Holden Commodore News

At the end of 2020, after 160 years in existence, owner General Motors made the decision to retire the Holden brand following the US automotive giant’s move to discontinue supply to right-hand drive markets.Due in no small part to the then Australian Government’s call in 2013 to end ‘co-investment’ with local car manufacturers and the brand’s consistently shrinking market share, after close to 69 years and nearly 7.7 million cars built, local Holden production had finished in 2017.With former GM brands Opel and Vauxhall having already been acquired by PSA Group earlier in 2017, long-term ‘in-house’ access to a RHD imported (ZB) Commodore donor, via the Opel Insignia, was also to become a dead end, while potential alternatives from Buick and Chevrolet were deemed cost prohibitive.General Motors was digging itself out of a financial hole around this time, and with Holden sales struggling across its now pure-import range, on February 17, 2020 the official announcement was made that Holden would be no more from October that year.So, who were the key players within Holden at that tumultuous and emotional time when the ‘Football, meat pies, kangaroos and Holden cars’ music stopped and where are they now?David ButtnerDavid Buttner AM, raised eyebrows across the Aussie automotive industry when, after more than 30 years with Toyota Australia (the last three and half as President), he came out of retirement to take on the role of Holden’s Chairman and Managing Director in August 2018.At the time Buttner was bullish about Holden’s prospects as a pure-importer, telling CarsGuide in late 2018, “The facts are we can draw on a fantastic stable of SUVs and trucks.”But just over a year later he had pulled the pin on his time at Holden, according to a GM statement for “personal reasons”. But a 30 per cent year-on-year slump in sales (Holden had dropped out of the top 10 sellers list) may well have played a part.And surely by the end of 2019 Buttner had a clear take on what was to come down the pipe from Detroit only a couple of months later.Today he’s a freelance mentor and coach, positioning his work under the banner ‘Coaching from Experience’, leaning into his strategic ability and appetite for innovation.Kristian AquilinaKristian Aquilina was Holden Australia’s final Executive Director of Marketing, taking over the role in April 2018. Following David Buttner’s departure (see above) and the announcement that General Motors was axing the Holden brand, Aquilina served as interim Managing Director, overseeing the transition to closure, leaving the position on November 1, 2020.At the time he said, “The brand will work towards a dignified wind down of operations”, which is arguably what happened.After stints as Managing Director of Cadillac International Operations and Cadillac Middle East, Aquilina joined GM Canada in early 2024, serving as President until his appointment as Global Vice President of Cadillac late last year. Based in Detroit, it’s the position he holds currently.Richard FerlazzoA key player in Holden’s design team for more than three decades, Richard Ferlazzo was the brand’s Design Director for seven years from late 2013 to closure.Ferlazzo is best known to many as the father of Holden’s dramatic Efijy concept car that dropped jaws around the world in 2005. But his work on global design projects and GM advanced concepts was even more significant.Having had input into the Commodore line-up from VN in the late 1980s, his time as Chief Designer included a lead position on exterior design for the breakthrough VE Commodore, as well as fine-tuning the next-generation VF, which proved to be the best and last locally made Holden.Today, Richard Ferlazzo Design Consulting works across multiple disciplines including transport (which takes in military vehicles), architectural concepts and product design.Peter KeleyAt the time of the closure announcement Holden had 185 dealers in Australia, 31 in New Zealand and Peter Keley (former MD of Holden NZ) was the brand’s Executive Director of Sales.Of course, unpicking that historical retail knitting would have been traumatic and potentially a legal minefield.With around 1.6 million Holdens still on the road, shell-shocked dealers were offered the option of becoming an authorised service and parts outlet and over 90 per cent of them had finalised compensation and separation packages by mid-2020.Today, Keeley is still in the motorised four-wheeler business as Victoria General Manager for Melbourne Tractors, retailing New Holland and other brands through multiple outlets across the state, with a focus on construction and agricultural equipment. Rob TrubianiRob Trubiani was Lead Vehicle