2003 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.

The original Holden One Tonner was a runaway success so there was good reason for Holden to develop a new generation Commodore-based tray top. The original One Tonner was released with the HQ model in 1971 when it added a whole new dimension to the good old Aussie ute. At the time the traditional Aussie ute, basically a light three-quarter tonne workhorse, was under siege from a new wave of Japanese utes, which could all boast a full one tonne payload.They might have been rough and rugged compared to the car-based ute, but the new imports were competitively priced and got the job done when your priority was work biased. The Holden One Tonner redressed the balance somewhat by offering local tradies a tough-as-nails work ute that could carry a full one-tonne payload with much of the comfort of a passenger car.While it was a huge success there was no holding back the tidal wave that was the Japanese one-tonne utes, even Holden had one in the form of the Rodeo, and the Holden One Tonner was sent to the automotive graveyard in the mid-1980s.The regular Holden ute carried on with a Commodore-based model after a short hiatus, but over time became less of a hard-core worker and more of a dual purpose work and play model. There are those within Holden who call it Australia’s own two-door sports car.But there was always a demand from tradies who wanted a smart looking ute that was still capable of doing a hard day’s work.Holden was in a sentimental mood when it released the new One Tonner based on the VY Commodore ute in 2003. It came in the wake of the new Monaro, which was then proving a hit with the car buying public, and that must have given Holden the confidence to resurrect another of its treasured icons of the past.MODEL WATCHCreating the new One Tonner wasn’t a simple cut and shut job on the Commodore-based Ute. The Holden ute didn’t have a chassis so the engineering team had to design an entirely new chassis frame and graft it to the Ute’s cabin.The new One Tonner was part monocoque and part chassis frame. The frame was bolted on to the back of the cab rather than welded as is the more common practice, but Holden claimed its method of construction was a more robust one.With a wheelbase of 3200 mm the new One Tonner was the longest in its class, and it was wider and higher than its Ute cousin. Importantly it had a payload capacity in excess of one tonne once allowance was made for fuel, passengers and additional equipment like tray bodies and bull bars etc.The One Tonner lent itself to a broad range of body styles to suit the owner’s needs, from aluminium dropside trays to a stylish wooden flat top bed.Up front the cab was the familiar comfortable Ute cabin with all of the Commodore features like cloth-trimmed bucket seats, centre console and power mirrors in the base model, while the ‘S’ model had air-conditioning, power windows, a leather-wrapped steering wheel and alloy wheels.Buyers could choose from the 152 kW 3.8-litre Ecotec V6 with the Aisin 4L60 four-speed auto transmission, or the optional 225 kW 5.7-litre Gen III V8 which was available with the heavy-duty Aisin 4L65 four-speed auto or a six-speed manual gearbox.Underneath the front suspension was the familiar Commodore MacPherson Struts with coil springs and an anti-roll bar, but the rear suspension was an all-new live rear axle with leaf springs, which was rated to carry 1800 kg.A VZ update in 2004 brought the 175 kW Alloytec V6 engine, 10 kW more power for the V8, a six-speed manual transmission for the V6 and upgraded autos, and VZ styling.IN THE SHOPThe One Tonner hasn’t been without its problems, most notably with the rear axle, which has been a constant source of drama for many owners. Gear noise and clunking has been the subject of regular complaints from owners and Holden’s answer has been to replace offending axles. Sometimes it has provided a satisfactory fix, other times it hasn’t.One owner claims to have fixed the problem by increasing the oil capacity of the rear axle by fitting a larger hat available on the aftermarket.In addition there is also the ongoing noise and oil consumption problems of the Gen III V8, so it’s worth checking for oil consumption records for a V8 One Tonner and carefully listening for any light tapping noises coming from the engine at idle or as the throttle is blipped. A check when the engine is cold might be enlightening as well.Otherwise the One Tonner is a fairly robust unit, the economical ECOTEC 3.8-litre V6 stands up well and is probably the better buy if your priority is a workhorse. It’s quite economical with owners reporting fuel consumption numbers in the 10-12 L/100 km range.The new Alloytec V6 is causing some consternation with owners reporting high oil consumption and disappointingly high fuel consumption in the region of 12-14 L/100 km.Look for body damage caused by a hard life on the work site, One Tonners used for work purposes are exposed to a greater chance of accidental damage because they spend their time around moving equipment and carry tools and materials that can damage bodywork.IN A CRASHAll models had a driver’s airbag as standard with the option of a passenger’s airbag.Anti-skid brakes were standard on the ‘S’ model, optional on the base model.OWNERS SAYMark Williams wishes he hadn’t bought VZ One Tonner. It was the 18-year-old chippie’s first car and he reckons it should have been painted lemon yellow instead of the black he ordered. The window tinting bubbled shortly after he took delivery of it, and in less than 22,000 km from new the Alloytec V6 has used oil at an alarming rate, the exhaust has been replaced, the brake rotors have been machined at least twice to fix its squealing brakes which continue to howl, and the auto transmission sometimes slips in first.LOOK FOR• Economical ECOTEC V6 in VY models• high fuel consumption in Alloytec V6• oil consumption and piston rattle in V8s• full one-tonne payload• sporty Commodore looks• car-like comfort• rear axle whine a sign of impending failureTHE BOTTOM LINEGreat idea but the One Tonner has been plagued with problems, particularly the rear axle, and it seems the new Alloytec V6 engine uses excessive oil and fuel.RATING50/100

“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.

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.

