Holden Commodore Reviews

Holden's dual-fuel VE Omega ute offers tradesmen the chance to cut their fuel bills, but still delivers everything its petrol-sucking cousin does. Instead of following the Ford path and making its LPG-fuelled Ute a dedicated gas model Holden has chosen to stick with tradition and make it a dual-fuel model.While it has stuck with tradition in offering its ute in dual-fuel form Holden had also chosen to move with the times and use a state-of-the-art gas-injection system instead of employing the old technology Ford has on its E-Gas engine. Holden's system is a well-respected gas-injection system designed and developed by Impco who has done a good job in integrating it into the core vehicle.At first sight there is little to say the dual-fuel Omega ute is any different to the regular model, if it wasn't for the sticker on the rego plates no-one would ever know it runs LPG as well as petrol.It's only when you dig a little deeper that you find that the LPG filler is tucked away neatly under the regular flap alongside the fuel filler, that there is a fuel system switch and LPG level indicator neatly integrated into the centre console, and if you lift the bonnet the injectors and other system components are visible. It's all there if you look, but there's nothing that screams afterthought or backyard.The smooth integration of the LPG system is even more evident on the road where the Omega ute drives and performs equally well on LPG as it does on unleaded. When driven on LPG the system is configured such that the engine starts on petrol and automatically switches over to LPG after a few seconds, so there's none of the extended cranking times that occur when the engine is started on LPG. The switchover is smooth and the driver wouldn't be aware that it did happen unless they were watching the system indicator in the centre console.A coloured light shows which system is in use at any time and changes colour depending on the system employed, when the system switches from petrol to LPG the colour of the light changes as well. The indicator also includes a series of lights to indicate the level of LPG in the 73-litre tank just behind the Omega's cabin.Should the level fall to empty the system will automatically switch across to petrol, so there's no interruption to driving, and no chance of being stuck on the side of the road as there is with a dedicated LPG vehicle.On the road the dual-fuel Omega drives smoothly with none of the stalling, stumbling, surging, or backfiring as has been common in the past with cars running on LPG. There's also no feeling of a loss of performance from the 3.6-litre Alloytec V6 engine; the response to the throttle is fast and spirited, and it's not lethargic, as is the case with most LPG vehicles using older technology.Holden says the dual-fuel V6 puts out 175 kW at 6500 revs and 318 Nm at 2400 revs when working at its peaks, down from the 180 kW at 6000 revs and 330 Nm at 2600 revs it delivers in petrol-only form.Like the regular Omega ute the only choice of transmission in the dual-fuel Ute is a four-speed auto, which shifts smoothly and works well with no obvious glitches.By using the gas-injection system Holden has been able to use the full capability of the dynamic stability control, which is standard on the dual-fuel Ute as it is on the petrol model. Stability control is but one of the safety systems that come standard with the dual-fuel Ute; the others include ABS antiskid brakes, electronic brakeforce distribution for optimum braking, electronic brake assist in emergency stops, and traction control. As with the regular Ute the dual-fuel model rides and handles well, steers with precision and stops with assurance.Buying a dual-fuel Ute really comes down to the savings that could be made in running costs. Over the time Big Wheels had the Omega Ute it returned 13.29 L/100 km on LPG in a mix of town, country and freeway driving, while a previous similar test of a petrol Ute had it doing 12.5 L/100 km.Using those figures, and the prices of regular unleaded and LPG at the time of the test on the dual-fuel Ute, it would cost $152 per 1000 km on regular unleaded and $64 for the same distance on LPG, a saving of $88 per 1000 km. At that rate it would take 38,600 km to recover the $3400 cost of the LPG option.That's of course without considering the $2000 government rebate for private buyers that substantially reduces the payback time and makes the LPG Ute even more appealing.

