Holden Commodore vs Cupra Leon

What's the difference?

So will the new Commodore become Australia's favourite car? I strongly doubt it, but it's not the car's fault, and it wouldn't be any different if it was a rear-wheel drive, V8, Australian-built sedan. Australian buying habits have just moved on, and diversified into a range of SUVs, small hatches and dual-cab utes. 

Taken as an all-new entry in Holden's revitalised line-up though, the new Commodore ticks all the important boxes required of a mid-size to large passenger car these days. It may not be anywhere near as exciting as a 6.2-litre Redline sedan, ute or wagon, but it’s objectively a far better car overall, and you should definitely give it a drive before dismissing it. 

The pick of the bunch in my eyes is the $39,490 RS Sportwagon with the 2.0-litre petrol engine. Yep, the best new Commodore is now a four-cylinder station wagon.   

Be sure to check out what James Cleary thought of the new Commodore in prototype guise here:

The Cupra Leon VZe demands you give it an appropriate amount of time to get to know.

Because, as an unknown challenger brand, as a hatch in an SUV world, as a PHEV wearing an EV price tag, it is up against it. And it's too interesting a car to be summarily dismissed.

But as long as you're not expecting a pure hot-hatch-cum-ultra-economical eco warrior, the VZe is a close-enough approximation of both for it to be an intriguing and enjoyable multi-faceted small car, while also possessing a fair degree of space as well as styling flair.

If you can forgive the screwy multimedia and cope with the high pricing, there's a lot to love here.

Aside from the move to a front-drive basis, the other key difference between the new Commodore and those of the past is its shift from a classic three-box sedan shape to a sleek, five-door Liftback. Even the Sportwagon has an elegant arc to its roofline, which is arguably their most appealing design element. There are no Ute or Caprice bodystyles, and there never will be. 

The European-designed look is less macho than the bulging wheelarches of the VE and VF, but more in line with its European rivals like the Ford Mondeo, Volkswagen Passat and Skoda Superb. 

The best way to identify specific models is by their wheels, with the trim levels split between a more elegant body trim on the entry, Calais, Calais-V and Tourer variants, and sportier body kits with side skirts and a rear spoiler on the RS, RS-V and VXR flagship.

The interior look is also best described as elegant, with fresh shapes that flow cohesively into the door trims and centre console. There’s a general air of quality about it, but it’s let down by some cheap-feeling controls and switches, particularly the climate control knobs. 

The ZB’s overall size is bigger than you might think, with most dimensions fitting neatly between the VE/VF and the VT-VZ generation that preceded it. 

You might be surprised to learn it’s no lightweight either, with the heaviest Calais-V Tourer actually outweighing the portliest VF by 31kg. 

Interior dimensions are comparable with its predecessor, with the most significant differences being a narrower back seat thanks to its 36mm thinner body and 13mm less rear headroom in the Liftback (but 3mm more in the wagon).  

Before the decision was made to source the new car from Germany, Holden was planning a longer wheelbase for Australia. One specific requirement that did reach fruition is the availability of a V6 engine, which isn’t fitted to European versions.

Under the skin it rides on GM’s E2XX platform, which is a significant evolution of the chassis that underpinned the previous Insignia and the now-defunct Holden Malibu. 

Aside from having a say in every step of its design process, Holden engineers covered more than 200,000 kilometres of testing on Australian roads and at the Lang Lang proving ground.

This has been to fine tune the drivetrain calibrations, the steering, suspension, and even details like the sat nav and radio reception to suit our tastes and unique demands. 

Specific suspension tunes have been developed for four cylinder models, the V6 Calais, V6 RS-V and the Tourer, with unique setups between Liftback and Sportwagon bodies. 

The only version not to score an Australian suspension tune is the VXR, which was treated to a performance-focused setup at the Nürburgring in Germany. 

One reason why you might want a Leon over, say, one of the more common PHEV SUVs like the Mitsubishi Eclipse Cross PHEV, or even Cupra's own Formentor PHEV, is because of its pleasing, conventional five-door hatchback size and shape.

Sleek and chiselled, it is quite a looker, especially from the rear three-quarter view. And the wheels are equally pretty.

Only from front-on does the Leon seem anonymous and somewhat dated in appearance. But at least it avoids the droopy fussiness of the 308.

Another traditional Commodore trait to have taken a step backwards is its ability to carry three adults across the back seat. Admittedly only really an issue for taxi use, the ZB will certainly still swallow three, and likely three child seats, but less comfortably and more like the similarly sized Camry.

The Liftback’s reduced headroom didn’t matter for this 172cm tester, but if you were marginal in a VF you’d probably want to avoid spiking your hair.  

