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.

“If it ain’t broke, don’t fix it” is an old truth, one Holden faithfully followed when it facelifted the VT Commodore once it proved a runaway success. The current VZ is the third major facelift of the VT, there were three minor updates as well as Holden worked to keep the Commodore fresh through the eight years since the VT was launched.That it has been able to keep the Commodore selling so strongly for such a long time is testament to the original design, which has dated particularly well.The VY launched in 2002 was the second major update of the VT and brought with it further refinements to the body, powertrain and chassis which reaped rewards in improved performance, ride and handling, and safety.Another minor update in 2003, the VY II, continued the evolutionary development of the series with a raft of more subtle refinements.Holden served up the familiar model range with the VY. The Executive was aimed at the fleet buyer, the Acclaim more at the private buyer, with the Berlina and Calais appealing to user-choosers who wanted more.There were also the sporty models in the S and SS, but this time there was a new sports sedan in the SV8, which offered much of the SS features at a more affordable price.Styling changes brought a more aggressive look, with new grilles and headlamps, bumper treatments and tail lamps.The power choices were much the same, the well proven 3.8-litre overhead valve ECOTEC V6 was carried over unchanged, while the power of the 5.7-litre overhead valve Gen III V8 jumped to 235 kW with a retuned twin exhaust system.There was nothing much new on the transmission front, with a choice of four-speed auto or five-speed manual on the V6, and four-speed auto or six-speed manual on the V8.Under the sharp skin Holden’s chassis engineers made some major revisions, mostly to the steering which was adapted from the Monaro after it had been widely praised for its steering feel and precision.In the 2003 VY II update Holden gave the luxury Calais a more European personality with bolder styling inside and out, larger alloy wheels, and sportier suspension settings.The Gen III V8 was offered in two forms, a dual exhaust version, which boasted 245 kW at 5600 revs for the SS and SV8 models, and a 235 kW single exhaust version for the rest of the range.Generally the Commodore is quite reliable. Little seems to go wrong with the V6 engine, which has proven to be a tough old unit, but debate rages over the oil consumption and piston rattle problems that plagued the Gen III V8.The best explanation of the problem appears to be that Holden released piston rings that were a loose fit in the bore in the interests of fuel consumption. On some engines that resulted in an audible light piston rattle along with high oil consumption.New Teflon-coated pistons and tighter rings was released which appear to have fixed most problem engines. Problem engines were rebuilt so it’s unlikely you’ll find one in the field now, but it’s worth checking the history of any V8 with the owner. Ask for any oil consumption history they might have, and check if it’s been rebuilt.The Auto transmissions are generally reliable, but need regular servicing for reliability, so check for a service record. Check the trans oil in any car fitted with a tow bar, and look for signs it has been used for heavy towing.The introduction of the toe-link to the Commodore’s IRS in the VX model improved the handling precision and response. Importantly it also improved tyre wear, but be warned tyre wear is still quite high. If you get 40,000 km from a set of tyres you’re doing well.Further stiffening of the body shell aided primary crash protection with reduced risk of lower limb injury, while dual airbags were standard on all models, along with load-limiting seat belt retractors.The recent used car safety survey rated the Commodore above the average for occupant protection, but not so high when it came to impact on the occupants of the car you hit.Margaret and John Rowe have owned four Commodores and now own a VY which has done 41,000 km of mostly country running. On the plus side they like the road holding and drivability, the quiet comfortable ride, seats, safety, parking sensors, and used friendly cabin layout. On the other side they don’t like the LCD dash display, the boot hinges which eat into the boot space, the limited choice of trim colours, and the lack of a boot key. They say the fuel consumption, 9.0 L/100 km in town, eight L/100 km out, is good.Michael Fava owns a 2004 VY II Equipe, and says it’s a great car with heaps of power and good looks. His complaints are minor, the location of the radio tuning controls on the steering wheel, a broken storage compartment lid on the dash, and the rear parking sensors are too sensitive. The highway fuel consumption, 8.7-9.5 L/100 km, is good, but he’s not as happy about the 11.0-12.5 L/100 km he gets around town.Rod Kidd says he’s happy with his 2003 VY Commodore S pack Commodore, which has done 38,000 km without fault. Rod chooses Aussie-built six-cylinder cars because of their perceived value for money.Victor de Beer is happy with his 2003 VY II SS Commodore, which has done 19,000 km, but feels it needs better brakes and a more up-to-date auto transmission. The worst part of owning an SS Commodore is its high tyre wear.Stephen Matthews recently updated to a VY V6 auto Commodore, which now has 24,000 km on it. Since buying it he has noticed a slapping noise or dull lifter noise when the car is restarted after it is already warm. Holden has replaced the lifters without effect.• Sharp aggressive styling• reliable and fuel efficient V6• possible oil consumption of V8• improved steering precision• comfortable seats• safety of airbags• stiffened body structureBooming new car sales three years ago mean lots of low mileage ex-lease cars flooding on to the market now making the VY Commodore a good buy.

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.

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 WATCHLike 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 SHOPWhen 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 CRASHDon’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 SAYLen 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 rideTHE BOTTOM LINEGood looking, good driving classic Australian sports sedan with Brock branding that has the potential to increase in value.RATING75/100

The Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951 it was a sad day when it disappeared from Holden showrooms with the demise of the WB in 1984. While Holden launched a new Commodore-based VG ute in 1990 it was not the worker of old.Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload the Commodore ute was a bit of a lightweight softie by comparison. It was based on the long wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leaf springs. The payload of 710 kg was well down on the payload of the old utes, particularly the hugely popular one-tonne chassis-cab.The Commodore-based ute had plenty to live up to given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years and years.Tradesmen, farmers, small business people were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool escape vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived on the scene and it wasn’t immediately accepted as a real workhorse. It was the ute driven to the work site by the boss, not the workers. It was more likely to carry the lunches than the tools of trade.The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000. It remained something of a softie in work terms but had gained greater popularity as a sports ute that was a cool daily driver that could carry the sports gear at the weekend.MODEL WATCHThe VS was a facelift, but much refined version of the VR ute which first saw the light of day in 1993.Like its passenger car cousins the VS utes were little different on the outside from their predecessors, most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly almost identical to the 3.8-litre V6 it replaced, was almost entirely new being smaller, lighter, smoother and more fuel efficient than its predecessor.Capacity remained at 3.8 litres, but it had a new block, heads, manifolds, and an all-alloy cast sump. The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection. It all added up to 17 kW more power, which was now 147 kW at 5200 revs with peak torque of 304 Nm at 3600 revs, but there was also a six per cent improvement in fuel consumption while meeting exhaust emission rules.Transmission choices were a five-speed manual ’box and four-speed electronic auto.A Series II upgrade came in 1996, which can be identified by Series II badges and oval shaped side blinker repeater lights. It also brought a number of small improvements, among which was a new five-speed German Getrag manual gearbox for the V6.Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights. There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.A neatly integrated body kit, made up of front bumper and side skirts, distinguished the SS. There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168 kW driving the rear wheels through a five-speed manual and a limited-slip diff. ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was a leather wrapped sports steering wheel, hand brake and gearshift knob. The seats had SS identification on the seats, and power windows and air-conditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.IN THE SHOPThe Holden ute’s body and chassis are robust and reliable and little trouble is reported from the field.Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000 km. Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.Fuel pumps tend to fail around the 200,000 km mark.One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again.Overheating in autos in VS II utes can lead to transmission problems at around 100,000 km. It can’t be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions in problem vehicles. Holden fixed the problem by releasing an oil cooler kit, which can be retro fitted to prevent the problem.Noisy diffs are also a widespread problem. It’s important to use the Holden recommended oil in diffs to prevent a howling rear-end. Diff seals can also be a problem.OWNER’S SAYAlan McKenzie runs a cleaning business in Sale and uses his VS II Commodore S ute as his daily driver, usually with a trailer in tow.He bought it new and has done some 110,000 km in it. He admits he makes it work hard and doesn’t spare it at all, and says he’s happy with it overall despite having the V6 engine replaced due to a worn camshaft after 67,000 km.He’s had no trouble with the manual transmission or diff, and praises its comfort, drivability and handling.Would he buy another one? He says he’d happily have another, but says when he comes to buy his next ute price will be the crucial decider that will determine whether it’s a new Falcon or Commodore ute.LOOK FOR:• cool styling• tail wagging performance• overheating auto trans• howling diff• worn camshafts

