Holden Commodore (VH)
| Company type | Car model |
|---|---|
| Industry | Automotive |
| Predecessor | Holden Commodore (VC) |
| Founded | 5 October 1981 |
| Defunct | February 1984 |
| Successor | Holden Commodore (VK) |
Area served | Australia, Indonesia, Malaysia, New Zealand |
| Products | Mid-size car (sedan, station wagon) |
The Holden Commodore (VH) represents a mid-size car manufactured by Holden between 1981 and 1984, constituting the third version within the first generation of the Holden Commodore series.
Building upon the preceding VC series, this model was introduced on 5 October 1981, featuring a subtle front-end redesign that incorporated a new grille with horizontal slats and updated lighting elements, resulting in a broader, lower stance and enhanced aerodynamic performance. Offered in both sedan and station wagon variants, the VH also debuted redesigned taillight assemblies specifically for the sedan body style.
History
While engine choices remained consistent with earlier models, they were refined to boost fuel efficiency; notably, the 1.9- and 2.85-litre engines improved urban fuel consumption by 12.5% and 14%, respectively. Mechanical components largely stayed the same, except for an optional five-speed manual gearbox made available exclusively on the 1.9-litre four-cylinder and 2.85-litre straight-six due to transmission limitations. The lineup included a 4.2-litre V8 from launch, later supplemented by a more potent 5.0-litre V8 unit.
The model range underwent restructuring: the SL became the entry-level trim, SL/X served as the mid-tier option, and SL/E was positioned as the top-tier sedan featuring optional cruise control and a trip computer that tracked average speed and fuel usage. Station wagons were offered in SL and SL/X levels.
September 1982 saw the arrival of the Commodore SS—a model that remained in production until 2017—equipped with a standard 4.2-litre V8 engine. Enhanced versions were developed by Peter Brock's HDT Special Vehicles, bearing designations such as "SS Group One," "SS Group Two," and "SS Group Three," with the latter boasting a highly tuned 5.0-litre V8 delivering at 4750 rpm. Initially available only in Maranello Red, SS sedans later expanded color options to include Alabaster White.
In 1983, an 'Executive' package targeted fleet customers by combining automatic transmission and air-conditioning within an SL trim but without external badging. Additionally, special 'Vacationer' editions were released seasonally around Christmas from 1981 through 1983.
Following the conclusion of the 1979 energy crisis, consumer preference shifted toward larger vehicles like the Ford Falcon, resulting in the Commodore losing its position as Australia’s best-selling car for the first time.
Production ceased in February 1984, with the VH succeeded by the extensively updated Holden Commodore (VK).
Export markets
In Indonesia, only the 1.9-litre four-cylinder engine was offered in SL/X trim paired with a five-speed manual transmission. Due to the absence of emissions controls, this version produced more power than its Australian counterpart at . After nearly ten years away from Malaysia, Almas Motors Corporation (AMC) reintroduced Holden in 1983 with the VH Commodore. Despite Japanese brands dominating many segments, demand persisted for non-Japanese vehicles within larger market categories.
In New Zealand, an additional Royale trim was positioned between SL/X and SL/E on VH sedans. This popular specification continued through subsequent models including VK, VKA (the 1986 New Zealand-specific VK), and VL series.
Motorsport
The VH Commodore made its debut in Australian Touring Car racing during the 1982 Australian Touring Car Championship (ATCC). The Holden Dealer Team (HDT) encountered controversy when attempting to run Peter Brock’s vehicle equipped with unauthorized components. Although Brock accumulated enough points to claim the 1982 ATCC title (combining results from VC and VH models), he was disqualified from most events.
Later that year, following homologation of HDT’s VH Commodore SS variant, Allan Grice secured pole position at the 1982 James Hardie 1000 at Mount Panorama, becoming the first touring car driver to lap the circuit at over . The VH Commodore SS dominated this race by securing the top four finishing positions, with Brock and Larry Perkins taking victory.
During the 1983 ATCC season, both Grice and Brock won two rounds each but were outperformed by Allan Moffat’s smaller Mazda RX-7 and George Fury’s turbocharged Nissan Bluebird. Moffat achieved four wins en route to winning the championship; Brock and Grice finished third and fourth overall.
Additional homologations granted by CAMS in August 1983 solidified the VH Commodore SS’s status as a frontrunner. Brock earned pole position at that year’s James Hardie 1000 where VH Commodores occupied seven of the top ten grid spots. After early engine failure sidelined his car, Brock teamed with Perkins in another HDT entry piloted by John Harvey to secure victory—marking only one instance where a single model won Bathurst twice. The VH claimed six of the top ten finishing places.
The VH remained competitive into 1984; Brock won the initial two ATCC rounds before finishing second behind Moffat’s Mazda in Round 3. Missing two rounds due to international endurance commitments, Brock concluded as runner-up to Dick Johnson’s Ford XE Falcon. Notably, Allan Grice won what became the final Group C ATCC race held at Adelaide International Raceway on 1 July.
Midway through 1984, factory outfits such as HDT, Roadways, and Warren Cullen’s team transitioned to racing the Holden VK Commodore; however, private teams continued campaigning VH models until CAMS enforced Group A regulations beginning in 1985.
Outside touring car competition, the VH Commodore also achieved success in Group B Sports Sedan racing as well as speedway dirt track events.