Cut a dash
November 19, 2008
The names say it all about station wagons that don't give absolute priority to load-carrying.
Tourer, Sportwagon, Avant, Combi, SW. . . they're called everything but what they really are. Or aren't, depending on your viewpoint.
It's understandable, I guess. Image counts for so much with cars, and - let's face it - wagons don't always do well in that regard. Like people carriers and big SUVs, they usually struggle to make the cool wall.
But then comes Holden's new Commodore load-all. It's obviously more than a new name. Which is why my mate Darren has become so fizzed. He's a professional man, young husband, new dad and, like his wife, a keen outdoorsy type. With the little tyke now in residence, he's facing up to replacing his beloved current model Nissan 350Z for something a little more family-minded.
Actually, something wagon-minded. He'd never had any interested in Commodore wagons before - too big, too staid. Too rep-ish. But a Commodore Sportwagon? Different story entirely. He insisted on taking a ride.
The Calais V on test at that point wasn't quite in his budget or exactly trimmed to his liking (though the flip-down DVD screen for the back seat got the thumbs up). The SV6 that preceded it was more his kind of car, he conceded. But the car, in terms of shape and size, was perfect, he reckoned.
Gotta say, I was surprised. The thing about family motoring is that it entails carrying lots of stuff. The Sportwagon's form-before-function approach definitely compromised its carrying ability, I reminded.
Well, yes, agreed Darren, who as an architect knows all about the balancing style against sensibility. If he were of an entirely practical bent, something like a Mondeo would be better. But, in this instance, purposeful took priority over fit for purpose. Hey, had to be better than the three-into-two seats Z-car. . .
Good man. Certainly, given the strong positive reception given to the test cars - this was a triple play, with the powerhouse SSV V8 also involved - a lot of people agree with that sentiment. As do I. Styling versus space? No contest. Looks win.
The sharper styling is easily explained. Previous Commodore wagons were based on the longer underbody of the Statesman, which made for hearse-like proportions. This one is built upon the standard sedan platform, so adopts a much squarer wheelbase, with the wheels further out to the extremities. It sits more comfortably, visually and in road feel, as a result.
Still, this model is a full 14cm shorter than the VZ loadall. Cargo volumes - 895 litres up to 2000 litres when the 60/40 split seatback is folded - are down 507/ 752 litres (36 percent and 25 percent). The Falcon wagon is eminently larger inside and, actually, so is the Mondeo.
The sacrifices made for style are less obvious in the passenger areas. Actually, there's 15mm more rear legroom and better rear headroom than a VE sedan offers. But it's a five-seater, nothing more. Obviously there's no third seating row considered. A capacity-cribbing full-sized spare wheel is also optional. And it's the first 'dore wagon not to offer a dual-fuel option. No room for the LPG cylinder.
Even so, it's hardly a dead loss. The flat, wide cargo zone is relatively clever in its layout, there's a fold-down rear seat (which the sedan lacks) and detailing is good. Two shopping bag hooks, four D-ring luggage tie-downs, a storage bin, a 12-volt power socket and a load area light that activates when the standard cargo blind is pulled are all examples of good thinking. A boot liner, luggage net and sturdier cargo barrier are optional but, prudently, rear parking radar is standard.
Locating the tailgate hinge well into the roof was the only answer to a specific styling challenge. It's more like the tailgate on a hatchback now. Because the bootlid doesn't swing out as far now, it's easier to load up in tight spaces. On the other hand, it doesn't swing all that high, either, so the tall run the risk of smacking their foreheads.
Still, you can see why Holden now prefers to portray it as a car that goes, rather than a pure cargo carrier. The 'driving-first" ethos also explains why the wagon range has been expanded to mirror the sedan range, and why each carries a minimal $1500 premium over the comparable sedan, which means $46,390 for the base car to $68,990 for the Calais.
Past Commodore wagons always lacked in comparison with the sedans driving-wise; their length and weight imposed penalties. The new model also feels a bit different, but mostly for the better. Yes, the extra kilos are felt under acceleration, particularly in the V6s, and modifications to the suspension settings can be felt with the firmed up rear end. On the other hand, the claimed 50-50 weight distribution resultant from the building extension enhances the dynamics, with a more balanced cornering feel.
