COMMODORE VB-VH SL/E
IF YOU WEREN'T TROUBLED BY THE COMMODORE'S COMPACT SIZE YOU WERE LIKELY TO BE DELIGHTED BY ITS BEST-HOLDEN-EVER HANDLING
People distressed by the European origins of today’s Holdens should remember that 40 years ago another Euro-Commodore was challenging traditionalists.
Shorter, lower and narrower than HZ-series cars, the Opel-based cars were designed for a three-litre engine. The VB Commodore needed extensive work on its engineering and image to deal with the weight and power of Aussie V8s.
Up front were coil springs and struts, at the rear a live axle with multi-link location and a Panhard stabilizer rod. V8-engined SL/ Es had four-wheel disc brakes and all SL/Es ran on cast alloy wheels with low-profile 60-Series tyres.
The SL/E was available only as a four-door sedan and came standard with a 3.3-litre six-cylinder engine. Keeping the Euro-spec imagery alive was sumptuous velour trim, tinted glass, an AM/FM stereo with power aerial, height-adjustable driver’s seat and remote boot release.
Option packs added 4.2 or 5.0-litre V8s with Turbo-Hydramatic or four-speed M21 transmission, a dual outlet exhaust, electric windows, rear stereo speaker and central locking.
Air-conditioning was optional too but every SL/E came with Volvo-style headlamp wiper/washers – the first use of such gimmickry by an Australian car-maker. An SL/E with ‘the lot’ cost almost $15,000 yet represented bargain buying when compared to the $30,000 BMW 528i or Saab’s new 99 Turbo.
When new, a manual 5.0-litre VB would reach 100km/h from rest in nine seconds and exit the standing 400 metres in 16.4. Mid-range performance from four-speed cars was extremely good; 80-110km/h in third gear taking 4.5 seconds or a tenth of a second faster than a 5.8-litre Falcon four-speed.
Those figures were run using a car with the 3.08:1 rear axle ratio which allowed the SL/E to actually reach its 5500rpm red-line. Optional ratios included the sky-high 2.6:1 as used in A9X Toranas – no good for traffic light sprints but fantastic for frugal cruising.
Fuel consumption with the 5.0-litre engine is likely to average 16L/100km and blow out to more than 20 litres per hundred if pushed along. Even when tuned to perfection for an economy run, a manual 5.0-litre managed only 12.1L/100km.
The VC that appeared in March 1980 brought subtle but significant changes. The 4.2 became the default V8 with the 5.0-litre available only to special order. Those with $1250 to spend could specify distinctive ‘Shadowtone’ two-tone paint. Now included at the expense of the tachometer was a vacuumactivated ‘economy’ gauge.
By 1982 when Holden began producing its VH model, the SL/E had fallen victim to GM-H’s distressed financial position. Prices were up by 50 per cent since the VB days, the characteristic SL/E wheels were gone and the suspension’s sporting edge had been dulled in the interests of improved ride.
That was the end of the line for a brave attempt to combine European style with Aussie practicality. However it would take years for the SL/E to have its significance properly recognised and by that time most cars had disappeared.
V8 automatics that have been maintained in close to showroom condition are difficult to find and worth up to $25,000. Four-speed, 5.0-litre SL/Es are extremely scarce and will likely cost 30 per cent more than an automatic..