The cabin ticks all the other important boxes for a modern family car, including twin cupholders front and rear, bottleholders in each door and two ISOFIX child seat mounts in the rear. 

All get a good cluster of USB and 12V charge points, while the RS-V models upwards get a big bonus with wireless phone charging. 

The Liftback's boot space is only slightly down on before at 490 litres, but the huge opening created by the five-door design is so much more useful in the real world. It also brings a split-fold back seat for the first time in a non-wagon Commodore. 

The Sportwagon has lost around 100 litres in capacity though, but is still a very useful 560 litres to seat height or 793 litres to the roof. 

Holden’s local team has also developed a range of optional accessories for the Commodore, which includes a bonnet protector, weather shield, towbar, boot liner, floor mats, headlight protectors, sill guards, locking wheel nuts, roof racks and a cargo net, but there’s no sign of a cargo barrier, nudge bar or bullbar at this stage.

Once standard setters, VW interiors have copped flak lately, losing the lead they once enjoyed in terms of perceived quality and functionality. A big backward step.

Within this context, the Leon's cabin is as aesthetically appealing as the exterior's, with lots of interesting angles and textures set within a broadly familiar VW-corporate multi-level dashboard design and presentation.

Most of the basics are largely fine, too. From the superbly enveloping front bucket seats and commanding driving position, to excellent ventilation and plenty of storage, there's much to commend.

The same goes for the moody, techy ambience, though it's closer to ‘chilled Audi' than ‘zesty Latin' in flavour.

Directly ahead of the driver is a 10.25-inch instrument cluster, offering several combinations of vehicle speed/operation and multimedia views.

Some of it looks good, some suffers from info-overload, but at least it's all configurable. Pick your favourite. And build quality seems up to scratch, too.

Like the Golf, there's also above-average space for longer legs and outstretched arms, while – after having to duck down a bit to get in – head and shoulder room are sufficient.

Selecting gears is a matter of manipulating a charmless stubby toggle. It works well enough, but remember when VW Group owners could interact with a Tiptronic-style lever and feel more immersed in the driving process? Memories.

That's replaced by paddle shifters, a divisive substitute that's of debatable merit in an electrified vehicle such as this, since they would serve better as regenerative braking controls.

But that's only the beginning of the confusion that ensues in the Cupra.

Reach for the 12-inch touchscreen to scroll through your many and varied media options, try and figure out the trip computer or search for an odometer reading, and any goodwill earned will be severely curtailed by just how needlessly complicated these and other once-simple tasks have become.

Plus, frustratingly, our particular car's multimedia system would just switch off mid-operation. This is not good.

We're certain time and familiarity will help make sense of working out where everything is and how to access vehicle functions located within layers of that touchscreen's myriad menus, but it is distracting and complicated.

And how is it that we could not find how to switch on nighttime illumination for the climate controls? In a week we failed to find that answer. And who ever green-lit fiddly slide controls over good old buttons? It's maddeningly frustrating.

Moving to the back seat, the Leon makes up some ground.

Two larger adults should settle into the outboard positions comfortably and snugly, aided by a pair of rear-facing air vents accompanied by a climate-control panel, two USB-C ports, a folding centre armrest with cupholders, ski-port access to the boot and useful storage via door bins and map pockets. There's even enough space for a third, smaller passenger to squeeze in between.

Further back, while the boot floor is long and flat and with a large tailgate opening to aid loading stuff in and out, the actual cargo capacity is just 270 litres, or nearly one-third down on the regular petrol Leon grades' 380L offering. This is due to the battery pack and related EV gubbins.

Speaking of which, if you need to carry charging cables there's nowhere to properly store them other than in the main boot area. And don't forget, there's no spare wheel.

At least there's a sturdy parcel shelf to keep prying eyes from seeing what you're carting around.

The VZe's interior, then, is spacious and broadly sensibly executed, but is let down – and mostly unnecessarily so – by some of the details. We strongly recommend trying before buying.

There's lots to unpack here.

SEAT started in 1950 as a venture between Fiat, the Spanish government and some private banks, until VW took over in 1986 and turned it into a youth-baiting value brand. Think pre-current Kia positioning.

Meanwhile, Cupra ­– a portmanteau of Cup Racing – had began as SEAT's competition arm earlier that decade. And there's been a Leon (referencing both ‘lion' and a city in Spain) based on every Golf since the latter's Mk4 iteration, making this generation numero cuatro.

Halve that figure and you end up with the number of small-car PHEVs left in Australia – Cupra's and another big-cat evoking Euro, the Peugeot 308 GT Sport PHEV, costing a few grand more than the VZe from $64,990, before on-road costs.