Dynamics Engineer at GM Holden, and famously the guy who punted a VF SS-V Redline Ute around the Nurburgring in mid-2013, setting a new commercial vehicle record for the iconic German circuit at an indecently rapid 08:19.47. Over a 15-year career at Holden he achieved guru status, tuning the final-generation VE/VF Commodore’s Zeta platform to such a fine point that it could hold its head confidently high globally.Continuing his focus on brake, chassis, vehicle dynamics and technical integration he worked through the import-only era, tweaking the Opel Insignia-based ZB Commodore and other models before departing as waves of staff redundancies began in early 2020.After a stint as Senior Mechanical Engineer at global automotive engineering specialist Segula Technologies, Trubiani joined GWM Australia in early 2025 as, you guessed it… Product Engineering Manager.George SvigosWith the benefit of 20/20 hindsight it was probably telling that when Holden’s Director of Communications, Anna Betts resigned in late 2018, it was George Svigos, then GM International’s Director of Communications for Asia-Pacific, took on the accountability.From that point the Holden comms team in Melbourne reported to Svigos who operated out of GM’s regional office in Bangkok, Thailand.But almost in parallel with the closure announcement in early 2020, Anna Betts’ predecessor as Holden Director of Communications and then Director of Marketing, Communications & Customer Experience, GM Southeast Asia, Sean Poppitt stepped in to take on the tricky role of managing corporate comms as the company moved towards shutdown. For the record, Anna Betts (now Anna Tassone) is Associate Director, Communications - Operations at RMIT University, Sean Poppitt is Executive Director - Global Buick & GMC and GM Global Design Communications in Detroit and George Svigos is Executive Director Communications, Global Markets General Motors, also based in Detroit.Lang Lang Proving GroundOpened in 1957, the 877-hectare Lang Lang Proving Ground, located roughly 85km south-east of Melbourne, was part of GM’s global research and development network for over 60 years.Retained by GM beyond the end of local Holden manufacturing in 2017 it was ultimately sold to Vietnamese EV manufacturing specialist Vinfast in late 2020.The iconic circular track, ride & handling loop, as well as various specialist off-road trails and test labs remain intact with Chinese giant GWM securing ‘permanent resident’ status in a long-term agreement finalised in July, 2025.Which of course means Rob Trubiani (see above) will once again be drifting around the skid pan and generally making best use of the facility to adapt the dynamic performance of Havals, Tanks, Cannons and Oras for local conditions. 

This month marks the 40 anniversary of the launch of the Holden VL Commodore in Australia.The fifth and final iteration of the original, German Opel Rekord E-derived (and ultimately HZ Kingswood-usurping) VB Commodore series released back in October 1978, it ranks alongside the most revered Holdens ever.Now a cultural phenomenon, it’s become, to Gen Xers and Millennials mainly, what the 1963 EH is to Baby Boomers. Peak Holden. Here's why.The most changed Commodore to dateThat 1970s-era VB changed little through its VC (1980), VH (1981) and VK (1984) facelifts, though the latter did adopt an extra side window, plastic bumpers and truly ugly square instruments to set it apart.Frankly, buyers became bored, rivals were trying harder and sales were in a worrying downward spiral.Stylistically, then, the VL’s strikingly low, sloping bonnet, featuring slimmer yet far-more effective headlights, seemed almost revolutionary compared to any previous Commodore.Inspired by the mid-sized JD Camira’s facelift of 1984, they also provided a welcome change after seven years of samey front-end design themes. The flagship Calais, meanwhile, added pop-up light covers for dramatic visual demarcation. How Eighties is that?And while the mid-body and cabin sections carried through from the preceding VK, save for a tacky rehash of the upper-dash architecture and refurbished seats in Calais, further back, a small kick-up at the trailing edge of the boot lid gave the sedans a distinctive duck-tail silhouette, for a five-per-cent aero improvement. The wagon, meanwhile, made do with a bumper that merely hung back there like a full nappy. Never mind.But the VL’s defining change lurked underneath the bonnet.Breaking with traditionWildly controversial leading up to the launch, to meet unleaded petrol requirements, the VL ditched Holden’s venerable 3.3-litre overhead-valve iron-block in-line six-cylinder (I6) Black petrol engine (in 86kW carburettor and 106kW