VY & VZ COMMODORE
BY LATE 2002, the VX was on track to beat Holden’s all-time sales record set in 1973, and commanded nearly 50 per cent of the Aussie large car segment.
Enter the VY series of September 2002, sporting fresh new sheet metal front and rear. Initial feelings that the sharp-edged look was at odds with the carry-over VT doors’ softer styling dissipated when the car sold like gangbusters, and the VY has arguably aged well.
Mike Simcoe’s design team was kept busy both outside and in; the VY included a major dashboard redesign featuring a Euro-style central stack, with varying build materials used to differentiate between spec levels. The modern, symmetrical design also better leant itself to both right- and left-hand-drive applications.
Mechanically, much of the componentry carried over from the VX. A larger sump for the V6 and 10 more kilowatts for the LS1 were the most notable changes. An update to the Statesman and Caprice ranges followed in May 2003 as the WK series.
The success of the VT and VX Commodore had raised a few eyebrows within GM, most notably those of Bob Lutz, then vice-chairman of product development. By February 2002, he had proclaimed Holden to be GM’S “centre of excellence for rear-wheel-drive architecture”, marvelling at how the Aussies could create so much, so quickly for such relatively small investments.
His confidence in the brand saw an invigorated Holden create multiple products across several niches, including the reintroduction of the One Tonner cabchassis and the Crewman, Holden’s first locally built dual-cab ute. Lutz also championed the new Monaro’s export to the USA as the Pontiac GTO. Concept cars came thick and fast – some fanciful, others an insight into Holden’s immediate future.
The VY model also introduced all-wheel drive, albeit in V8 form only. Following the SSX concept, AWD running gear was fitted to the wagon as the Adventra, then the Crewman Cross 8, as well as the Avalanche and Avalanche XUV derivatives from HSV.
Visually, the VZ upgrade of August 2004 (the final iteration of the third-gen Commodore) appeared minor,
but under the skin sat Holden’s first all-new V6 engine since 1988. Developed by GM Powertrain for use in a range of applications, the 3.6-litre Alloytec V6 was expected to be a revelation after the inherent gruffness of the outgoing, 90-degree Ecotec. Backed by either the 4L60E four-speeder, a French-manufactured 5L40E five-speed, or an Aisin six-speed manual, the new V6 was quoted as making 175kw, with a 190kw version reserved for sports and up-spec models.
With the Ecotec due to exit, Holden did not offer a V6 AWD combination until the new engine came on-line with the VZ, expanding the all-paw range to include V6 Adventras, V6 Crewmans and a rare V6 AWD Tonner.
HSV started installing the mighty 6.0-litre LS2 across their RWD VZ range, with the AWD Coupe 4 and Avalanche twins retaining the LS1. Marketing skipped the Series II moniker for the VZ, instead dubbing the model’s mid-life upgrade MY06. Their hand was forced; ADR 79/01 required Euro 3 emissions compliance on the Holden range by 1 January 2006 and the LS1 wasn’t compatible. V8-powered AWD models were shown the door and the L76/LS2 made optional on Berlina and Calais and standard on the SS.
The VT, VX, VY and VZ cemented Holden’s position as Australia’s most popular car manufacturer. The brand saw huge change, an increase in cashflow, more resources and finally some positive attention from the GM gods. Holden expanded into new or long-dormant bodystyles, and enjoyed an export programme unlike anything since the 70s.
The Opel Omega did not share the Commodore’s success; transmission failures and oil consumption plagued the Euro car and also found their way into the Cadillac versions sold in the US. The Omega was shuffled off in 2003 with no replacement.
Conversely, by the time the all-new, Australiandesigned VE Commodore appeared in 2006, it shared nothing with the Opel brand.
It may have taken the Commodore 28 years to get completely clear of Opel’s shadow, but as you’ve read over the past three issues, no Commodore, from the first to the last, was ever merely a locally assembled Opel. Hundreds of Aussies working hundreds of different jobs saw to that, from design, engineering and manufacturing, ensuring that the Commodore became one of our own. Hell, it was ours
from day one.