Holden Commodore Problems

Holden execs were given the best Christmas present possible in 2002 with news that sales of the Commodore had reached record levels, surpassing even the benchmark set by the HQ back in 1973. Indirectly the record new car sales is also good news for buyers of second hand cars with a glut of used Commodores threatening to flood the market giving buyers the perfect environment in which to haggle with dealers.Many dealers don’t want to take on any more VR and VS Commodores, most of them have one or two gathering dust in their yards because they’re getting hard to shift at a price that delivers them a profit. The good news is that the VT Commodore is also becoming hard to shift, not because it’s a bad car, but simply because there are so many on offer that buyers can afford to be choosy, and can afford to negotiate hard.MODEL WATCHThe VT was an all-new Commodore launched in August 1997, the result of a $600 million spend by Holden as the company moved to reinforce its position as number one carmaker in the country.The VR and VS Commodores before it had been well accepted by buyers and the VT built on the success of those two models.Holden’s styling boss, Mike Simcoe, hit the jackpot with the VT, designing a elegant shape that had a hint of sportiness. With a longer wheelbase and wider track it had well balanced proportions and an aggressive stance on the road. The smooth dynamic front end flowed through to a substantial rump, and for once the body was allowed to hug the wheels in a way that’s normally only associated with BMW.With the current VY Commodore another facelift of the shape originally introduced with the VT, the VT has not yet dated and still looks good. Some even rate its smoother lines and elegant shape more appealing than the new car.The all-new VT body was stronger and more rigid that any Holden before it, and that translated into improved crash protection, more responsive handling and greater overall refinement.Safety of the VT was also boosted by the fitment of a driver’s airbag as standard across all models – a passenger airbag was optional – pyrotechnic seat belt pretensioners that worked in tandem with the airbag, and a lap/sash belt for the centre passenger in the rear seat.Security upgrades including remote deadlock release, free-turning door lock cylinders, a steering column lock that was designed to slip when forced, and an immobiliser made the VT harder to steal.Engine choices included Holden’s 5.0-litre V8 and a supercharged V6, but the 3.8-litre ECOTEC V6, which gave it plenty of punch, delivered the primary source of power in the VT. Boasting a power peak of 147 kW at 5200 revs, and maximum torque of 304 Nm at 3600 revs, the fuel-injected overhead valve 90-degree V6 would power the VT from standstill to 100 km/h in 8.5 seconds.There was a choice of a five-speed manual gearbox or a four-speed electronic auto transmission, with drive through the rear wheels.Suspension was by MacPherson Strut at the front and semi-trailing arm independent at the rear, and there was a sports suspension option available at extra cost.Brakes were discs all round, with ABS available as an extra cost option, and steering was power assisted.Velour trim was a feature of the comfortable interior, which featured new ergonomically designed seating and improved instrument panel.All models had power height adjustment for the driver’s seat, cushion tilt adjustment, trip computer, power mirrors and remote boot release.Air-conditioning, anti-lock brakes, traction control, passenger airbag, power windows, CD player were all available at extra cost.The Acclaim was equipped to appeal to private buyers, and boasted dual airbags, anti-lock brakes and auto trans as standard, but air-conditioning remained an extra cost option.IN THE SHOPBetter design integrity and improved build quality mean that VTs generally stand up well in service and most with be tight with few squeaks and rattles.Look for oil leaks from the engine, which is prone to leakage from the rear main oil seal, oil pan and front timing cover seal.Oil leaks are also a problem from the power steering pump and rack so have a good look under the car.Rear tyre wear can be high with the independent rear suspension of the VT. This is more of a problem with cars powered by the V8 engine, particularly if they’re driven hard as they tend to be. It’s not such a problem with the V6 because the cars generally aren’t driven as hard, but the tyre wear problem was a major incentive for Holden to introduce the much needed extra toe-link, or Control Link, on the rear suspension of the VX Series II.The attractive interior trim stands up well to the ravages of the harsh Aussie sun and there’s little problem there.LOOK FOR• strong new car sales means plenty of choice for used car buyers.• contemporary look without the new car price tag.• well equipped Acclaim the best choice with standard auto, airbags and anti-lock brakes.• strong rigid body means few squeaks and rattles in older cars.• punchy performance from 3.8-litre V6.