fuel-injection guises), for Nissan’s more-advanced 114kW 3.0-litre overhead-cam RB30E, which also debuted soon after in the locally made R31 Skyline.Remember when they actually made Skylines in Australia?Dubbed Powertech 6Ei and imported from Japan, it was 33 per cent more powerful yet 15 per cent more economical than the previous 3.3 base, bringing with it a GM-H-first electronic four-speed auto.Fitting the Nissan I6 in “Australia’s Own” was seen as a betrayal amongst some loyalists, politicians and unionists (since the switch meant a Holden engine factory closed), though it quickly became the literal heart of the VL’s enduring appeal.Especially the cop-car-favourite 150kW RB30ET turbocharged option that followed from July, which even blitzed the 122kW 4.9-litre V8 (an unleaded revamp of the 1969-vintage original still stuck with a three-speed auto option) – as well as anything arch rival and market-leader Ford bothered to muster.Perhaps that’s why the contemporary XF Falcon generally commands a fraction of this-era Commodore’s resale values. Burn!Too little, too late, for GM-HYet, for all intents and purposes, the VL helped end General-Motors-Holden’s (GM-H) as we knew it.Firstly, the Commodore failed to reel in the high-flying Falcon, which was comfortably Australia’s most popular car at the time, owning some 15 per cent of the total vehicle market at its peak. Though more popular with private buyers, only once, in April 1986, did the VL hit the top spot, and only by three units. The end-of-year tally was nearly 55,000 versus over 66,000 registrations. The 1987 results were worse: 53,000 against nearly 70,000, in the XF’s favour.Fleet buyers preferred the visibly-wider (by nearly 140mm) Falcon over Commodore because of the former’s greater size, perceived higher-quality interior (Holden’s build quality was dreadful) and more-predictable road manners. No doubt Ford’s brilliant marketing helped, too.Secondly, the VL also suffered at the hands of an increasingly more-aggressive Mitsubishi, which burst back into the large-car segment in 1985, after a four-year absence following the end of the ancient Chrysler Valiant it inherited, with the innovative, wide-bodied Magna – the first of its kind among medium-sized cars anywhere in the world.A massive hit, the latter embarrassed the VL for interior space and set new local standards in refinement, and continued to challenge Holden and Falcon for the next 20 years.Thirdly, that Nissan engine was a financial disaster for GM-H, reportedly costing more than twice as much per unit than when the deal was struck years before, due to unfavourable currency fluctuations. Unable to make a profit with the VL, Holden couldn’t catch a break.That, along with mounting debt partly accrued due to the over-capitalisation and long-term sales underperformance of the also-Opel-based Camira project – a doomed endeavour given how close in size and price the two Holden family cars were – effectively bankrupted GM-H.On December 9, 1986, GM in Michigan bailed Holden out, and split the operations into the Holden Motor Company (manufacturing) and Holden Engine Company, the latter becoming a key export earner later on, allowing the brand to be less-encumbered with debt in the lead-up to the larger, second-generation Commodore’s release in August, 1988.The car behind the complicated legacyWhether the VL was a success or failure depends on your point of view. Commercially it under-performed, but critically… well, things were complicated.Available in government cheapo-spec SL, fleet-fodder Executive, private-buyer-baiting Berlina, luxury Calais and performance SS grades – with the latter trio being sedan-only bar one brief exception – it offered a broader choice than a very-complacent Ford.Actually, that’s a little harsh, as Ford was stretched developing the largely new-from-the-ground-up EA Falcon, along with the SA Capri convertible.What Holden desperately lacked were responses to the XF-based ute, panel van and long-wheelbase luxury car (Fairlane rival), as these were the provenance of the full-sized WB line-up that ceased in 1985. The VN-derived VG ute and VQ Statesman/Caprice twins wouldn’t surface until 1990.Contemporary reviews loved the Nissan I6’s BMW-levels of power delivery and straight-line performance, especially at the SL’s price point, and swooned over the turbo’s sensational speed and smoothness. But many also criticised the VL’s retrograde steering and suspension revisions that were meant to fix previous models’ sharp steering, but instead resulted in duller handling, excessive body movement and a lumpier ride. Fail.Holden was praised for solely offering a cheap V8, since Ford dropped theirs years before (and not