Peter Brock’s name will always be synonymous with Holden. The late great driver forged his relationship with Holden with a string of sensational race victories in the 1970s and will forever be remembered as a Holden hero. Never was the bond between Brock and Holden stronger than it was in the early 1980s when Brock set up his own car company and produced a series of race-bred road cars based on the Holden Commodore. There were many great HDT-branded Commodores, but one of the greatest was the ‘Bluey’, the born-to-race Group A Commodore built for the new international Group A racing rules in 1985.MODEL WATCH In 1985 Australia’s touring car racing changed from the home-grown rules that has been in place since the early 1970s to a new formula devised in Europe. The local rules had moved touring car racing away from the street by allowing manufacturers wide ranging freedoms to modify their production cars to suit the track, but the new overseas rules were more restrictive and they reintroduced the requirement to build at least a limited run of production cars to qualify for racing.The VK SS Group A was the first of these so-called ‘homologation’ specials Holden built during the Group A era. It was based on Brock’s HDT SS Commodore, which itself was based on the Commodore SL, the lightest model in the Holden range. All were painted ‘Formula Blue’, hence the nick-name ‘Bluey’ by Brock enthusiasts, and featured a Brock-inspired ‘letter box’ grille and a body kit derived largely from Brock’s previous Commodore racers.Inside it had special blue trim, full instrumentation and a Mono leather steering wheel.Underneath the Group A had a similar suspension set-up to that on Brock’s SS Group Three, with Bilstein gas struts and shocks, and SS springs. Like the regular SS it had a 14 mm rear anti-roll bar, but there was a much heftier 27 mm bar at the front.Brakes were lifted from the Brock SS Group Three, while the wheels were HDT’s 16x7-inch alloys and they were wrapped in Bridgestone Potenza 225/50 rubber.Under the bonnet sat a specially tweaked 4.9-litre Holden V8. Under the Group A rules the Commodore would have been heavily penalised with extra weight had it raced with a regular-sized Holden V8, so the engine’s capacity was reduced from 5.044 litres to 4.987 litres by reducing the stroke to squeak in under the 5.0-litre limit.The rest of the engine drew heavily on Holden’s past racing experience, and included cylinder heads modified by engine guru Ron Harrop, heavier L34 conrods, heavier Chev/L34 valve springs, Crane roller rockers, a lumpy Crane camshaft, Rochester four-barrel carb, matched inlet and exhaust ports, double-row timing chain, lightened flywheel, HM headers, and Lukey mufflers.All up it produced 196 kW at 5200 revs and 418 Nm at 3600 revs, an increase of 19 kW over the regular Holden V8 with equal torque. It was also a more free-revving engine and Holden lifted the red-line by 1000 revs from the standard engine’s limit of 5000 revs. Backing up to the new engine was a stock Holden M21 four-speed manual gearbox.Tested at the time the VK Group A would reach 100 km/h in around seven seconds, and cover the standing 400-metre sprint in 15s. It was quick for its time, handled and stopped exceptionally well, and looked great with an unmistakable Brock road presence.Under the Group A rules Holden had to produce 500 cars before they could race it. These were built on the Holden production line and then shipped to Brock’s factory in Port Melbourne where it was completed.IN THE SHOP Under the Brock skin it’s a Holden Commodore and subject to the same issues that afflict regular Commodores. Under the bonnet look for oil leaks around the engine and power steering. Inside look for wear on the light blue trim as it doesn’t wear well, and check the dash pad for cracks and distortions through exposure to the sun. The good news is that most owners treasure their cars and look after them accordingly. The most important thing is to make sure it’s a genuine Group A model and not a fake.IN A CRASH Safety was in its infancy when the VK Group A was launched, so it lacked the systems now taken for granted. There were no airbags, or ABS, and stability control was still years away from reality. In 1985 cars mostly fell back on body strength and crumple zones, while drivers had to rely on seat belts in a crash. But the VK Group A did have quite good, at least for the time, active safety with its responsive handling and good-sized disc brakes.AT THE PUMP With a highly-tuned V8 under the bonnet the VK Group A is never going to be a fuel-miser, but fuel economy is something few owners would care about. The VK Group A is a sunny Sunday car, it’s not likely to be driven daily, so fuel consumption is of a lesser concern to those who own it. It requires a high-octane fuel, and unless it’s been modified for unleaded it requires an additive. Expect to see economy figures of 15-17 L/100 km, but it depends on driving style.LOOK FOR • Classic Aussie muscle• Brock cred.• Authenticity• V8 performance• Responsive handlingTHE BOTTOM LINE A great Aussie classic muscle car built by a true legend of motorsport.RATING 85/100

