While many Aussies would be well accustomed to the prospect of a big fat V8 with more than 5.0-litres of displacement wob-wobbing away in the front end of a rear wheel drive large sedan, the British, for example, are only just beginning to get an oh-so-brief taste of these southern hemispherical delights, thanks to GM Holden and HSV exports.
Europe hasn't really ever been able to get to grips with a cost effective 8-cylinder large four door sedan (due to emissions levels, some would argue), and though America certainly has, not all of its designs have been pleasant to the eye.
Of course there are always detractors, some of whom send letters here to the Motoring Channel where they talk about Australia's large cars and how poor their reliability and workmanship is and how low tech their internals are.
Codswallop, I say.
I don't care if the engine is powered by peanut butter and paper clips - if they're enjoyable to drive, we'll say so. And slap me with a kipper and call me a drongo, but I can't help but be impressed by the latest performance sedan from GM Holden, something the Europeans may want to take note of.
I can't quite put my finger on what I find so exciting about the new SS Commodore, who one unnamed staffer affectionately referred to as the 'Dunny-dore'. Charming.
There's a profusion of power in almost any gear at almost any road speed over 60km/h, there's bags of room up front, in the back and even in the boot, and best of all the rather bulky car handles corners with aplomb.
In the thick of an inexorable traffic jam, however, the SS Commodore is anything but exciting, but then if you plan on spending the lion's share of your driving time in traffic, buy a scooter instead.
For a few bob more than $50,000, you'll be handed the keys for a shiny new VZ model SS Commodore, and while we didn't have the 50-large, we still managed to swindle the keys, if only for seven days. So for all our international readers, next time you holiday in Australia, make sure you rent one of our V8 performance sedans. You won't be disappointed.
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Holden's VZ Commodore SS looks the part
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Besides the subtle new styling cues, a fresh set of alloy wheels, revised gear ratios and boost in engine power, what exactly does Holden's latest power packed four-door performance sedan offer?
Compared to the 2003 VY model SS Commodore, not a whole lot, but at the same token if you were to compare it to a German V8, you'd be hard pressed to find something that offers a similarly high power output at such a low price.
If it's performance you care most about, then the new SS Commodore will fit the bill. The similarly-sized BMW 545i is powered by a 245kW 4.4-litre V8, has a comparable 1600+ kilogram kerb weight and a similar 5.9 second 0-100km/h sprint time, yet costs about $100,000 more.
Indeed, the car is a veritable bargain considering what it can do, and thanks to a few minor tweaks hither and thither, it takes back vital ground once lost to the Falcon XR8 when the VY was still in season.
But getting back to the VY/VZ differences, and I suppose that it is a little unfair to say that there's very little difference between the 2003 and 2004 SS models, as the newer VZ does have a lot more confidence going into corners, both in terms of the initial turn in and also in regards to holding its line through a corner.
The drive-by-wire throttle improves engine response, and though the clutch is rather light to the foot, the heavy-ish gear shifts may leave some drivers with a tired left arm. Comparing VZ and VY SS models back to back, it becomes evident that the throttle response helps greatly in achieving quick standing starts.
The front suspension has been given a once over with the magic sports car wand and, together with a slightly different feel to the way the car steers (due to a new power-steering pump), the whole kit and caboodle feels more willing, and even a little more potent. Compared to the SS ute, it's much easier to drive fast as well.
Riding on wide and fairly sticky 235/40 R18 Bridgestone Potenza RE040 tyres, the SS may be big and bulky, tipping the scales at 1654kg, but it certainly delivers the thrills. On a good stretch of bitumen, it's both exciting and enjoyable winding out second gear just past 100km/h, the car hunkering down decisively as it powers through long sweeping corners, the thumping V8 eagerly awaiting third gear.
Body roll in corners is kept to a minimum thanks to a rigid suspension setup, the tyres doing an exceptional job of gripping the road (perhaps one of the car's best performing aspects), and while communication between the driver and the road could be better, with a slightly heavy steering feel, you will be given a brief warning before the rear tyres are overwhelmed with 400+ Newton metres of torque mid-corner.
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The SS tracks around corners with aplomb, and
can be coaxed into power oversteer if you're game
</TD></TR></TBODY></TABLE>can be coaxed into power oversteer if you're game
That said, if you like to drive like a complete hoon, then SS can do that too.
In the 6-speed manual version we drove, breaking traction at the rear for a little power oversteer (or just for s**** and giggles) is not too difficult when you get the hang of it, which also speaks volumes for the way that the power is delivered strongly and effectively to the road.
Even with new goodies TC, ABS, BA, EBD, the brakes are, in my opinion, still too small (296mm up front) to cope with rapidly and frequently slowing the car's bulk from higher speeds.
If you know you'll be giving your SS some shtick, the best idea would be to fork out some extra dosh for the performance brake package.
But this lack of brake power doesn't irrevocably blemish the SS's sporting ability, and after spending a few hours behind the tiller it becomes clear that the SS can be a tremendously enjoyable sports sedan to drive. The best SS yet, I would argue, and easily one of the quickest; acceleration is forceful and addictive.
Though I prefer the way the Falcon XR8 puts its power to the ground and the feedback it offers, thanks to its more sophisticated control blade rear suspension setup, the SS Commodore is probably the quicker cornerer of the two, thanks in part to its lighter kerb weight and keen front end.
Despite the fact that there's a whopping great 5.7-litre engine hanging over the front axle, years of tuning the SS chassis has paid dividends, where on good surfaces you'll be able to keep up with much more expensive machinery, but it must be said that on rougher, not-so-perfect blacktop, you will feel the suspension pounding away.
On more congested roads the sporty SS Commodore is still quite useful, employing its inherent Commodore DNA to great effect, offering good rearward visibility, the thumping great V8 pulling cleanly from 1000 revs.