rectified until 1991’s EB series), giving caravanning and boating-obsessed Australians an affordably torquey towing option, which nobody could match.To stoke VL sales, a Vacationer special arrived by mid 1987, while another – badged ‘200 Series’ in time for Australia’s Bicentennial – largely served as a spoiler for the EA Falcon the following March.HSV is bornThis was also the era of Holden’s very public breakup with racing hero Peter Brock over his infamous Polarizer engine-efficiency enhancer that GM-H wanted no part of. This led to the in-house Holden Special Vehicles (HSV) replacing Brock’s Holden Dealer Team, resulting in the HSV VL SV88 as the first in a long line of hot Commodores.An early standout was the HSV VL SS Group-A SV, unkindly branded the Plastic Pig or Batmobile despite boasting up to 231kW, developed to meet racing homologation regulations by Walkinshaw. But, with its outrageous body kit and pricing, sales stalled (it was released as VN came on stream), though now they’re a highly sought-after.VL afterlifeWith so much at stake, the VN arrived with huge fanfare in August 1988, and immediately addressed many of its predecessor’s perceived shortcomings, being equal-largest in class with Falcon, far-more modern inside and out and dynamically a better-behaved proposition.A more suitable family car for Australia, in other words.But the thing is, with the financially debilitating Nissan engine deal cancelled, the VN’s powertrain replacement – this time to a rough old Buick 3.8-litre V6 from North America – sealed the VL’s place in Holden folklore. Even with the very non-GM engine code name, RB30E is now considered one of the greats.If nothing else, the Commodore’s quick ascension to the top (a position it would continuously swap with the Falcon until the disastrous AU a decade later, but that’s another story) proves that Australians are basically size queens.Overall, 151,008 VLs were made over about 30 months, a record for any Commodore at the time, with 134,795 built for Australia, 4322 exported mostly to South East Asia and 12,720 in assembled from completely knocked-down components in New Zealand and Indonesia.The final first-gen Commodore may have lost the battle against the XF, but the big Holden eventually overtook – and outlived – the Falcon. The journey back began here.More importantly, it won the affection of Australian enthusiasts and loyalists like no other before or since – thanks ironically to that controversial Nissan heart within, saving the Commodore for 33 more years.Happy 40 birthday, VL.

Cathy, Thorpey, Kylie and Nikki had just shown the world that Australia can hold its own in sports and culture, we’d given quite a few of our guns away, the Millenial Bug wasn’t such a concern anymore… and three sedans dominated Aussie roads.A quarter of a century ago, the year 2000 was just in the rear-view, and the sales charts looked very different to today.What better time than 25 years later to look back at the cars and brands Australians were heading to the showroom for?Not only were there fewer utes and SUVs being sold, they didn’t even make up a third of the new vehicle sales in the country combined that year. Utes and SUVs were lumped together in the same section of the VFACTS report (the sales figures industry stakeholders, pundits and media receive each month) alongside heavy trucks.Only 8413 new Toyota RAV4s were sold, making the Daewoo Lanos (9029 sales) more popular that year. Compare that to 2025, when the RAV4 ranked second in sales for the year with a whopping 51,947 units, only topped by the Ranger (56,555).Speaking of which, how did our now-favourite utes fare in 2000? The Ford Courier, the Ranger’s predecessor, sold just 6769 units, while the HiLux managed to hop into the top 10 with 21,509 sales. Still somewhat short of its 51,297 in 2025.To be fair, if you’d asked someone if they were buying a Ford ute, the Courier wouldn’t have been the first thing to come to mind. Ford sold 13,698 Falcon utes in the year 2000, putting it well ahead of its Commodore rival’s 6361.That can be explained easily, Holden didn't build a new ute for the VT generation Commodore of the late-’90s, instead continuing to sell the VS ute alongside the VT sedan.The near-new AU Falcon ute (released in mid-1999) had the car-based ute market covered for the turn of the century.Those two now-gone badges, along with the enduring Toyota Camry and the impressive Mitsubishi Magna, were impossible to avoid on Aussie roads then, with the Commodore, Falcon, Camry and Magna being first, second, third and fifth (thanks to the Corolla in fourth) most popular cars in the country in 2000.Between them they contributed to the total 198,766 large