Classic Cars

In 1977, something remarkable, and even almost unthinkable just a few years earlier, happened.For the first time in decades, a Holden was no longer Australia’s best-selling car for a full calendar year.The HX Belmont/Kingswood/Premier trio was beaten by Ford’s XC Falcon/Fairmont duo, pipped to the post by just 572 units. 53,934 versus 54,506.Released exactly 50 years ago, we take a look at why the car that finally dethroned a Holden changed the face of Australian motoring forever.Developed in the USA to take on the hyper-successful VW Beetle, the original Falcon launched in Australia in 1960, purely to reel the Holden in.Back then, one-in-two vehicles sold in Australia were by General Motors-Holden’s (GMH), and it was making a ton of money for its American parent. Such obscene profits were too much for Ford to ignore.Yet it took 11 versions, over 17 years, for the Falcon to finally achieve its mission.Yes, Ford first climbed to the top for one month only with the then-new XB Falcon in December, 1973, but 1977 was the year of the XC.Here’s the irony. The XC Falcon was drab, lacking the Mustang-look edge of its handsome XB predecessor, which later found international fame as the basis for the original Mad Max movie car.Laughably tiny round headlights didn’t help. And its interior was plain jane boring, replacing the previous, cool ‘waterfall’ fascia that wrapped around the driver years before BMW thought of doing it.The XC also killed off the legendary Falcon GT.Yet Australians still loved it. Go figure. (Hint: the HX was terrible).By any objective standard, but especially global ones, even back in the day, the Australian family cars that are so loved and collectable today were far from great in the 1970s.Based on the same American principles and formula that created what we now dub The Malaise Era, the contemporary Kingswood, Falcon and Chrysler Valiant were oversized yet cramped due to bad packaging, alarmingly thirsty yet comparatively slow (not Valiant) given their large engine capacities, tricky to drive in the wet and on gravel, rust prone, poorly equipped, low on braking ability and inconsistently built.In contrast, a Peugeot 504, VW Passat, Rover P6 or Mercedes-Benz compact were streets ahead for comfort, safety, efficiency, driving pleasure and quality, if not outright performance. Embarrassingly so.With all this in mind, historians reckon the HX was Holden’s worst model to date.The introduction of stricter emissions standards, known as Australian Design Rule 27A (ADR27A) would make the poorer Australian cars even worse.Just as Ford had done, Holden also launched the barely facelifted HX range in July, 1976, sporting a different grille, new instrumentation… and that’s largely it.But the big barge also drove rougher, used more petrol and performed worse than the preceding HJ that was hardly a media darling itself.The critics very publicly savaged the HX and consumers increasingly wary.In contrast, the corresponding XC Falcon boasted big changes to its engines for ADR27A, resulting in output and economy improvement claims of 10 per cent or more.Neither brand’s powertrains could touch the Valiant’s awesomely strong Hemi engines, just to be clear here. However, the Falcon’s were miles better than Holden’s.Note that tighter steering and better-tuned suspension did make the XC the best to drive, whilst that (albeit dubious) dash redesign, expensive exterior sheetmetal restyles and a new nose job also helped make the Ford seem fresher.You know how the XC dropped the GT? Ford replaced it with the Fairmont GXL, and marketed it as a European-style grand touring driver’s car, complete with rarities for the era such as a limited-slip diff, four-wheel disc brakes, alloy wheels and sports suspension.Buyers and critics alike lapped it up. Fairmont’s big rectangular headlights helped a lot too.Largely unrealised at the time, the GXL also softened Australians to the idea of a less-American Falcon.The 1979 XD successor was not far away and, for the first time in the series' history, it adopted visual cues from Ford of Europe's Granada range, rather than from Detroit.The HX’s poor showing, combined with the XC’s more-favourable reviews, must have lit a fire under GMH, because the HZ that replaced it just 15 months later in October, 1977, brought much-improved handling, smoother engines and scores of minor upgrades.More importantly, it ousted Falcon from the top spot the following year.The Opel-derived VB Commodore arrived late in 1978 and the Falcon would not top the annual sales charts again until 1982 – though it then stayed at number one until 1989.Falcon wasn’t even the company’s first roll of the dice.Ford spent a small fortune during the 1950s trying with the UK Zephyr series (fun fact: the first production car with MacPherson strut front suspension), but, though good, it was too expensive against the Holden.Something cheaper and more basic was needed, and Detroit was planning just such a car. In 1958, two Ford Australia execs sighted a Falcon prototype in Michigan and declared: ‘We’ll have some of that, cheers!’, or some such.At the same time, Chrysler, too, invested heavily in Australia, restyling a discarded US Plymouth as the Royal from 1957 to 1963, but sales were sluggish.Its 1962 Valiant successor did far better initially, but The Malaise set in by 1971’s VH series and sales nosedived, forcing Chrysler to exit Australia entirely by the end of that decade.Meanwhile, the British Motor Corporation (BMC) had tried and failed with various Morris and Austin models from the late 1950s, including the Major and Elite respectively, the advanced 1800 of 1966 and its short-lived X6 Tasman/Kimberly replacement from 1970.Long forgotten today, the latter was then succeeded by the also-Australia-only Leyland P76 in 1973. An ambitious task, it mimicked American sedans with big size and power, but struggled to sell despite being more progressive than the Holden/Falcon/Valiant triumvirate.Hundreds of millions in today’s money were collectively sunk by each of the above brands, to no avail, leading to factory closures and job losses.Ostensibly, the XC Falcon won 1977 because it was superior to the HX. But GMH’s biggest enemy lay within.Following the 48-215 hitting the top spot in 1950, Holden become overall market leader three years later.Australians loved “Australia’s Own” car. That this car was owned by one of history’s biggest corporations, yet was heavily bankrolled by Federal and State governments, didn’t matter. Nor did the fact the massive profits generated went to America.By 1960 GMH enjoyed 50 per cent market share. Hubris had set in, as the local operation became infamously rich, complacent, ignorant and combative.But increased competition was just around the corner, especially from Japan. And, after spectacular year-on-year growth since 1948, Holden stumbled with the ungainly HD of 1965. Market share fell to 40 per cent in 1968, 30 per cent by 1973 and 25 per cent in 1976.Perfect conditions for the Falcon to swoop in.Happy 50 birthday, XC Falcon.

Just like the dreaded difficult second-album syndrome that can inflict music artists after a smash debut, sometimes carmakers really struggle to replace a successful and/or acclaimed model with something equally so.Arguably history’s first was when the original car to put the world on wheels, the Ford Model T from 1908, was replaced by the Model A. While infinitely better, it also had infinitely more competition in 1927, and so couldn’t hope to replicate the T’s legacy.Here, then, are five of the most infamous in Australian motoring history.Built on a shortened version of the then-new Liberty platform, the original Impreza range barely made a ripple – until the WRX (World Rally Cross) turbo AWD arrived in 1993, redefining small-car performance, dominating rallying for years, and becoming a Sony Playstation superstar along the way. The Subaru came to define the era.But when the hotly anticipated 2000 redesign, leaked online with its buggy round headlights and bulkier proportions, howling disapproval ensued – as did one of the first trials by internet – forcing an unscheduled and embarrassing major facelift within two years.Controversial statement time: the Bugeye is the G2 Impreza to buy, not the Blob-eye or Hawk-eye that followed (and reeked of desperation).Nissan’s Datsun 510 Bluebird – or 1600 as it was known in Australia – was an elegantly minimalist mid-sized sedan from Japan with engine and suspension design engineered by the Prince Motor Company of Skyline fame and inspired by the 1966 BMW 1602/2002 that preceded the original 3 Series.At the time, Japanese cars were still largely dynamically deficient, but the Datsun broke through with buyers and critics alike, while also enjoying enduring motorsport success. This was Nissan’s golden era, with the CSP311 Silvia, B10 Sunny/1000 and Fairlady 240Z highly prized today.However, the 1600’s 180B successor traded all that in for a fussy, dreary and ponderous bore that sold strongly but failed to inspire. Datsun even tried to resurrect the spirit of the 1600 with the similarly styled but dynamically dreadful Stanza of 1978. This was Nissan’s first ‘malaise era’.Dishonourable mention: Datsun B110 1200 to B210 120Y.A facelift of the fourth-generation Commodore, the VE of 2006, the VF has the heartbreaking legacy of being Australia’s last-ever locally designed, engineered and built passenger car.It also spawned all-time greats like the HSV GTS-R, was exported to North America and the UK, and – like Ford’s final Falcon – represented unparalleled value given its performance, front mid-engine/rear-drive layout and sports-sedan (and wagon/ute) styling. A true Aussie legend.Importing the smaller, front-wheel-drive mid-sized Opel Insignia from Germany was never going to cut it as a replacement, but the resulting ZB wouldn’t have been so bad if Holden hadn’t insisted on Commodore badges, infuriating fans in the process.Yet, in key areas and due mainly to its newer development, the ZB was a superior family car to the VF, but it wasn’t a true Commodore. Australians shunned it and the plug was pulled by the end of 2019.The fifth-generation Falcon was the all-Australian EA of 1988. Though considered at the time as one of the best-looking new sedans in the world, it was plagued with quality issues that, to Ford’s credit, were quickly resolved. And by the time the EL facelift arrived in 1996, this Falcon series was considered best in class, and jostled with the VS Commodore for domination.But the AU Falcon bombed. People despised its droopy styling and strange grille, especially against the handsome VT Commodore that consequently surged ahead in popularity.Today, it is the Falcon that is more revered, but the AU’s failure forced its maker down a path of debt that, while leading to the legendary Barra and Territory as this country’s only-ever locally made SUV, eventually also collapsed Ford’s Australian manufacturing division after 91 years. A brutal legacy.With its classy American styling update over the preceding, fussy EJ, the 1963 EH Holden was a monumental success, becoming the fastest-selling local car in history with nearly 257,000 sold in just 18 months.That’s an incredible 14,275 monthly registration average, fanned by the introduction of the all-Australian ‘Red’ engine, replacing the old ‘Grey’ anchor that dated back from 1948. At the time, it was considered one of the most advanced and efficient in the global General Motors empire.As it turned out, compact by today’s standards, the EH also came to represent the perfectly sized and proportioned Australian family car as well – a realisation that came way-too late, because its 1965 HD Holden replacement was too big and awkward-looking to resonate in the same way.While not strictly a failure – initial order numbers set records for GMH – the HD’s sales quickly ran out of puff, dropping the monthly sales rate average to 12,780.This gave the rapidly-evolving Falcon a leg-up with consumers that eventually led to the Ford outselling its Holden rival some years later.That gradual chipping away all began with the HD.

We are living in an unprecedented era of automotive innovation and change that is constantly reshaping what and how we drive.For that we should be grateful, since the ongoing electrification of everyday cars, SUVs and utes means we have cleaner air, quieter streets, safer vehicles that are cheaper to run and less reliance on petrol stations.But in Australia, we’ve also lost as well as gained due to this relentless march of progress.For proof, look at any new-car guide from 10 years ago. What’s gone is shocking.Here are seven reasons why motoring in 2016 was better than it is today.In 2016, Australians could buy a handful of new small cars costing under $20,000 when converted to today’s money.Sure, we’d steer clear of the Mitsubishi Mirage from $11,990 and Holden Barina Spark from $12,890, but the Suzuki Celerio from $12,990, Nissan Micra from $13,490 and Honda Jazz VTi, Hyundai Accent Active, Mazda 2 Neo and Toyota Yaris Ascent from $14,990 apiece back then all offered comfortable, capable and reliable transport for not much money.But the only new car under $20,000 in 2026 is the Kia Picanto Sport manual from $19,190 (all prices are before on-road costs unless otherwise stated), though the MG 3 Vibe from $21,990 drive-away is actually marginally cheaper in some states after taxes.Plus, all the old entry-level small cars have vanished from Australia except for the Mazda2 (which is essentially exactly the same car) and Yaris (one generation newer), coming in at a rude $27,290 and $29,190 respectively today.It’s worth noting that a number of light SUVs do cost less than the cheapest back in 2016 (Mazda CX-3 Neo manual from $19,990, or nearly $28K today), including the Chery Tiggo 4, MG ZS, Hyundai Venue, Mahindra XUV 3XO, GAC Emzoom, Jaecoo J5 and Haval Jolion, but still cost more than the aforementioned small cars did a decade ago.At the start of 2016, there were 36 small cars of Toyota Corolla size available in Australia; that number has halved today. And they’re hanging around a lot longer than before.Toyota recently announced that it was extending the lifespan of most models from seven to nine years.We’d already noticed. The current Corolla launched in 2018 and is still going. The previous one was done in six years, while four years was common before that.Meanwhile, the Mazda 2, CX-3 and Mazda 3 arrived in 2014, 2015 and 2019 respectively and are still on-going. The Hyundai i30 hatch surfaced in 2017. As did the existing Volkswagen Polo. And even today’s VW Golf 8.5 is a reskin of the 2012 Mk7.What’s happened? Buyers have abandoned passenger cars for SUVs, so carmakers have been forced