1996 Holden Commodore Reviews

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

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

If the theory holds true that the last model in the line is the best to buy, then the VS is the pick of the second-generation Commodores.  The theory is that by the end of a model the carmaker has ironed out all the production wrinkles, fixed problems that have surfaced during servicing and developed the car to its peak.If that's true, it's better to buy a VS Series II than a VT.  It's also said to be better to buy an optioned-up model than a bare-bones base car. You'll find it easier to sell later on.The used car buyer can buy a better model for not much more than a base car.  The Berlina, for instance, is the next model up from the Executive. A VS II Berlina cost $8230 more than an Executive when new, but now costs only about $2000 more.MODEL WATCHTHE final second-generation Commodore was the VS II, released in 1996. It was designed to keep attracting buyers until the all-new VT arrived in 1997.  The model began with the VR in 1993 and took in the VR II update in 1994 and VS in 1995.It was an improved car compared with the previous VN and VP models, but they were still being built to a tight budget.  VR was a major breakthrough. It was much more refined, better built and better equipped.The VS built on that success and the VS II update added gloss to a brilliant success story.  The big news in the VS was introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the engine produced more power (147kW) and used less fuel (six per cent).For those wanting more punch the 5.0-litre V8 was optional.  Buying a Berlina was about more comforts: velour trim, automatic airconditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats and radio cassette sound with six speakers.  Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.IN THE SHOPBUILD quality improved dramatically with the VR and VS. A new paint shop in South Australia had a huge impact.  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 pumps, which leak oil and are 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 and cracks.  Damage to the boot allows grime in and that can cause damage to the rack and its joints.Many Berlinas were leased by company executives who could afford the upgrade. They were usually turned over quickly, but often received minimal servicing, so check for a service record.CRUNCH TIMEWITH the VS Acclaim and Calais, Holden was the first local carmaker to fit dual airbags, though the Berlina had a standard driver's airbag.OWNER'S VIEWSKIM Maxwell loves the power of the V8 in her 1997 Berlina, but not its fuel consumption.  Kim and husband Garry have owned it since new and it has been very reliable over 180,000km.  The engine hasn't missed a beat, but a noisy diff required rebuilding at 125,000km.THE BOTTOM LINEWELL-equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.LOOK FORVALUE for money in extra optionsBETTER resale potentialCOMFORTABLE family transportRELIABLE, smooth, economical V6POWERFUL but thirsty V8

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.

THE Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951, and it was a sad day when it disappeared from showrooms with the demise of the WB in 1984.Holden launched a new Commodore-based VG ute in 1990, but 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 leafs. The payload of 710kg was well down on the payload of the old utes, particularly the 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.Tradesmen and farmers 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 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 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 rather 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 which was a cool daily driver that could carry the sports gear at the weekend.THE VS was a facelift, but it was a 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 identical to the 3.8-litre V6 it replaced, was almost entirely new: 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 17kW more power, which was now 147kW at 5200 revs with peak torque of 304Nm at 3600 revs. But there was also a 6 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 in 1996 can be identified by Series II badges and oval-shaped side blinker repeater lights. It also brought a number of small improvements, including 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.  The SS was distinguished by a neatly integrated body kit made up of front bumper and side skirts.  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 168kW 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 leather wrapping on the sports steering wheel, hand brake and gearshift knob.  The seats had SS identification, there were power windows and airconditioning 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.EARLY VS utes will now have upwards of 200,000km showing on the odometer, which should be enough to have potential owners approaching them with caution.  1995 VS utes start at $9000, with a premium of $800 for the auto, while the S model starts at $10,500 in manual form and $11,200 with the auto.2000 Series III models run as high as $15,700 for the base six-cylinder manual ute -- add another $1000 for the auto. S models will cost as much as $18,000 in manual form with a similar premium for the auto trans, and the SS will run to $22,500.THE 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 200,000km.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 200,000km 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 100,000km.  It can't be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions.  Holden fixed the problem by releasing an oil cooler kit which can be retro-fitted.Noisy diffs are also a widespread problem. It's important to use the Holden-recommended oil in diffs to avoid a howling rear-end. Diff seals can also be a problem.