So popular did the one-tonner become that thousands are still used by tradesmen today almost 20 years after Holden stopped making them.Ford acknowledged the one-tonner's enduring popularity when it released an AU ute in 1999 with a full chassis and one-tonne capacity.Its runaway success prompted Holden to build a new Commodore-based one-tonne ute, which was unveiled at the Melbourne Motor Show last week.There were utes well before Ford built the one that is generally acknowledged as the first in 1934, but those that preceded Ford's unique multi-purpose worker were rather crude and uncomfortable vehicles.Ford's coupe utility, as it was called, brought the comforts of a sedan, on which it was based, to the workplace and created a vehicle that had everything a sedan offered in 1934 with the capacity to carry tools or goods to and from the work site.But the problem with most of the utes Holden and Ford built was that they were restricted in their ability to carry a serious payload.That was until Holden came up with the one-tonner as part of the HQ range in 1971.The main difference was that the one-tonner had a full chassis that was heavily reinforced to carry the payload.An added advantage was that, with the full chassis, it could be fitted with a multitude of tray bodies which could be configured to a specific need.It was a runaway success with tradesmen, small business operators and farmers alike.The traditional Aussie ute had become a real workhorse capable of doing some serious business.It was also popular as a recreation vehicle, one that could be readily fitted with a camper body, or carry a wide range of things from offroad bikes to power skis.Model watchThe HQ one-tonner was a new, and unexpected, model. It's partial chassis was an ideal base which Holden could extend to full length and make into a rugged frame capable of surviving the rigours of a rough and tough working life.Power was from a choice of six and eight-cylinder engines. The base six was a 173 cubic inch (2.8-litre) unit, and there was a 202 cubic inch (3.3-litre) version available as well.Best known as the red motor, the overhead-valve pushrod six dated back to 1963 when it was introduced in the EH.It had been progressively improved through the years, and in 1971 it put out 88kW in 173 form and 101kW in 202 guise.Fed by a single Bendix-Stromberg carburettor, the Holden red motor was a simple design which was more renowned for its low-down pulling power than its ability to perform at high speed.For more punch Holden offered a choice of V8 engines. There was the 253 cubic inch (4.2-litre) engine with a single dual-throat Bendix carburettor which was tuned for economy, and the 308 (5.0-litre) which boasted a four-barrel Rochester carburettor and plenty of punch.Gearboxes ranged from a three-speed column-shift manual, through four-speed floorshift and three-speed column-shift autos.There were a number of facelifts before the WB one-tonner was dropped in 1985, but Holden retained the same formula right through to the end.The main changes were the introduction of the first generation of emission engines in 1976 and radial tuned suspension in 1977.The emission controls had a huge impact, robbing the engines of performance and fuel economy. RTS, which came with the HZ, made the one tonner more rewarding to drive, with worthwhile improvements in handling.Market valueThe one-tonner has reached an age where trade values are a little unreliable, mainly because the vehicles vary so widely in condition.The values given here are a guide to where you should be starting, but a one-tonner that has been thoroughly rebuilt and is in top condition will be worth much more than an original old stager that's on its last legs, even though they might have left the assembly line at the same time.Early HQ one-tonners can be found for between $1000 to $2300, but be wary of the cheapies.Later WBs are more popular, and because they are newer will have more life left in them. Expect stickers between $3000 and $5200.In the shopWith the youngest Holden cab-chassis now almost 20 years old, any vehicle still on the road is likely to have been through a number of rebuilds.Many have had power transplants with six-cylinder engines being dumped in favour of V8s, and basic body panels have often been swapped for panels from upmarket models like the Premier and Statesman so be prepared for anything and everything, and don't be surprised by what you might find.The old Holden red motors were quite rugged, but any that have survived up to 30 years of constant use will be nearing their use-by date.Look for blow-by caused by worn rings, low compression, worn bearings, worn camshafts and valve lifters, cracked heads, valve recession (particularly if it has been running on LPG), oil leaks, and a warped exhaust manifold.The original fibre camshaft timing gear was prone to stripping, but later engines had an alloy one.Blue motors were introduced with the WB in 1980, restoring much of the performance and fuel efficiency lost with the dreadful ADR 27A engines of 1976, but the French-built Varajet 2-bbl carburettor was troublesome.On V8s look for worn camshaft lobes, particularly on the rear cylinders, warped intake manifolds, coolant leakage due to warped cylinder heads, cracked exhaust manifolds, valve recession, and rear main seal oil leaks.The 253 cubic inch V8 was much improved when fitted with the Rochester Quadrajet four-barrel when the blue XT5 motor was launched in 1980.In some quarters it was regarded as smoother and more responsive than the larger 308 V8.While the driveline components are quite likely to have been replaced over the years, it's unlikely the chassis has ever been changed, and the one-tonner chassis was prone to cracking in a number of areas.Be particularly careful when checking around the rear mounting brackets for the front suspension lower control arm as these were known to crack.Look for slack in the steering which could indicate worn steering, and suspension bushes which might need replacing.Rust can be expected in any car this old, but check the bottom of the doors and the front guards, the floor pan, firewall and around the windscreen and rear window where the mounting flanges could have been corroded away.Also be watchful for illegal and unsafe modifications that have been made by incompetent and dodgy backyard mechanics.Ripper stripper: The original fibre camshaft timing gear on the red motor was prone to stripping, but later engines like the one originally fitted in this WB had alloy onesJuice Mixer: The French-built Varajet 2-bbl carburettor on the WB was troublesome.Fly by wire: Look for slack in the steering which could indicate worn steering and suspension bushes which might need replacing.Spot the gap: The one-tonner chassis was prone to cracking in a number of areas, particularly around the rear mounts for the front suspension lower control arm.Spring-loaded: Check the mounting brackets for the rear suspension.Air cooled: Rust in body panels can be a problem. Run a magnet over the bottom of the doors and front guards.Rivals Toyota HiLux (1985) $1200-$3000Mazda B2000 (1985) $1000-$2100Holden Rodeo (1985) $1300-$2800Ford Courier (1985) $1300-$3200