to keep their models in production longer for a better return on investment. Or, as in Ford’s case with the Fiesta, Focus and Mondeo, they drop them altogether, relying on utes and SUVs instead.In 2016, buyers could purchase a new large, rear-wheel-drive family car designed, developed and built in Australia, like the Ford Falcon or Holden Commodore from under $50,000 in today’s money, or the slightly-smaller, front-drive Toyota Camry-based Aurion as a locally-made alternative.Along with the Skoda Superb that is the only one left standing in 2026, all were defined by their size, space and power.Too large for you? There were another 16 mid-sized sedans that offered almost as much, for a little less. Camry, Honda Accord and Hyundai Sonata are the only names that are hanging on today.Chrysler, meanwhile, imported the 300 series, while in the upper-large segment, the Holden Caprice faced the Hyundai Genesis and, from the following year, the woefully underrated Kia Stinger. Such sedans are now history.Likewise, consumers can no-longer buy a monocoque-bodied workhorse/weekend-plaything ute as defined by the Holden and Ford Falcon utes, though the KGM Musso EV is the start of something new.And there’s more. Where have all the coupes gone since 2016? There were nearly 30 under $100,000. Why are there only four convertibles left under $100K? And from a dozen people movers under $60,000, that number has also plummeted to four, losing icons like Tarago, Odyssey and Stavic along the way.All have been replaced by dozens of EVs in hatchback, liftback/sedan or SUVs of differing sizes, with sleek, homogenised silhouettes, screen-heavy dashboards featuring minimised buttons, silent electric powertrains and every shade of white through black, or silvery blues, greens and browns.Just remember: 20 years ago, your Commodore could be had as a sedan, wagon, Monaro coupe, Adventra crossover wagon, ute, cab-chassis, Crewman dual-cab ute and long-wheelbase Statesman or Caprice, in regular or HSV performance upgrade guises, some with all-wheel drive and all with V8 options to the standard V6, with the latter also offering a liquid petroleum gas alternative. Today Holden is history.Besides the locally-designed and developed Falcon and Commodore, we also had the Falcon-derived Ford Territory to call Australia’s Own (and only-ever) SUV.These vehicles, along with the T6 ute-based Ford Ranger, Ford Everest and Mazda BT-50 made in Thailand and elsewhere, were created and engineered across this country, and were thus better-suited to our environment than their imported alternatives.And many supported Australian suppliers as a result. Most of all that has now since also gone.This one’s heartbreaking for car enthusiasts – or those who want to feel more connected with their vehicle.In 2016, we counted over 170 different makes and models available with a manual gearbox. Today that number is down to around 30 and falling.Both tallies include everything from Morgans to Mahindra Pik-Ups.Earlier we said the least expensive Toyota today – the Yaris – started from nearly twice as much as the 2016 Ascent manual’s $14,990. At least it’s a much better model than back then. And hybrid to boot.But that’s nothing compared to how much the least-expensive new Ford costs today.The 2016 Fiesta Ambiente kicked off from $15,825 (about $21,300 in 2026), while its cheapest passenger vehicle equivalent today is the Everest Active 4WD SUV from $58,990.And if it’s a non-commercial vehicle-based Blue Oval product you desire, that would be the Mustang Mach-E Select from $65,990.The proliferation of touchscreens, with their distracting sub-menus and absorption of buttons that would previously have controlled the climate system, drive modes, side mirrors or even the glove box, has been so widespread – and we have Tesla to thank for starting this craze – that independent safety organisations like EuroNCAP now penalise new vehicles it tests that do not offer clear and unimpeded access to important functions.You wouldn’t read a book whilst driving along a highway. Staring at a screen instead of the road is much the same thing.The 2026 Toyota RAV4, meanwhile, scores highly for its user interface but then drops the ball with an infuriating trigger-happy and never-ending driver-distraction warning. No thanks.Countless other new vehicles suffer from advanced driver assistance systems (ADAS) interference technologies. Designed to help, they also serve to harass and annoy the driver, leading to greater fatigue and further risk of distraction.Stupid electronic door handles that just do not work intuitively are another sore point, as is the deletion of a spare wheel because the electrification technology takes precedence over personal security when stranded with a blowout far away from home.Thoughtless excuses to help carmakers save money, this is not progress but the devolution of the car we never saw coming back in 2016.

