Holden Statesman Problems

For much of their existence the Statesman and its Caprice big brother played second fiddle to the all powerful Ford Fairlane and LTD, but with the demise of the Ford duo they reigned alone in the market.As much as Holden tried it seemed there was nothing they could do to dent the dominance of the big Fords, even though they followed the same proven formula for building a big car off a regular passenger car platform.The formula was simple enough; you simply stretched the wheelbase to create a massive back seat, enlarged the boot, tuned the ride for comfort, and added some bling to give it prestige appeal.MODEL WATCH Like all previous models in the Statesman and Caprice line the WM was based on the mainstream passenger car model of the day. In the case of the WM that was the VE Commodore.The trick with the bigger models was to distinguish them from their lesser siblings so buyers felt like they were buying something special.That was achieved mostly by extending the wheelbase of the VE by 94 mm and the overall length by 266 mm, which was used to increase the rear cabin space and the boot.The profile was smoothed and refined to achieve a visual balance with the new, longer body, and there was extra chrome trim and badges applied to give it the sophisticated presence buyers in the class demand.The final result was an elegant sedan that clearly stood apart from the run-of-the-mill Holdens from which it was derived.Holden offered two models in the WM range, the Statesman and the range-topping Caprice, essentially differentiated by their trim and features list.Both could be specified with either the 3.6-litre high output Alloytec V6, putting out 195 kW at 6500 revs and 340 Nm at 2600 revs, or the 6.0-litre V8 boasting 270 kW at 5700 revs and 530 Nm at 4400 revs.The V6 came with a five-speed auto with shift paddles for manual shifting, while the V8 came with a six-speed auto that also featured tap-up/tap-down paddle shifting.Underneath the chassis was in essence the same as the VE, with multi- link independent suspension front and rear, front mounted steering rack, and large disc brakes. It was an awesome package that handled with the aplomb of a much smaller car.Inside the Statesman had woodgrain highlights, power front seats, front and rear park assist, rain-sensing wipers, powerful 11-speaker CD sound, MP3 and Bluetooth connectivity.The Caprice badges also calls into play aluminium accents, deep bolstered sports seats, leather and suede trim, Bose premium sound, and Tri-zone air.IN THE SHOP Overall the WM is proving a sturdy, reliable car, but it is subject to the same woes that can befall the humble VE Commodore.Watch for a slump in acceleration when it seems the six-speed auto transmission isn't quite sure what is going on. When it happens it's usually at low speed when you want to accelerate again after lifting off the gas pedal.Cars Guide has received few complaints about the WM; owners appear content with their choice of car.Look for a service record, and inspect for possible crash damage.IN A CRASH Befitting its status at the top of the Holden tree the WM had a comprehensive array of safety gear.It began with a solid body structure designed to absorb the energy of a crash, and included steering column ride-down mechanism and breakaway pedals, then added a host of airbags, electronic stability control, traction control, anti-lock braking, electronic brake assist and electronic brakeforce distribution.ANCAP gave it five out of a possible five stars.UNDER THE PUMP Carsguide reader Kevin Alsop is resigned to the fact that the V8 WM Caprice is a big heavy car and is content with the 12.4-12.6 L/100 km from it.Holden's claim was that the V6 would average 11.7 L/100 km and the V8 14.4 L/100 km.OWNER'S SAY Kevin Alsop reckons his 2008 WM Caprice is the best, and he should know, it's the sixth Statesman/Caprice he's owned. While he's clearly enamoured with the big Holden it's not like he's one-eyed about it, his other car is a Falcon XR6 Turbo ute, which he says is a hoot to drive.As for the Caprice he loves its armchair-like comfort and the easy-flowing performance of the 6.0-litre V8, particularly on long trips, where the big boot is also appreciated. To date, having done a little over 25,000 km, there have been no issues whatsoever with it.LOOK FOR Elegant looksSpacious cabinLarge bootLarge sizeCan be thirstyComfortable rideTHE BOTTOM LINE Big buy for those wanting to make a big statement.

