1998 Holden Commodore Reviews

Ewan Kennedy reviews the VT, VX, VY, VZ, VE and VF Holden Commodore between 1997 and 2015 as a used buy.

Commodore was the best selling car in Australia for many years so there are hundreds of used family Holdens on sale at any one time, meaning that smart buyers can take their time and find exactly what they want.Australian designed and built Holden Commodore are very well suited to local driving conditions and have exactly the kind of feel that keen Aussie drivers demand. This is a genuine five-seater, though the person in the centre-rear seat may find foot space compromised by the bulky transmission tunnel. Boot space is good in the sedan and excellent in the wagon due to the latter's longer wheelbase. However, the wagons in the VE range, sold from September 2009, have the same wheelbase as the sedan, so they miss out on the huge load volume that was a feature of previous Commodore wagons with their stretched wheelbases.Aussie family cars are big easy going machines that can handle a lot of hard workThe introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes. Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn't always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success so was discontinued in 2004.The VZ saw the introduction of an all-new V6 engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam unit of 3.6-litres. As fitted to the VZ it wasn't particularly smooth or quiet. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to improve it over the years.A smaller V6, this time of 3.0-litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn't proven all that popular but is a sophisticated unit and worth considering.There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0-litres, the other a Chevrolet unit adapted to Holden specifications with 5.7-litres. This Generation III Chev V8 is much better than the old Holden engine. The 5.7-litre Gen III was replaced by a Gen IV with 6.0-litres in January 2006, again as a teaser to the upcoming VE Series.Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes are on the crude side and very few were sold. Six-speed manuals were offered in the SS range and are relatively common.The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. The most expensive model in the range isn't called a Commodore, but the Holden Calais. Holden frequently introduced special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series.Commodores are easy cars to work on with plenty of access to most mechanical components. The good amateur mechanic can do most of their own repairs although it's best to leave safety related items to professional mechanics. Spare parts prices are generally reasonably priced and Holden's widespread dealer network is as strong in the bush as the ‘burbs.Insurance is very reasonable for a car of this size and performance, though there can be a big increase for the sportier models, especially with supercharged or V8 engines.WHAT TO LOOK FORRust is seldom a problem in later model Commodores, but can be caused by poor quality panel repairs. Check for these by running your eye over the panels, looking for a slightly uneven finish. Paint that doesn't match exactly from one panel to another is another clue a car has spent time in a panel beater's. Squeaks and rattles, most easily found when driving on a rough road, may indicate a Commodore has spent a lot of its time in the bush on dirt roads.Severe wear in the cabin and boot may be an indication the Commodore is an ex-taxi; or could have been a hard-working commercial vehicle, perhaps driven by a hard charging sales rep or the like.Check for brake fade on models before the VE Commodore by doing a succession of hard stops.Look for oil leaks at the rear of the engine sump and check the dipstick level as some units had high oil consumption problems. Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.CAR BUYING TIPAussie family cars are big easy going machines that can handle a lot of hard work. But it's better still if you don't buy one that's been given a beating.