As hard as it may be to believe, it’s official. The Commodore is a classic! Having blown out the candles on its 25th birthday cake the VB Commodore is eligible for special club registration, which makes the first new age Holden a classic in the eyes of the car club movement.Cars have to be at least 25 years old before they are eligible for a club permit, a cheaper form of registration which limits a car’s use to club related activities.Of the models that were released in the VB range in 1978 there is one that stands out head and shoulders above the others. It’s the SL/E and it’s the model that will most likely be the one that will be highly sought by the classic enthusiasts.The Commodore was born in Europe, but bred right here in Australia. It came as the result of the difficulties experienced with oil supplies when war broke out in the Middle East early in the 1970s.It was a rude awakening for all car makers who desperately sought ways of making their cars more fuel efficient after the price of fuel soared in the wake of supply problems.For its solution Holden turned to its German cousin, Opel, and joined the V-Car program, which resulted in the VB released in October 1978.It was the beginning of a new era for Holden, which began with a bang with Wheels magazine’s ‘Car of the Year’ award for the best new car of 1978. After starting on a high there would be lots of lows in the years to come, and it would take almost 20 years for the Commodore to win over the hearts and minds of Australian car buyers.MODEL WATCHTo create the Commodore Holden in effect took the Opel body and chassis and redesigned them to accept its own existing power trains.There was also some reinforcing done in certain areas of the body so it would stand up to the abuse it would receive on bush roads, and the suspension was retuned to suit local conditions.With MacPherson Struts under the front for the first time — there was a traditional Holden live axle under the rear — the VB was a sharp handling car that was more in line with what was coming from Europe than past Holden practice. It still rode comfortably and handled the rough and tough Aussie roads with aplomb.The power train was a problem for Holden that would persist, and get worse, through the 1980s. The gutsy old six-cylinder ‘red’ motor was introduced in 1963, in the EH, so it was getting a little long in the tooth by the time it saw service in the VB Commodore.With increasing demands for greener engines that used less fuel, the old Holden six needed changing, but with technology rooted in the 1960s it needed massive changes to meet the new demands.Instead of spending up big and developing all-new engines as it should have Holden tinkered with the old motor and came up with a compromise that really didn’t work all that well. Under the restrictions of rather rudimentary emission controls systems, old ‘red’ became a rough running unpleasant engine that still used too much fuel.Same goes for the V8, which was introduced in 1968 in the HT. While it wasn’t as old as the six the V8 was still a relatively old engine and didn’t take kindly to being run lean and retarded as the emission control systems made it.The engine problems would become more urgent in the 1980s, but in 1978 when the VB arrived Holden was full of optimism for the future.The VB was a smartly styled car with plenty of European panache, and the SL/E was the epitome of a European sports sedan, a tempting blend of luxury and performance.At the launch the SL/E came with an 87 kW 4.2-litre V8 as the standard engine, with the 114 kW 5.0-litre an option, but from 1979 you could also have an SL/E with the 71 kW 3.3-litre six.A T-bar three-speed auto was standard, as were four-wheel disc brakes, power steering, 15 x 6 alloy wheels with 60-series steel belted radials, air-conditioning, velour trim, wood grain, Blaupunckt AM/FM radio cassette sound, full instrumentation, and for a real touch of Europe it also had headlight washers and wipers.It was a sharp looking car then, and remains so today.ON THE LOTDon’t expect to find a VB SL/E lurking down the back of your local used car dealer, more than likely he’s sent it off to the recyclers. The best place to find a classic Commodore is in the classifieds where you’ll have plenty to choose from.Take your time, don’t rush in and buy the first car you see, unless of course it is a gem. When you find the car for you negotiate hard because VBs are hard to shift, they’re effectively at the end of their useful life and only of interest to classic car enthusiasts.Pay up to $3000 for that one little old lady owner low mileage 4.2-litre SL/E, up to $1000 more for one with a 5.0-litre V8. Don’t bother with the six, it’s the big-bore V8 that has the classic appeal.IN THE SHOPEarly Commodores haven’t aged