The dizzyingly high prices being realised for the XY Falcon GTHO Phase III in recent times has led to a rethink of values right across the classic car market. While the Phase III HO has grabbed the headlines with cars selling well in excess of half a million dollars, other lesser Australian muscle car classics have also appreciated in its wake. When the price of the Phase III became beyond the reach of all but the very well heeled those who wanted a Phase III turned to the regular XY GT and its price escalated as a result.By the time it finished every local muscle car classic had increased in value and the search was on for any that had yet to really take off. The early classics, the Falcon GTs, Monaros, Toranas, Chargers and the like were pretty much out of the picture having already had, in some cases, some pretty hefty price hikes.It was in the later group, from the 1980s and early 1990s that there was some cars, like the VN Commodore SS Group A, that still had some potential to appreciate in value in the future.The trick was to decide which ones had the potential and how high the prices might climb. When selecting cars for their potential to increase in value it’s important to tick a number of boxes, namely, rarity, heritage and desirability. The VN Commodore SS Group A ticks all of those boxes. Just 302 were built, they were built for racing and they’re very desirable.MODEL WATCH The VN Group A was born out the need for Holden to go racing. The company had been a long-time supporter of touring car racing and held on through the 1980s when the local racing authority adopted Group A racing rules from Europe. Group A was conceived by European carmakers to promote the cars they were building and selling to the public in their home markets, it was much like the old Production car rules here in the 1960s and ’70s.One of stipulations of Group A was that any carmaker wishing to compete had to build a run of 5000 production cars, after which they could then spin off a special racing model. It too had to be built and sold to the public, but it could have a number of special features aimed at making it a better racing car.The VN Commodore SS Group A was such a car. It was the last so-called ‘homologation special’ Holden built for Group A before the rules were changed to the current Supercar V8 formula, which doesn’t require any special models to be built in production.The VN Group A story really began under the bonnet. The fuel-injected 5.0-litre Holden V8 was virtually all new from top to bottom and produced 210 kW at 5200 revs and 400 Nm at 4000 revs. Under full acceleration it would race from 0 to 100 km/h in just over six seconds and account for the standing 400-metre sprint in 15 or so seconds. To cope with the torque Holden engineers equipped the VN Group A with a six-speed manual ZF gearbox lifted from the American Corvette.The suspension was thoroughly reworked with higher rate front and rear springs, heavier anti-roll bars, and Bilstein shocks all round. Special Holden designed 17x8-inch alloy wheels were wrapped in 235x45 17-inch Goodyear Eagle tyres to give it the grip it needed.Compared to the Walkinshaw VL that preceded it the VN Group A was fairly subtle. The body kit consisted of quite modest spoilers front and rear, neat side skirts, but a power bulge in the bonnet and a sizable boot lid wing gave it a measure of menace. Holden also developed a special red to satisfy their dealers’ desires for the VN to recall the early red VL Group A, but added a touch of blue to make a little less vibrant.IN THE SHOP Few of the 302 VN SS Group A Commodores Holden built would have been driven daily as a regular VN would have been. Most will have been used for play purposes and left to sit in the shed for most of their lives. But leaving a car unused for long periods can be a recipe for disaster so look for signs of regular use. Just starting them regularly and driving them around the block is not enough to keep them in good order, they need to be driven for long enough to thoroughly warm up the engine, gearbox and diff, and operate the brakes a number of times.The best cars are the ones that haven’t done a lot of kilometres, but have been looked after none the less. Before handing over your cash make sure it is a genuine VN Group A, never assume anything, and check to make sure it has all of the special equipment it should have.IN A CRASH Built prior to the widespread use of airbags the VN Commodore SS Group A has to rely on its body structure and seat belts in a crash. But it has a competent chassis package, responsive steering, good brakes and tyres, so there’s every chance a skilled driver could dodge a collision.OWNERS SAY Jamie Boatwood’s father-in-law bought a VN Group A in 1993 and he and his wife inherited it when his