- Doors and Seats
5 doors, 5 seats
- Engine
5.7i, 8 cyl.
- Engine Power
235kW, 460Nm
- Fuel
Petrol (91) 15.3L/100KM
- Manufacturer
4WD
- Transmission
Auto
- Warranty
3 Yr, 100000 KMs
- Ancap Safety
NA
Tailored for the tougher stuff
The Holden Adventra's powerful V8 means it is no slouch; its fine-tuned AWD makes it relatively agile.
Good: Refined 4WD system works a treat on dirt roads. First-class suspension delivers stable, secure handling and excellent ride comfort. Good steering and brakes. Feels less top-heavy than most other 4WDs. V8 performance, with transmission calibrated to exploit it at low revs. Heaps of space. Proper spare. Comfortable seats.
Bad: Pricey, especially the LX8. Drinks like a fish. Limited range. Fit and finish quality need a lift. Imports have more high-tech, efficient engines and transmissions. Limited clearance for off-road use. No stability control. Roll/pitch gauges insult the intelligence.
Verdict: Likes the road less travelled.
Stars: 4 stars (out of 5).
Given that, even today, 65 percent of Australia's road network remains unsealed -- with most of the other 35 percent pretty awful bitumen -- it has taken a long time for local makers to hop on the four-wheel-drive bus.
Holden's new Adventra 4WD wagon is not a go-anywhere machine, but it is tailor-made for local conditions, especially west of the Great Dividing Range, where the shortest route from A to B, or the drive from town to your front gate, is often a dirt road.
No matter which side of the 4WD fence you stand on, there is no argument that, when it comes to safety, stability and dynamics on an unsealed surface, four wheels doing the driving beat two every time.
The 5.7-litre Gen III V8-powered Adventra is available in two specification levels, both with four-speed automatic. The CX8 is $52,990; the LX8, $60,990. Next year, Holden's new V6 will be a (presumably cheaper) option.
There is more to the Adventra's engineering effort than simply jacking up a Commodore wagon (to 200mm, 80mm higher than standard) and installing an off-the-shelf 4WD system. The front end, rear floor and suspension have been strengthened, the suspension has longer travel and, in the LX8, automatic ride height compensates for rear loads.
Its wheelbase and tracks are slightly greater than on the Commodore wagon, the brakes use larger discs and high friction pads and the steering's low-speed power assistance has been increased to cope with the additional mass.
The 225/55 Bridgestone tyres (on 17-inch alloy wheels) are bitumen-oriented, with deeper, reinforced treads and stronger sidewalls to fit the Adventra's all-road design brief.
The Gen III's sump is modified to increase clearance and support the front differential; the four-speed automatic has been revised to accommodate the 4WD transfer case connection, stronger mountings, a cable shift selector and unique shift calibrations. The cooling system is from the one-tonner ute.
Many imported 4WDs continue to provide a useless space-saver spare; Holden, acknowledging flat tyres as a regular occurrence on dirt, fits a full-sized spare, a high-lift type jack and even a couple of wheel chocks.
The Adventra's Bosch-sourced, traction control-based 4WD system operates in high range only. The torque goes through three open differentials, with a 62 percent rear/38 percent front bias to maintain Commodore-style rear-drive dynamic character.
It controls excessive wheelspin by sending the torque to where the grip is, or brakes a slipping wheel to maintain traction under acceleration and stability when cornering.
Electronic rather than mechanical governance has allowed Holden to fine tune the AWD for maximum effectiveness on local unsealed road surfaces, typically loose dirt, gravel and sand.
Drive put Adventra to the test on a fully loaded 1500km trip, which involved about 50 percent dirt roads and a bit of paddock bashing.
Despite weighing nearly two tonnes (about 200kg more than a Berlina wagon) and sitting higher off the ground, the Adventra still feels less top-heavy than most 4WDs.
The suspension's spring and damping rates are spot-on, delivering an exceptionally compliant, comfortable ride while -- by 4WD standards -- keeping body movement under control.
On any surface, including severe corrugations, the Adventra is reassuringly stable. On the highway, steering and handling are duller and less responsive than in the Commodore -- a function of the extra mass and ride height and the torque going through the front wheels.
When cornering, however, the Adventra's rear bias adds a measure of agility and neutrality usually lacking in 4WDs with a 50/50 split, or an AWD system.
The Adventra feels less barge-like on bitumen than most 4WD wagons; on dirt roads it works beautifully. The traction control permits some slippage on loose surfaces such as gravel; it intervenes discreetly but very effectively, keeping the car finely balanced and maintaining speed.
You drive with the system, rather than having it shut everything down at the slightest slippage, leaving you powerless and going nowhere, as in other 4WDs with similar technology.