gracefully. Rust is a major problem and it can often be seen in the bottoms of the guards and doors, below the rear window, and the floors can be a problem if the windows have been leaking.Paint is a major problem if it hasn’t been looked after, The metallic colours are the worst as can be seen by the fading that has frequently taken place on early Commodores.By now the body trim has either fallen off or is in the process of doing so, the doors have sagged, and the dash is cracked from the sun. In the days carmakers were moving from metal trim to plastic the plastic parts weren’t of a high quality.When new the alloy wheels looked a treat, but they were so detailed in their design that it was almost impossible to clean the brake dust out of the nooks and crannies and they soon looked terrible. The only way to keep them looking good was to regularly scrub away the dirt and grime, but few owners chose to do this and they suffered the consequences.Mechanically the VB suffered the same problems as other Holdens. The V8s were prone to oil leaks from the rear main crankshaft seal, the oil pan seal, the timing cover seal, and from the aluminium intake manifold which was prone to distortion.Camshaft wear was also a problem, particularly on the lobes at the rear end of the shaft where there was a problem with oil supply.Leakage from the cylinder head gaskets could also be a problem, usually caused by a problem with the clamping of the head to the block as a result of the cylinder head bolt pattern, which allowed the head to distort.The early emission control systems, which were mostly aimed at denying the engine much needed spark advance and cutting the fuel to the very minimum while still allowing the engine to run, robbed Holden engines of much of their power and performance and made them run roughly.The auto transmissions, the Trimatic was fitted to the six and the small V8, and the American Turbohydramatic 400 (later the 350) was fitted to the 5.0-litre V8, were mostly robust and reliable.Same with the rear end, which didn’t give much trouble, but look for vibrations in the drive shaft that might signal a drive joint on the way out.Most parts are available, either NOS from dealers, or from specialists like Rare Spares, so there’s no major problem in restoring a VB. Remember, though, that most classic car enthusiasts spend far too much money on restorations without the prospect of ever recovering their out of pocket expenses.OWNER’S VIEWSteve Stewart bought his 1978 VB SL three years ago as cheap transport to and from work to save the wear and tear on his motorcycles, but has since become a fan of the early Commodore.It was a very early VB off the line in 1978, was powered by the 4.2-litre V8 and Trimatic auto trans, and had the 310 Euro option pack that was made up of sports instruments, headlight washers and wipers and four-wheel disc brakes.The previous owner garaged it which explains its good original condition when Steve bought it, and the only thing he’s done is replace a worn distributor. There’s some minor rust showing in the passenger side front door, but a recent compression test showed that all was well inside the engine despite having clocked up 254,000 km.Steve calls his VB “Rocket 88” after the Ike Turner hit song from the ‘50s because it “goes like a rocket”.“It’s got a 2.78 axle so it’s not too sharp off the line, but it really gets going as it winds up,” says Steve. “And the good thing about it is that it’s a 1970s car so you don’t have to spend a lot of money on servicing or fixing it. You can do most things yourself.”LOOK FOR• rust is a major problem with early Commodores so inspect cars very careful, particularly look for corrosion around the windshield and rear window, walk away of you find any.• expect oil leaks from most engine seals, leaks from the rear main crankshaft seal will leave a stain on your driveway and cost a tidy sum to replace.• body hardware will most likely be shot, and need replacing. Look at operation of window winders, door locks etc. for an assessment of wear and tear.• doors sag on their hinges over time and doors flop as they’re opened. It’s not a maker task to resetting them, but sagging doors are a sign that time has taken its toll on the body.• faded paint, particularly the metallic colours, are a product of poor paint quality of the times. Most decent cars will need repainting to look their best.• look for suspension sag. Even though it was beefed up for Australian conditions, the Commodore body still drooped on the rough and tough Aussie roads.RIVALSClassic Aussie cars of the 1970s to consider include the 1976 XC Ford Fairmont – pay up to $4500 – a 1977 HZ Holden Monaro GTS – pay up to $6500 – or perhaps a 1974 Leyland P76 Targa Florio – up to $5000 – if you’re brave and want to be different.