The WB Statesman marked the end of the old Holden as we’d known it from the beginning back in 1948. It’s passing in 1985 was the final changeover to the new generation of European derived models after almost 40 years of unique homegrown cars.The writing was on the wall for the old large Holdens from the moment the VB Commodore came on the scene in 1978. Holden had made the commitment to downsize in response to the oil crises of the 1970s and firmly put its faith in the new smaller European style cars.From that moment the future of the big Holdens was doomed. The company kept making the ute and panel van, and there was even a last minute attempt to resurrect the Kingswood, but it was the luxury Statesman and Caprice that kept the flame alive to the end.MODEL WATCHIn the 1960s Ford’s Fairlane ruled the luxury car market and Holden had trouble coming up with a model that would compete with the big Ford.The first attempt was the Brougham in 1968, in essence a Premier with a larger boot and little else, but luxury car buyers saw through that and continued to buy the Fairlane.A far more serious attempt to match the big Ford was the HQ Statesman in 1971, which not only had a big boot, but also had a longer wheelbase which was turned into increased roominess for rear seat passengers.Holden was then competitive in the large luxury car game, but it still had trouble convincing Fairlane owners to switch, such was the loyalty to the badge in those days.Over the years the Statesman, and its even more luxurious Caprice cousin, closed the gap to the Fairlane and LTD, but it was the WB that came closest to knocking the Ford duo from their pedestal.The WB was the last model designed by Holden’s legendary designer Leo Pruneau and he threw everything at it to make it the best he possibly could. Holden management had something of a different idea and kept a tight rein on the purse strings. It might have been the last in line, but that didn’t mean Pruneau could spend whatever he wanted.As it was he managed to create one of the most attractive of all the large Holdens, one that has stood the test of time well and looks good even today.There were the new rear quarters, with a fifth window that gave it an elegance missing from earlier models, and powerful new front and rear ends. One thing Pruneau couldn’t change was the front guards, which were to be carried over from the HZ model that preceded the WB.Pruneau argued long and loud about doing new front guards because he wanted the sides of the car to be smooth and the HZ guards featured a line that was at odds with the rest of the side panels. When management refused to budge he had to create a wide body moulding that covered the line. It runs right down the side of the WB and to this day Pruneau hates it.Inside, the WB had a new dash and pretty much every feature available on the Holden option list, including power windows, air-conditioning, wood grain trim, plush carpets, radio cassette sound.Mechanically the WB was a familiar package. The engine was Holden’s homegrown 5.0-litre V8, which struggled manfully under the restrictions imposed by our exhaust emission regulations and only put out 126 kW.At first it had an American THM350 three-speed automatic transmission, but that was replaced in 1981 by the locally made Trimatic three-speed in an effort to cut costs.Underneath the classy skin was the usual Holden suspension package of independent wishbone front suspension and coil spring five-link rear suspension on a live axle.Brakes were disc all round, and there was power assistance for the steering.IN THE SHOPRust is the enemy of old cars so check for tin worm in the body. Check around the rear quarter windows, they’re particularly prone to rusting there, around the windshield, rear window, bottoms of the doors, and front and rear guards. It’s worth checking the floors and the boot floor.Cars left sitting in the sun will have a cracked dash pad, and the seats and carpet will be worn. Make sure all accessories, including the air-conditioning, are working correctly.The Holden V8 is generally sound, but listen for worn valve lifters, and look for oil leaks from around the front cover, oil pan, and intake manifold.Harder to find, but there’s also the possibility of a leaking intake manifold because of warping, cracked and leaking exhaust manifolds, and worn camshafts.The early THM350 auto is a tough old unit and rarely gives trouble, but the lighter Trimatic is borderline and isn’t as pleasant to drive.Many WBs have been converted to dual-fuel and these need to be checked thoroughly to make sure they’re safe. Check the use-by date on the gas tank and make sure it has been pressure tested, and check gas lines for installation and damage.The suspension is simple and robust and gives little trouble, but listen for noises from worn bushes and shock absorbers that might need replacing.IN A CRASHMass is the key to the safety of a WB. You won’t find airbags or other modern safety systems in the old Holden, but you have plenty of good old BHP steel around you for protection in a crash.Check seat belts for wear and replace if there’s any sign they’re not in good condition.LOOK FOR:• Classic classy styling• big comfortable sedan• comfortable boulevard ride• big fuel bills• vague handling• last of the old Holden lineTHE BOTTOM LINELast of the big Holdens is a classy classic at an affordable price.RATING65/100

