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Holden Commodore
Company typeVehicle series
IndustryAutomotive
Founded1978
Defunct2020
Headquarters
Australia
ProductsAutomobiles (sedan, station wagon, utility, coupe, crossover)

The Holden Commodore was a prominent vehicle series produced by the now-defunct Australian automaker Holden between 1978 and 2020. Manufacturing took place in Australia from its inception until October 2017, while production in New Zealand spanned from 1979 to 1990. Australian assembly operations ceased in late 2017.

The initial three generations (1978–2006) utilized the GM V platform, originally designed by Opel, which featured a rear-wheel-drive layout common to GM’s largest European vehicles. Holden significantly strengthened and customized this platform to meet the unique demands of the Australian market and driving conditions. This design bore resemblance to the Opel Commodore C, later Opel Omega models, and their Vauxhall equivalents.

From 2006 through 2017, Holden independently engineered the fourth-generation VE and VF Commodores on the rear-wheel-drive GM Zeta platform. Subsequently, between 2018 and 2020, Holden offered the ZB Commodore—a rebadged version of the German-built front-wheel or all-wheel-drive Opel Insignia. The model was discontinued at the close of 2020, coinciding with Holden’s full withdrawal as a brand and subsidiary.

History

Replacing the long-standing Holden Kingswood and Holden Premier, the Commodore initially launched solely as a sedan. The lineup expanded in 1979 with the addition of a station wagon. Starting in 1984, Holden introduced its premium trim as the Holden Calais, while the Commodore Berlina became a standalone Holden Berlina model by 1988. In 1990, extended wheelbase versions known as the Statesman/Caprice and utility variants of the Commodore were introduced. The third generation featured the broadest range of body styles, including the Holden Ute debuting in 2000, a revived Monaro coupé in 2001, a four-door utility called the Holden Crewman, and the all-wheel-drive Holden Adventra crossover launched in 2003. Since 1987, Holden Special Vehicles (HSV) has officially produced high-performance versions of the Commodore for both domestic consumption and export markets.

The primary rival throughout much of its history was the locally manufactured Ford Falcon. Prior to the release of the second-generation Commodore in 1988, Holden positioned this model within a size category smaller than that of the Falcon. Additional competition came from mid-size vehicles produced by Toyota Australia and Chrysler Australia, later joined by Mitsubishi Motors Australia. From 1989 to 1997, government policies led to the introduction of the Toyota Lexcen, essentially a rebadged second-generation Commodore. The third generation marked Holden’s most significant export push, with Commodores marketed as Chevrolets across the Middle East and South Africa, as well as under Pontiac and later Chevrolet badges in North America. HSV exports included Vauxhall-badged models in the United Kingdom, Chevrolet Special Vehicles (CSV) in Middle Eastern markets, and HSV variants sold in New Zealand and Singapore.

In December 2013, Holden declared plans to cease local manufacturing by October 2017 but intended to continue using the Commodore name on an entirely imported fifth-generation vehicle built on a front-wheel or all-wheel-drive platform.

On 10 December 2019, Holden announced it would retire the Commodore nameplate during 2020 to concentrate on SUVs and Utes, which constituted more than 76% of its product lineup in 2019. This decision ended a 41-year production run for the Commodore. Later, on 17 February 2020, General Motors revealed that it would phase out the Holden brand completely from both Australia and New Zealand by 2021.

VB (1978–1980)

Launched in October 1978, the VB Commodore emerged as a response to the ongoing impact of the 1973 oil crisis, motivating Holden to develop a smaller, more fuel-efficient alternative to the full-size HZ Kingswood.[1] Originally intending to replace the WA Kingswood, Holden shifted direction and based the VB on Opel models—specifically combining the four-cylinder Rekord E body with the front end of the Opel Senator A—both built on GM’s V-body platform.[2] This configuration allowed integration of Holden’s six- and eight-cylinder engines.[3] The "Commodore" designation was borrowed from Opel, which had used it since 1967.[4] Opel subsequently employed this mixed design for its Commodore C series.

During development, Holden found that the Opel Rekord’s chassis was unsuitable for Australian road conditions, necessitating significant re-engineering that reduced parts commonality to only 35%. Key alterations included redesigning the front suspension and swapping recirculating ball steering for rack and pinion.[2] These modifications increased development expenses to around AUD 110 million—almost equivalent to creating an entirely new model from scratch.[5] Budget limitations meant that utility and long-wheelbase versions were not developed, resulting in a sedan-only lineup available in three trims: base, SL, and SL/E.[2]

A station wagon variant arrived in July 1979, featuring German-imported sheet metal and differing components compared to the sedan.[6][7] Early production suffered from quality control issues such as ill-fitting trim and mechanical faults including water pump failures and steering rack noise, leading to elevated warranty claims.[8] Nevertheless, the VB received acclaim for its value proposition, handling dynamics, braking performance, and ride comfort, securing Wheels Car of the Year honors in 1978.[9]

Despite being only 86% of the external dimensions of the HZ Kingswood, the VB retained 96% of its interior volume—making it five percent larger than the Torana.[10] Classified as a medium-sized vehicle rather than a large car like the Ford Falcon, it offered better fuel economy due to its lighter construction.[11] Initially, downsizing led to reduced sales among fleet and taxi operators who prioritized cabin space; however, escalating fuel costs during the 1979 energy crisis shifted consumer preference toward more economical vehicles, enhancing the Commodore’s market appeal.[12][1]

VC (1980–1981)

The VC Commodore launched in March 1980 introduced the "XT5" engine update, replacing earlier Red six-cylinder and V8 engines with improved Blue variants. These upgrades featured a new twelve-port cylinder head design, reconfigured combustion chambers, updated inlet and exhaust manifolds, and a two-barrel carburettor. V8 models gained electronic ignition systems, revised cylinder heads and manifolds, along with a four-barrel carburettor on the 4.2-litre version—enhancing power output, efficiency, and drivability.

In June 1980, responding to increasing fuel prices, Holden added a 1.9-litre four-cylinder Starfire engine derived by removing two cylinders from its six-cylinder counterpart. This engine produced 58 kW and 140 Nm but was underpowered and delivered fuel consumption comparable to six-cylinder engines due to its high-revving nature.

Fuel economy considerations extended to instrumentation changes: most models replaced the tachometer with a vacuum gauge, leaving the tachometer available only within the sports instrumentation package. Exterior revisions were subtle; these included relocating the corporate crest to the grille center, adding black trim around sedan tail lamp surrounds, and embossing model badging into side rubbing strips. The base trim was renamed Commodore L, while a simplified delete option was introduced exclusively for fleet buyers.

The top-tier SL/E model offered an exclusive "Shadowtone" dark-over-light paint scheme. Some reviews noted heavier steering feel and increased understeer; however, suspension adjustments improved ride quality when carrying full loads.

VH (1981–1984)

Introduced in September 1981, the VH series Commodore presented a refreshed front design featuring a new bonnet, fenders, a grille with horizontal slats, and redesigned headlamps. The rear sedan models adopted louvered tail lights influenced by contemporary Mercedes-Benz styling. The lineup was simplified: the SL replaced the former L as the entry-level trim, the previous SL was elevated to mid-range SL/X, and the SL/E remained the premium option. Wagon variants were available exclusively in SL and SL/X trims. Distinctive pentagonal alloy wheels identified the SL/E model, complemented by blackened B-pillars, chrome rear bumper extensions that wrapped around the corners, and lengthened tail lamps.

From a mechanical standpoint, the VH largely maintained its predecessor's specifications but introduced an optional five-speed manual gearbox for both the 1.9-litre four-cylinder and 2.85-litre six-cylinder engines. Efforts were concentrated on enhancing fuel economy, achieving reductions in consumption of up to 14 percent for these powertrains. In September 1982, Holden reintroduced the sporty Commodore SS sedan, equipped as standard with a 4.2-litre V8 engine or optionally a 5.0-litre V8, both coupled to a four-speed manual transmission. The Holden Dealer Team produced high-performance HDT variants—Group One, Two, and Three—that offered upgraded versions primarily powered by the 5.0-litre V8.