The original Holden One Tonner was a runaway success so there was good reason for Holden to develop a new generation Commodore-based tray top. The original One Tonner was released with the HQ model in 1971 when it added a whole new dimension to the good old Aussie ute. At the time the traditional Aussie ute, basically a light three-quarter tonne workhorse, was under siege from a new wave of Japanese utes, which could all boast a full one tonne payload.They might have been rough and rugged compared to the car-based ute, but the new imports were competitively priced and got the job done when your priority was work biased. The Holden One Tonner redressed the balance somewhat by offering local tradies a tough-as-nails work ute that could carry a full one-tonne payload with much of the comfort of a passenger car.While it was a huge success there was no holding back the tidal wave that was the Japanese one-tonne utes, even Holden had one in the form of the Rodeo, and the Holden One Tonner was sent to the automotive graveyard in the mid-1980s.The regular Holden ute carried on with a Commodore-based model after a short hiatus, but over time became less of a hard-core worker and more of a dual purpose work and play model. There are those within Holden who call it Australia’s own two-door sports car.But there was always a demand from tradies who wanted a smart looking ute that was still capable of doing a hard day’s work.Holden was in a sentimental mood when it released the new One Tonner based on the VY Commodore ute in 2003. It came in the wake of the new Monaro, which was then proving a hit with the car buying public, and that must have given Holden the confidence to resurrect another of its treasured icons of the past.MODEL WATCHCreating the new One Tonner wasn’t a simple cut and shut job on the Commodore-based Ute. The Holden ute didn’t have a chassis so the engineering team had to design an entirely new chassis frame and graft it to the Ute’s cabin.The new One Tonner was part monocoque and part chassis frame. The frame was bolted on to the back of the cab rather than welded as is the more common practice, but Holden claimed its method of construction was a more robust one.With a wheelbase of 3200 mm the new One Tonner was the longest in its class, and it was wider and higher than its Ute cousin. Importantly it had a payload capacity in excess of one tonne once allowance was made for fuel, passengers and additional equipment like tray bodies and bull bars etc.The One Tonner lent itself to a broad range of body styles to suit the owner’s needs, from aluminium dropside trays to a stylish wooden flat top bed.Up front the cab was the familiar comfortable Ute cabin with all of the Commodore features like cloth-trimmed bucket seats, centre console and power mirrors in the base model, while the ‘S’ model had air-conditioning, power windows, a leather-wrapped steering wheel and alloy wheels.Buyers could choose from the 152 kW 3.8-litre Ecotec V6 with the Aisin 4L60 four-speed auto transmission, or the optional 225 kW 5.7-litre Gen III V8 which was available with the heavy-duty Aisin 4L65 four-speed auto or a six-speed manual gearbox.Underneath the front suspension was the familiar Commodore MacPherson Struts with coil springs and an anti-roll bar, but the rear suspension was an all-new live rear axle with leaf springs, which was rated to carry 1800 kg.A VZ update in 2004 brought the 175 kW Alloytec V6 engine, 10 kW more power for the V8, a six-speed manual transmission for the V6 and upgraded autos, and VZ styling.IN THE SHOPThe One Tonner hasn’t been without its problems, most notably with the rear axle, which has been a constant source of drama for many owners. Gear noise and clunking has been the subject of regular complaints from owners and Holden’s answer has been to replace offending axles. Sometimes it has provided a satisfactory fix, other times it hasn’t.One owner claims to have fixed the problem by increasing the oil capacity of the rear axle by fitting a larger hat available on the aftermarket.In addition there is also the ongoing noise and oil consumption problems of the Gen III V8, so it’s worth checking for oil consumption records for a V8 One Tonner and carefully listening for any light tapping noises coming from the engine at idle or as the throttle