father passed away. Jamie was with him when he bought it and was allowed to drive it on very rare occasions over the years. He says it looks fantastic and drives beautifully. The twin throttle body set up matched with the six speed transmission make it a really special drive, the beauty is you can just ‘cruise’ and enjoy the experience or give it a boot full and hold on. He drives the car probably every four to six weeks and the rest of the time it remains warm and cozy under its car cover locked away safely.Con Sarvanakis has owned the fourth VN Commodore SS Group A built for six years. He bought it from a mate after his VL Commodore Group A had been stolen. He says he wanted a car with power that handled well on the track. He also says he love’s the VN’s shape and the fact that it’s a luxury car that can be driven hard or gently.LOOK FOR • tough muscle car looks• rare, but useable classic• awesome performance• last of the supercarsTHE BOTTOM LINE A classic Australian muscle car that can be driven daily and will in time appreciate in value.RATING 85/100

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

While its notch as Australia’s most popular car has been taken – some would say usurped – by upstart imports, it still holds a strong position in the market. At the top of the wide range sit the V8 versions, and we tested the SS variant.EngineThe SS is powered by a six litre 90-degree OHV V8 engine that puts out 270kW at 5700rpm and 530Nm of torque at 4400rpm. There is a choice of a six-speed manual or six-speed automatic transmission to transfer that power to the wheels.ExteriorThe sports body kit plus quad exhausts and big 18-inch alloys give the SS a real presence on the road. The aluminium alloy construction, creating a lighter engine takes weight off the front end for better steering response and improved handling.Front fog lamps and a rear spoiler add to car’s agile appearance.InteriorFor efficiency and safety, the dash on the SS Commodore is divided into two areas separating driver essentials – available on a digital display in front of the driver - from the additional instrumentation.To make it easier still, the wheel is multifunctional, housing controls for the trip computer and the six-stacker, MP3 compatible sound system.Other interior features include cruise control, Bluetooth compatibility, optional rear park assist and sport front seats complete with SS badge.There is also plenty of storage including two cup holders, a centre console compartment and for long trips there is a fold down rear seat ‘ski’ hatch.SafetyElectronic Stability program, ABS, Electronic Brakeforce Distribution, Traction Control, plus a substantial airbag package complete are standard on the SS.PricingThe Commodore SS starts at $46,790.DrivingThe everyman's performance sedan has come a long way since it was first introduced as part of the Holden Kingswood range in 1971 — the SS moniker being an import from the US where it was used effectively on performance Chevelles and Camaros. For those Holden enthusiasts not in a position to stretch to a HSV, the SS is a great car to compromise with.Available with an all alloy 6.0L Gen 4 V8 with 270kw, 6 speed manual or a 260kw AFM (Active Fuel Management) version with the six-speed automatic, there is just the SSV sitting above the SS in the performance line — but it does not offer anything more in the way of extra grunt. The SS is a real bloke’s car with enough style to not alienate its female market. It's a car to aspire to for a lot of young fathers that need to trade-in the ute when there’s a family on the way.Performance is more than competent. It does not have the sharpness of the European sports sedans, the instant response is not there, but we are really only talking milliseconds. It also does not have the European price-tag. And the gap between Australian performance sedans and their European equivalents in performance, handling and build quality is closer than ever.Having the car sold in the US as the Pontiac G8 has not hurt its local reputation. Australians since the 50s have been envious of Americans and their wide variety of performance cars. These days Americans are somewhat envious of our performance sedans.Driving an SS is a pleasure, road holding and handling are excellent. We had an automatic for our test car and only have two slight criticisms: accelerator response had a slight but noticeable lag and braking application seemed to have a non-linear response, the pressure required seemed to change though the range of movement and on a few occasions we felt we had to push harder at the end of the travel than you should need to.The interior and controls are good and the SS seats stylish and supportive. Overall the 2009 SS is another incremental improvement and will only help to build on the reputation of Australia as builders of muscle sedans.Verdict: 7.9/10

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

