2007 Holden Commodore Reviews

The end is nigh for the Australian built Holden Commodore, with the factory closing down in October. The nameplate will continue, albeit on a slightly smaller imported model made by Opel in Europe. What does this mean for the Aussie Commodore, and should you rush in and buy one now? Our crystal ball is pretty murky

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

The big, booming V8 in the performance Commodores signalled an era of change. New Launching the VE in 2006, Holden claimed the model would save its bacon. It didn’t. As Holden, like Ford and Toyota, plans to abandon local manufacturing in favour of marketing imported cars, so buyers have abandoned the likes

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.

Samuel Cass is shopping for his first car and has his eye on a 2006 Holden Commodore Omega V6. It's priced at $6500 and has done 167,000 km. He wants to know if that is too many, and he also wants to know about any problems that have afflicted this model. NEW The VE was Holden's first $1 billion program, with nearly

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 all-new VE Commodore was heralded as the car that would keep Holden ahead of the pack when it was released in 2006.Holden invested more than it had ever done before in developing the VE and was looking to the new car to maintain its premier position in the market. Sadly for Holden, and Ford, the market has undergone a seismic shift in the last year or so and big cars, like the Commodore and the Falcon, are now on the brink of extinction.While that might be the modern reality cars like the VE Commodore can still represent good value for money if you prize might and power. The attractive sedan and wagon are roomy, comfortable, refined and well equipped, with lots of space to carry the family and the gear a family takes when they hit the road.Holden offered a choice of V6s, there were two versions offering different output, a big beefy V8, and an option of a dual-fuel V6 to save a few bucks at the servo. With 180 kW and 330 Nm the base V6 was plenty powerful enough for anyone, but for those who felt they needed more there was the 195 kW version available in the sporty SV6. For even more the option of a V8 was there in the SS.Transmission options varied between models, starting with a four- speed auto and ending with a six-speed self-shifter. There was also a manual gearbox although that wasn't a big seller, at least in the cooking models. On the road, the VE handled well, the ride was well controlled and comfortable, and performance was brisk no matter the engine. Fuel consumption was a concern, however, and an average ranging between 10 and 14 L/100 km was disappointing.While the VE was generally well built and solid there are issues that affect it and these make it a questionable used car purchase. It's been well documented that the previous 5.7-litre V8 was troublesome, it rattled on start-up and used oil at an alarming rate; the troubles haven't gone away with the introduction of the new 6.0-litre engine.Owners still report rattling noises and there are also reports of high oil consumption. Unfortunately it seems the 3.6-litre V6 also has some issues. One member of the trade recently contacted us to tell us about his experience with the engine, which he says can become clogged with sludge between the 15,000 km service intervals with the result that it can be severely damaged to the point of needing to be rebuilt.All carmakers have been stretching service intervals with the object of saving the owner a few bucks on servicing costs, but in this case it would appear that the interval is too extreme and anyone with a Commodore V6 should consider having their cars serviced at 10,000 km intervals. The V6 also consumes oil and there appears to be no fix from Holden, and listen for timing chain rattle, as they wear and become noisy.We have heard of timing chains breaking. Anyone thinking of buying a VE V6 would be well advised to have a trusted mechanic give it the once over. Other areas of concern are worn suspension bushes, listen for clunking and banging from the suspension, and electrical gremlins, check that all systems are working.Appealing on the surface, but can be troublesome and should be approached with caution. 

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.

The SV6 was a direct response to the success of Ford's XR6, which had pretty much buried the Commodore S, Holden's previous six-cylinder sports sedan.It's almost 20 years since Ford unveiled the XR6, so it's taken a long time, but there's no doubting that it has built a following among owners who believe you don't need to Drive a V8 to be sporty.As Ford's flyer has ascended the throne Holden's S has got lost in the traffic. To compete Holden needed a new hero six; that came in the form of the SV6.The SV6 built on the already sporty stance of the VE with added body enhancements to give it an even sportier look.Under the bonnet it had a high output version of the 3.6-litre double overhead camshaft Alloytec V6 that put out 195kW at 6500rpm and 340Nm at 2600rpm.Buyers could choose between a five-speed manual gearbox and an upgraded five-speed auto with a manual shifting option.Underneath it had a combination of MacPherson Strut front suspension and independent rear suspension, power steering and larger, more fade resistant ABS-supported disc brakes front and rear.With a body that was 50 per cent stiffer than the old model's, a new suspension set-up and close to 50/50 weight distribution the SV6 was blessed with a handling balance more associated with European models. On the road it was a revelation. It sat flat on the road, soaked up bumps with aplomb and went where it was pointed.Inside was a different story. Awash in dark tones and dull grey plastics, the new cabin was plain and a trifle disappointing.The handbrake was located in the centre console and awkward to use. You had to be careful not to pull it on too hard, as it could be very hard to release if you did.The SV6 was equipped with standard features like air-conditioning, cruise control, multi-function steering wheel, alarm, immobiliser, trip computer, seven speaker CD sound system, power driver's seat, body kit including a rear spoiler and 18-inch alloy wheels.Fit and finish was an issue immediately after the launch of the VE, odd noises were evident in early cars, so look and listen carefully when test driving cars.The V6 engine is quite robust and gives little trouble, although some owners feel it's a little weak at low engine speeds, which can make manual's hard to get off the line smoothly, and make it feel unresponsive when you crack the throttle.Like the engine the transmissions are solid and give little trouble. Make sure your car of choice has been serviced and inspect for crash repairs.The SV6 was well equipped with safety features, coming standard with dual front airbags and side front airbags, along with active support from ABS brakes, EBD electronic brakeforce distribution, BAS electronic emergency brake assist, traction control and electronic stability control. ANCAP rated it at 4 stars.Holden's official claim was 11.0L/100km for the six-speed manual and 11.3L/100km for the auto. Our reader reports that she gets 12.0L/100km in city type driving, but has got as low as 6.0L/100km on the highway. Holden says the SV6 is happy to run on regular unleaded and approves it for E10.Glenys Russell bought her 2007 SV6 manual in 2009 with 20,000 km on it and has since done another 43,000 km. It took some time to acclimatize to the clutch operation and the A-pillar, which she says is a huge blind spot. She has had the clutch replaced twice, the sound system has also been replaced twice, the plastic moulding on the driver's seat broke, the handbrake has stuck on, the ECM has been reprogrammed, and it currently has issues with the lower control arms, but all problems have been fixed under warranty."My car is extremely powerful, responsive, safe, and absolutely the best car I have ever driven."Punchy V6 with a stable chassis combine for a sporty ride, but lacks the presence of the Falcon XR6.

