Holden Commodore (VL)
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Predecessor | Holden Commodore (VK) |
| Founded | February 1986 |
| Defunct | August 1988 |
| Successor | Holden Commodore (VN) |
| Products | Mid-size car |
The Holden Commodore (VL) represents a mid-size car manufactured by Holden between 1986 and 1988. This iteration marked the conclusion of the first-generation Holden Commodore series and introduced the premium Holden Calais (VL). Production totaled 151,801 units from February 1986 until August 1988.
Design and development
As a major revision of the preceding VK model, the VL Commodore remained the final mid-size Commodore produced until 2018.
The redesign featured smoother contours with more rounded body panels and incorporated a subtle rear spoiler seamlessly integrated into the boot lid. The previous square headlamps were replaced by rectangular units. The flagship Calais variant was distinguished by semi-retractable headlight covers—a first for Holden’s production vehicles—though these covers concealed the same headlights as found on standard VL Commodores.
Inside, the dashboard underwent significant modernization, introducing updated gauges and touch-sensitive switches controlling wipers, rear window demister, and electric antenna (on Berlina/Calais models). The headlight control was relocated to the indicator stalk. HVAC controls received a redesign, while the center console was enhanced with additional storage space and a revised transmission shifter arrangement.
Straight-six engine
Replacing the previous Black six-cylinder engine, the VL adopted an imported 3.0-litre RB30E straight-six unit sourced from Nissan in Japan. This transition was prompted by Australia's 1986 regulation mandating unleaded 91 octane fuel compatibility, which neither the prior Holden six-cylinder nor V8 engines could meet. Furthermore, aging production tooling made modifying the Holden engine economically unfeasible. The Nissan powerplants came equipped with an Electronic Combustion Control System (ECCS) alongside a ram-tuned intake manifold.
Approximately six months post-launch, a turbocharged RB30ET version was introduced, featuring a Garrett turbocharger housed in a water-cooled casing to enhance reliability. This variant incorporated new pistons designed to reduce compression and an updated camshaft profile to minimize valve overlap. The turbocharged engine elevated top speed from to , thereby boosting the Commodore’s competitiveness. Turbo models were fitted with upgraded braking systems, including Girlock finned alloy front calipers. These turbocharged vehicles were adopted by Australian Police as "interceptor" Highway Pursuit cars, identified by the "BT1" designation in their model code.
Transmission options included a GM-supplied Jatco electronic four-speed automatic, while manual versions utilized five-speed Nissan gearboxes. Turbocharged and naturally aspirated models were designated MX7 and MF5 respectively.
Power was transmitted to the rear wheels through either a Borgwarner 28-spline differential for turbo variants or a 25-spline open center differential on non-turbo versions, paired with final drive ratios of 3.45 or 3.23; an optional Limited-Slip Differential was also offered. These gear ratios were taller compared to those found in Nissan Skylines equipped with similar engines.
In New Zealand, VL models assembled locally provided an optional 2.0-litre RB20 six-cylinder alongside the 3.0-litre units, coupled exclusively with Jatco four-speed automatic transmissions imported from Japan. The carbureted 5.0-litre V8 remained available but only with a three-speed automatic gearbox. The 2.0-litre variants sold in New Zealand and other Southeast Asian markets—including Singapore and Thailand—lacked emission control systems and delivered power outputs of at 5,600 rpm and torque of at 4,000 rpm. Notably, this model represented the final Holden assembled and marketed in Indonesia under the names "Holden Calais 2000" and "Calais Enterprise," officially launched there on 19 February 1987 at an event attended by Australian ambassador Bill Morrison.
V8 engine
Holden initially debated ceasing production of their V8 engine rather than modifying it for unleaded petrol, influenced in part by Ford Australia's 1983 choice to eliminate the V8 from its Falcon lineup. Nevertheless, a vigorous public campaign titled "V8s 'til 98" convinced Holden to maintain the engine's manufacture. Continued enhancements allowed the Holden V8 to remain in production until 1999, after which it was superseded by the imported GM LS1 V8.
