Browse over 9,000 car reviews

Holden Commodore 1982 Problems

Are you having problems with your 1982 Holden Commodore? Let our team of motoring experts keep you up to date with all of the latest 1982 Holden Commodore issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 1982 Holden Commodore in one spot to help you decide if it's a smart buy.

Which fuel switch?

YOUR car was developed to run on leaded fuel, so you should use premium unleaded with an additive such as Valvemaster or Flashlube to protect against valve recession. I recommend PULP because your engine has a relatively high compression ratio and will probably need the 95 RON of PULP.

Hard to start

LEAKING inlet manifolds were a constant problem with the post-exhaust emission V8 engines, but the manifold on your car was a new and much-improved one as part of the XT5 engine package. Though it's worth checking, it would normally result in a rough idle and possible oil leakage along the faces that mate to the heads. If your engine is running smoothly with no sign of roughness I'd look inside the carburettor and check the float height is correctly set. If your problem is cold-starting, adjust the choke two notches richer. That might be enough to fix it.

Used Holden Commodore review: 1978-2003

The Commodore is turning 25. Graham Smith tells you what they are worth today as used cars.  The first Commodore was smaller than the previous Kingswoods but boasted European running and handling gear. It topped the sales charts and was Wheels Car of the Year for 1978. Poor build quality and rust problems make it difficult to find a VB in good condition today.  

A facelift of the VB with updated six-cylinder and V8 engines. For the first time there was a four-cylinder engine available but it was disappointing.  A smart new shadow tone two-tone paint scheme was available for the first time on the SL/E and made it even more attractive.  But build quality problems and rust plagued the VC; it's hard to find cars in decent condition. 

Another facelift of the first Commodore, the VH had more engine upgrades.  With Holden's ongoing build problems, including poor paint, good quality VH Commodores are hard to find. Values range from $600 to $3400.

SS was introduced as a limited edition model and remains the most desirable. Be careful of cars that have been thrashed. 

This first major facelift featured louvred grille, plastic bumpers and new rear quarter window. New models included the Berlina and the luxury Calais. The four-cylinder and the small 2.8-litre six were dropped and the 3.3-litre became standard.  The 4.2-litre V8 was dropped, leaving the 5.0-litre as the only V8.

Performance models, the SS and SS Group 3, were built with Peter Brock's HDT operation and are the most collectable VK models, along with the SS Group A which was designed for the new Group A touring car racing. 

New front and rear treatment, new slim headlights and a lip on the boot lid were features of the VL.  The Holden six, a faithful servant since 1963, was replaced by a Nissan imported 3.0-litre six, prone to over-heating and head damage.

The V8 was replaced by a turbocharged Nissan six which put out 150kW, until public protest brought the V8 back by late 1986.  The VL SS Group A, finished in Permanent Red, is highly collectable today.

TWR became Holden's performance partner in 1988 and their first creation was the TWR VL SS Group A, better known as the Batmobile for its wild body kit.  The VL is popular with young drivers today but be wary of cooling problems with the Nissan engine. 

The Commodore was being soundly beaten by the Ford Falcon in sales. Holden responded with a bigger car.  Power came from a fuel-injected 3.8-litre Buick V6 with an optional 5.0-litre V8.

The SS is a popular model, while the Durif Red SS Group A is the most collectable.  However, cut-price engineering and poor build quality mean lots of tatty VNs now. 

A facelift of the VN with attractive styling changes. The V6 was refined and the 180kW HSV 5.0-litre V8 became an option over the standard 165 kW V8. SS is popular for a sporty ride, with the Calais a popular prestige choice. 

With new front and rear sheet metal and new head and tail lights, the VR was an attractive remake of the VN/VP.  Holden introduced driver's airbag standard and ABS and IRS available across the range.  SS and Calais remain the most sought models but the value-packed Acclaim is a popular family car.

The new 3.8-litre ECOTEC V6 engine was smaller, lighter, smoother and more fuel efficient than previous.  A passenger's airbag, and improved remote central locking with an immobiliser, were added. 

The third all-new Commodore struck a decisive chord with buyers. It was longer, wider and had a longer wheelbase and roomier interior with more legroom and width than any previous Commodore.  The American Gen III V8 replaced the Aussie V8 in the 1999 Series II update.

Generally without major problems, although the Gen III V8 has been plagued with oil consumption and piston rattle problems. 

Styling changes were minimal but the V6 now had 152kW and better fuel consumption thanks largely to new electronics, and the V8 was up to 225kW, courtesy of a higher flow inlet manifold and new fuel injectors.

Changes to the front suspension produced more progressive steering, which aided handling. Rear suspension improvements make VX II the better choice. 

The jury is out on whether the VY, with sharp edges and hard lines, is an improvement on the VT/VX. Revised steering package delivered more handling improvements.

V8 power jumped to 235 kW and was standard on SS and new SV8 sports model. Auto transmissions were refined.  VY will continue to roll off the production line until the VZ is launched in 2004.

Read the article
Tale of two veterans

I assume the VH Commodore is a six, which was a new updated XT6 version of the venerable pushrod Holden six. While it was improved over the previous versions of the engine it was still quite inefficient even by 1982 standards. The Trimatic three-speed should have plenty of life left in it, but check the oil and make sure it's nice and red. Also make sure the shifts are smooth and precise with no sign of flaring on part or full throttle. Check the body for rust, particularly in the lower sections of the front guards, the lower sections of the doors, around the rear side windows and around the tail gate and rear window. The Camry has lots of life left in it, but it is near the mileage where major servicing could be needed. The Camry is most likely to be in better condition overall than the Commodore, which can be expected to be riddled with squeaks and rattles in the body.

Disclaimer: You acknowledge and agree that all answers are provided as a general guide only and should not be relied upon as bespoke advice. Carsguide is not liable for the accuracy of any information provided in the answers.
Have a new question for the CarsGuide team?
More than 9,000 questions asked and answered.