of the manual any more. Granted, it does feel a smidgen less responsive when you tickle the accelerator and it misses out on the intrinsic connection to the car that a clutch pedal provides. But you have to be looking hard to pick the differences in terms of performance between the auto and manual gearboxes, and this speaks volumes for the new tiptronic automatic.

Overtaking with the 6-speed automatic SS is effortless. As a large truck loomed large in front of me during the third leg of the launch drive, I just floored the throttle and the gearbox dropped two cogs and launched forward like a greyhound out of the blocks. 

If left in 'D' drive mode, the SS Ute's gearbox is quick to drop gears and rarely spends time 'hunting' for the correct gear because the engine has so much torque on offer. It's a very smooth piece of work the 6-speed auto-slusher, but it does tend to chop and change a lot when you're on-then-off-then-on the throttle, say, through a winding section of road. 

Slot the gear shifter into its tiptronic mode however and the Holden VE SS Ute turns into a far more focussed, far more usable apex hunter. With so much power, it's good to know you can wield precise control over the gears, and without this semi-manual mode the automatic version would have felt a bit awkward when pushed hard.

The final car we drove that day was another Omega, but this one was a 6-speed manual instead of the 4-speed auto, and one of the benefits of choosing the manual entry-level ute is that the V6 engine gets a 15kW boost. Instead of the 180kW version that the 4-speed auto gets, the manual model feature the 195kW mill, and I have to say it a great combo.

It's no where near as brutally powerful as the SS and SS V models, but it still packs a decent punch and the Aisin 6-speed manual is a rewarding transmission to use. Power for the Omega manual is 195kW @ 6500rpm and torque is 340Nm @ 2600rpm. With peak torque so low in the rev range, the car can be coaxed along fairly efficiently which is handy when the fuel meter gets low and nearest petrol pump is 50 kays away.

I haven't driven as many V6 Holden models as I'd like to and, having punted the Omega 6-speed manual which costs $30,990, I'm keen to spend some more time with the 6-cylinder utes. The V6 manual is easy to drive, has much better fuel consumption than the V8 Utes, and is far from slow doing the traffic light tango. We've booked the SV6 model in for a test in a few months time, so we'll give you the full rundown on the sports V6 models later in the year.

So, having driven most models, what is the overall impression of the Holden VE Ute? Very smooth, very sedan-like. 

The new models feel far more composed and balanced than previous models, and a lot of this improved ride, handling, and driving feel can be put down to the global rear-wheel drive architecture (aka Zeta platform). The new suspension gives the VE Ute a far more sophisticated feel, which results in asmooth and quiet ride; it would be hard to pick the difference between the Holden Commodore sedan and this new Ute when cruising down the highway at 110km/h.

The interiors of all models have been given a new look, although if you drive a VE Commodore sedan then it'll be the same look. Everything from the steering wheels, to the centre consoles and switchgear is the same as the Commodore models, which is no bad thing considering the new Commodore has a good interior. Compared to the previous VZ utes the interiors are a vast improvement, and with an extra 90 litres of interior space, there's more room for legs and luggage.

As well as driving smoothly and handling tightly, the new Holden Ute also looks great. The new models have inherited VE Commodore's features at the front end - the motor sports inspired flared wheel arches, the trendy European styled headlights and low slung front apron. While the Omega Ute isn't pig-dog ugly, the SV6, SS and SS V models with their aggressive body work, 18- and 19-inch wheels, plus the dual/quad exhausts look suitably tough.

The interiors have been upgraded too. Range-topping SS V models get colour coded interiors, which includes seats, dashpad and instruments, and this lends the vehicle a very sporty, almost custom car appeal. Alloy pedals also feature on SS V models and at the end of the day the new VE Ute is a very competent vehicle that can deal with a range of different roles. It can be a load lugger, a menacing street machine, and a full-bore sports car with the levels of mid corner grip that would upset a lot of European cars. 

For mine, that's the best part about the new Ute: it's impressive (and rewarding) handling characteristics.

Conclusion

On top of improved interior space, the sporty new design, boosted performance and other new features, Holden's new ute drives better than ever before. It's smooth, it's refined, and it's adept in the art of the apex, slicing through corners with far more balance than I expected for such a large and long vehicle.

As well as improving the go-fast bits - engine and chassis - Holden has designed an very attractive new model and made it safer too. With dual stage airbags for driver and passenger, a more rigid body structure and the addition of ESP on all models, this new 2-seater sports car has solid defensive capabilities to go with it's elite offensive skills. 

Holden's best ever annual sales for a recent ute model was roughly 12,000 units, and it hopes the VE model will eclipse this. Having driven it, I can't see any reason why it couldn't achieve greater numbers. This car is impressive in so many ways.

An Australian icon has begun afresh, as the Holden VE Ute takes the humble utility to a more powerful place. No longer aimed solely at carpenters andbrickies , Holden's VE Ute moves beyond the 'building site' template and now offers a serious dose of action. While bricks and lumbar will no doubt find their way into new Holden Ute rear trays, you can also expect to see a growing number of dirt bikes and wakeboards in the back.