2004 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.

The Holden VZ Commodore was the last hurrah for the generation that began with the VT in 1997 and served Holden well.By any measure the VT was an attractive car, but by 2004 when the VZ was launched it was looking a little shabby even with the best efforts of the Holden designers to refresh it with some fairly minor cosmetic changes.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new six-cylinder sports model. After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old 3.8-litre OHV V6 with an all-new, all-alloy double overhead camshaft 3.6-litre V6 with the latest technology.There were two versions of the new Alloytec V6; one with 175 kW and 320 Nm that powered the mum-and-dad models, and another with 190 kW and 340 Nm for the new SV6 sports model. Both engines delivered more performance than the old V6 and Holden claimed they were also two percent more fuel efficient on average.There was a small performance improvement for the 5.7-litre V8, which continued in the SS until the Series II upgrade in 2006 when it was replaced by a new 6.0-litre engine. Along with the engines Holden also revealed new automatic and manual transmissions.The 190 kW V6 was linked to an all-new five-speed auto with paddle shifting on the steering wheel, the regular V6 was bolted to an upgraded four-speed auto without the paddle-shifting feature. There was also a new six-speed manual gearbox that was available with the 190 kW V6.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOPNow up to seven years old the VZ is showing its age with odometer readings as high as 200,000 km. The message from that is that it needs to be approached with caution. The VZ was sturdily built and is generally proving to be quite durable if properly maintained, so look for a service record that shows what servicing has been done. Check for oil leaks around the engine and gearbox, inspect for coolant leaks, and examine the body for poor crash repairs.IN A CRASHThe Commodore's safety arsenal was boosted by the addition of Electronic Stability Program on some models, including the Acclaim. It was part of a larger package of safety systems that included ABS braking, Corner Brake Control, Electronic Brake Assist, Electronic Brakeforce Distribution, and traction control. ANCAP ticked four out of the five possible safety boxes.UNDER THE PUMPHolden worked hard to extract as much fuel efficiency out of the Commodore as possible, but there was no escaping the fact that it was a large and somewhat heavy car. The company claimed an average of 11.0-11.6 L/100 km for the V6 and 14. 0-14.5 L/100 km for the V8. The VZ is not the car for you if you are concerned about fuel economy. If that is your concern and you want a large car perhaps look at the dual-fuel version, which came from the factory with a quality IMPCO system.AT A GLANCEPrice new: $33,160-$50,090Engine: 3.6-litre petrol V6, 175 kW/320 Nm; 3.6-litre petrol V6, 190 kW/340 Nm; 3.6-litre dual-fuel V6, 175 kW/320 Nm; 5.7-litre petrol V8, 250 kW/470 Nm; 6.0-litre petrol V8, 260 kW/510 NmTransmission: 4-speed auto, 5-speed manual, 6-speed manual, RWDEconomy: 11.0 L/100 km (175 kW V6), 11.5 L/100 km (190 kW V6), 14.0 L/  100 km (V8)Body: 4-door sedan, 4-door wagonVariants: Executive, Equipe, Acclaim, Lumina, SV6, SV8, SSSafety: 4-star ANCAP.