By this stage, Commodore sales were declining as its six-cylinder engine—derived from the Kingswood since 1963—fell behind competitors' offerings. Despite its relatively compact size, the VH did not significantly surpass Ford Falcon rivals in terms of fuel efficiency or performance due to minimal updates to its powertrain and only modest styling revisions from the original VB model. Moreover, Holden's mid-size Camira, released in 1982, provided comparable interior space with superior fuel economy at a more affordable price point. Although the Camira initially gained popularity amid rising fuel costs, stabilization of oil prices shifted consumer demand back toward larger vehicles like the Falcon, which overtook the Commodore as Australia's best-selling car in 1982.

VK (1984–1986)

The 1984 VK model represented a major revision with the introduction of a six-window glasshouse replacing the previous four-window configuration, enhancing the vehicle's visual spaciousness and contributing to sales of 135,000 units over two years. Nevertheless, Holden encountered financial difficulties as sales of the initially well-received Holden Camira declined due to quality concerns, while its aging Holden WB commercial range and Statesman WB luxury models struggled to compete against more modern rivals such as Ford's Falcon and Fairlane.

Trim designations were updated: the Commodore Executive (essentially an SL equipped with air conditioning and automatic transmission), Berlina (supplanting SL/X), and Calais (taking over from SL/E). The 3.3-litre Blue straight-six engine was replaced by the Black variant featuring computer-controlled ignition and optional electronic fuel injection, boosting power output to . The 5.0-litre V8 continued to be offered in premium models but was downsized from 5,044 cc to 4,987 cc in 1985 to meet Group A racing homologation standards. The VK shed compared to its predecessor and incorporated improved braking components. With oil prices stabilizing, Holden discontinued both the 2.85-litre six-cylinder and 4.2-litre V8 engines; meanwhile, the 1.9-litre four-cylinder was restricted to New Zealand markets only.

VL (1986–1988)

The 1986 release of the VL Commodore represented a high point in sales, surpassing the Ford Falcon within the private buyer segment. This model underwent a comprehensive redesign compared to the VK, distancing itself further from its Opel heritage by introducing more fluid exterior contours, a discreet rear spoiler, slimmer headlamps, and a reduced grille depth. The Calais edition was distinguished by its uniquely partially hidden headlamps.[13]

In response to tightening emissions standards and the shift to unleaded petrol, Holden discontinued its older six-cylinder engine and collaborated with Nissan to source the RB30E powerplant. While initially cost-effective due to the strong Australian dollar in 1983, by 1986 this arrangement had become less economical.[14] The RB30E was welcomed for delivering a 33% increase in power alongside 15% improved fuel efficiency over the VK's Black straight-six.[15] A turbocharged variant producing was introduced six months afterward.[16] In October 1986, Holden launched an unleaded carburetted V8 after initially considering its discontinuation due to conversion expenses; however, consumer demand reversed this plan.[17] Export markets such as New Zealand, Indonesia, Singapore, and Thailand received a 2.0-litre RB20E six-cylinder option.[18]

Common manufacturing flaws included inadequate windshield sealing that led to water ingress and rust issues. The installation of a cross-flow radiator beneath the low-profile bonnet contributed to cracked cylinder heads in six-cylinder engines—a problem not observed in the Nissan Skyline fitted with the same RB30E unit.[19] A Monash University safety evaluation in 2008 rated first-generation Commodores (VB–VL) as offering "worse than average" occupant protection relative to later models equipped with airbags; notably, airbags were not yet standard outside luxury vehicles during the VL’s production era.[20]

VN (1988–1991)

The VN Commodore introduced in 1988 and subsequent second-generation models featured body designs derived from larger European models such as the Opel Senator B and Opel Omega A, but with an expanded and lengthened floorpan that matched the dimensions of rival Ford Falcon. Due to budgetary constraints, Holden retained narrow VL chassis components beneath the broader VN bodywork to minimize development expenses. In Australia, the Berlina trim was streamlined to a single Berlina designation, whereas in New Zealand the V6 VN Berlina was marketed as Executive until local production ended in 1990. The lineup broadened in 1990 with the introduction of the VG utility model built on an extended-wheelbase platform shared with station wagons and luxury sedans like the VQ Statesman.[21] Concurrently, quality problems faced by the competitor Ford EA Falcon helped increase VN sales volumes. This contributed significantly to Holden's financial turnaround, resulting in an operating profit of in 1989. Additionally, the VN earned Wheels magazine’s Car of the Year accolade in 1988—marking it as the second Commodore generation to receive this recognition.[21]