The 5.0-litre V8, introduced in October 1986, continued to use the Rochester four-barrel carburettor instead of adopting electronic fuel injection (EFI). It was adapted for unleaded petrol and delivered improved power and torque figures at and , incorporating larger valves derived from the earlier Group A engine.
EFI made its first appearance on the VL Commodore through the Group A homologation special, the SS Group A SV—also known as "The Walkinshaw"—which established Holden Special Vehicles (HSV) as Holden's official performance collaborator. Although the 3.0-litre turbocharged engine served as the top performance option at , Holden positioned the V8 as particularly suitable for towing thanks to its robust low-end torque. Transmission options for the V8 included a three-speed TriMatic automatic and a five-speed Borg-Warner T-5 manual gearbox.
Models
The VL lineup debuted with Commodore SL, Executive, Berlina, and the upscale Calais models—the latter marketed simply as "Holden Calais," without the Commodore name. Between March and August 1988, a limited batch of 198 Calais station wagons was produced to reduce surplus wagon body stock.
V8 variants were launched in October 1986. In 1987, Holden introduced a special edition Commodore Vacationer. To commemorate Australia's Bicentenary in 1988, a limited run "Series 200" sedan became available from March that year, featuring two-tone champagne paint alongside upgraded amenities such as air conditioning, power steering, electric windows, and central locking—offered exclusively with the naturally aspirated six-cylinder engine.
Additionally, luxury GTS and Holden Royale models were sold solely within New Zealand.
Commodore SS Group A
The Commodore SS Group A was a homologation model crafted by Holden’s official performance tuner—initially the Holden Dealer Team (HDT)—to comply with Group A touring car regulations. These rules required manufacturing 5,000 base vehicles plus an additional 500 "Evolution" editions to qualify for racing competition. Group A regulations governed major series and events worldwide throughout the 1980s and 1990s, including competitions like the Australian Touring Car Championship, British Touring Car Championship, as well as iconic races such as the Bathurst 1000 and Spa 24 Hours. Produced between 1985 and 1992, the SS Group A remains highly sought after by collectors.
Distinct from other HDT or HSV offerings, these vehicles carried only Holden branding.
In November 1986, Peter Brock’s HDT Special Vehicles unveiled the VL Commodore SS Group A based on the Commodore SL model. To homologate this race car, Holden manufactured 500 units painted in "Permanent Red." The VL incorporated improved aerodynamic features compared to its VK predecessor, including larger front and rear spoilers plus a bonnet scoop designed to channel cooler air into its carburetted V8—the final Holden V8 equipped with a carburetor before transitioning to fuel injection in later models such as the VN Commodore.
Production took place at Holden’s Dandenong facility, with finishing modifications performed at HDT Special Vehicles in Port Melbourne.
This model represented HDT’s last Group A Commodore following Holden’s split with Peter Brock in February 1987. The separation arose from Brock fitting an unauthorized device named the "Energy Polarizer"—a box containing crystals and magnets claimed to enhance vehicle performance but dismissed by Holden and much of the automotive industry as pseudoscience. Brock also introduced an independent rear suspension system without Holden’s approval on the VL series "Director" model. As a result, Holden declined warranty coverage for these modified cars and ended its partnership with HDT, concluding a collaboration that began in 1969.
Subsequently, in late February 1987, Holden formed the Holden Motor Sports Group to support teams such as Roadways Racing (Allan Grice) and Perkins Engineering (Larry Perkins). Both teams campaigned Commodores adorned with Holden Motorsport branding; however, Grice and Perkins reported receiving only limited financial backing from Holden. Prior to this split, Brock had anticipated Holden’s plan to establish its own specialized vehicle division—ultimately leading to Holden Special Vehicles—despite official denials regarding any forthcoming separation.
