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Used Holden Commodore review: 1980

When Peter Brock opened the doors of his special vehicles operation in 1980 it’s unlikely he realised the impact it would have on the local car business 25 years later. Brock admitted he used the Shelby Mustang operation in the US and AMG in Germany as models for his HDT Special Vehicles, which in turn provided the model for Holden Special Vehicles and Ford Performance Vehicles that have followed and flourished.

Brock’s motivation for creating his special vehicles operation was simple. Holden had withdrawn its support for his racing team and he needed funds to go racing.

Holden dealers also wanted him to race. He was the most successful driver in the country at the time and his successes were driving showroom traffic, and a couple of smart dealers got the idea to build some cars that had Brock’s magic touch.

Their idea was simple. They’d supply Brock with cars and he would modify them before being delivered to their owners. The dealers would benefit from being able to sell a Brock ‘special’ that would have great appeal and Brock would get the funds he needed.

The first ‘special’ was the VC HDT Commodore that was released in 1980 to much fanfare. Being the first of the genre it’s now a classic appreciating in value.

MODEL WATCH

Like the operations he had modelled HDT Special Vehicles on Brock’s brief was simple. He would take a rock stock VC Commodore and modify it in a way that would enhance its performance and road holding without compromising its ADR compliance.

The car he chose was the top of the range VC Commodore SL/E, which already came with plenty of fruit, the perfect base for Brock to build a European style high performance sports sedan on.

Brock’s car wasn’t to be a stripped back road going racer, those days were long gone by 1980. He wanted a car that was comfortable, but at the same time handled well and looked sexy.

Because he had to maintain the ADR compliance he was restricted in what he could do under the bonnet so modifications to the engine were limited.

The car came already fitted with Holden’s 308 cubic inch (5.05-litre) V8, but Brock and his tiny team then blueprinted it and fitted large valves which gave it a little better performance than the standard V8.

They also fitted a heavy-duty air cleaner taken from an American Chev and added a fresh air intake to improve its breathing. He left it stock on the exhaust side where it was fitted with the Holden factory dual exhaust system.

With Brock’s mods on board the Holden V8 put out 160 kW at 4500 revs and 450 Nm at 2800 revs, which was enough to have it racing to 100 km/h in 8.4 seconds and through the standing 400-metre sprint in 16.1 secs.

Brock offered the choice of Holden’s four-speed manual gearbox or the three-speed auto, and a limited-slip diff was standard.

But it was underneath that Brock really worked his magic, fitting uprated and lowered springs and Bilstein gas shock absorbers, which gave it a lower stance and much improved handling.

German Irmscher 15-inch alloy wheels and Uniroyal 60-series tyres completed the grip and go picture.

A sporting car has to have a sporting image and Brock was able to give his car a major cosmetic makeover in the form of a fibreglass body kit that consisted of wheel arch flares, front bib spoiler and a rear wing.

Colours were limited to white, back and red, and the package was finished off with some wild red, black and white race stripes down the side.

Inside Brock enhanced the SL/E interior with a signed Momo steering wheel, a special gearshift knob, and a driver’s foot rest.

Doesn’t sound so special today, but in 1980 it was ‘special’.

Brock built 500 VC HDT Commodores. If truth be known he probably didn’t believe it would last, but his HDT Special Vehicles proved a sensation that continued until 1987 and its spectacular demise.

Today HSV builds special Holdens while FPV does likewise with Fords. It’s unlikely either would exist if Brock hadn’t needed funding for his race team.

IN THE SHOP

When considering a VC HDT Commodore it’s important to remember that the foundations are strictly Holden so the main mechanical components are relatively easy to find if you need to replace them and they’re easy to repair or service.

The key things to check are that the special Brock components are there, the signed steering wheel, the Irmscher alloys, the high flow air cleaner etc., because they are the hard parts to find. They are also the parts that underpin the value.

When Brock built those VCs body kits were pretty rough and ready things. Unlike today’s body kits that are made of quite durable material that can withstand a knock and fit well, those old kits were made of fibreglass that didn’t stand up well when hit, and they generally didn’t fit well.

It’s a good idea to check the various body kit components, particularly the wheel arch flares, for cracking around the attachment points and distortion between the mounting points.

IN A CRASH

Don’t expect airbags in a VC Commodore, they weren’t fitted. Don’t look for ABS either because that wasn’t an option, but it did have four-wheel discs, which was advanced for the time and rack-and-pinion steering, and the road holding of the Brock tuned suspension.

OWNERS SAY

Len Kennedy was impressed with the VC HDT after driving it the first time, but debated about spending the extra $6000 or so over a standard SL/E for some time before he eventually succumbed to the Brock’s ride and handling. It’s now done 130,000 kays, has been stolen and recovered, but has given little trouble. He doesn’t plan on parting with it any time soon.

LOOK FOR

• potential to increase in value

• rumbling V8 exhaust note

• solid performance

• high fuel consumption

• presence of special Brock parts

• reassuring handling

• comfortable ride

THE BOTTOM LINE

Good looking, good driving classic Australian sports sedan with Brock branding that has the potential to increase in value.

RATING

75/100

Pricing

Year Price From Price To
1980 N/A N/A

View all Holden Commodore pricing and specifications

Range and Specs

VehicleSpecsPrice*
SL 3.3L, Leaded, 4 SP MAN No recent listings 1980 Holden Commodore 1980 SL Pricing and Specs
L 3.3L, Leaded, 4 SP MAN No recent listings 1980 Holden Commodore 1980 L Pricing and Specs
SL/E 5.0L, Leaded, 4 SP MAN No recent listings 1980 Holden Commodore 1980 SL/E Pricing and Specs
L 2.8L, Leaded, 4 SP MAN No recent listings 1980 Holden Commodore 1980 L Pricing and Specs
Graham Smith
Contributing Journalist

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