When you’re on a good thing make it even better. That seemed to be Holden’s philosophy when it set about building on the success of the top-selling VT Commodore. The result was the VX, an even more refined and equipped update of the VT that continued Holden on its winning ways.The VT may seem like an overnight success, but it took nearly 10 years to happen. After a decade in which the Commodore was largely on the nose with car buyers for a variety of reasons Holden began the long road back in 1988 with the new generation VN. Progress was made with each model after the VN, but it was the VT that really broke through. The VX simply built on that success.Holden’s now retired chairman Peter Hanenberger summed up the VX perfectly when he said: “Our challenge was to take an extremely successful design and freshen it while retaining its huge appeal.”MODEL WATCH Although Holden’s styling boss Mike Simcoe is rightly proud of the new Monaro, he is even more proud of the VT Commodore that preceded the Monaro.The VT had a purity of style that is rare. Simply it looks good from all angles, and the body looks as if it’s been shrink wrapped over the wheels which gives it a strong, sporty on-road stance.When it came to the VX the changes were always going to be minimal. They had to be enough to distinguish it from its predecessor, but not radical enough to spoil its appeal. The major changes were to the headlamps, rear panel treatments, bumpers and colours.Changes under the skin were aimed at refining the VT package, with changes to the driveline, electronics, suspension and NVH that made the top-selling Holden smoother, more responsive, more economical and quieter.A new propshaft with dual rubber couplings addressed the drive line harshness that was a regular complaint from owners almost from the beginning. The new drive shaft significantly reduced driveline vibration and shudder on takeoff.There was a small gain in power from the 3.8-litre ECOTEC V6, up 5 kW to 152 kW at 5200 rpm, thanks to a new intake manifold that improved flow and volumetric efficiency. Fuel consumption was also up, between three and four per cent.The four-speed auto was recalibrated for improved response and softer downshifts, and there was a revised torque converter clutch for better drivability.The 171 kW supercharged V6 was unchanged, but was made available to Executive and Acclaim buyers.A higher flow intake manifold and revised fuel injectors helped boost the power of the 5.7-litre Gen III V8 5 kW to a new maximum of 225 kW.Meanwhile revisions were made to the suspension to soften the steering response, which had been judged too sharp on the VT. The aim was to induce understeer and the changes included raising the front lower control arm pivot, the stabiliser to strut link became a ball joint and the steering was recalibrated.Additional foam in the body pillars cut road noise travelling up the body while a raft of changes in the rear reduced airborne road noise.Safety was also enhanced through new body side structures that improved protection for the head, neck and chest in side crashes, identified as the major cause of serious injuries since the introduction of air bags reduced injuries sustained in frontal crashes.Further refinements were made to the VX in the Series II that hit the roads in 2001. Those changes mostly targeted the Commodore’s handling which was still thought to be too sharp even after the revisions made to the front suspension of the VX Series I.Where the front suspension was changed in the Series I, this time it was the rear-end’s turn to undergo surgery, adding a pair of extra links to the Commodore’s IRS to better control toe change. That meant more stability and predictability, which meant in real terms that the VX II was easier to place on the road and would maintain a set course more precisely.All models were fitted with an alarm, and there were new stalk controls for turn signals, wipers and cruise control. Berlinas now boasted twilight sentinel to turn headlamps on and off automatically.IN THE SHOP The Commodore’s V6 engine is pretty robust and gives little serious trouble. Look for oil leaks from the rear main seal and the front cover seal.The most contentious issue with the VX relates to the Gen III V8 and its oil consumption problem. Holden contends that the number of problem engines is relatively low, around two per cent of V8s sold, but it is of concern to anyone thinking of buying a V8.The good news is that not all engines are affected, it seems it is affected by the run in and the oil used during the run-in period, and the other good news is that the fix Holden released – new pistons with reduced piston to bore clearance – works. The fix was implemented in production with the release of VY, but was used before that on engines that needed rebuilding.Commodores up to and including VX Series I with IRS have a terrible habit of eating their rear tyres, but the introduction of the so-called ‘Control Link’ IRS with VX II pretty much solved that problem, which makes the Series II a better choice if you can afford the few extra bucks.Other than that the VX is relatively trouble free with no widespread serious problems.OWNERS’ VIEWS Wayne Brown owns a 2001 VX Series I S, with the supercharged V6 engine. It’s now done 61,000 km and Wayne says he’s generally happy with it, although he rates the service costs expensive. His main beef is with the trip computer, which doesn’t accurately show distance to empty, and the fuel consumption of the s/c engine when towing.Trevor Larkey has owned 38 cars over 40 years and with a couple of exceptions he rates the VX II the best car he’s ever owned. He waited until the VX II to solve the rear tyre wear problem and hoped the air-conditioning woes have been solved … so far so good. It has proved to be comfortable, economical and at less than $100 to service at the dealer it’s cheap in this area too. With 23,000 km on the clock the only problems so far have been boot catch adjustment, air leakage around the balance weights on the alloys and the Holden dealer persistently over-filling with oil at each service. He would recommend this model to anyone and with 2-3 years depreciation the VX II would be excellent buying.LOOK FOR • improved smoothness thanks mainly to new drive shaft• reduced road noise through more sound deadening material• slightly more power and lower fuel consumption from V6• check oil consumption of Gen III V8• more precise handling with new IRS in Series II• revised IRS also improves rear tyre wear problem that affected previous models.• good resale value 