Holden execs were given the best Christmas present possible in 2002 with news that sales of the Commodore had reached record levels, surpassing even the benchmark set by the HQ back in 1973. Indirectly the record new car sales is also good news for buyers of second hand cars with a glut of used Commodores threatening to flood the market giving buyers the perfect environment in which to haggle with dealers.Many dealers don’t want to take on any more VR and VS Commodores, most of them have one or two gathering dust in their yards because they’re getting hard to shift at a price that delivers them a profit. The good news is that the VT Commodore is also becoming hard to shift, not because it’s a bad car, but simply because there are so many on offer that buyers can afford to be choosy, and can afford to negotiate hard.MODEL WATCHThe VT was an all-new Commodore launched in August 1997, the result of a $600 million spend by Holden as the company moved to reinforce its position as number one carmaker in the country.The VR and VS Commodores before it had been well accepted by buyers and the VT built on the success of those two models.Holden’s styling boss, Mike Simcoe, hit the jackpot with the VT, designing a elegant shape that had a hint of sportiness. With a longer wheelbase and wider track it had well balanced proportions and an aggressive stance on the road. The smooth dynamic front end flowed through to a substantial rump, and for once the body was allowed to hug the wheels in a way that’s normally only associated with BMW.With the current VY Commodore another facelift of the shape originally introduced with the VT, the VT has not yet dated and still looks good. Some even rate its smoother lines and elegant shape more appealing than the new car.The all-new VT body was stronger and more rigid that any Holden before it, and that translated into improved crash protection, more responsive handling and greater overall refinement.Safety of the VT was also boosted by the fitment of a driver’s airbag as standard across all models – a passenger airbag was optional – pyrotechnic seat belt pretensioners that worked in tandem with the airbag, and a lap/sash belt for the centre passenger in the rear seat.Security upgrades including remote deadlock release, free-turning door lock cylinders, a steering column lock that was designed to slip when forced, and an immobiliser made the VT harder to steal.Engine choices included Holden’s 5.0-litre V8 and a supercharged V6, but the 3.8-litre ECOTEC V6, which gave it plenty of punch, delivered the primary source of power in the VT. Boasting a power peak of 147 kW at 5200 revs, and maximum torque of 304 Nm at 3600 revs, the fuel-injected overhead valve 90-degree V6 would power the VT from standstill to 100 km/h in 8.5 seconds.There was a choice of a five-speed manual gearbox or a four-speed electronic auto transmission, with drive through the rear wheels.Suspension was by MacPherson Strut at the front and semi-trailing arm independent at the rear, and there was a sports suspension option available at extra cost.Brakes were discs all round, with ABS available as an extra cost option, and steering was power assisted.Velour trim was a feature of the comfortable interior, which featured new ergonomically designed seating and improved instrument panel.All models had power height adjustment for the driver’s seat, cushion tilt adjustment, trip computer, power mirrors and remote boot release.Air-conditioning, anti-lock brakes, traction control, passenger airbag, power windows, CD player were all available at extra cost.The Acclaim was equipped to appeal to private buyers, and boasted dual airbags, anti-lock brakes and auto trans as standard, but air-conditioning remained an extra cost option.IN THE SHOPBetter design integrity and improved build quality mean that VTs generally stand up well in service and most with be tight with few squeaks and rattles.Look for oil leaks from the engine, which is prone to leakage from the rear main oil seal, oil pan and front timing cover seal.Oil leaks are also a problem from the power steering pump and rack so have a good look under the car.Rear tyre wear can be high with the independent rear suspension of the VT. This is more of a problem with cars powered by the V8 engine, particularly if they’re driven hard as they tend to be. It’s not such a problem with the V6 because the cars generally aren’t driven as hard, but the tyre wear problem was a major incentive for Holden to introduce the much needed extra toe-link, or Control Link, on the rear suspension of the VX Series II.The attractive interior trim stands up well to the ravages of the harsh Aussie sun and there’s little problem there.LOOK FOR• strong new car sales means plenty of choice for used car buyers.• contemporary look without the new car price tag.• well equipped Acclaim the best choice with standard auto, airbags and anti-lock brakes.• strong rigid body means few squeaks and rattles in older cars.• punchy performance from 3.8-litre V6.

