A Fresh Start

By 1988, the Commodore had proven itself. The VB through VL had established the nameplate as Australia's dominant large car and created a Bathurst racing legacy that rivalled any motorsport dynasty in the world. But the VL's controversial Nissan engine and the limitations of the aging Opel-derived platform meant Holden needed a clean break.

The VN Commodore, launched in August 1988, was that break. It was wider, longer, more refined, and more capable than any previous Commodore. It was also the car that would begin an eighteen-year evolution, from the VN's competent debut to the VZ's sophisticated farewell, that produced some of the best performance cars Australia has ever built.

VN Commodore (1988-1991)

The VN was a substantial car. Developed under the VP platform program (VP was the internal code; the VN designation was used for the first production model), it shared its basic architecture with the Opel/Vauxhall Omega from GM's European operations but was extensively re-engineered for Australian conditions.

The engine range was entirely new to the Commodore. The six-cylinder option was the Buick-derived 3.8-litre V6, a pushrod, overhead-valve unit that was smooth, quiet, and offered adequate performance for family duties. It was a deliberate shift from the Holden six and the Nissan RB30: GM wanted a modern, globally sourced engine that could be manufactured at competitive cost.

The V8 option was the Holden 304, a 5.0-litre pushrod V8 that was a direct descendant of the legendary 308. The 304 used fuel injection, improved cylinder heads, and revised internals, but it was unmistakably a Holden V8. It was fitted to the Commodore SS and the Calais V8, and it sounded magnificent.

The VN also introduced independent rear suspension (IRS) on the sedan, a first for the Commodore. The IRS transformed the car's ride and handling, giving it a level of rear-end composure that the live-axle VB-VL couldn't match.

The VN sold well, particularly in fleet and government markets. It was a thoroughly competent car, if not an exciting one. The VN SS, with its 304 V8, body kit, and sports suspension, was the performance pick, but it was a comfortable cruiser rather than a genuine sports sedan.

HSV Begins

The VN era marked the formal establishment of Holden Special Vehicles (HSV) under Tom Walkinshaw's direction. HSV had begun with the VL Walkinshaw, but the VN was the first model developed from the ground up as an HSV product.

The VN HSV SV89 was a limited-production run of 250 units, featuring a stroked 304 V8, upgraded suspension, and an HSV body kit. It was followed by the VN Group A SS, a homologation special for Group A touring car racing, with 302 units built. The VN Group A used a bored and stroked 304 making 215 kW and featured the enormous rear wing that became an icon of the era.

The VN Group A represented the peak of the Group A era in Australian motorsport. It was the last of the limited-production homologation specials before the touring car regulations changed, and it remains one of the most collectible HSV models.

VP Commodore (1991-1993)

The VP, launched in October 1991, was a comprehensive update of the VN. Exterior changes were modest, revised front and rear styling, but the mechanical improvements were significant.

The V6 received improved calibration and slightly more power. The 304 V8 was carried over with minor updates. The IRS was refined, and the suspension tuning was improved across the range. Build quality, which had been a weakness of the early VN, was noticeably better.

The VP introduced the Buick V6 to a wider range of Commodore variants, making the six-cylinder the default engine for the majority of buyers. The V8 was increasingly positioned as the performance option rather than the standard offering, a shift that reflected changing market preferences and tightening emissions regulations.

The VP Commodore was also the first to be offered as a police pursuit vehicle in significant numbers. State police forces across Australia adopted the VP V8 as their primary highway patrol car, a role the Commodore would dominate for the next two decades.

VR Commodore (1993-1995)

The VR, launched in July 1993, was a more substantial update. The exterior received a major facelift with new front and rear styling that gave the Commodore a more modern appearance. The interior was redesigned with improved materials, a new dashboard, and better ergonomics.

Mechanically, the VR refined the VP's strengths. The V6 and V8 engines received calibration improvements, the automatic transmission was revised, and the suspension was further tuned. The VR is widely regarded as the point where the VN platform reached its peak, it was a polished, comfortable, and capable car.

The VR SS was particularly well-received. With the 304 V8 producing 185 kW, upgraded suspension, 17-inch wheels, and a purposeful body kit, it was a genuine sports sedan. The VR SS is the best of the 304-powered SS models, it combines the refined VR chassis with the classic Holden V8 character.

VS Commodore (1995-1997)

The VS, launched in April 1995, was the final evolution of the VN platform. It introduced the Ecotec 3.8-litre V6, a significantly updated version of the Buick V6 with improved power (152 kW), better fuel economy, and a more responsive character. The Ecotec was a genuine step forward and would serve the Commodore well through to the VY.

The VS also saw the introduction of the Ecotec-based supercharged V6 in the VS Commodore S (later marketed through HSV). The supercharged V6 produced 180 kW and offered V8-like performance from a six-cylinder, an early hint of the turbocharged future.

The VS V8 continued with the 304, now in its most refined form. The VS SS is a popular choice among enthusiasts, it has the Ecotec's electrical improvements, the refined VR/VS chassis, and the familiar 304 V8.

The VS was also notable as the last Commodore to offer a utility (ute) body style from the factory alongside the sedan and wagon. The VS ute with the 304 V8, and particularly the HSV Maloo, is a cult classic.

VT Commodore (1997-2000): The Revolution

The VT Commodore, launched in August 1997, was the most significant new Commodore since the original VB. It was a clean-sheet design, new body, new chassis, new interior, that transformed the Commodore from a good Australian car into a world-class sedan.

The VT was developed at a cost of over $600 million. Every aspect of the car was new: the body was stiffer, more aerodynamic, and better sealed against noise and vibration. The interior was a revelation, high-quality materials, logical ergonomics, and a design that could stand alongside European competition. The suspension was completely redesigned with new front MacPherson struts and a revised multi-link IRS that delivered ride and handling that embarrassed cars costing twice as much.

The VT Series I launched with the Ecotec V6 and the 304 V8. Both engines were carried over from the VS, but the new chassis made them feel like different powerplants. The VT handled with a precision and fluidity that no previous Commodore had achieved.

The LS1 Arrives

The VT Series II, launched in mid-1999, introduced the engine that changed everything: the Gen III LS1 5.7-litre V8. This was an all-aluminium, 225 kW overhead-valve V8 sourced from GM's global performance engine program. The same engine powered the Chevrolet Corvette C5.

The LS1 was a quantum leap over the 304. It was lighter (aluminium vs iron), more powerful (225 kW vs 185 kW), more fuel-efficient, and had vastly more development headroom. It revved higher, breathed better, and was smoother than the pushrod Holden V8 it replaced.

The VT II SS with the LS1 was a landmark car. