Holden Commodore Problems

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