Holden Commodore Ute VE 2007 review

The arrival of the Holden VE utility brings more style to an icon brand.

At $100 million, it cost one tenth of the budget needed to develop the often lauded VE sedan of last year.

The ute is now more than ever a sports coupe, with refinement, road-holding, handling and a blissful ride allowing it to stand head and shoulders above any Holden ute before it.

Explore the 2007 Holden Commodore range

• Holden Commodore Ute SS 2007 review
• Holden Commodore Ute VE 2007 review
• Holden Commodore Ute 2007 review
• Holden Commodore Ute SV6 2007 review

Indeed there are claims that this is too good to be a working vehicle used to lug trade equipment, all manner of tools, et al.

That can be at odds with some of the boffins at Holden who curtly reply: “What do people want us to make? Something which is rough, agricultural and rides poorly?”

The point is that now, in VE land more than ever before, the ute is in fact more of a sports coupe than a sports coupe itself and that should be taken as one gigantic compliment.

It is equally at home as a weekend warrior or a weekday workhorse.

Getting down to the nitty-gritty, the VE Ute has exceptional ride quality and body control and like the sedan it gains Electronic Stability Control,which is a massive tick in the safety race.

Another massive leap forward is the increase in space behind the seats, which has now tripled to 245 litres.

In effect the compromise is a shortened tray but the amount of useable space in the tub (which now comes with a liner) remains the same.

The independent multi-link cover spring layout is taken from the Statesman, which differs from the Ford equivalent which runs leaf springs.

There are pluses and minuses with both set-ups, the Holden rides better but the Ford can cope with a heavier payload.

The VE Ute line-up comes with a complexity of choice in that there are two Omega base models to choose with different V6 engine tunes.

The six-speed manual runs the higher rated 195kW V6 while the four-speed auto uses the 180kW version and both cost $30,990.

From here the range steps up to the SV6 with the manual, using the same 6-speed Aisin box as the Omega costing $35,990 while the six-speed automatic SV6 is $1000 more.

The booming manual SS is $39,990 (auto $41,990) while the range-topping SS V runs at $44,990 for the manual and $2000 more for the auto.

It essentially mirrors the sedan range in standard equipment although some differences are no side airbag offerings and Bluetooth compatibility starts as standard on the SS.

Styling-wise the utes have a more integrated look than any carrying the Holden badge before, with the chunky El Camino-styled B-pillars making the VE blend in.

In this sense it is smoother, and nothing like where a cabin is simply chopped where the sedan stops and the ute's tray starts.

The number plates fit into the tailgate and not the bumper and the clean look of the rear is helped by hidden tailgate hinges and wraparound taillights.

Extensive use of high strength steel for body stiffening has contributed to kerb weights rising up to 150kg.

Out on the road the Omega entry models are a revelation, though the four-speed automatic is still dated and sloppy.

Sure, it has been reprogrammed and doesn't lunge in and out of gear as it did in the past, but its days are up.

Jump into the six-speed manual and you will instantly feel more kick and enthusiasm, a totally different character which of course has a lot to do with the upgraded engine.

However, the Japanese-sourced gearbox is reasonably well-gated but, more importantly, the clutch-feel is lighter and has a sweeter take-up point.

In these base cars where much of the sedan elements are carried over, the cabin is tranquil; the lid has been kept on road and tyre noise.

Considering Holden has done such a fine job on ride and handling there is all the more reason to be disappointed with the undermining performance characteristics of the four-speed.

The argument of building to a cost is a bit of a cop-out and there simply is no reason why the buyer should not have the choice of a more-state-of-the-art auto box.

Still, aside from lack of side airbags on the safety front, the four-speed auto is the weakest link in this VE Ute family.

The SS auto is the supreme athlete of the range. It sounds, feels and goes hard.

The mapping of the ESC has been modified from the sedan range and is a little intrusive but it does the job for which it is meant to and that is to keep a driver from losing control.

Switch it off on the gravel and the SS remains quite tractable on freshly graded roads. Once the rear starts to stray it remains all quite controllable under a measured throttle. It all tucks back in at a dab of the brake pedal.

This 6-litre monster comes with the sinister soundtrack that it deserves once the revs reach mid-range. It is an excitement machine that is fast, flashy and fun but which is practical to boot.

There are varying load capacities for the range. The Omega auto can cope with 775kg, the most of the family. The least is the SS V, with its 19-inch, low profile shoes restricting any load to just over 500kg.

Finally the final word on fuel, according to factory figures, is that it ranges from 11.3/11.4l/100km (Omega auto/manual) to 14/14.5l/100km (SS and SSV).

The SV6 manual consumes 11.4l/100km with the automatic version using 11.6l/100km.

VE Utes will be in showrooms from next week.