It might be struggling right now, but the Commodore has been one of the top selling cars ever since it was adopted from Europe back in the 1970s.Smaller, more fuel efficient cars are the current flavour of the month, but enough Australian families still regard the Commodore as their ideal car.It’s got the size the average family wants, it’s got the handling and performance they like, it’s comfortable, and has the capacity to tow their boat or caravan.Its popularity can be measured in the ongoing success of the latest Commodore, the VE that has just won Wheels magazine’s accolade as the Car of the Year for 2006.While the VE is doing some pretty decent business the outgoing VZ has quietly entered the realm of the used car.At just two years old it is now the choice of those who can’t afford a new model, or aren’t prepared to pay that first slug of depreciation new car buyers have to endure.There are plenty coming on the market as fleets upgrade to the VE, which makes them a pretty tempting buy. To use a sporting cliché it’s in the buying zone.MODEL WATCH The VZ was the last in the line of Commodores that started with the VT in 1997. Almost 10 years old it was starting to look a little dated, despite being refreshed at regular intervals along the way.Still heavily based on the VT, which was a well designed car with clean flowing lines and perfect proportions, there was only a handful of minor cosmetic changes that distinguished the VZ from its predecessor.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new sports model.After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old Buick-based 3.8-litre V6 for an all-new, all-singing, all-dancing, all-alloy V6 in the form of the locally manufactured Alloytec engine.The old 3.8-litre V6, with its cast iron block and overhead valves was regarded as old technology, but it had proved itself to be a pretty tough old nail over the years and produced a decent amount of torque with quite reasonable fuel consumption. The new 60-degree 3.6-litre Alloytec engine had plenty to live up to.There were two versions offered, the Alloytec and the Alloytec 190. Both boasted double overhead camshafts with four valves per cylinder, but the 190 also featured variable valve timing on both the inlet and exhaust cams.The entry Alloytec engine produced 175 kW at 6000 revs and 320 Nm at 2800 revs, a substantial improvement over the 152 kW and 305 Nm the old ECOTEC engine delivered.While the Alloytec engine was livelier on the road if you were prepared to rev it the difference wasn’t that great if you appreciated the easy driving nature of the old engine.For more zip Holden also offered the Alloytec 190 in some models, which delivered 190 kW at 6500 revs and 340 Nm at 3200 revs.While both engines delivered more performance Holden also claimed they returned improved fuel consumption. On average, Holden said, they were two per cent better than the outgoing engine.Along with the new engines Holden also introduced new automatic and manual transmissions.The Alloytec 190 was linked to an all-new five-speed automatic transmission with paddle shifting on the steering wheel; the regular Alloytec was bolted to an upgraded four-speed auto and didn't have the paddle-shifting feature.There was also a new six-speed manual gearbox, which could be linked to the Alloytec 190.While most of the attention was focussed on the new V6 the 5.7-litre Gen III V8 was also upgraded. It now put out 250 kW at 5600 revs and 470 Nm at 4800 revs.The Commodore’s safety arsenal was also boosted by the addition of Electronic Stability Program, ESP, which was standard on Acclaim and Calais.It was part of a larger package of safety systems that included ABS anti-skid braking, Corner Brake Control, Electronic Brake Assist, Electronic Brake Force Distribution, and traction control.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOP It’s early days yet for the VZ, particularly for the new Alloytec V6 and auto transmission, but there are few reports of reliability issues.Owners question the performance of the engine when compared to their old ECOTEC V6s. That can probably be explained by the different nature of the new engine, which does need to be pressed to extract its performance. Even though the old engine developed less power it developed almost as much torque which made it a nice smooth driving engine. Owners who bought the VZ expected much more from the engine than it delivered.There are also reports of harsher shifting of the new transmission, but to date there haven’t been reports of problems with it.When buying make the usual checks for body damage, paint mismatching, scarred alloy wheels etc.Also look for oil leaks around the engine, transmission and power steering.IN A CRASH Dual airbags with the option of side airbags among a raft of safety features make the VZ quite a safe choice.The addition of electronic stability control adds significantly to the VZ’s primary safety.OWNERS SAY Mick Warne traded a 1995 Rodeo on his VZ Executive in 2006. He rates the driving position and visibility good, and says the Alloytec V6 and automatic transmission combination is a good mix for his use, which includes plenty of towing. He’s averaging around 9.0 L/100 km on trips and 11 around town, and also says the road holding is exceptional.Andy Webb and his wife updated to a VZ Commodore in 2005. While he says he likes the VZ, he’s disappointed with the performance of the Alloytec V6 compared to the ECOTEC in the VX they also own. Despite the increase in power Holden claims for the Alloytec he can’t measure any difference from his VX. He also thinks the VZ is slightly thirstier, so the only advantage he can see between the two motors is that the VZ only has to be serviced every 15,000 km compared to the VX at every 10,000 km. Overall, he says he hasn’t enjoyed the VZ as much as the VX.Up until 2001 David Rochford was a Falcon man, but had become disillusioned with his 1988 Falcon and chose a VX Commodore Equipe when he went to work for a new employer. He was more than happy with the choice, so much so that he bought the car for his wife when it came time to replace it. It was replaced with a VZ Acclaim, which he says has been a great disappointment. He says it’s noisier, the transmission shifts are harsher and the trim fabric isn’t as pleasant. His complaints to three Holden dealers fell on deaf ears. When he next has the change cars he says it won’t be to a new Commodore.LOOK FOR • Clean, elegant style• Room for the family• Plenty of safety features• Less refined that previous models• Reasonable fuel consumption• Less driver friendly than earlier modelsTHE BOTTOM LINE Good all round package for the family who goes and tows together, but less refined than its predecessor.RATING 70/100

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.