However, stability control, a logical extension of AWD traction control, is not included on the Adventra, so it's not idiot proof. This may be due to a policy (not unique to Holden) of drip-feeding technology through successive models; it is likely to appear when Ford's Territory -- with stability control -- arrives next year.
The steering is free of shake and kickback on rough surfaces and the brakes work properly on dirt, though the Adventra's extra weight requires higher pedal pressures than usual.
The Gen III works well but the extra weight takes some sting out of its straight-line performance; a shorter final-drive ratio partly compensates. The Adventra is still no slouch by 4WD standards -- it's quicker, for example, than a Porsche Cayenne S. Fuel consumption is savage, thanks to the weight and final-drive compromise, so going bush may stretch the range of the Commodore's 75-litre tank.
This page has covered the relatively crude operation of the ageing four-speed automatic -- which in the Adventra seems to cope well with the extra drivetrain components and overall mass, exhibiting less hunting and smoother shifting than usual.
You can stick it in first and point the Adventra up a steep off-road hill, where the V8's grunt and 4WD traction control complement each other to good effect, dragging the vehicle upwards with minimal revs and little fuss.
On rutted ground, its relative lack of clearance ultimately will stop it. We tried a couple of shallow creek crossings, with slippery banks, which it handled well. At the front, however, the underbelly copped a few whacks from rocks. The optional bash plate averted damage.
Inside, the CX8 is similarly specified to the Berlina wagon, with standard front and side airbags, automatic air-conditioning, an in-dash six-stack CD player, rear park assist, cruise control and power windows.
The LX8 (tested) is closer to the Calais, adding dual temperature automatic air, sunroof, upgraded audio and cargo net. The leather seats (with the heavily bolstered SS backrest and S cushion, both with what feels like more generous padding) have active head restraints, greater power adjustability and three memories the driver's seat is luxuriously comfortable.
To the dash from the Berlina/Calais, the LX8 adds unique instruments -- a couple of gauges up top to display roll and pitch angle. Aren't we over this sort of gimmickry? If the Adventra swayed around in corners to the extent shown on the flip-o-meter, it would be on the way to rubber side up.
As in the Commodore wagon, it has acres of space, sufficient for five people and their gear. The rear seat is more comfortable and spacious than most purpose-built 4WD wagons, with a long cushion and excellent lumbar support in the two outboard positions and three child-restraint anchors fitted on the back.
Long and low, the load floor is easily extended with the 60-40 split-folding rear seat backs. Storage compartments on both sides include cup-holders for passengers in the optional two-person third row seat. The tailgate has a separate opening window.
Roof rails are standard. A pair of metal load tie-down rails, with removable anchor bolts, is provided, along with a 12-volt outlet. The LX8 adds load supporting strips and tie-down lugs, behind the sunroof. The Adventra will tow up to 1600kg; a 2100kg kit is optional. Recovery lugs are provided at both ends.
Holden has done a fine job. Next year's V6 version promises comparable performance and superior economy from a more contemporary, sophisticated driveline package, and better value.
Meanwhile, the Adventra's quality also needs to improve. The test car had far too many rough edges and ill-fitting bits and pieces, particularly in the cabin, for a $50,000-plus vehicle. Fit and finish looked pretty ordinary against such A-grade rivals as Toyota's new Kluger (not yet tested) and the Lexus RX330 and Honda MDX.
Ford's Territory, due mid-2004, will be worth a look, too. Like Holden, Ford should be able to use local knowledge to get its 4WD wagon right for Australian roads. If it's better than the Adventra, the Territory will be very good indeed.
Vital signs
Holden Adventra
Engine: 5.7-litre 16-valve fuel-injected V8.
Power: 235kW at 5200rpm (above average).
Performance: 0-100kmh in 8.4 seconds (quick by 4WD standards).
Brakes: Discs with ABS and EBD (good).F
Economy: 12.4 litres/100km absolute best on highway, averaging 15-17; 21.5-26 city (thirsty).
Prices: Recommended retail -- CX8 $52,990; LX8 $60,990. Street price -- No deals yet.
Main options: Holden Assist $1990; third-row seat $1595; cargo barrier $445; sunroof/luggage carrier (CX8) $2710; underbody protection plate $952 plus fitting; 2100kg tow bar $127 plus fitting.
Warranty: Three years/100,000km (average).
Residual value: New model with no history, but should be higher than standard Commodore wagon.
Safety rating: Not yet tested. VY Commodore sedan scored four stars out of five in ANCAP crash tests.
Alternatives:
Honda MDX 3.5 V6 -- $69,990
Jeep Grand Cherokee Laredo 4.7 V8 -- $58,990
Lexus RX330 3.3 V6 -- $69,990
Toyota Kluger CVX/Grande 3.3 V6 -- $48,990/$58,990
VW Touareg 3.2 V6 -- $67,600
Volvo XC70 2.5 -- $68,950
Prices and details correct at publication date.