Holden’s Commodore was the bestselling car in Australia for many years, though it has slipped recently due to many buyers switching from large cars to compact SUVs. There are hundreds of used Commodores on sale at any one time, so smart buyers can find exactly the model / price / quality they want.Commodore is very well suited to Australian driving conditions, and also has the driving feel many keen Aussie drivers demand. This is a genuine five-seater, though the traveller in the centre-rear seat may find foot space compromised by the bulky transmission tunnel.Boot space is good in the sedan and excellent in the wagon due to the latter’s longer wheelbase. Note that the wagons in the VE range, sold from September 2009, have the same wheelbase as the VE sedan, meaning they miss out on the huge load volume that was a feature of previous Commodore wagons. The latter had a stretched wheelbase platform under the wagons.Ride comfort is excellent, even on rough bush roads. Commodores can be divided into two distinct areas in the models being examined here. In August 1997 the VT series was introduced to critical acclaim.Commodore VT received a minor facelift and mechanical changes to become the VT Series II in June 1999. Commodore VX of August 2000 saw another facelift of the VT. The VX Series II arrived just 12 months later.There weren’t a lot of appearance changes in the VX II, but there were big changes to the suspension, especially at the rear. These gave the Commodore a real sporting feel. Holden introduced the VY Commodore in October 2002.This time around there were substantial styling changes. The VY Commodore was facelifted, this time to become the VY II in August 2003. Finally, the last of this long line of Commodores, the VZ series arrived in September 2004.The introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes.Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn’t always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success as buyers of performance Holdens almost invariably preferred V8s. So the supercharged six was discontinued in 2004.The big news with the introduction of the VZ was an all-new six-cylinder engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam V6 of 3.6 litres. This powerplant was sold in two formats, one with variable valve and intake timing for a greater spread of torque and improved power, the other a more basic unit.As fitted to the VZ, this new V6 is not as smooth or quiet as it should be. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to sort it out over the years.A smaller V6, this time of 3.0 litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn’t proven all that popular but is a sophisticated unit and well worth considering. There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0 litres, the other a Chevrolet unit adapted to Holden specifications with 5.7 litres.This Generation III Chev V8 is much better than the old Holden, so much so that resale value of the Holden 5.0-litre suffers in comparison. The Gen III with ‘only’ 5.7 litres was replaced by a Gen IV with 6.0 litres in January 2006, again as a teaser to the upcoming VE Series.Some later Commodore engines are designed to run on a petrol/ethanol mix of up to 85 per cent ethanol. Check with your Holden dealer or get onto Holden’s website to see which engines can take this mix. Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes from this era are on the crude side and not many were sold. Six-speed manuals were offered in the SS range and are understandably more common than the five-speed manual units used in the day-to-day Commodores of the time. The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. An exception was the dual-fuel petrol/LPG, later pure-LPG powered Commodores that stuck with the old four-speed auto until 2012 when they too got a six-speed.On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. Not as hot as the HSV Commodores, these Holden models do provide more driving pleasure and come at a pretty moderate price.Strictly speaking the most expensive model in the range isn’t called a Commodore, but the Holden Calais. Calais were usually bought by private buyers, while many lower cost variants will have begun their lives as company cars - perhaps being driven by a careful person, perhaps not…Holden frequently does runs of special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series. Commodores are easy cars to work on with plenty of access to most mechanical components.The good amateur mechanic can do most of their own repairs although it’s best to leave safety related items to professional mechanics. There are numerous electronic components that also require specialist knowledge and/or diagnostic equipment.Spare parts prices are generally reasonably priced and we hear very few complaints about availability from Holden’s widespread dealer network.A network that’s as prevalent in the bush as in the ‘burbs. Insurance is very reasonable for a car of this size and performance, though there can be a significant extra slug for the sportier models, especially if they have supercharged or V8 engines.WHAT TO LOOK FORCheck for brake fade on models before the VE Commodore by doing a succession of hard stops and feeling for a pedal that gradually has more and more travel – don’t forget to check that rear-vision mirror first…Look for oil leaks at the rear of the engine sump and check the dipstick level as some early units had high oil consumption problems.Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.Rust is seldom a problem in later model Commodores. But look at the lower areas of the body, doors, tailgate and rear windscreen surround to be sure. Rust is more likely to be caused by poor quality panel repairs than any other reason.Check for previous body repairs by running your eye over the panels, looking for a slightly uneven finish. Watch for paint that doesn't match exactly from one panel to another. Another sign is minute spots of paint on areas that are normally unpainted.Be wary of a Commodore that has been a taxi, though this isn’t nearly as common as in Falcons: look for an engine running on LPG and for spots where signs and meters have been removed.Severe wear in the cabin and boot is another indication of an ex-taxi; though it could also mean the car has been a hard-working commercial car, or even that it has been destroyed by bogan kids.CAR BUYING TIPChecking the condition of the boot can give valuable clues to how the car has been used.

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.

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

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.