From within, you're barely aware of the cabin's extra length, but the dark trim, thick pillars and small windows do create a sense of it being less cosy than enclosed.
Vision out of the rear window is a little restricted due to the relatively narrow rear window glass. As with the sedan, the thick windscreen pillar creates a blind spot going into corners while the driver's side mirror seems too small, but the seats are good (particularly in the full sports model) and all the controls fall naturally to hand.
Performance-wise, the 270kG V8 is emphatically the kick-arse king, but I'd be happy enough to live with the 190kW V6, which pairs just as well with the five-speed transmission. Going to the 'standard' V6 in the Berlina and Omega might be more of a challenge. In original form this engine was the one most challenged by the 91kg weight gain and the story might won't be any rosier now Holden has since detuned it further, to 175kW from 180kW.
The measure is to improve fuel economy - the entry model now achieves 10.6 litres per 100km overall, down from 10.9 litres per 100km - and enhance environmental issues, which is good. The diluted urge less so. The new output is identical to that of the 2004 model - and 20kW less than the Falcon.
A diesel Commodore might be around within a year and there's talk of dedicated LPG and ethanol-fuelled product. Ultimately a petrol-electric too.
All Sportwagon models come with electronic traction and stability control, ABS brakes (with brake-force distribution and brake assist), six airbags, cruise control, a multi-function steering wheel, automatic headlights and a single-CD stereo.
Among the premium features on the Calais are projector headlamps, 17-inch alloy wheels, dual-zone climate control, an in-dash CD stacker, a triple-screen trip computer and leather trim on the steering wheel, gear selector and seat bolsters.
With parent General Motors in huge strife - at the time of writing, share prices were at a record low - there's been speculation that Holden might be cut adrift to save the parent (which has just sold its stake in Suzuki).
Holden has been reluctant to discuss how GM's financial hurdles would impact on the Aussie operation, but says talk of a sell-off is simply absurd. It has signalled is surviving in its own right on both domestic sales and exports, in spite of the downturn in the local and international markets.
Let's hope so.
What this means to you:
Perhaps not the perfect wagon, but certainly one of the more stylish offerings.
Tourer, Sportwagon, Avant, Combi, SW. . . they're called everything but what they really are. Or aren't, depending on your viewpoint.
It's understandable, I guess. Image counts for so much with cars, and - let's face it - wagons don't always do well in that regard. Like people carriers and big SUVs, they usually struggle to make the cool wall.
But then comes Holden's new Commodore load-all. It's obviously more than a new name. Which is why my mate Darren has become so fizzed. He's a professional man, young husband, new dad and, like his wife, a keen outdoorsy type. With the little tyke now in residence, he's facing up to replacing his beloved current model Nissan 350Z for something a little more family-minded.
Actually, something wagon-minded. He'd never had any interested in Commodore wagons before - too big, too staid. Too rep-ish. But a Commodore Sportwagon? Different story entirely. He insisted on taking a ride.
The Calais V on test at that point wasn't quite in his budget or exactly trimmed to his liking (though the flip-down DVD screen for the back seat got the thumbs up). The SV6 that preceded it was more his kind of car, he conceded. But the car, in terms of shape and size, was perfect, he reckoned.
Gotta say, I was surprised. The thing about family motoring is that it entails carrying lots of stuff. The Sportwagon's form-before-function approach definitely compromised its carrying ability, I reminded.
Well, yes, agreed Darren, who as an architect knows all about the balancing style against sensibility. If he were of an entirely practical bent, something like a Mondeo would be better. But, in this instance, purposeful took priority over fit for purpose. Hey, had to be better than the three-into-two seats Z-car. . .
Good man. Certainly, given the strong positive reception given to the test cars - this was a triple play, with the powerhouse SSV V8 also involved - a lot of people agree with that sentiment. As do I. Styling versus space? No contest. Looks win.
The sharper styling is easily explained. Previous Commodore wagons were based on the longer underbody of the Statesman, which made for hearse-like proportions. This one is built upon the standard sedan platform, so adopts a much squarer wheelbase, with the wheels further out to the extremities. It sits more comfortably, visually and in road feel, as a result.