As hard as it may be to believe, it’s official. The Commodore is a classic! Having blown out the candles on its 25th birthday cake the VB Commodore is eligible for special club registration, which makes the first new age Holden a classic in the eyes of the car club movement.Cars have to be at least 25 years old before they are eligible for a club permit, a cheaper form of registration which limits a car’s use to club related activities.Of the models that were released in the VB range in 1978 there is one that stands out head and shoulders above the others. It’s the SL/E and it’s the model that will most likely be the one that will be highly sought by the classic enthusiasts.The Commodore was born in Europe, but bred right here in Australia. It came as the result of the difficulties experienced with oil supplies when war broke out in the Middle East early in the 1970s.It was a rude awakening for all car makers who desperately sought ways of making their cars more fuel efficient after the price of fuel soared in the wake of supply problems.For its solution Holden turned to its German cousin, Opel, and joined the V-Car program, which resulted in the VB released in October 1978.It was the beginning of a new era for Holden, which began with a bang with Wheels magazine’s ‘Car of the Year’ award for the best new car of 1978. After starting on a high there would be lots of lows in the years to come, and it would take almost 20 years for the Commodore to win over the hearts and minds of Australian car buyers.MODEL WATCHTo create the Commodore Holden in effect took the Opel body and chassis and redesigned them to accept its own existing power trains.There was also some reinforcing done in certain areas of the body so it would stand up to the abuse it would receive on bush roads, and the suspension was retuned to suit local conditions.With MacPherson Struts under the front for the first time — there was a traditional Holden live axle under the rear — the VB was a sharp handling car that was more in line with what was coming from Europe than past Holden practice. It still rode comfortably and handled the rough and tough Aussie roads with aplomb.The power train was a problem for Holden that would persist, and get worse, through the 1980s. The gutsy old six-cylinder ‘red’ motor was introduced in 1963, in the EH, so it was getting a little long in the tooth by the time it saw service in the VB Commodore.With increasing demands for greener engines that used less fuel, the old Holden six needed changing, but with technology rooted in the 1960s it needed massive changes to meet the new demands.Instead of spending up big and developing all-new engines as it should have Holden tinkered with the old motor and came up with a compromise that really didn’t work all that well. Under the restrictions of rather rudimentary emission controls systems, old ‘red’ became a rough running unpleasant engine that still used too much fuel.Same goes for the V8, which was introduced in 1968 in the HT. While it wasn’t as old as the six the V8 was still a relatively old engine and didn’t take kindly to being run lean and retarded as the emission control systems made it.The engine problems would become more urgent in the 1980s, but in 1978 when the VB arrived Holden was full of optimism for the future.The VB was a smartly styled car with plenty of European panache, and the SL/E was the epitome of a European sports sedan, a tempting blend of luxury and performance.At the launch the SL/E came with an 87 kW 4.2-litre V8 as the standard engine, with the 114 kW 5.0-litre an option, but from 1979 you could also have an SL/E with the 71 kW 3.3-litre six.A T-bar three-speed auto was standard, as were four-wheel disc brakes, power steering, 15 x 6 alloy wheels with 60-series steel belted radials, air-conditioning, velour trim, wood grain, Blaupunckt AM/FM radio cassette sound, full instrumentation, and for a real touch of Europe it also had headlight washers and wipers.It was a sharp looking car then, and remains so today.ON THE LOTDon’t expect to find a VB SL/E lurking down the back of your local used car dealer, more than likely he’s sent it off to the recyclers. The best place to find a classic Commodore is in the classifieds where you’ll have plenty to choose from.Take your time, don’t rush in and buy the first car you see, unless of course it is a gem. When you find the car for you negotiate hard because VBs are hard to shift, they’re effectively at the end of their useful life and only of interest to classic car enthusiasts.Pay up to $3000 for that one little old lady owner low mileage 4.2-litre SL/E, up to $1000 more for one with a 5.0-litre V8. Don’t bother with the six, it’s the big-bore V8 that has the classic appeal.IN THE SHOPEarly Commodores haven’t aged