Fluctuations in currency values rendered continuation of the Nissan engine from the VL impractical; consequently, Holden engineered its own 3.8-litre V6 engine derived from a Buick design, adapted for rear-wheel drive instead of front-wheel drive.[22] The optional 5.0-litre V8 saw a power enhancement to through multi-point fuel injection.[23] Although not as smooth-running as competitors, this new V6 was commended for its balance of performance and fuel economy at launch.[24] The 2.0-litre Family II unit was available in New Zealand and select export markets such as Singapore, where it also carried the Berlina badge.[22] Transmission upgrades included switching from the VL’s four-speed automatic to a Turbo-Hydramatic automatic and introducing a Borg-Warner five-speed manual gearbox.[25] A Series II revision released in September 1989 brought an updated V6 ('EV6') delivering increased output of .[23]

As part of the Button car plan reforms implemented in 1989, Holden partnered with Toyota Australia under United Australian Automobile Industries. Toyota marketed rebadged versions of the VN Commodore under the name Toyota Lexcen, honoring yacht designer Ben Lexcen. The initial T1 Lexcen featured sedan and wagon variants offered in base, GL, and GLX trims exclusively powered by a 3.8-litre V6 paired with an automatic transmission.[26]

VP (1991–1993)

The 1991 VP update introduced both visual and mechanical refinements while continuing to use the 3.8-litre V6 and 5.0-litre V8 engines carried over from the VN series. The previously available 2.0-litre straight-four engine in New Zealand was discontinued. Exterior modifications included a translucent acrylic grille for base Executive versions, colour-matched grilles on S and SS variants, and chrome grilles reserved for the Calais. Tail light assemblies and boot trim received model-specific styling updates, such as grey accent stripes on the Berlina and chrome detailing on the Calais. Semi-trailing arm independent rear suspension became standard equipment on Calais and SS models, with an option for lower trims replacing the traditional live rear axle, enhancing ride quality and handling characteristics.

An increased front track width addressed prior chassis constraints. In August 1992, anti-lock braking systems were offered as an option on Calais and SS trims, later becoming available across all Series II models. The January 1993 revision introduced colour-coded grilles for Executive trims and alloy wheels for the Commodore S.

Toyota’s Lexcen updates mirrored the Commodore’s timeline. The T2 (VP) Lexcen released in 1991 brought new trim levels: CSi, VXi, and Newport, which persisted until badge engineering concluded in 1997. From this VP generation forward, Lexcens featured distinct front-end designs to set them apart from their Commodore counterparts.

VR (1993–1995)

The 1993 VR Commodore underwent a significant redesign of the second generation, with approximately 80% of parts being new compared to its predecessor. Exterior revisions included more fluid body contours, rounded wheel arches, and the signature "twin-kidney" grille—a styling element maintained through to the 2003 VX and VU models.

At the rear, tail lights were elevated to improve visibility and safety. A driver’s side airbag was introduced as an optional feature—the first time this was offered in an Australian-manufactured vehicle. Anti-lock brakes and independent rear suspension were exclusively available with the new electronic GM 4L60-E automatic gearbox. These safety enhancements, along with cruise control, were standard on the new Acclaim trim level, positioned above the entry-level Executive to appeal to family-oriented consumers. Safety performance saw a marked improvement over earlier models, with VR/VS versions delivering occupant protection exceeding industry averages. The Series II update in September 1994 added audible warning chimes for handbrake engagement and low fuel levels.

The VR Commodore was powered by an upgraded Buick 3.8-litre V6 engine featuring rolling-element bearings in the rocker arms and increased compression ratios, resulting in enhanced power output of and reduced noise and vibration levels. This powertrain contributed to the VR Commodore receiving Wheels magazine’s Car of the Year accolade in 1993.

VS (1995–1997)

The VS Commodore launched in 1995 represented a mechanical refinement of the VR model aimed at maintaining market presence ahead of the VT debut. Exterior alterations were subtle, limited mainly to a refreshed Holden badge and new wheel trims. The revised Ecotec iteration of the Buick V6 engine delivered a 13% increase in power at , improved fuel economy by approximately 5%, elevated compression ratio from 9.0:1 to 9.4:1, and enhanced engine smoothness. This engine was mated to an updated GM 4L60-E automatic transmission offering improved throttle responsiveness and smoother gear changes. The Series II update in June 1996 introduced elliptical side turn indicators, interior upgrades, a new Getrag manual transmission option, as well as a supercharged V6 rated at , filling the performance gap between the naturally aspirated V6 and V8 engines.