Motor racing
- Touring Cars
In the inaugural 1987 World Touring Car Championship, the SS Group A achieved two victories. Drivers Allan Moffat and John Harvey won the opening race at Monza, Italy, after the leading BMW Motorsport M3s were disqualified for using unauthorized lightweight body panels. They also secured a fourth-place finish at the Spa 24 Hours before Moffat returned to Ford Motor Company to compete with the turbocharged Ford Sierra RS500.
The HDT-spec Commodore's second triumph in the WTCC came at the 1987 James Hardie 1000 held at Bathurst. Following a loss of factory backing due to a split with Holden, Peter Brock and his co-drivers initially finished third on the track but were later declared winners after the top two Ford Sierras faced disqualification for illegal body modifications. This resulted in the HDT VL Group A SS Commodore securing two wins out of 11 WTCC events. Moffat’s move to the Sierra proved problematic, and he later acknowledged that his stored Commodore was in better condition than Brock’s hastily prepared vehicle.
Up until 2014, the VL Commodore driven by Brock, McLeod, and Parsons held the Bathurst record for winning from the lowest grid position, having qualified 20th—although this was against regulations since Brock had already qualified another car. When adjusted for this breach, their starting position would have been 27th.
Larry Perkins, who continued racing the VK model due to minor issues with the VL, switched to an HDT VL after his VK was damaged at Bathurst. He made his VL debut at Calder Park Raceway and later earned pole position and led early laps in a Group A support race during the 1987 Australian Grand Prix before tyre degradation and brake failure dropped him to third place. In the 1988 Australian Touring Car Championship, Perkins campaigned the VL with backing from Holden Special Vehicles but faced challenges competing against lighter, more powerful Ford Sierras and turbocharged Nissan Skylines. The heavier VL suffered from tyre wear and lacked outright pace in sprint formats, with Perkins’ best result being third at Sandown and finishing seventh overall in the championship.
- AUSCAR
The VL Commodore also enjoyed success in Australian Stock Car Auto Racing (AUSCAR), which predominantly took place at Melbourne's high-banked Calder Park Thunderdome, Australia's first NASCAR-style oval constructed by tyre entrepreneur Bob Jane. Tony Kavich clinched the 1988/89 AUSCAR championship driving a VL Commodore, followed by Brad Jones who dominated with five consecutive titles beginning in 1989/90.
VL AUSCAR variants incorporated a modified version of the HDT SS Group A body kit, mainly differing by featuring a standard bonnet without an air scoop. All Holden Commodores competing in AUSCAR were powered by the 5.0 L Holden V8 engine, with an alternative option being the Group A-developed 4.9 L V8; however, vehicle weight remained unchanged regardless of engine choice.
Commodore SS Group A SV
Manufactured in 1988, the SS Group A SV was exclusively available in Panorama Silver—a name inspired by Australia's Mount Panorama Circuit. The vehicle was assembled by Holden at Dandenong, Victoria and further enhanced by HSV at Clayton, Victoria. It bore Holden badges due to Group A homologation rules that mandated a minimum production of 500 road cars. Although initially planned for 500 units, production increased to 750 to satisfy demand.
The renowned Walkinshaw bodykit, developed by TWR, offered over a 25% reduction in drag compared to the preceding Holden Dealer Team SS Group A model. Its extensive use of plastic components earned it nicknames such as "Plastic Pig" and "Batmobile," while "Walky" (in reference to TWR's Tom Walkinshaw) became its most popular moniker.
Powered by a five-litre engine rated at , it was engineered for racing endurance featuring a specially cast block, reinforced crankcase, redesigned cylinder heads, and unique components including a custom exhaust system and Walkinshaw’s twin throttle body inlet manifold. This sequential throttle setup incorporated a restrictor plate on the larger throttle body to limit airflow; removing this plate reportedly boosted output by 50–60 horsepower.