These high prices are clearly hurdles for Australian small-car buyers. Even Mercedes-Benz recently axed the slow-selling A250e due to a lack of buyer interest. Kia dropped the Niro PHEV. And Hyundai canned the Ioniq PHEV.

So, why are these types of cars so expensive, then?

The Leon and 308 feature a turbo-petrol engine, backed up by a small motor and a battery pack that's large enough to provide a claimed 67km of electric-only range in the Cupra's case. On paper at least.

That's more than the cheaper non-plug-in hybrid alternatives like the wildly-popular Toyota Corolla and superb Honda Civic e:HEV can manage.

So, besides exclusivity and two powertrains, what does the Leon VZe give you for your circa-$65K drive-away ask?

On the safety front, you'll find the now-usual driver-assist items like autonomous emergency braking (AEB), lane-support systems and adaptive cruise control, as well as 10 airbags including a nifty front-centre item. More on this in the safety section below.

Buyers also score LED headlights, auto high beams, fog lights with cornering function, adaptive dampers, tyre-pressure monitors, a reverse camera, electronic instrumentation, three-zone climate control, variable-ratio steering, keyless entry/start, satellite navigation, wireless phone charging as well as wireless Apple CarPlay/Android Auto.

There's also rear privacy glass, four USB-C ports, sports front seats, a heated steering wheel, paddle shifters, ambient lighting, powered/heated exterior mirrors as well as 19-inch alloy wheels and a tyre repair kit. No spare wheel is offered.

The pricier 308 PHEV has most of these plus Matrix LED lighting, Nappa leather upholstery, panoramic opening sunroof, heated/massaging front seats, 360-degree surround-view vision and a digital radio, but has smaller (18-inch) alloys and no adaptive dampers.

Our test car was fitted with the 'Leather Package' that adds $2050 to the price, ushering in leather upholstery, heated front seats with driver's side power and memory, premium audio and dash-top stitching, while the sunroof costs $1800 more.

These take the VZe north of $65,000 drive-away. That's pure-EV territory. Little wonder buyers baulk at PHEV small cars in Australia.

No, there’s no more V8, manual transmission or rear wheel drive, but the ZB’s options are more in sync with its newer rivals. 

For the first time since the VH, or 1984, the base engine is a four-cylinder petrol unit, but uses modern tech like direct injection and a turbo to boost power statistics to more than triple that of the infamous Starfire engine. Also seen in the Equinox, the new turbo motor’s 191kW is also notably 6kW more than the 5.0-litre V8 in the VL Group A SS (Walkinshaw), and 1kW more than the 3.6-litre V6 was making in top-spec VZ Commodores – so pretty good horsepower for its engine size.

MORE: If any Commodore engine problems or automatic transmission problems crop up, you’ll likely find them here.

The real story is its healthy 350Nm of torque, which is also more than what the same VZs were making, but on tap from a useful 3000-4000rpm.

The latest version of the 3.6-litre Alloytec V6 that’s seen duty in VZ, VE and VF models makes a reappearance as the new performance leader, but mounted sideways and turning all four wheels this time. In ZB trim, it produces 235kW and 381Nm, the latter from 5200rpm.

MORE: Find all ZB Commodore specifications here.

For the first time, you can also choose a diesel option with LT and Calais trims, which is a version of the engine used in the previous Opel Insignia. You’ll also find it under the bonnet of the Jeep Cherokee and Compass, and its applications spread as wide as the Alfa Romeo 159 that ended production in 2011. In Commodore guise, the turbo 2.0-litre engine specs are 125kW and 400Nm (available from 1750-2500rpm), and therefore taking out the torque trophy for the ZB range. 

Both petrol engines are paired with a nine-speed torque converter automatic transmission, while the diesel has an eight-speed gearbox. Both four-cylinder engines are front-wheel drive, while all V6 variants are all-wheel drive. 

MORE: What’s the difference between 4X4, 4WD and AWD

The all-wheel drive system is actually quite clever, using what’s called a Twinster twin-clutch rear differential for finite torque vectoring, or sending the just the right amount of power to each wheel. The system varies torque distribution between 100 per cent front and a 50/50 split. 

If you think the Commodore has gone soft, its towing capacity ratings also suggest otherwise, with a 2100kg maximum braked rating for V6 models matching the best offered previously. The four cylinder models are rated at 1800kg, which is 200kg better than what the previous 3.0-litre V6 and LPG models carried.

Under the Leon VZe's bonnet is a variation of the German parent brand's familiar 1395cc 1.4-litre direct-injection four-cylinder turbo-petrol engine, driving the front wheels via a six-speed dual-clutch transmission.