The VS marked the final iteration sold under Toyota’s Lexcen nameplate before ending the Holden-Toyota collaboration; production ceased in 1997. In New Zealand, this model was marketed as the VS Commodore Royale, combining the standard VS body with the front fascia of the VS Caprice and powered by an Opel 2.6-litre 54-Degree V6 unit. Limited exports of this Royale variant also reached markets such as Malaysia and Singapore under the Opel Calais branding between 1995 and 1997.

VT (1997–2000)

The 1997 VT Commodore was engineered from the German Opel Omega B platform, modified for Australian conditions by broadening the body and altering mechanical components. Initially, Holden debated either adopting the Omega with minimal changes or continuing to refine the prior VR/VS series. The VT’s design later served as the foundation for new Statesman and Caprice variants and inspired the 1998 prototype that revived the celebrated Monaro coupé.

A standout feature was the inclusion of semi-trailing arm independent rear suspension as standard on all models, which surpassed the rival Falcon’s setup in performance. Electronic advancements such as Traction Control were introduced; however, certain Opel suspension elements like toe control links were omitted, resulting in increased tyre wear under heavy stress. Holden’s performance division, HSV, reinstated the toe control link specifically for the flagship GTS 300 model.

In 1999, the Series II revision replaced the original 5.0-litre V8 with a detuned 5.7-litre GM LS1 V8 sourced from the United States, initially delivering 220 kW before being boosted to 250 kW prior to its replacement by the Generation 4 L76 engine in the VZ iteration. The supercharged V6 engine was enhanced to produce 171 kW. Side airbags became an optional safety feature on Acclaim and higher trims—a first in Holden's lineup.

General Motors considered producing left-hand drive Commodores for its Buick division, demonstrated by the 1996 Buick XP2000 concept; however, this initiative was abandoned due to union opposition in North America. Despite this, it enabled exports to left-hand drive regions including Indochina, the Middle East, South Africa (marketed as Chevrolet Lumina), and Brazil (sold as Chevrolet Omega with a 3.8 V6). The VT earned the 1997 Wheels Car of the Year accolade and emerged as Holden’s top-selling Commodore, surpassing Ford’s AU Falcon in Australia.

The VT series offered sedans and wagons across multiple trim levels: Executive (entry-level/fleet), Acclaim (family/safety oriented), Berlina (luxury focus), and Calais (sedan-exclusive sport luxury). Limited editions included "Sydney 2000" Olympic and Holden 50th Anniversary models based on upgraded Executive variants.

VX (2000–2002)

The VX update launched in 2000 featured redesigned headlamps and replaced the VT’s single rear tail lamp panel with dual separate units. Luxury Berlina and Calais sedans retained a continuous boot-lid panel integrating both registration plate and tail lamps, differentiating them from lower-tier versions.

This platform also introduced the new VU-series Holden Ute, moving away from its previous "Commodore utility" nomenclature. The early 2002 Series II upgrade incorporated a revised rear suspension equipped with toe control links to rectify earlier handling concerns.

A major milestone for the VX was facilitating production of the revived Holden Monaro coupe, which allowed exports to the United States where it was marketed as the Pontiac GTO.

Safety improvements were central to VX development: Bosch 5.3 anti-lock braking systems became standard across all models—marking a first for Australian-manufactured vehicles—and traction control was made available on manual transmission variants. Structural reinforcement of B-pillars reduced side-impact injury risk by half compared to VT models lacking side airbags.

VY (2002–2004)

The 2002 VY update introduced the first significant design transformation since the 1997 VT, replacing the previous rounded front and rear styling with sharper, more angular contours. Inside, the cabin adopted a symmetrical, angular dashboard design dominated by satin chrome plastic on the center console. Premium variants incorporated fold-out cup holders sourced from GM’s Saab division. Holden also transitioned from Eurovox to German-made Blaupunkt audio systems, a collaboration that persisted until the brand's discontinuation.