Produced between March and November 1988, an initial run of 500 units was followed by an additional 250 cars that sold slowly due to competition from the newly introduced VN-series Commodore launched in August 1988. A successor homologation model for Group A racing was released in 1990.
Motor racing
Although the car was anticipated to make its debut early in the 1988 ATCC, delays caused by Holden's split with Peter Brock postponed its entry. Its first international race occurred on 21 August at Brands Hatch, where it finished 13th in the British Touring Car Championship. The Australian debut followed shortly after, on 28 August at Oran Park Raceway, but the car did not complete the race.
HSV proprietor Tom Walkinshaw and driver Jeff Allam campaigned a TWR-entered SV during the 1988 RAC Tourist Trophy held at Silverstone, finishing in 15th place. While the vehicle demonstrated competitive pace, it was outmatched by turbocharged competitors such as the Ford Sierra RS500. At the 1988 Tooheys 1000, TWR's entry retired prematurely due to suspension issues; this event marked Walkinshaw's final competitive outing.
In its inaugural year, significant achievements included a 1–2 finish in a Group A support race at the 1988 Australian Grand Prix and a second-place finish at the 1988 Enzed 500 by Perkins alongside teammate Denny Hulme. Nevertheless, victories remained infrequent against turbocharged rivals throughout 1989 and 1990. The factory-backed Holden Racing Team primarily participated in endurance races, leaving privateer teams to represent Holden in other events.
At the 1989 Sandown 500, Perkins and Win Percy secured second place behind Jim Richards and Mark Skaife's Skyline entry. During that year's Tooheys 1000, Holden's best qualifying position was only 11th, marking the first occasion since 1978 that no Holden qualified on pole position. The race concluded with HRT vehicles finishing sixth and seventh.
The VL model's performance improved notably with an unexpected triumph at the 1990 Tooheys 1000 when Win Percy and Allan Grice claimed victory for HRT—the same car that had failed under Walkinshaw in 1988—followed by a win at the Nissan Sydney 500 by Perkins and Tomas Mezera driving a private entry.
In 1991, the VL was succeeded by the Holden VN Commodore SS Group A but returned briefly in 1992 when Perkins won the Sandown 500 and earned a front-row start at Bathurst. The Sandown victory represented its last major success.
By 1993, as today's V8 Supercars era began, leading teams had moved away from the VL, though privateers continued to run it through to the conclusion of the 1995 Australian Touring Car season.
HSV SV88
The HSV SV88 marked Holden Special Vehicles' (HSV) inaugural production model, aimed at the luxury performance segment akin to the HDT Director. Built upon the 5.0-litre VL Calais platform, it featured an enhanced engine delivering increased horsepower and torque. The SV88 sported a discreet body kit and VL Group A style 16×7 wheels painted to match its distinctive "Dorward Blue" exterior color. Optional luxury amenities included an integrated car phone and fax machine.
In 1986, Peter Brock's HDT Special Vehicles contributed to developing an unleaded carburetted V8 for the updated Commodore, producing power figures still below those of the Japanese-sourced Nissan turbo six-cylinder engine.
Following HSV’s release of their Walkinshaw model, May 1988 saw the launch of a limited edition Calais-based SV88 tailored for upscale buyers. Unlike the Walkinshaw Group A special built on Holden's SS variant, this SV88 was constructed on the premium Calais platform with upgraded sound insulation while maintaining standard Calais features without HSV alterations. It employed a Rochester quadrajet-equipped 4.9-litre V8 enhanced with surplus HDT components to generate increased horsepower and torque outputs.
The interior showcased HSV sports leather combined with light blue velour upholstery, alongside optional features such as a car phone or mobile fax device. The exterior kit incorporated a slatted grille design and rear deck spoiler. Its two-tone paint scheme paired "Dorward Blue" over "Jewel Midnight," separated by a distinctive red pinstripe accentuating its profile.