2018 Holden Commodore review

The 2.0-litre develops 191kW and 350Nm, making it the most powerful entry-level Commodore ever offered and, at 7.4L/100km, the most economical as well. The only downside is that premium fuel is required. The naturally aspirated V6 puts out 236kW and 380Nm, has a combined fuel consumption figure of 8.9L/100km (RS) using regular unleaded, and the 125kW and 400Nm diesel sips just 5.6L/100km. The V6 powertrain delivers power to the wheels via an adaptive AWD system. It can direct as much as 100 per cent of torque to the front wheels for improved fuel consumption or down to a 50/50 front-rear split, depending on conditions. The rear differential uses two internal electric clutches to control torque from the left to right wheel, negating the need for a traditional limited slip differential. It’ll improve road grip and balance, impeding understeer and oversteer more efficiently.

Three body styles are on offer: liftback (sedan), sportwagon and tourer. The tourer is an interesting new variant based on the sportwagon. Popular in Europe, where station wagons still hold sway over SUVs, the AWD tourer has ‘high ride’ suspension providing better ground clearance over the sportwagon, and some body cladding to give it a more rugged, off-road look. The AWD system also includes the electric limited slip differential (LSD). For those seeking an alternative to an SUV, this may well be the ticket.

2018 Holden Commodore cost

Pricing for the 12-model range starts at $33,690 for the LT 2.0-litre turbo liftback, with the LT sportwagon $35,890. The RS V6 liftback starts at $40,790 and the higher spec RS-V sportwagon at $49,190. The familiar Calais nameplate has been retained and the 2.0-litre Calais liftback is priced at $40,990, with the V6 Calais-V $51,990. The tourer starts at $45,990 for the Calais and the hero of the range is the VXR at $55,990. Holden is offering introductory drive-away pricing on certain models – the LT liftback is $35,990 drive away, almost $4000 cheaper than the outgoing VFII Evoke sedan.

Visually, the new range has a faint nod to the former Commodore with its flared wheel arches and athletic stance, but that’s about it. While historically most drivers would never mistake a Commodore for anything other than a Commodore, the new range has a definite Euro look. Size-wise, the new car sits between the VT from the 2000s and the old VF sedans. The narrower cabin has slightly less shoulder width and hip space width (57mm and 51mm respectively), but the front seating position provides almost identical space. Cargo volume, at 490 litres, is just five litres less, and the new liftback design, with the rear seats folded down, provides 1450 litres. Front seat comfort in the RS is excellent, supportive and well bolstered without being too firm. Rear seat comfort doesn’t disappoint, either, and while the higher rear waistline and lower roofline make it feel a little cosier, occupant space remains similar and, in the sportwagon and tourer, rear head room is a tad better.

2018 Holden Commodore features

Performance and general driveability from the 2.0-litre turbo petrol engine and nine-speed auto will surprise the diehards who believe there’s no substitute for cubic inches. Slightly more powerful than the outgoing Evoke, the turbo four develops 60Nm more torque. The RS is over 100kg lighter, too, and less weight and more torque make for a much more engaging drive. Off the mark, the Commodore has more zip, and the rapid-fire gear changes are almost imperceptible inside the cabin and keep the engine in its ideal torque zone. It’s quiet and refined under hard acceleration towards the 5500rpm limit, something that couldn’t be said about the old unit. Turbocharging also means less fuel consumption – we used 7.9L/100km around town and 7.5L/100km on the open road, comfortably better than the 8.8L/100km recorded on our last VF test.

While much of the focus has been on the sporty VX6 and how well it handles, Holden’s engineers have given each model a thorough workover and its own identity. The RS, riding on 18-inch alloys and 245/45 Continental tyres, isn’t too firm or harsh over bumps and corrugations, yet through corners it remains flat with good body control. Steering feel is nicely matched, too; not sharp or nervous off-centre.