2002 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.

No matter how schmick the car looks, though, at this sort of money there are probably one or two expensive time bombs lurking within it.

“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.

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 

The VY, launched in 2002, was the second major update of the VT and brought with it refinements to the body, power train 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.The VY model range was familiar Holden fare. 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 sporty models in the form of the S and SS. But this time there was a new sports sedan in the SV8 which offered many of the SS features at a more affordable price.Styling changes were relatively minor, but brought a more aggressive look, with new grilles and headlamps, bumper treatments and tail lamps. 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 235kW, courtesy of 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. Underneath, Holden's chassis engineers made some big changes, mostly to the steering, which was adapted from the Monaro. The Monaro had won high praise 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 5.7-litre Gen III V8 was offered in two forms, a dual exhaust version, which boasted 245kW at 5600 revs for the SS and SV8 models, and a 235kW single exhaust version for the rest of the range.Generally, the Commodore is quite reliable. Little seems to go wrong with the ECOTEC V6 engine which has proven to be a tough old unit, but the Gen III 5.7-litre V8 was affected by high oil consumption accompanied by piston rattle. Holden opted for piston rings that were a loose fit in the bore in the interests of fuel consumption, but that resulted in a light piston rattle along with high oil consumption on some V8s.New teflon-coated pistons and tighter rings were released and they seem to have fixed most problem engines. Holden rebuilt the problem engines 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.Both engines will run quite happily on LPG, which makes the VY an attractive proposition. It's one of the better cars to buy if you're prepared to convert to dual-fuel.The auto transmissions are generally reliable, but check the trans oil in any car fitted with a tow bar, and look for signs it has been used for heavy towing. Holden's engineers improved the ride and handling with the addition of a toe-link to the Commodore's IRS. That also improved tyre wear, which still is quite high.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 seatbelt 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.2002-2004Check for rear tyre wearSafety of airbagsComfortable seatsStiffened body structureReliable and fuel efficient V6Improved steering precisionPossible oil consumption of V8Sharp aggressive stylingThere are lots of low mileage ex-lease cars on the market now making the VY a good buy.

If it ain't broke, don't fix it is a maxim Holden followed when it kept facelifting the runaway success Commodore for eight years.  The present VZ is the third major facelift of the VT. There were three minor updates as well.The VY launched in 2002 was the second major update of the VT and brought refinements to the body, powertrain and chassis that gave improved performance, ride, handling and safety.Model watchHolden served up the familiar model range with the VY.  The Executive was aimed at the fleet buyer, the Acclaim more at the private purchaser. The Berlina and Calais appealed to user-choosers who wanted more.There were the sporty models in the S and SS. A new sports sedan in the SV8 offered many of the SS features at less cost.  The proven 3.8-litre overhead valve Ecotec V6 engine carried over unchanged, while the power of the 5.7-litre overhead valve Gen III V8 jumped to 235kW.In the shopGenerally the Commodore is quite reliable. But debate continues over oil consumption and piston rattle in the Gen III V8.  New teflon-coated pistons and higher-tension rings appear to have fixed most problem engines.  The problem engines were rebuilt so it's unlikely you'll find one now, but check the history of any V8 with the owner.The auto transmissions are reliable, but need regular servicing, so check service records. Check the trans oil in any car with a tow bar, and look for signs it has been used for heavy towing.  Be warned, tyre wear is high. If you get 40,000km from a set of tyres you're doing well.Crunch timeFurther 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.Owner's views ROD KIDD says he is happy with his 2003 VY S pack Commodore which has done 38,000km without problems.  Rod chooses Aussie-built six-cylinder cars because of their perceived value for money.Margaret and John Rowe have had four Commodores, and their VY has done 41,000km of mostly country running.  They like the drivability, but don't like the LCD dash display, the boot hinges which eat into the boot space and lack of a boot key.  They say fuel consumption of 9 litres/100km in town is good.The bottom line16/20 EX-LEASE cars flooding on to the market now make the VY Commodore a good buy.Look forSHARP aggressive stylingRELIABLE and fuel-efficient V6POSSIBLE oil consumption of V8IMPROVED steering precisionCOMFORTABLE seats

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.