If the popular theory holds true that the last model in the line is the best to buy then the VS model is the pick of the second generation Commodore. The theory is that by the time a carmaker releases the last model they’ve worked all the production wrinkles out of it, fixed the problems that have surfaced in service, and have developed it to its peak.According to the theory the last model of one generation is a better buy than the first of the next generation. Going by that it’s better to buy a VS Series II than it is to buy a VT Series.So if you value build quality and reliability above new cosmetics and gimmicks, it’s better to gamble on the older car.It’s also said to be true that it’s better to buy an optioned up model than a bare bones base car. Do that and you’ll find it easier to sell later on.For the used car buyer, the second owner, it’s often true that you can buy a better model without paying much more than you would if you were to buy a base car. It’s not only the value of the car that devalues, the add-on cost of buying an optioned up model also depreciates at the same time so the more expensive model can become more affordable as time passes.The Berlina, for instance, is the next model up the line from the Executive. The VS II Berlina cost $8230 more when new, but now costs little more than $2000 more than an Executive.While the extra equipment cost more when new, it doesn’t often cost much more when buying second hand. But what it can do is make the car more saleable as a second hand vehicle.MODEL WATCHThe final fling in the second generation Commodore line was the VS II released in 1996. It was designed to keep the old model fresh enough to keep attracting buyers until the all-new VT arrived in 1997.The second generation of the modern Commodore began with the VR model in 1993, and also took in the VR II update in 1994, and the VS, which hit the road in 1995.It was a much improved car compared to the previous generation of VN and VP models, which had Holden heading in the right direction after coming close to collapse in the late 1980s, but they were still being built to a tight budget.VR was a major breakthrough for Holden. It was much more refined, better built, and better equipped. Sales raced ahead and Holden was again in a position to threaten for the lead in the annual sales race.VS built on that success, and the VS II update simply added some more gloss to what was already a brilliant success story.The big news in the VS was the introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the new engine was an all new unit that was much smoother than its predecessor, produced more power (147 kW) and used less fuel (six per cent).For those who wanted more punch the 5.0-litre Holden V8 was optional. The all-Aussie V8 was coming to the end of the line, it was eventually replaced by the American Gen III 5.7-litre V8 in VT II.Although it dated back to 1968, the Holden V8 had been regularly updated over its long life span and was a much loved powerplant by those who appreciated its low down punch and pulling power. In VS II it put out 168 kW.A four-speed auto trans was standard, and the rear axle was a live unit.Buying a Berlina was about buying more creature comforts. Inside, the Berlina buyer got velour trim, automatic climate control air-conditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats, and a radio cassette sound system with six speakers.Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.It was a model aimed at those who wanted more than was on offer in the Executive, but didn’t want to go all the way to the Calais which had all there was to offer in the Commodore family.IN THE SHOPHolden build quality improved dramatically with the VR and VS models. A new paint shop was commissioned in time for VR II production at the Elizabeth plant in South Australia, and that had a huge impact on paint quality.The ECOTEC V6 is generally quite reliable. Look for oil leaks around the timing cover, rocker covers, and oil pan. Make similar checks on the V8.Problem areas are the power steering pump, which leaks oil, and is known to fail, the electric fuel pump in the fuel tank, which is known to break down, and the power steering rack, which is known to leak oil.When checking the power steering rack, check the rubber boots carefully for damage, tears, splits, cracks etc. Damage to the boots allows road grime in and that can cause damage to the rack and its joints.Look carefully at the front and rear bumpers, and their mountings, for possible minor bingle damage. Look for misalignment where bumpers might have been poorly reattached after repairs.Many Berlinas were leased by company execs, who could afford more than a base model. They were usually turned over quite quickly, but often received minimal servicing, so check for a service record.IN A CRASHHolden became the first local carmaker to fit dual airbags to its car when it made driver’s and passenger’s airbags standard in the VS Acclaim and Calais. Sadly the Berlina had to make do with a standard driver’s airbag, the passenger’s airbag was an option.According to the recent used car survey of real life crashes, the VS Commodore performs pretty well. It has better than average crashworthiness, and is on a par with the fleet average in terms of its impact on the occupants of other cars.OWNERS SAYKim Maxwell loves the power of the V8 in her 1997 Berlina, but not the fuel consumption that goes with it. Maxwell and her husband, Garry, have owned the car from new and say it has been very reliable in the 180,000 km it has now done. The engine hasn’t “missed a beat”, Garry says, but a noisy diff required rebuilding at 125,000 km, the radiator, and worn suspension bushes have had to be replaced, and the silver paint has a few blotches.LOOK FOR• Value for money in extra options• Better resale potential than base model• comfortable family transport• reliable, smooth, economical V6• powerful but thirsty V8THE BOTTOM LINEWell equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.RATING60/100