Even the police who administered my random breath test were impressed, and more than a little surprised, to see a glammed-up gal in the driver's seat.It's like every red-blooded male's dream, a hotted-up V8 and a girl thrown in.But don't let the attention go to your head. Sadly, it's all about the car – you're just an afterthought.I must declare my interests here and now though. I'm a Ford girl through and through, but I was seduced. I fought it, tried to focus on his bad points but the treasure trove of positives won out.What can I say? The mind is willing but the flesh is weak.It's something primal about a V8, the caveman (or woman) attraction.The grunt, the amazing power of this little baby – it's a six-speed, for goodness sake. Given you can get to 60km/h while still in first, it does make you wonder how fast sixth gear would take you.But my friends in blue, you'll be happy to know I was a good girl – well, mostly. I may have had a little fun planting the foot from the traffic lights, doing my best jet-fighter impression. The acceleration is fun, but only if you're driving. If you're the passenger, it's a tad scary (unless you're a 17-year-old bloke).He's not just a muscle man, my chrome-coloured hero – he is every bit the sensitive new-age bloke, attuned to your needs and desires. There are leather seats, chrome gearstick, vanity mirror, CD player with steering wheel controls so you can take charge and let him know exactly what you like. Then there's my favourite touch, the stereo that keeps playing music after you remove the key until you open the door, perfect for those of us who take five minutes to put everything into our handbag before exiting.Let's face it, looks are maybe not everything, but they are a large part of the package. With a cute backside, a spoiler and funky little air vents along the side, car loads of men would actually pull up short at the lights to check us (well, him) out. However, sometimes perfection is a never-ending quest.The number of different options for seat configurations actually got too confusing. I was obsessed by an endless search for the best position and just ended up at a ridiculous angle with a sore back. Well, I guess they do say love hurts.I'm now back in my little white Hyundai Excel, and while I'm trying to exude sexiness, the only looks I get are from older ladies sporting a blue rinse, or from couriers.And I was quite getting used to that sex-goddess title, too.LOVE IT LEAVE ITHolden SS CommodorePrice $50,990Love it: The power, and not the Port Adelaide variety – grrrrrr.Leave it: Its muscle-clad body make it a little bulky to handle and blind spots are a problem, but maybe I am just blinded by love.

When trips away to Bunbury, Busselton and other exotic locations were achieved with most of the car's occupants asleep on a mattress on the station wagon's rear deck.Ah, yes. The station wagon. Where has that part of life gone?Three decades later, buried in a sea of warnings and a cargo hold of seatbelts and airbags, the station wagon remains as a car that has the potential to once again be everything to the young family.But while the potential is there, a changing world has made laws that prevent such free-spirited times.You can't even give the kiddies a decent night's nap on the way to Kalbarri by wrapping them in the luggage net.So what do they use station wagons for now?Uninspiringly, the modern wagon is more likely a pack horse for commercial purposes, carting wine samples, carpet swatches, books and electrical appliances, while the modern family carts the kids in SUVs.Holden's latest wagon is, however, a good thing.A bit of a carryover, unfortunately, and possibly ready to see out its days as the 21st century's metal equivalent of the dodo bird, but nevertheless, a good thing.The car tested came with a thumping 5.7-litre V8 and drank at 14.2-litres/100km. I'm getting used to that type of consumption because its similar to some mid-sized 4WDs – SUVs such as the Ford Territory, and big-league sedans.For that fuel penalty, the performance was strong with heaps of low-speed grunt making the package ideal for towing.It gobbles up the kilometres, thanks to a rather tall fourth ratio in the automatic gearbox.The Berlina gets a lot more fruit than the plain jane Commodore Executive and actually looks more lavish because of chrome adornments and alloy wheels.It also handles a bit better because of the high-quality, low-profile tyres and firmer suspension.This is no go-kart but it hangs on pretty well and is tempered when needed by a traction control system.But like the current crop of Commodores, it's a firm car to drive. The steering is firm and the gearshift is tight.I have no idea why the car has to feel like a truck, especially given its main rival feels like punting a Pulsar in comparison.Back to the good bits: the Berlina wagon boasts high comfort levels and, as expected because of its long wheelbase, excellent rear leg-and-head room.Like the HR station wagon of old, the rear seat folds down so it becomes a carrier of long items or a sleeper (when the car is stationary).Standard fare includes climatic airconditioning, front and side airbags, six-stack CD player, electric windows and mirrors, ABS brakes and fat alloy wheels.All the goodies, in fact, to make you want to take a long trip in the country with the kiddies.