gracefully. Rust is a major problem and it can often be seen in the bottoms of the guards and doors, below the rear window, and the floors can be a problem if the windows have been leaking.Paint is a major problem if it hasn’t been looked after, The metallic colours are the worst as can be seen by the fading that has frequently taken place on early Commodores.By now the body trim has either fallen off or is in the process of doing so, the doors have sagged, and the dash is cracked from the sun. In the days carmakers were moving from metal trim to plastic the plastic parts weren’t of a high quality.When new the alloy wheels looked a treat, but they were so detailed in their design that it was almost impossible to clean the brake dust out of the nooks and crannies and they soon looked terrible. The only way to keep them looking good was to regularly scrub away the dirt and grime, but few owners chose to do this and they suffered the consequences.Mechanically the VB suffered the same problems as other Holdens. The V8s were prone to oil leaks from the rear main crankshaft seal, the oil pan seal, the timing cover seal, and from the aluminium intake manifold which was prone to distortion.Camshaft wear was also a problem, particularly on the lobes at the rear end of the shaft where there was a problem with oil supply.Leakage from the cylinder head gaskets could also be a problem, usually caused by a problem with the clamping of the head to the block as a result of the cylinder head bolt pattern, which allowed the head to distort.The early emission control systems, which were mostly aimed at denying the engine much needed spark advance and cutting the fuel to the very minimum while still allowing the engine to run, robbed Holden engines of much of their power and performance and made them run roughly.The auto transmissions, the Trimatic was fitted to the six and the small V8, and the American Turbohydramatic 400 (later the 350) was fitted to the 5.0-litre V8, were mostly robust and reliable.Same with the rear end, which didn’t give much trouble, but look for vibrations in the drive shaft that might signal a drive joint on the way out.Most parts are available, either NOS from dealers, or from specialists like Rare Spares, so there’s no major problem in restoring a VB. Remember, though, that most classic car enthusiasts spend far too much money on restorations without the prospect of ever recovering their out of pocket expenses.OWNER’S VIEWSteve Stewart bought his 1978 VB SL three years ago as cheap transport to and from work to save the wear and tear on his motorcycles, but has since become a fan of the early Commodore.It was a very early VB off the line in 1978, was powered by the 4.2-litre V8 and Trimatic auto trans, and had the 310 Euro option pack that was made up of sports instruments, headlight washers and wipers and four-wheel disc brakes.The previous owner garaged it which explains its good original condition when Steve bought it, and the only thing he’s done is replace a worn distributor. There’s some minor rust showing in the passenger side front door, but a recent compression test showed that all was well inside the engine despite having clocked up 254,000 km.Steve calls his VB “Rocket 88” after the Ike Turner hit song from the ‘50s because it “goes like a rocket”.“It’s got a 2.78 axle so it’s not too sharp off the line, but it really gets going as it winds up,” says Steve. “And the good thing about it is that it’s a 1970s car so you don’t have to spend a lot of money on servicing or fixing it. You can do most things yourself.”LOOK FOR• rust is a major problem with early Commodores so inspect cars very careful, particularly look for corrosion around the windshield and rear window, walk away of you find any.• expect oil leaks from most engine seals, leaks from the rear main crankshaft seal will leave a stain on your driveway and cost a tidy sum to replace.• body hardware will most likely be shot, and need replacing. Look at operation of window winders, door locks etc. for an assessment of wear and tear.• doors sag on their hinges over time and doors flop as they’re opened. It’s not a maker task to resetting them, but sagging doors are a sign that time has taken its toll on the body.• faded paint, particularly the metallic colours, are a product of poor paint quality of the times. Most decent cars will need repainting to look their best.• look for suspension sag. Even though it was beefed up for Australian conditions, the Commodore body still drooped on the rough and tough Aussie roads.RIVALSClassic Aussie cars of the 1970s to consider include the 1976 XC Ford Fairmont – pay up to $4500 – a 1977 HZ Holden Monaro GTS – pay up to $6500 – or perhaps a 1974 Leyland P76 Targa Florio – up to $5000 – if you’re brave and want to be different.

The Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951 it was a sad day when it disappeared from Holden showrooms with the demise of the WB in 1984. While Holden launched a new Commodore-based VG ute in 1990 it was not the worker of old.Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload the Commodore ute was a bit of a lightweight softie by comparison. It was based on the long wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leaf springs. The payload of 710 kg was well down on the payload of the old utes, particularly the hugely popular one-tonne chassis-cab.The Commodore-based ute had plenty to live up to given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years and years.Tradesmen, farmers, small business people were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool escape vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived on the scene and it wasn’t immediately accepted as a real workhorse. It was the ute driven to the work site by the boss, not the workers. It was more likely to carry the lunches than the tools of trade.The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000. It remained something of a softie in work terms but had gained greater popularity as a sports ute that was a cool daily driver that could carry the sports gear at the weekend.MODEL WATCHThe VS was a facelift, but much refined version of the VR ute which first saw the light of day in 1993.Like its passenger car cousins the VS utes were little different on the outside from their predecessors, most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly almost identical to the 3.8-litre V6 it replaced, was almost entirely new being smaller, lighter, smoother and more fuel efficient than its predecessor.Capacity remained at 3.8 litres, but it had a new block, heads, manifolds, and an all-alloy cast sump. The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection. It all added up to 17 kW more power, which was now 147 kW at 5200 revs with peak torque of 304 Nm at 3600 revs, but there was also a six per cent improvement in fuel consumption while meeting exhaust emission rules.Transmission choices were a five-speed manual ’box and four-speed electronic auto.A Series II upgrade came in 1996, which can be identified by Series II badges and oval shaped side blinker repeater lights. It also brought a number of small improvements, among which was a new five-speed German Getrag manual gearbox for the V6.Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights. There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.A neatly integrated body kit, made up of front bumper and side skirts, distinguished the SS. There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168 kW driving the rear wheels through a five-speed manual and a limited-slip diff. ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was a leather wrapped sports steering wheel, hand brake and gearshift knob. The seats had SS identification on the seats, and power windows and air-conditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.IN THE SHOPThe Holden ute’s body and chassis are robust and reliable and little trouble is reported from the field.Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000 km. Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.Fuel pumps tend to fail around the 200,000 km mark.One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again.Overheating in autos in VS II utes can lead to transmission problems at around 100,000 km. It can’t be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions in problem vehicles. Holden fixed the problem by releasing an oil cooler kit, which can be retro fitted to prevent the problem.Noisy diffs are also a widespread problem. It’s important to use the Holden recommended oil in diffs to prevent a howling rear-end. Diff seals can also be a problem.OWNER’S SAYAlan McKenzie runs a cleaning business in Sale and uses his VS II Commodore S ute as his daily driver, usually with a trailer in tow.He bought it new and has done some 110,000 km in it. He admits he makes it work hard and doesn’t spare it at all, and says he’s happy with it overall despite having the V6 engine replaced due to a worn camshaft after 67,000 km.He’s had no trouble with the manual transmission or diff, and praises its comfort, drivability and handling.Would he buy another one? He says he’d happily have another, but says when he comes to buy his next ute price will be the crucial decider that will determine whether it’s a new Falcon or Commodore ute.LOOK FOR:• cool styling• tail wagging performance• overheating auto trans• howling diff• worn camshafts

“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.