CarsGuide’s mission is to provide in-market car buyers with the independent information they need to make an informed purchase decision.Keeping enthusiasts up to date with the latest new model and industry news is also a key focus, as is providing advice across everything from technical and mechanical issues to legal questions and maintenance tips.  And after providing all that info, we have cars listed for sale on the site. Getting up towards 100,000 of them, each appearing on carsguide.com.au, as well as Gumtree and Autotrader.Every conceivable configuration across a million different brands. New vehicles as well as used cars, the latter category often including ‘pre-loved’ classics.And if you’ve ever thought about getting into the collector car hobby there’s a smorgasbord of interesting options in there.You can go all out and spend eye-watering sums on a special vehicle but there’s plenty of fun to be had on a relatively modest budget.Here are our top five classic collector car options currently available across our three-site portfolio for less than $50K.The original owner of this imposing sedan strolled into H.R. Owen’s South Kensington dealership in West London and drove away in a 6.75-litre V8-powered gentleman’s club on wheels. Lustrous Brooklands Green finish, tan Connolly hide and “flawless” burr walnut veneer trim. Maybe best not to think about maintenance and potential repair costs.More infoAt just over 5.2 metres long Ford’s fourth-gen Thunderbird is a big beastie, but the standard 6.4-litre (390ci) V8 keeps it flying at a decent clip. This left-hand drive US import arrived here in 2020 and its Tropical Turquoise finish with two-tone green trim makes for a sure-fire stand-out. Those vast tail-lights are peak 1960s US automotive styling decoration.More infoAs its name implies this BF Falcon-based MK II Boss 290 GT is powered by a quad-cam, naturally aspirated 5.4-litre V8 producing 290kW/520Nm. Number 244 of close to 1800 BF GTs produced, it features the ZF six-speed auto transmission rather than the Tremec T56 manual gearbox. A lot of modern muscle car for the money.   More infoThe V2 Series 3 Monaro is propelled by the 5.7-litre Gen III LS1 V8 originally delivering 245kW/465Nm to the rear wheels, in this case via the four-speed auto option. The black (full) leather trim looks to be in good shape with the car in standard condition (which isn’t always the case) including the stock 18-inch five-spoke alloy rims. More infoNeed a bit of V12-powered Japanese limousine luxury in your life? How about an impeccable Toyota Century for less than $40K? This second-gen (GZG50) example is fit to ferry an Emperor with rear seat heating, recline and massage functions as well as soft-close doors and hectares of ultra-soft leather trim. So much indulgent bang for the buck!More info

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.

Are you sitting on a future classic?

Nissan mulls resurrecting right-hand drive version of its Murano mid-size coupe SUV as it looks to soak up capacity from underutilised US manufacturing.

Hybrid technology is having its time in the sun as electric vehicle (EV) demand tapers off in certain markets.As reported by Automotive News, Nissan is in discussions with a number of carmakers to manufacture and supply a version of the X-Trail, known as the Rogue, for the North America market.These rebadged Nissan X-Trail’s will be powered by the company’s e-Power hybrid system which uses an electric motor to drive the wheels and a petrol engine as a generator to charge a small high-voltage battery.Ford and Stellantis are reportedly looking at partnering with Nissan for this rebadged X-Trail e-Power. With the latter company it’s expected to be for the Chrysler or Dodge brands.Nissan will reportedly manufacture these rebadged vehicles alongside the Rogue at its production facility in Smyrna, Tennessee.Nissan Vice President, Communications, US & Canada Brian Brockman told Automotive News its “exploring options” to localise vehicle and powertrain production to meet the growing hybrid demand in the US.“ remains open to dialogue that delivers strategic, complementary market opportunities to our core model development efforts,” said Brockman.“At this time, we have no agreements in place regarding production at our U.S. plants.”Neither Ford or Stellantis commented on the topic when asked by Automotive News.It’s reported the collaboration between these carmakers could also result in joint electric vehicle (EV) development.“It’s not a quid pro quo,” said a person to Automotive News, who spoke on the condition of anonymity, adding that a deal could happen even without an EV partnership.Ford could reportedly be looking to plug gaps in its line-up as it has delayed or canceled several EVs over the last year or so.The Bronco Sport and Maverick hybrid models made in Mexico are subject to tariffs in the US.With Stellantis, Jeep has the 4xe plug-in hybrid line-up, while Dodge and Chrysler don’t have many products as they’ve shifted focus to EVs.Nissan currently doesn’t offer any e-Power model in the US, however, it’ll introduce the third-generation version of the powertrain technology in the Rogue in late 2026.The third-generation e-Power hybrid technology is set to arrive in Australia in the first half of 2026 in the Qashqai small SUV. At this point the entire Qashqai line-up will become hybrid-only.Beyond Ford and Stellantis, Mitsubishi is reportedly also looking at introducing e-Power hybrid power to the related Outlander.Conversely, Nissan is also reportedly looking at adding a plug-in hybrid (PHEV) version of the Rogue, which is expected to borrow its powertrain from the related Outlander PHEV.