Way back in the 1960s there was little choice if you wanted to buy a luxury car, you simply headed down to your nearest Ford dealer and drove away in a Fairlane. It was that simple. There wasn’t a lot of competition for the big Ford, GMH were trying without much success to sell locally assembled Chevrolets and Pontiacs, and the likes of ’Benz and BMW weren’t serious players back then.Things changed a little when Holden released the HQ Statesman and Caprice in 1971 to compete with Ford’s then super successful Fairlane and LTD, but they enjoyed only modest success against the Fords when they were at their zenith in the early 1970s.But, oh how the times have changed, and along with them the fortunes of the Fairlane and Statesman. There is now plenty of competition for the prestige dollar, with ’Benz and BMW dominating the top end of the market, along with more recent arrivals like Lexus and Audi.Despite this the long wheelbase locals have a lot to offer, particularly if you measure the value of cars on a centimetre per dollar basis when they trump just about everything else on the market.If the Statesman and its more expensive Caprice cousin struggled when Ford’s Fairlane and LTD were at their peak, they have done much better in recent times when they have offered a more sporty and stylish alternative to the often stodgy Fords.The Commodore-based VS Statesman of 1996 put Holden’s long wheelbase model into some pretty lofty company, and with decent build quality and an impressive list of standard features it scrubbed up quite well against the much more expensive models from the big Euros.MODEL WATCHThe choice of a luxury car can be a difficult one. You’ve reached the stage where you can afford to splash out on something a little bit better than the bread-and-butter models you’ve been driving, but what do you buy.The essential elements of a luxury car are comfort and room, particularly in the back seat where legroom is at a premium.Where there wasn’t much alternative to the long wheelbase local models, today there is plenty of choice. Now the choice includes Mercedes-Benz, BMW, Audi and Lexus, which all tantalise, particularly when it comes to the secondhand market.Still, the Statesman and Fairlane have the edge when it comes to used prices, which makes them most attractive luxury choice if you’re on a tight budget.The VS Statesman was launched in 1996. Based on the well regarded VS Commodore it was essentially the same as the Commodore forward of the windscreen, save for the unique grille and front bumper.It was rear of the windscreen that the real differences between the Statesman and the Commodore could be seen. It starts with an extra 95 mm Holden inserted in the wheelbase which gives the rear seat passengers oodles of legroom, and ends with another 33 mm of rear overhang, which results in a much larger boot.So it’s big, and with the panoramic rear window it’s also beautiful. The rear treatment of the Statesman was a distinctive statement of styling and makes the long wheelbase sedan standout. There’s also a unique rear treatment, which helps mark out the Statesman from the rear, along with a classy frontal treatment.Good news for Statesman buyers is that the powertrain is the same as that used in the Commodore. That means it’s simple and relatively troublefree.The Base engine is the 147 kW 3.8-litre Ecotec V6, which brought a raft of refinements that improved smoothness and drivability, as well as power and economy. There were also the options of a 165 kW supercharged V6 in VSII and VSIII, and Holden’s 5.0-litre overhead valve V8 which was fuel-injected and pumped out 168 kW.The transmission choice was simple, a four-speed electronic auto.Underneath the stretched skin lay Holden’s familiar combination of MacPherson Struts at the front and semi-trailing arm IRS at the rear.Power steering was, of course, standard and the four-wheel disc brakes had ABS, and there was traction control for an added safety bonus.Naturally the Statesman came with just about everything in the Holden parts bin. There was plush velour trim, alloy wheels, two-tone metallic paint, dual airbags, power everything, cruise, central locking. air, trip computer, eight-speaker sound, cut pile carpet, remote boot release.The VSII update came in November 1996, and brought 16-inch alloys, cup holders, chrome interior door handles and self levelling suspension.Another update, the VSIII, in 1998 kept the model going until it was dropped in 1999, but there was little to distinguish it from its predecessor, unless you can spot the darker woodgrain panels and the two-tone fascia on the interiorIN THE SHOPBy the time VS was released Holden build quality had markedly improved. They were screwed together with much more precision, and the paint quality was up to international standards.Mechanically the V6 is generally reliable, very little goes wrong with them, but look for oil leaks from front timing cover seals, rear main seal, and rocker covers.The auto is a generic Asian-Warner and is generally quite reliable. Expect to get 200,000 km before it needs a rebuild, but check the oil to see that it’s been changed regularly. The oil should be nice and red, not black and thick.Oil leaks around the power steering are common, and best seen from under the car. Look around the seals on the rack.Body tightness is generally good, so don’t expect to find too much in the way of squeaks and rattles.Do the normal checks of looking at body gaps, open all doors and watch for any that drop when they open, check door openings for signs of overspray, and check the whole body for any colour mismatch that might indicate it’s been in a crash.LOOK FOR• lots of room for rear seat passengers• huge boot• prestige styling with wraparound panoramic rear window• simple mechanical package• smooth comfortable ride• calm and quiet interior ambience