Mechanical modifications were relatively minor, focusing on refined steering and suspension adjustments to enhance driving dynamics. The Generation III V8 engine received upgrades to boost output in sportier models. To appeal to budget-conscious performance enthusiasts, Holden launched the SV8 trim, which combined the Executive’s entry-level trim with SS V8 mechanicals but omitted some luxury features to offer a lower price point. Additionally, a limited-run SS wagon was produced, with only 850 units manufactured. The Series II revision introduced a front strut brace on the SS model to increase chassis stiffness and raised V8 power output further. Small updates were made to wheels, trim levels, and decals. The Calais model shifted focus toward sport-luxury positioning, while the Berlina became the sole luxury option beneath the Calais. The Series II also marked the debut of Holden’s first four-door utility variant, the Crewman, which shared components with the Statesman/Caprice and One Tonner models.

In 2003, Holden invested in developing the Cross Trac all-wheel-drive system tailored for the VY platform. This electronically managed AWD setup was exclusively paired with V8 engines and automatic transmissions and first appeared on the raised VY wagon crossover named Adventra. The AWD system was not adapted for the outgoing 3.8-litre V6 due to its impending replacement by the VZ model’s new engine lineup. Despite modest sales expectations, Adventra’s market performance fell short of targets.

VZ (2004–2007)

The concluding iteration of the third-generation Commodore series was the VZ model, released in 2004 featuring new Alloytec V6 engines producing and outputs from a 3.6-litre displacement. These engines offered improvements in power delivery, throttle response, and fuel economy compared to their Ecotec predecessors. Luxury-oriented V6 versions were equipped with a new five-speed 5L40E automatic transmission, while the SV6 sports variant utilized a six-speed Aisin AY6 manual gearbox. Other trims continued with an updated four-speed automatic transmission.

In January 2006, Holden introduced a 6.0-litre Generation 4 LS V8 engine designed to comply with Euro III emissions standards; this version omitted features such as Active Fuel Management and variable valve timing found in its US counterpart. Due to emissions requirements, Alloytec V6 power output was slightly reduced.

Safety upgrades included electronic stability control and brake assist systems. According to Used Car Safety Ratings, VT/VX models provided "better than average" occupant protection, with VY/VZ models rated as offering "significantly better than average" safety performance. ANCAP crash test results indicated that the following VE generation achieved marginally higher overall scores thanks to improved side impact protection despite a lower rating in offset frontal impact tests.

VE (2006–2013)

Introduced in 2006, the VE marked the first Commodore model entirely engineered in Australia, following General Motors' withdrawal from the European rear-wheel-drive sedan segment in 2003. Development costs reportedly surpassed AUD 1 billion. Constructed on the GM Zeta platform developed by Holden, it incorporated sophisticated independent suspension and an almost perfect 50:50 weight distribution to enhance driving dynamics. Most engines and transmissions were carried over from the preceding VZ series, though V8 versions received a new six-speed GM 6L80-E automatic transmission, replacing the older four-speed automatic found in entry-level variants. The interior featured a symmetrical center console design to facilitate easy adaptation between left- and right-hand drive configurations, supporting Holden’s export ambitions. Globally, this model was rebadged as the Chevrolet Lumina and Omega, while in the United States it was marketed as the Pontiac G8 until Pontiac ceased operations in 2010.

Shortly after the sedan’s release, Holden Special Vehicles (HSV) introduced high-performance variants, alongside extended-wheelbase WM Statesman and Caprice models. The VE Ute began production in 2007, with the Sportwagon version launching in July 2008. The VE V8 Calais was awarded Wheels Car of the Year, becoming the fifth Commodore/Calais to receive this distinction.

By late 2008, updates included the addition of a passenger seatbelt reminder system, facilitating incremental improvements that culminated in a five-star ANCAP safety rating by 2009.

The MY10 update in September 2009 brought new Spark Ignition Direct Injection (SIDI) V6 engines: a standard 3.0-litre unit on Omega and Berlina models and a more powerful 3.6-litre variant for other V6 trims. The six-speed GM 6L50 automatic transmission replaced previous four- and five-speed units on most models, while sportier versions retained six-speed manual gearboxes. Holden claimed these enhancements improved fuel economy to levels comparable with smaller four-cylinder vehicles; for instance, the 3.0-litre engine achieved a consumption rating of 9.3 L/100 km. Power outputs rose to 190 kW for the 3.0L and 210 kW for the 3.6L engines.