This Euro 6-rated unit produces 110kW of power between 5000-6000rpm and 250Nm of torque from 1550-3500rpm.

Meanwhile, the 85kW/330Nm electric motor also nestled under there is fed by a 12.8kWh Lithium-ion battery pack slung out back. The system outputs combined produce 180kW and 400Nm.

Weighing in at 1634kg (tare), the VZe's power-to-weight ratio is an impressive 110kW per tonne, explaining this portly small car's feisty 6.7 second dash in the 0-100km/h sprint. However, once the battery is depleted, that drops to a much-more mundane 67.3kW/tonne.

Based on VW's 'MQB Evo' modular transverse engine architecture, the Leon features a sports-tuned MacPherson-style strut set-up up front and a multi-link rear end, while adaptive dampers and variable-ratio electric power steering are also fitted.

As you’d hope, the ZB sets a new Commodore benchmark for fuel consumption, with the diesel models managing a best official combined figure of 5.6L/100km. The petrol four-cylinder models also pip the VF’s best combined fuel economy figure of 8.3L/100km with 7.4 and 7.6L/100km for the LT, RS and Calais Liftbacks respectively. The Sportwagon versions wear 7.7 and 7.9L/100km figures, while V6 versions span 8.9-9.3L/100km combined ratings. 

It’s worth noting that the petrol four-cylinder engine needs premium 95RON unleaded to do its best, while the V6 is happy to run on regular 91RON unleaded. All versions have a 61.7-litre fuel tank. 

Cupra says the combined cycle average fuel consumption figure is a startling 1.8 litres per 100km, equating to just 40 grams per kilometre of carbon-dioxide emissions. The electricity consumption claim is 11.2kWh/100km.

Out in the real world, we averaged 5.9L/100km pump-to-pump, while the car's trip computer read 5.5L. This is a disappointment.

It must be all those extra kilos the VZe has to carry around, as most of our driving was inner-urban or casual freeway cruising. The stop/start system was working overtime once that battery depleted.

We managed fewer than 40km of pure-electric driving, against a WLTP rating of 52km (or 67km using the more-lenient NEDC number Cupra quotes), with the trip computer telling us we were averaging 5.9kWh/100km – a figure likely achieved in hybrid mode with the petrol engine chiming in.

Charging times vary, with the 12.8kWh battery needing between six and eight hours plugged in at home, or about four hours using a 7.0kW AC charger via the Type 2 connector. No DC rapid charging ability is available.

Filling up the 40L fuel tank with the required 95 RON premium unleaded petrol and giving the VZe the benefit of the doubt by using the official fuel consumption average of 1.8L/100km to find out its PHEV range, you could theoretically achieve 2220km between refills.

Or about one-third of that by our real-world experience.

The Commodore we know and most of us love is just as famous for its quality driving experience as its local production and motorsport successes. So, the ZB has some big shoes to fill in this area. 

At the ZB’s media launch, we drove everything aside from the base LT or any diesel variant, over several hundred kilometres of pretty much every road condition. 

I’ll cut to the chase. There’s a genuine quality to the way they handle Australian road conditions. We drove them back to back with a UK-spec model at Lang Lang, and while you’d expect the local car to excel at its own test facility, the rear and front suspension work in harmony to handle mid-corner bumps with far greater stability than the alternative. The electric power steering weighting was also lighter, but it didn’t seem to lose any precision. 

You probably wouldn’t notice it driving to the shops every day or cruising on the highway, but this on-limit controllability could easily be the difference between life and death in an emergency. 

The turbo four is a surprisingly capable and refined package, and would honestly be my pick if I were in the market. It’s smoother and more tractable than the V6, so feels like it would deliver speed more readily than the bigger engine unless you were going flat out. 

Holden isn’t quoting official 0-100km/h acceleration figures, but we hear the petrol four is good for a 7.0 second-ish time, and the V6 will manage just over 6.0sec. So there’s really not much in it outright. 

Therefore it’s a shame you can’t get the Tourer with the petrol four, but because the combination is available in Europe, Holden could shift the line-up if there’s enough demand. 

The nine-speed auto does a pretty good job with either engine, and its electronic brain does a slick job of seamlessly adjusting its shift behaviour to your driving style. 

Holden isn’t quoting ground clearance figures, but all have enough to handle dirt roads, and while the 17-inch wheel equipped models match the VF II’s 11.4m turning circle, be aware that the 18-inch wheel variants blow out to 11.7m, the 19s are 12.7m, and Holden doesn’t quote a figure for the 20-inch equipped Calais-V Liftback and VXR.   