is blipped. A check when the engine is cold might be enlightening as well.Otherwise the One Tonner is a fairly robust unit, the economical ECOTEC 3.8-litre V6 stands up well and is probably the better buy if your priority is a workhorse. It’s quite economical with owners reporting fuel consumption numbers in the 10-12 L/100 km range.The new Alloytec V6 is causing some consternation with owners reporting high oil consumption and disappointingly high fuel consumption in the region of 12-14 L/100 km.Look for body damage caused by a hard life on the work site, One Tonners used for work purposes are exposed to a greater chance of accidental damage because they spend their time around moving equipment and carry tools and materials that can damage bodywork.IN A CRASHAll models had a driver’s airbag as standard with the option of a passenger’s airbag.Anti-skid brakes were standard on the ‘S’ model, optional on the base model.OWNERS SAYMark Williams wishes he hadn’t bought VZ One Tonner. It was the 18-year-old chippie’s first car and he reckons it should have been painted lemon yellow instead of the black he ordered. The window tinting bubbled shortly after he took delivery of it, and in less than 22,000 km from new the Alloytec V6 has used oil at an alarming rate, the exhaust has been replaced, the brake rotors have been machined at least twice to fix its squealing brakes which continue to howl, and the auto transmission sometimes slips in first.LOOK FOR• Economical ECOTEC V6 in VY models• high fuel consumption in Alloytec V6• oil consumption and piston rattle in V8s• full one-tonne payload• sporty Commodore looks• car-like comfort• rear axle whine a sign of impending failureTHE BOTTOM LINEGreat idea but the One Tonner has been plagued with problems, particularly the rear axle, and it seems the new Alloytec V6 engine uses excessive oil and fuel.RATING50/100

It might be struggling right now, but the Commodore has been one of the top selling cars ever since it was adopted from Europe back in the 1970s.Smaller, more fuel efficient cars are the current flavour of the month, but enough Australian families still regard the Commodore as their ideal car.It’s got the size the average family wants, it’s got the handling and performance they like, it’s comfortable, and has the capacity to tow their boat or caravan.Its popularity can be measured in the ongoing success of the latest Commodore, the VE that has just won Wheels magazine’s accolade as the Car of the Year for 2006.While the VE is doing some pretty decent business the outgoing VZ has quietly entered the realm of the used car.At just two years old it is now the choice of those who can’t afford a new model, or aren’t prepared to pay that first slug of depreciation new car buyers have to endure.There are plenty coming on the market as fleets upgrade to the VE, which makes them a pretty tempting buy. To use a sporting cliché it’s in the buying zone.MODEL WATCH The VZ was the last in the line of Commodores that started with the VT in 1997. Almost 10 years old it was starting to look a little dated, despite being refreshed at regular intervals along the way.Still heavily based on the VT, which was a well designed car with clean flowing lines and perfect proportions, there was only a handful of minor cosmetic changes that distinguished the VZ from its predecessor.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new sports model.After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old Buick-based 3.8-litre V6 for an all-new, all-singing, all-dancing, all-alloy V6 in the form of the locally manufactured Alloytec engine.The old 3.8-litre V6, with its cast iron block and overhead valves was regarded as old technology, but it had proved itself to be a pretty tough old nail over the years and produced a decent amount of torque with quite reasonable fuel consumption. The new 60-degree 3.6-litre Alloytec engine had plenty to live up to.There were two versions offered, the Alloytec and the Alloytec 190. Both boasted double overhead camshafts with four valves per cylinder, but the 190 also featured variable valve timing on both the inlet and exhaust cams.The entry Alloytec engine produced 175 kW at 6000 revs and 320 Nm at 2800 revs, a substantial improvement over the 152 kW and 305 Nm the old ECOTEC engine delivered.While