In mid-2010, Holden introduced the VE Series II (VEII), which featured the Holden iQ system—a centrally mounted LCD screen offering navigation, Bluetooth connectivity, and audio controls—alongside minor cosmetic and equipment upgrades.

VF (2013–2017)

The VF Commodore represented a major revision of the VE and was officially revealed on 10 February 2013 in Melbourne.

Extensive modifications were made to the GM Zeta platform’s body structure, suspension components, and electrical systems to reduce weight, thereby improving handling characteristics and fuel efficiency. The Berlina nameplate was discontinued and merged into the Calais trim, while the base model was renamed from Omega to Evoke.

Standard equipment throughout the range included front and rear parking sensors, a reversing camera, and automatic parking assist. Premium variants such as the Calais-V and SS-V Redline offered advanced features including forward/reverse collision warnings and a color heads-up display enabled by upgraded electronics compatible with modern GM platforms. These technological advancements contributed to lower production costs, allowing price reductions of up to AUD 5,000 for base models and up to AUD 10,000 for higher-spec versions like the Calais V V8 and SS V Redline.

After its Australian launch, an enhanced export version—the MY14 Chevrolet SS—was introduced at Daytona Beach, Florida. To elevate its presence in the U.S., GM replaced the Chevrolet Impala with the SS as its representative vehicle in NASCAR’s top-tier series through to 2017 before transitioning to the Chevrolet Camaro ZL1 in 2018.

The Series II update (VF II), released in late 2015, brought subtle front-end styling changes and standardized the LS3 V8 engine across all V8 models. Additionally, adjustments were made to final drive ratios and suspension tuning specifically for the Redline variant.

ZB (2018–2020)

In 2017, Holden declared the cessation of local manufacturing for the Commodore, confirming that the model would persist as a fully imported vehicle. This move was influenced by consumer feedback favoring the continuation of the iconic Australian nameplate that debuted in 1978.

The ZB Commodore was introduced on 6 December 2016 as a rebadged version of the Opel Insignia B, featuring four- and six-cylinder engine options with front-wheel or all-wheel drive layouts—departing from the previous generation's V8 engines and rear-wheel drive setup.

Holden’s decision to maintain the Commodore name despite the vehicle’s reduced dimensions, lack of a V8 powertrain, and shift away from rear-wheel drive generated considerable debate. While intended to sustain brand loyalty and sales figures, some critics felt it missed a strategic chance to reposition the model within the more lucrative semi-premium sedan market segment.

By April 2018, the ZB Commodore had recorded the lowest resale value relative to its original purchase price in Australia.

Owing to sluggish sales performance and a change in corporate direction, Holden announced on 10 December 2019 that production of the ZB Commodore would cease in early 2020, shortly before General Motors discontinued the Holden marque entirely.

Australian export models

During the late 1990s, Australian-built Commodores were exported under multiple badges: as the Chevrolet Lumina in Middle Eastern markets until 2011 and South Africa until 2013; as the Chevrolet Omega in Brazil up to 2008 and briefly again in 2010; marketed as the Opel Calais in Southeast Asia during the mid-1990s; and sold as the Pontiac G8 in North America between 2008 and 2009. HSV’s high-performance variant was available in the United Kingdom as the Vauxhall VXR8 from 2007 until 2017. The VF Commodore was also exported to the United States as the Chevrolet SS from 2014 through 2017.

Chevrolet Lumina

The Commodore was retailed under the Chevrolet Lumina nameplate across regions including the Middle East, South Africa, and previously Southeast Asia. A coupe model derived from the Holden Monaro was also marketed in Middle Eastern countries as the Chevrolet Lumina Coupe. Trim levels offered in Arabia included LS (equivalent to Omega), LTZ (Berlina), S (SV6), and SS. The LTZ and S variants were powered by a 3.6 L Alloytec V6 paired with automatic gearboxes, whereas the SS featured a 6.0 L Alloytec V8 available with either a six-speed manual or optional automatic transmission. The LTZ trim catered to luxury-oriented buyers, while S and SS emphasized sporty characteristics. Exports to Middle Eastern markets concluded in 2011.