China’s Leapmotor is reportedly set to reveal a new model at this year’s IAA Mobility show in Munich which runs from September 9-14, 2025.As reported by Autocar, this new Leapmotor model will be a Volkswagen Golf-sized electric hatchback called the B05.This will give the Chinese carmaker a rival to the likes of the Cupra Born and MG4.The Leapmotor B05 is reportedly based on the same 'Leap 3.5' platform as the B10 small SUV and the B01 small sedan.This means the B05 will likely be rear-wheel drive with electric powertrains and lithium iron phosphate (LFP) battery packs that operate on an 800V electrical architecture.It also wouldn’t be surprising if a range-extender (REEV) powertrain option becomes available for the B05 down the track as it was recently confirmed for the B10.The exterior design of the Leapmotor B05 will reportedly be inspired by the B10. It’ll have an aerodynamic silhouette, as well as full-width light bars front and rear.Inside, a 14.6-inch touchscreen multimedia system is expected, like the B10.At this stage pricing for the Leapmotor B10 hasn’t been confirmed, but Autocar indicates it could be under £30,000 (A$62,700) in the UK.For context, the most affordable Leapmotor in Australia currently is the C10 Style REEV at $43,888, before on-road costs.The smaller B10, which is due to launch locally later this year, will likely undercut this price.This forthcoming B05 electric hatch will reportedly spawn a lower-riding sibling called the A05, which would likely be a closer rival to the likes of the BYD Dolphin and GWM Ora.The B10 small SUV will also form as a base for the forthcoming entry-level crossover, dubbed the A10.No further details about the Leapmotor A05 and A10 have been confirmed yet.Leapmotor was founded in 2015 and it currently has seven vehicles in its line-up globally, ranging from tiny city cars to large seven-seat SUVs.Stellantis owns a 21 per cent share in Leapmotor and a 51 per cent slice in Leapmotor International that conducts all activity for the brand outside China.Distribution in Australia is currently through Stellantis’ Fiat, Alfa Romeo and Jeep dealer network.

The scent of a ute revolution is in the air.Carmakers far and wide are stepping back in time and embracing Holden Commodore and Ford Falcon car-based utes.Toyota is now the latest carmaker to be connected to an SUV-based ute, according to US-outlet Automotive News.It claimed sources said a Corolla-based ute would debut in 2027. This is after Toyota US’s Chief Operating Officer, Mark Templin, said: “We’re looking at it”, when quizzed about a small ute, according to The Japan Times."We could really do well in that segment, so we’re trying to do it,” Cooper Ericksen, a senior vice president in charge of planning and strategy at Toyota Motor North America, said in a separate interview with The Japan Times. "It’s a matter of timing,” he said.Ford has laid the blueprint for an SUV-based ute — rather than ladder-frame-based workhorses such as the Toyota HiLux and Ford Ranger — with its smash hit Maverick in the US. Hyundai has also found success with its little Santa Cruz ute in the US.Chinese brand Chery is also reportedly working on a SUV-based ute, which could land in Australia wearing a Jaecoo badge.There are several options for a Toyota ute, with it using either the Corolla’s TNGA-C or the RAV4’s TNGA-K underpinnings. The TNGA-K would make sense as it would line-up with the Maverick and Santa Cruz, which are both based on their mid-size SUV equivalents the Ford Escape and Hyundai Tucson.Hybrid power is almost a certainty and there is an opportunity for it to gain plug-in hybrid power borrowed from the recently revealed new RAV4, which is due on sale locally early next year.New plug-in hybrid versions of the 2026 RAV4 use a 2.5-litre petrol engine and an electric motor to make 201kW in the front-wheel drive versions and 227kW in all-wheel drive variants. A big 22.7kWh battery will provide an electric-only driving range of up to 100km according to Toyota.Conventional hybrid power is available in the new RAV4.It is available in two- and all-wheel-drive layouts and makes 143kW, which is 17kW and 20kW down on the current 2WD and AWD versions respectively. Toyota doesn’t provide total torque figures for its hybrid tech.Digital Artist Theottle on YouTube has given life to a RAV4-based ute in the  above images that show off what the new Toyota ute could look like.