the Alloytec engine was livelier on the road if you were prepared to rev it the difference wasn’t that great if you appreciated the easy driving nature of the old engine.For more zip Holden also offered the Alloytec 190 in some models, which delivered 190 kW at 6500 revs and 340 Nm at 3200 revs.While both engines delivered more performance Holden also claimed they returned improved fuel consumption. On average, Holden said, they were two per cent better than the outgoing engine.Along with the new engines Holden also introduced new automatic and manual transmissions.The Alloytec 190 was linked to an all-new five-speed automatic transmission with paddle shifting on the steering wheel; the regular Alloytec was bolted to an upgraded four-speed auto and didn't have the paddle-shifting feature.There was also a new six-speed manual gearbox, which could be linked to the Alloytec 190.While most of the attention was focussed on the new V6 the 5.7-litre Gen III V8 was also upgraded. It now put out 250 kW at 5600 revs and 470 Nm at 4800 revs.The Commodore’s safety arsenal was also boosted by the addition of Electronic Stability Program, ESP, which was standard on Acclaim and Calais.It was part of a larger package of safety systems that included ABS anti-skid braking, Corner Brake Control, Electronic Brake Assist, Electronic Brake Force Distribution, and traction control.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOP It’s early days yet for the VZ, particularly for the new Alloytec V6 and auto transmission, but there are few reports of reliability issues.Owners question the performance of the engine when compared to their old ECOTEC V6s. That can probably be explained by the different nature of the new engine, which does need to be pressed to extract its performance. Even though the old engine developed less power it developed almost as much torque which made it a nice smooth driving engine. Owners who bought the VZ expected much more from the engine than it delivered.There are also reports of harsher shifting of the new transmission, but to date there haven’t been reports of problems with it.When buying make the usual checks for body damage, paint mismatching, scarred alloy wheels etc.Also look for oil leaks around the engine, transmission and power steering.IN A CRASH Dual airbags with the option of side airbags among a raft of safety features make the VZ quite a safe choice.The addition of electronic stability control adds significantly to the VZ’s primary safety.OWNERS SAY Mick Warne traded a 1995 Rodeo on his VZ Executive in 2006. He rates the driving position and visibility good, and says the Alloytec V6 and automatic transmission combination is a good mix for his use, which includes plenty of towing. He’s averaging around 9.0 L/100 km on trips and 11 around town, and also says the road holding is exceptional.Andy Webb and his wife updated to a VZ Commodore in 2005. While he says he likes the VZ, he’s disappointed with the performance of the Alloytec V6 compared to the ECOTEC in the VX they also own. Despite the increase in power Holden claims for the Alloytec he can’t measure any difference from his VX. He also thinks the VZ is slightly thirstier, so the only advantage he can see between the two motors is that the VZ only has to be serviced every 15,000 km compared to the VX at every 10,000 km. Overall, he says he hasn’t enjoyed the VZ as much as the VX.Up until 2001 David Rochford was a Falcon man, but had become disillusioned with his 1988 Falcon and chose a VX Commodore Equipe when he went to work for a new employer. He was more than happy with the choice, so much so that he bought the car for his wife when it came time to replace it. It was replaced with a VZ Acclaim, which he says has been a great disappointment. He says it’s noisier, the transmission shifts are harsher and the trim fabric isn’t as pleasant. His complaints to three Holden dealers fell on deaf ears. When he next has the change cars he says it won’t be to a new Commodore.LOOK FOR • Clean, elegant style• Room for the family• Plenty of safety features• Less refined that previous models• Reasonable fuel consumption• Less driver friendly than earlier modelsTHE BOTTOM LINE Good all round package for the family who goes and tows together, but less refined than its predecessor.RATING 70/100