By EWAN KENNEDY
 23 April 2003

The original Holden Commodore models, built from 1978 to 1988, are getting on in years, but were so far ahead of their time that good examples still make excellent used-car buys. Providing you get a good one, that is, so shop carefully.

This Holden is a medium to large car with a rugged build and space for five adults, though four will be more comfortable than five. As a low-cost family car for mum, dad and three pre-teen children, there’s a lot to be said for an older Holden. Running costs are low, they are easy to work on and just about every mechanic in Oz knows them intimately.

These Commodores were based on a German Opel design, but their mechanical components were mainly designed and built in this country. Dynamics were way ahead of that of any other Holden, with a real European feel that appeals to drivers who like a car that responds quickly and predictably.

Body types are four-door sedan and five-door station wagon. Unlike the later ranges there were no Commodore coupes, utes or vans in these early series.

No car in the world had as big a variety of engines as the compact Commodore. Sizes ranged from 1.9 litres in four-cylinder form, through 2.8, 3.0 and 3.3 litres with six cylinder, to 4.2 and 4.9 and 5.0 litres in V8s. With the exception of the 3.0-litre unit imported from Nissan in Japan, the engines were all Australian designs. Most engines used a carburettor, some had fuel injection.

Manual transmissions had four speeds in the early cars, five-speed units were first introduced in the four-cylinder and the smaller sixes and gradually worked their way through the engine range over the years.

Automatic transmissions all had three ratios with the exception of that behind the Nissan 3.0-litre engine that had four.

The Holden VB Commodore first went on sale in November 1978. All were six or V8 sedans at that stage, the wagon wasn’t launched until August 1979. The body received a minor facelift to become the VC Commodore in March 1980. Significant improvements were made to the engines and transmissions. Three months later a four-cylinder engine was introduced. The VH Commodore arrived in October 1981, again the appearance changes were minor but the mechanical components were further refined.

The VK Commodore was released in March 1984. Though it used the same lower body structure as the previous models it had a completely revamped upper section with a ‘three-window’ layout. The nose and tail got a fairly heavy revamp. The VL Commodore of August 1986 was basically similar to the VK in looks, but had a much smoother nose and tail treatment.

Commodores had a confusing array of luxury levels that changed with virtually each new model. In ascending order they are Commodore, Commodore L, SL, Executive, SL/X, Berlina, SL/E and Calais (technically the Calais isn’t a Commodore at all, simply a Holden Calais). Limited edition specials included the Commodore Vacationer.

Spare parts are mostly easy to get, even for the older models. Bits not sold by the official Holden dealer network are often still stocked by specialist aftermarket outlets.

Insurance costs vary widely; the standard four and six-cylinder models are usually bargain priced, especially for an experienced driver with a good insurance record. The V8s, especially the high performance models, are rated further up the premium price list but are far from exorbitant to cover.

Some Commodores were heavily modified into sports versions. The best known are the Brock Commodore and the Walkinshaw Commodore. These are in a specialist market and sit outside the rest of the range. They will be covered in a separate feature in this used-car series.

WHAT TO LOOK FOR
Commodores are normally reliable, though some of the early build cars did suffer from poor factory quality control. They were improved substantially with every new model.

Engines are long lasting and will not usually become smoky from the exhaust until they have done at least 150,000, often a lot more. Reconditioned engines are bargain priced.

Automatic transmissions that have had a hard life will suffer from changing down too often and may also be slow at engaging Drive or Reverse from Neutral. Differential noise in the form of a whine at around 80km/h means the unit is near the end of its life.

Front wheel alignment problems will cause the car to pull to one side, especially under heavy braking, and will eventually show up as uneven front tyre wear.

None of these mechanical repairs are expensive but it is still wise to get a quote before buying the Commodore.

Rust is normally far less of a problem in Commodores than in older Holdens. If it does get a hold it will be in the lower areas of the body and bootlid/tailgate, and in the surrounds of the front and rear windscreens.

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