passenger cars sold in 2000, which made up 35.9 per cent of the year’s new vehicle sales. In 2025, large passenger cars made up just 2285 sales, or 0.2 per cent of the market.Small cars made up the other major chunk of sales back in 2000, with 154,050 sales being 27.8 per cent of the market. They were 72,222 sales and 6.0 per cent of last year’s market share.The aforementioned Daewoo was in the top 10 brands (just) in terms of sales for the year 2000, but was the only brand in that list that no longer exists.A scroll through the list shows other long-gone names like Daihatsu, Saab and Proton, and one not-so-long-gone name — Citroen.Daewoo Nubira? Daihatsu Sirion? Even the Proton Satria? These forgotten cars all sold in the thousands back then.Giants like Kia and Hyundai have come a long way, too. The brands once known for the Excel or Accent, plus the Kia Rio in its most ‘cheap and cheerful’ phase (RIP) are now global powerhouses with new technology and reliability commonly in the same sentence as their badge names. Hyundai, at least, was still a top-10 player back then.Below, there are tables with the most popular models and brands from the year 2000 and the figures we gleaned from the data — note the badge names have been consolidated so that cars with Commodore (for example) includes all body types.Top 10 cars sold in Australia in 2000Top 10 cars brands in Australia in 2000  

Back in 1995, the most popular SUV in Australia was the then-new and pioneering Toyota RAV4, way down at number 43. How things have changed, with SUVs sat at seven of the top-10 spots, and then (mostly diesel-powered) ladder-frame-chassis utes making up the difference. Here are 10 reasons why Australia’s (and the world’s) SUV obsession have made motoring worse than in past decades for people who love cars.

In nearly 140 years of the motor vehicle, history records only two Australian cars that truly left their mark on the world – even to this day.

Five years ago Holden executives were secretly hatching a plan to save the brand by teaming up with the Chinese car maker behind MG and LDV. Now looking back in 2025 as Chinese brands win over Aussie hearts, the move would have been one of pure genius that would have seen Holden not just survive but maybe even thrive.The deal was close and it could have worked incredibly well, given what we know now. The plan would see Holden and Chinese auto giant SAIC enter an agreement allowing MG cars and LDV utes to be rebadged as Holdens.This was all happening in 2020 - three years after Holden’s parent company General Motors had shut down local manufacturing. The Aussie-built Commodore was replaced with an imported Opel Insignia wearing a Holden badge. The move left Holden in a horrendous situation where it was having to scrape around at the bottom of the auto barrel looking for right-hand-drive vehicles within General Motors global portfolio - the Cruze, for example, was a Daewoo Lacetti Premiere which garnered a reputation for mechanical problems.The deal with SAIC was far more promising. GM already had a joint-venture with SAIC in China, so there was already technology sharing between the companies. But just as Holden’s executives were about to act General Motors announced Holden would end operations at the end of 2021.Holden’s interim chairman and managing director Kristian Aquilina faced a parliamentary inquiry in 2020 into the closure where he was grilled by Senator James McGrath. Reading the minutes of the inquiry reveal Senator McGrath asking if Holden would be sold to a Chinese owner. “I just want to get reassurance from you in relation to the Holden brand. MG, a famous British automobile company, is now owned by a Shanghai-based state-owned company in China. Can you give us an assurance that General Motors won't sell off the Holden brand to, for example, a state-owned company in China, or indeed any other company? Can you give us that assurance?” asked Senator McGrathAquilina's response was firm: “I'm not going to address any hypotheticals, but I want to assure you of this: Holden remains within our ownership, within General Motors ownership.”The exchange showed what appears to be a nervous and hostile attitude toward the prospect of the Australian brand being owned by another carmaker.But a Chinese owner might have helped Holden more than the American one - which left it with nothing. Looking at how dramatically the world’s car landscape has changed with Chinese manufacturers moving at an almost impossible speed both in the development of battery technology and production of high quality, stylish cars makes you think that a Holden owned by Chinese owners may have been a much better prospect.The suggestion also by the