While the Omega models represent the entry level to Commodore ownership, they require none of the comfort and equipment compromises of the past. The new 3.0-litre direct injection engine backed by a six-speed automatic transmission marks a new standard of technology for Australia’s most popular family car.
A long list of standard equipment, including air-conditioning, vehicle stability control and alloy wheels means there is no longer any feeling of having bought the poverty pack model.
What You Get
Wisely, Holden left the styling of the now three-year old VE range alone. That was (a) because the car still looks absolutely contemporary and (b) because any facelift might have detracted attention from the important news: dramatically improved engine efficiency.
There were, say the Holden engineers, three priorities in developing the latest versions of the company’s global V6: fuel economy, fuel economy and fuel economy. The new VEs will save owners up to 15 per cent on their fuel bills.
Under The Hood
The new 3.0-litre SIDI (Spark Ignition Direct Injection) V6 is the smallest capacity engine to power a Holden Commodore since the same-size Nissan straight six of VL days (1986-88). But it delivers similar performance to the outgoing port-injected 3.6. More importantly, it offers newfound levels of smoothness and refinement, to the point where it can be compared with the best Japanese and European engines.
Maximum power is 190 kW at a heady 6700 rpm, backed by 290 Nm of torque at a usefully low 2900 rpm. CO2 emissions are 221 gm/km and, while the official fuel economy figure is 9.3 litres per 100 kilometres, many owners will do significantly better than this. The latest Commodore have been awarded an ANCAP five-star safety rating.
The Interior
While the Omega interior is not luxurious it avoids the cutprice feel that characterised entry level Commodores and Falcons up to (and in the Falcon’s case beyond) the mid-1990s. This is quite a plain design, but all aspects are nicely integrated.
Air, cruise, single-disc CD player with steering wheel-mounted auxiliary controls contribute to the feeling of a well-equipped and comfortable car. Supportive seats and abundant room front and rear are long-time Commodore features and contribute mightily to the argument that an economical big car makes more sense than a smaller one that requires just as much fuel most of the time.
Exterior & Styling
To most eyes the VE Commodore is a stylish vehicle, perhaps especially in its Sportwagon guise.
Now that 16-inch alloy wheels are standard even on the base model Omega, you don’t get that sense of the car needing wider wheels and tyres, although admittedly the larger optional rims help.
This is unquestionably the most aggressively sporty looking Commodore shape yet and has held up well in the three and a bit years since its debut.
On The Road
The single biggest failing of the VE design has yet to be addressed. It is true that one adjust somewhat with familiarity but the A-pillars are too thick, restricting forward and sideways vision. If you are conscious of this design fault and move your head accordingly, you can ‘drive around’ it.
The fact that even the Omega variants of the VE range ride and handle so impressively – that they are true drivers’ cars with excellent engine performance and dynamics – merely makes the fat pillars all the more irritating.
Challenges
A split-fold rear seat would increase the Omega’s versatility. You can learn to use them but many of the control require too much familiarisation. You don’t simply push a button to zero the trip meter or turn a knob to change the radio station. In summary, ergonomics are generally good but not outstanding.
Verdict
Until now it would not have been possible to recommend a Commodore Omega as a near-ideal family sedan but it now occupies the territory of an older model Berlina. So there is no sense of skimping on luxury, equipment (with air and cruise) or appearance (alloys now being standard). Five-star safety also adds immensely to the Omega’s excellent credentials.
The Competition
In some respects, the latest Omega is ahead of its time and will have to wait until the advent of the Camry Hybrid and four-cylinder Falcon for true marketplace parity. It has significant advantages over all current six-cylinder competitors.
While the 3.0-litre engine cannot quite match the power and torque of the 4.0-litre Falcon, the Holden’s fuel economy is at least 10 per cent better in the real world, which is a major advantage. On long trips it seems doubtful that even the eagerly awaited Camry Hybrid will use much less fuel than the new Commodore. Interesting times await!
Thumbs-up:
3.0-litre SIDI engine is a revelation to drivers accustomed to previous Holden sixes, no shortfall in equipment and convenience
Thumbs-down:
A-pillars restrict forward and sideways vision, ski-port no match for split-fold rear seat, some controls are fiddly and counter-intuitive.