The much-improved 4-speed auto would be a better choice for those who plan to spend more time commuting, and less time hitting Australia's beautiful mountain trails, but as it stands the manual's light clutch and the ability to drive cleanly through almost any gear at low revs ensure that it's not a nightmare to live with day-to-day.
Engine
<TABLE borderColor=#cccccc cellSpacing=0 cellPadding=4 width="50%" align=right border=1><TBODY><TR><TD width="50%">GM Holden Gen III 5.7-litre V8
</TD></TR><TR bgColor=#e8e8e8><TD vAlign=top width="50%">The vee 8-cylinder engine has a 5.7-litre (5665cc) capacity and both cylinder heads and the engine block are made from aluminium alloys. Overhead valves (pushrods) are gear-driven and actuate a total of 16-valves (2-valves per cylinder). The petrol-powered engine has a 10.1:1 compression ratio, yet can still use 91 RON unleaded petrol when filling the 75 litre fuel tank.
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Propelling the new SS Commodore rapidly into the distance is the Chevrolet-sourced Generation III V8, displacing a hefty 5.7-litres.
For the VZ model, the colossal 8-cylinder engine gets a new exhaust system and a larger air intake, which ups peak power by 5kW at the crankshaft.
At almost any amount of engine revs, the big V8 mill will push the Commodore's metal body, but if you want to show up your mate in his new XR6 Turbo, you'll want to keep the revs above 4000rpm.
In the upper echelons of the rev range, the Gen III powerplant gifts the SS Commodore with an mammoth amount of twist, and the noises that accompany these high-rev outings are rather pleasing to boot.
But really, even with a few less kilowatts or Newtons, the almost 6.0-litre engine has never this hack wanting, even as far back as when it was first introduced to the late series VT Commodore.
Though it does put a lot of weight over the front axle, the engine is so willing to please it's often hard to keep things legal. The new electronic throttle control also adds a bit more urgency to the way the car accelerates, and the new 6-speed manual ensures that the car will surpass 200km/h without the slightest protest.
As is always the case the such large engines, fuel efficiency is not its strong point, but shifting from second to sixth can keep the damage to your hip pocket down to somewhat acceptable levels, and the engine manages these leapfrog shifts with ease, such is the profusion of torque right across the rev range.
Exterior
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The big 18-inch wheels fill out the wheel
arches perfectly, though the slimmer 5-
spoke design may not please everyone
</TD></TR></TBODY></TABLE>arches perfectly, though the slimmer 5-
spoke design may not please everyone
To my crusty eyes, the VZ Commodore doesn't look a whole lot different from its predecessor - the VY - from certain angles and in certain lights, and anyone who's not a big-time car buff or a Holden aficionado would be doing quite well to tell them apart.
The most obvious changes are the new wheels, which with slimmer spokes not only look more technical, but may even reduce unsprung weight if they weigh less, adding to its superior on road feel when compared to the VY.
The faux 'air vents' that sit just behind the front wheels add a touch of toughness, while the slightly new front end with a larger air dam is more bull-nosed and the overall design a little more organic.
The bonnet gets pronounced power lines that look good until you take a close look at the join lines between the bonnet and the front fascia: there was quite an unseemly gap on our test model.
The lower-than-standard ride height, together with a deep bodykit and a mid-rise spoiler, give the SS a very sporty profile, and the bonnet gap can almost be forgiven in light of the car's awesome road presence.
The bodyshape is largely unchanged, still holding it own against the newer Falcon, and then at the rear a new set of brake lights make the cut, adding a touch more class to the rear with chrome-ringed bezels surrounding the indicator and reverse lamps.
Together with the large 18-inch x 8-inch alloy wheels, the new SS brings a subtle new level of visual sophistication to the Commodore range, and one wonders if this theme will evolve further when the VE launches in 2006.
Interior
I don't know what it is about Commodores, but I always find them welcoming and comfy on the inside. It's probably mostly due to the sheer amount of interior space on offer, where five fully grown adults can be seated in relative comfort.
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New brake light clusters give the SS
Commodore a more sophisticated derrire
</TD></TR></TBODY></TABLE>Commodore a more sophisticated derrire
The front seats are generous, and whether you opt for the full leather treatment or not, the lateral bolsters on the sports do a good job of keeping the front occupants' bodies from rolling around under high gee manoeuvres.
A combination of electric and manual adjustment allows for front movement, while the leather wrapped steering wheel and stick shifter add a luxurious tactility to proceedings.
Though the VZ Commodore range has seen changes to exteriors and drivetrains, the interiors haven't changed all that much.
The speedo and tacho dials look good and suit the cars sporty character, and best of all they are easy to read in almost any situation.
The small LCD readout below the main two dials is also more useful than the version seen in the previous Commodore range, offering up a large digital speedo, fuel consumption figures, trip gauges and more.
Like any self-respecting modern car, the SS Commodore gets cup holders, storage bins galore, front and side airbags, rear seat child restraint anchor points, air conditioning and a 6-disc CD stereo system supplied by Blaupunkt.
A large boot - some 465 litres worth - means you can throw all sorts of junk in there and still have a bit of space left over, but the lack of any folding rear seats hurts the car's practicality. Though there is a little 'ski' hole, enabling skis to cross from the boot in to the rear seat area, what about those with snowboards, or surfboards? Not to mention the latest in shelving technology from Ikea...
All told, the VZ SS Commodore isn't home to the most mind-blowing of interiors, but with electric windows and mirrors, a very sporty instrument cluster sitting in front of the driver, and those big, welcoming bucket seats, it's a very easy-to-live-with vehicle.
http://www.webwombat.com.au/motoring/news_reports/xrt-holden-vz-ss-sedan.htm
I really like this Holden!