Senator that MG was somehow worse off under SAIC ownership is questionable now. MG produced 700,000 vehicles in 2024 and 50,000 of them were sold in Australia, making it the seventh most bought car brand here. MG has never been more successful, never sold more cars AND never been driven by more people.A Holden under SAIC ownership or close joint venture would have probably seen the brand offered in a range of petrol, diesel, hybrid and electric vehicles at prices that would have been affordable.Sure, SUVs would have absolutely formed the backbone of a 2025 Holden model line-up, but the MG3 could have been given a Barina badge and there would have even been room for a halo car in the same way MG has the Cyberster - an electric Monaro maybe? Ok, maybe not that far. But a electric Caprice luxury Car? That could work.Plus, Holden 4x4 utes could have been a thing again. SAIC could have drawn on the same ladder-frame architecture that underpins the LDV T60 ute or the eT60 ute, which might have helped Holden beat old rival Ford to the electric ute post.Of course, there’s the electric Holdens that could have been had the brand been sold to SAIC. The excellent MG4 would have been a perfect electric Holden Cruze - possibly one of the best Holdens ever in its new EV form.Then there’s all the Holden jobs which could have been saved. Sure, maybe not the production line folks, but the design teams and the engineers could have continued on in some form, as is the case with MG's design studio in London.Even today with a new version of the Holden Commodore exists in China as the Buick Regal GS. It's an Opel Insignia-based ZB Commodore and despite the platform being owned by Stellantis now, thanks to a loophole the car can be sold as a Buick by SAIC-GM in China. Yes, even the Commodore could have easily lived on here in Australia, even if it was made in China.Not to mention the other Chevrolet models the brand could have drawn from like the next-generation Equinox which is currently assembled in China.Of course none of this happened. General Motors wanted to keep rights to the Holden brand for at least 10 years as it said it wanted to provide service and support to owners for at least a decade.Perhaps in five years time General Motors will sell the Holden brand to SAIC, or Geely or BYD. Would people really think that's a bad idea now? Will anybody even remember Holden then? Then again, it did work for MG...

Imagine you’re living in another dimension where General Motors decided to keep the Holden brand alive in Australia and the Opel Insignia-based ZB Commodore is still in market.Now take a look at the pictures accompanying this story and that’s more than likely the car that would currently be gracing Holden showrooms across the country.That’s because, despite GM’s sale of Opel to PSA Group in 2017 and the German brand’s transition to Stellantis four years later (in the PSA - Fiat Chrysler Automobiles merger), the Insignia-based car lives on as the Buick Regal in China.And that inter-dimensional Commodore has just received what would surely have been the evergreen Holden’s final facelift.SAIC General Motors is enjoying ongoing success with the Buick brand in the Chinese domestic market with the Regal serving as “a mid-to-high-end car with super driving value”.A 2024 facelift introduced a new grille and bumper treatment to freshen up the car’s look, although its 2018 origins are still clear.But headline news is this month’s introduction of a GS ‘Gran Sport’ high-performance version of the four-door, five-seater.However, rather than the up to 7.5-litre (455ci) V8 engines powering Buick GS muscle cars of the 1960s and early ‘70s, the new Regal offers a 176kW/350Nm version of the ‘Ecotec’ 2.0-litre, four-cylinder, turbo-petrol engine driving the front wheels through a nine-speed auto transmission.Externally the GS sports an ‘Obsidian Black’ grille with cells arranged “in a three-dimensional matrix” and a "fang blade” across its centre. There’s also a black “Tail Wing” spoiler across the boot lid and GS badging front and rear.Underneath the skin the Regal GS’s suspension has been given “European-style sports chassis tuning” and upgraded Brembo brakes are standard, but there are no changes to the interior.Interestingly, owners of 2024 and onwards model Regals will be able to retrofit their car with a GS upgrade kit.SAIC GM says it has sold more than 1.8 million Buick Regals in China over multiple generations and more than two decades on sale. But Holden devotees can only dream of the Holden Commodore GS that could have been.

Holden’s first big blunder, launched 60 years ago, was serious enough to reverberate right through to the very end in 2020. And beyond.