A billion dollars and five years in the making the VE Commodore was a make or break model for Holden, and in many ways it also represented the future of the traditional Aussie big family car.MODEL WATCHThere was heaps riding on the VE Commodore when Holden launched it, the company had gambled heavily on being able to keep the old style large car alive in a market that was moving towards smaller cars.With its carved curves, chiseled lines and pumped wheel arches it was a good looking car.  Compared to the previous model it was also longer, wider, taller with a larger footprint, with a similar cabin that could seat five adults, and larger boot.  At the same time it was heavier, and there was only a small improvement in fuel economy, an important consideration when buying a car at the time.The Omega's engine was a 3.6-litre all-alloy V6 with double overhead camshafts and variable valve timing that put out 180kW at 6000rpm and 330Nm at 2600rpm.  It was also offered with an Impco-developed vapour-injection dual-fuel (LPG) system. In that form it's peak performance was 175kW at 6000rpm and 325Nm at 2600rpm.There was just the one transmission on offer in the Omega, it was a solid four-speed that had been recalibrated in VE for improved smoothness and shifting. Final drive, as with all Commodores, was through the rear wheels.Underneath it had all-independent suspension front and back and larger disc brakes.  Inside, the Omega was roomy with a well laid-out, well-equipped cabin boasting quality fittings and comfortable seats.IN THE SHOPService intervals for the Omega was 15,000 km. Check for a service record, proper maintenance is the key to a long life for a car.  Overall the VE was well built and is generally reliable, although the early cars suffered by production gremlins that were ironed out quite quickly.IN A CRASHAt launch the Omega had ABS brakes, ESP stability control and traction control with electronic brake distribution and emergency brake assistance overlaid with dual front airbags. When tested by ANCAP it was given four stars out of five.  In October 2008 Holden added head and side airbags, which enabled it to achieve a 5-star ANCAP rating.Parents often opt for a Commodore when buying cars for their beginner driver offspring, believing its solid build and overall safety will keep their kids safe, but a powerful engine with rear drive can often bring inexperienced drivers undone. The addition of ESP as standard equipment on the VE makes it a much better choice for a young driver than earlier models that don't have the important safety feature.UNDER THE PUMPHolden's claim for the 3.6-litre V6 petrol Omega was 10.5L/100km, the company's claim for the dual-fuel (LPG) engine was 16.0L/100km.Carsguide reader Dave Markham's Series 1 Omega V6 averages 12.5 L/100   km around town and 7.0 L/100 km on the highway.HOLDEN OMEGAPrice new: $34,490Engine: 3.6-litre V6 petrol; 180 kW at 6000 rpm/330 Nm at 2600 rpm;   3.6-litre V6 dual-fuel; 175 kW at 6000 rpm/325 Nm at 2600 rpmTransmission: 4-speed auto; rear-wheel driveEconomy: 10.9 L/100 km (petrol), 16.0 L/100 km (LPG)Body: 4-door sedanSafety: 4 stars ANCAP before 2008; 5 stars after 2008Expect to pay: $11,500-$22,000 (petrol); $13,000-$23,500 (dual-fuel)VERDICTBig, roomy family car that performs, handles, and rides well. Hard to   beat if you need the space. ***1/2Price: $11,500 plusCOMING UPDo you own or have you owned a Nissan Murano? Share your experience   with other Carsguide readers by sending your comments via e-mail to   grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney,   NSW, 2010.WE DRIVE THEMFord fan Geoff Warham is on his third VE Commodore, he drives them in   the course of his work doing around 70,000 km per year. In that time   he has only had to have a windscreen washer bottle replaced under   warranty on one them; the dealer put it down to poor quality plastic.   His current car is a Series I VE with the 3.0-litre SIDI V6 and 6-  speed auto."There is definitely an improvement in fuel economy, I can now easily   get more than 840 km from a tank highway driving without fear of   running out where I could only get 750 km from the previous model."Dave Markham drives a 2006 VE Commodore Omega that he bought second   hand in 2008. While overall he's happy with it he has had to repair   leaking heater hoses, replace worn anti-roll bushes and update the   software in a faulty computer."Apart from the above issues my car has been trouble free and what I   mainly like is the handling and smooth ride."