The only other surprise among the group we drove is the Calais-V Liftback, which is likely to be a bit too sharp in its ride for some luxury buyers on its big 20-inch alloy wheels. The Calais or one of the Tourers would be your best bet for comfort.  

The VXR performance flagship is a completely different personality to the SS models of the past. It’s nowhere near as fast, but is more of a grownup package that’s easier to get the best out of. 

Its more demure than the brash final VF IIs, and the V6 does make a pretty sweet note, even if half of it is coming from the speakers.

Nothing was ever going to replicate the romance and pride of the last SS, but all is not lost for fans of fast Holdens.

There aren't many PHEVs out there, and that may remain the case, for Australians at least.

But the Leon VZe is definitely one of the more enjoyable of the breed to drive and ride in, with a sporty bias that lives up to its sleek and sexy styling.

With a fully-charged battery, off-the-line acceleration is brisk, and remains rapid as the revs and speed rise. It's smooth and slick in the best VW Group manner, and is accompanied by an appropriately stirring exhaust note. Especially in racy 'Cupra' mode.

The extra torque provided by the electric motor is also felt at low speeds, with little hesitation or delay from the throttle and DCT if the driver wants to instantly plug gaps in traffic.

Expertly tuned, the Cupra ought to be commended for how well-modulated everything feels and responds.

Find a fast, curvy ribbon of road and the Leon's steering comes alive, providing plenty of feel and control, backed up by a taut and agile chassis tune. Whether in 'Comfort' or 'Sport' modes, this is an athletic little hatch.

What the VZe isn't is a hot hatch.

When pushed, even in Sport or Cupra mode, it feels far heavier and less zippy than, say, a Golf GTI, lacking the latter's lithe spirit and dynamic dexterity.

That's not to say the Cupra isn't an involving, capable and secure handler or road-holder, because in isolation this is a terrific little car to hammer along. But it doesn't excite or thrill like the best of them. For more clarity on this, please drive a Civic Type R.

The driver can switch between electric, hybrid and turbo-engine-only modes to help preserve electricity, but once the battery is spent, there isn't the same level of punchy torque available.

Better, then, to instead select Comfort mode and let the adaptive dampers isolate you from those irritating bumps; while not plush, the ride is compliant enough for the VZe to make a very good impression of a grand tourer. Road noise intrusion, too, is pleasingly muted.

We're also grateful Cupra allows the driver to mix-and-match the drive modes, so you can choose a spicy engine tune with cushy suspension if you wish.

Note, however, that our Leon insisted on defaulting to Sport mode after every start-up. Using the flummoxing touchscreen to figure out how to change that to Comfort or Normal was a challenge.

Otherwise, there's much to enjoy from behind the wheel of the VZe. Probably the most fun PHEV we've ever punted around.

Tested in 2021, the Leon range achieved an ANCAP crash-test rating of five stars.

The VZe is fitted with 10 airbags – dual front, side chest, side head, driver knee and a front centre item; the latter is there to help reduce occupant-collision injury in lateral impacts.

On the driver assist tech side of things, the AEB includes pedestrian, cyclist and reversing detection, and there's 'Lane Assist', park assist, blind-spot monitor, rear cross-traffic alert with exit warning, a driver-fatigue monitor, emergency assist and tyre pressure monitors.

The AEB is operational between 5.0km/h and 250km/h. Likewise, the lane-support systems kick in between 65-250km/h.

The VZe is also fitted with electronic stability control, traction control, anti-lock brakes with brake assist and electronic brake-force distribution, adaptive cruise control, an alarm, auto on/off LED headlights with auto high beam, cornering driving lights, front and rear parking sensors, rain-sensing wipers and a rear-view camera.

Plus, the outboard rear seats include ISOFIX child restraint anchors as well as three top tethers for top straps.

Holden is currently offering a seven-year, unlimited kilometre warranty with roadside assistance to help boost sales, but be on the lookout for the return of this deal if you miss out this time. Normally, the Commodore carries the standard three year/100,000km warranty. 

Service intervals are now 12month/12,000km, which have shifted from the previous 9month/15,000km terms.

Service costs are capped for the first seven trips to the workshop, with petrol models costing $259, $299, $259, $359, $359, $359 and $259, or a total of $2153 over seven years or 84,000km. The diesel is actually slightly better value at $259, $359, $259, $399, $359 and $399, or $2134 over the same period.

The Cupra comes with a five-year/unlimited kilometre warranty, which is standard fare nowadays, as well as five years of roadside assistance.

Service intervals are at 12 months or 15,000km.

The VZe is offered with a three-year or five-year service pack in place of capped-priced servicing. The price for three years is $990 (until December 31, 2023).