I just had my 05' Holden VZ Commodore One Tonner serviced.At 20 years and 225,000km old, it has seen a lot of change in this world, including the end of the Holden brand itself.But despite its age, it still serves its purpose. “Keep the oil changes regular and you shouldn’t have any issues,” my mechanic told me.It's got two seats, a vinyl dashboard, a droopy headliner, a bullbar and a 2.5m metre steel tray that has moved everything from soil to scrap metal to countless friend's and family member’s furniture.The VZ has paid itself off in a million ways more than one and its endurance is a testament to the Holden brand and the 3.6-litre Alloytec engine that powers it (so long as you keep it up to date on maintenance).As its third owner, I can’t help but think what the first owner might have thought if I told them way back in June 2005, when they bought it from Epsom Holden in Bendigo, that 20 years later it would still be chugging along, now amongst electric cars.And who knows, potentially one day (if I keep up those oil changes) self-driving cars.See, that’s the thing about cars with combustion engines, especially older ones, that makes them so special.An invention like the electric car isn’t like what the smartphone was to the flip phone or Netflix was to the DVD; it can’t simply send old cars like mine to the trash heap.No, a good combustion-engine car is built to last. It might demand regular attention and maintenance, but look after it, and it will last generations.And that makes me wonder, can EVs, which are still in their relative infancy on the mainstream market, provide the same level of longevity?Frankly, we don’t know, and the reality is we aren’t likely to know for some time.In Australia, the average age of a car is 10.4 years, according to the Australian Bureau of Statistics 2021 Car census, which is far longer than most electric cars have even been on sale.Take Australia’s best-selling electric car for example, the Tesla Model Y, which has only been on sale here since 2022.Some clues, however, can be found in the original EV models that do surpass that age bracket. Namely, the Nissan Leaf, BMW i3, Tesla Model S and Mitsubishi i:MiEV, which all landed here between 2012 and 2014.A small volume of second-hand listings of those cars on Autotrader, Gumtree Cars, CarsGuide and competitor’s websites show the vast majority of those models with less than 100,000km on the odometer, which, in fairness, is likely a product of them being city cars.The Model S, on the other hand, has a couple of notable exceptions exceeding 200,000km, despite most sitting comfortably under.Using Telematics company GEOTAB’s recent findings that lithium-ion batteries deplete at a rate of about 1.8 per cent per year under moderate conditions, that means most of those cars would have spent about 18 to 21.6 per cent of their battery capacity.However, that depreciation figure assumes they are being charged at a rate of between 20 to 80 per cent, abstaining from DC fast-charging charging and limiting exposure to extreme heat, which is not always possible in Australia.For argument's sake, though, let's just say all of those conditions have been adhered to. On a mid-range Tesla Model S 85, that might mean you only have 412km of the 502km worth of range left from when you bought it, which is less than what I yield out of a 70-litre tank in the VZ.In theory, however, you would only be able to use 80 per cent of that amount, meaning real range is about 329km, which isn’t shocking, but it certainly isn’t great either.Thankfully, EVs have come a long way since their early days and range is gradually ticking upwards. So are warranties, which is a direct result of a brand’s growing confidence in their products.Tesla currently offers a Basic Vehicle Limited Warranty of four-years/80,000km, which covers everything aside from the battery and drive unit.Those are covered by a much better eight-year/160,000km battery warranty, or 192,000km on its Long Range and Performance variants, along with a 70 per cent battery retention guarantee over that period.Despite the relatively low Basic Vehicle Limited Warranty, overall it is hard to deny it is pretty impressive, especially when compared to the original warranty of my VZ, which was a paltry three-years/100,000km.Keep in mind too that Tesla is on the lower end of the warranty spectrum.MG offers a whopping 10-years/250,000km battery warranty on its electric cars such as the MG4 and ZS EV, which is the same deal it offers on its petrol cars.That ought to give EV owners a sense of security that their car won’t all the sudden lose tremendous amounts of range or require a new battery after a short period of time.But whether they prove as reliable as my trusty One Tonner, only time will tell.

Mike Simcoe, designer of some of Australia’s most iconic cars, will retire from his post as head of General Motors design in July.