Still, this model is a full 14cm shorter than the VZ loadall. Cargo volumes - 895 litres up to 2000 litres when the 60/40 split seatback is folded - are down 507/ 752 litres (36 percent and 25 percent). The Falcon wagon is eminently larger inside and, actually, so is the Mondeo.
The sacrifices made for style are less obvious in the passenger areas. Actually, there's 15mm more rear legroom and better rear headroom than a VE sedan offers. But it's a five-seater, nothing more. Obviously there's no third seating row considered. A capacity-cribbing full-sized spare wheel is also optional. And it's the first 'dore wagon not to offer a dual-fuel option. No room for the LPG cylinder.
Even so, it's hardly a dead loss. The flat, wide cargo zone is relatively clever in its layout, there's a fold-down rear seat (which the sedan lacks) and detailing is good. Two shopping bag hooks, four D-ring luggage tie-downs, a storage bin, a 12-volt power socket and a load area light that activates when the standard cargo blind is pulled are all examples of good thinking. A boot liner, luggage net and sturdier cargo barrier are optional but, prudently, rear parking radar is standard.
Locating the tailgate hinge well into the roof was the only answer to a specific styling challenge. It's more like the tailgate on a hatchback now. Because the bootlid doesn't swing out as far now, it's easier to load up in tight spaces. On the other hand, it doesn't swing all that high, either, so the tall run the risk of smacking their foreheads.
Still, you can see why Holden now prefers to portray it as a car that goes, rather than a pure cargo carrier. The 'driving-first" ethos also explains why the wagon range has been expanded to mirror the sedan range, and why each carries a minimal $1500 premium over the comparable sedan, which means $46,390 for the base car to $68,990 for the Calais.
Past Commodore wagons always lacked in comparison with the sedans driving-wise; their length and weight imposed penalties. The new model also feels a bit different, but mostly for the better. Yes, the extra kilos are felt under acceleration, particularly in the V6s, and modifications to the suspension settings can be felt with the firmed up rear end. On the other hand, the claimed 50-50 weight distribution resultant from the building extension enhances the dynamics, with a more balanced cornering feel.
From within, you're barely aware of the cabin's extra length, but the dark trim, thick pillars and small windows do create a sense of it being less cosy than enclosed.
Vision out of the rear window is a little restricted due to the relatively narrow rear window glass. As with the sedan, the thick windscreen pillar creates a blind spot going into corners while the driver's side mirror seems too small, but the seats are good (particularly in the full sports model) and all the controls fall naturally to hand.
Performance-wise, the 270kG V8 is emphatically the kick-arse king, but I'd be happy enough to live with the 190kW V6, which pairs just as well with the five-speed transmission. Going to the 'standard' V6 in the Berlina and Omega might be more of a challenge. In original form this engine was the one most challenged by the 91kg weight gain and the story might won't be any rosier now Holden has since detuned it further, to 175kW from 180kW.
The measure is to improve fuel economy - the entry model now achieves 10.6 litres per 100km overall, down from 10.9 litres per 100km - and enhance environmental issues, which is good. The diluted urge less so. The new output is identical to that of the 2004 model - and 20kW less than the Falcon.
A diesel Commodore might be around within a year and there's talk of dedicated LPG and ethanol-fuelled product. Ultimately a petrol-electric too.
All Sportwagon models come with electronic traction and stability control, ABS brakes (with brake-force distribution and brake assist), six airbags, cruise control, a multi-function steering wheel, automatic headlights and a single-CD stereo.
Among the premium features on the Calais are projector headlamps, 17-inch alloy wheels, dual-zone climate control, an in-dash CD stacker, a triple-screen trip computer and leather trim on the steering wheel, gear selector and seat bolsters.
With parent General Motors in huge strife - at the time of writing, share prices were at a record low - there's been speculation that Holden might be cut adrift to save the parent (which has just sold its stake in Suzuki).
Holden has been reluctant to discuss how GM's financial hurdles would impact on the Aussie operation, but says talk of a sell-off is simply absurd. It has signalled is surviving in its own right on both domestic sales and exports, in spite of the downturn in the local and international markets.
Let's hope so.
What this means to you:
Perhaps not the perfect wagon, but certainly one of the more stylish offerings.
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