In South Africa, Lumina models replaced the V6 engine with a 6.0 L V8 coupled to either six-speed manual or automatic transmissions. The fuel-injected engine with a compression ratio of 10.4:1 delivered up to at 5,700 rpm and at 4,400 rpm with manual transmission; automatic versions produced slightly lower power and torque figures. All vehicles were equipped with Brembo braking systems and ZF limited-slip differentials. The model underwent an update for 2011 coinciding with the launch of VE Series II Commodore, which included redesigned bumpers, chrome boot lid trim, refreshed alloy wheels, Holden IQ infotainment system, and introduced an SSV variant. Additionally, the Holden Ute was sold in South Africa under the Lumina Ute nameplate featuring equipment similar to that of the sedan.

Australian production

Australian manufacturing of the initial Commodore model, which began in 1978, was originally divided between Holden's facilities in Pagewood, New South Wales, and Dandenong, Victoria. By August 1978, Holden revealed a $6.7 million initiative to facilitate assembly of the Commodore lineup at its Elizabeth plant in South Australia. This development led to Pagewood's shutdown the following year. With the introduction of the VN Commodore in 1988, production was fully centralized at Elizabeth.

The Commodore platform also served as the basis for customized versions produced by entities independent of Holden. HSV is recognized as Holden’s official performance division. Other significant high-performance marques include HDT Special Vehicles, Corsa Specialized Vehicles (CSV), and Walkinshaw Performance (WP), which correspond to the first, third, and fourth generation Commodores respectively.

In December 2013, Holden declared it would terminate Commodore manufacturing in Australia by 2017. Later, in December 2015, Belgian businessman Guido Dumarey introduced "Project Erich," an effort to purchase Holden’s manufacturing facilities to continue producing rebadged luxury rear-wheel and all-wheel drive vehicles based on GM’s Zeta platform for both domestic and export markets. Dumarey’s firm, Punch Powerglide, was already supplying automatic transmissions for Holden’s Australian-made V6 models. The final Commodore—and the last Holden vehicle assembled in Australia—was completed at the Elizabeth plant on 20 October 2017.

Sales

Holden Commodore sales figures in Australia
rowspan="2" Template:Vert header 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989
78,429 35,355 62,436
rowspan="2" Template:Vert header 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999
50,820 57,641 62,663 75,330 80,452 83,001 76,849 94,642 85,648
rowspan="2" Template:Vert header 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
83,610 85,422 88,478 86,553 79,170 66,794 56,531 57,307 51,093 44,387
rowspan="2" Template:Vert header 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
45,956 40,617 30,532 27,766 30,203 27,770 25,860 23,676 9,040 5,915

Bibliography

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External links

  1. ↑ 1.0 1.1 Cite error: Invalid <ref> tag; no text was provided for refs named Robinson (2006), p. 24
  2. ↑ 2.0 2.1 2.2 Cite error: Invalid <ref> tag; no text was provided for refs named Bebbington (1998), p. 59
  3. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Robinson (2006), p. 22
  4. ↑ Opel History
  5. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Tuckey (1999), p. 48
  6. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Crossing the Lion
  7. ↑ Bebbington (2009), p. 77
  8. ↑ Wright (1998), pp. 256–257
  9. ↑ Jeeves (2008), p. 62
  10. ↑ Robinson (2006), p. 23
  11. ↑ Wright (1998), p. 250
  12. ↑ Wright (1998), p. 265
  13. ↑ Butler, Dowling, Hagon, Newton, p. 156
  14. ↑ Robinson (2006), p. 25
  15. ↑ HH13 Part2 94-95
  16. ↑ Bebbington (1998), pp. 50–51
  17. ↑ HH13 Part2 94-95
  18. ↑ Red Book Asia Pacific
  19. ↑ Kenwright, CarPoint
  20. ↑ Used Car Safety Ratings
  21. ↑ 21.0 21.1 Davis, Kennedy, Kennedy (Part Two), p. 97–98
  22. ↑ 22.0 22.1 Cite error: Invalid <ref> tag; no text was provided for refs named carpoint
  23. ↑ 23.0 23.1 Cite error: Invalid <ref> tag; no text was provided for refs named Holden Commodore VN Technical Specifications
  24. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  25. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  26. ↑ Earl (2002), p. 28
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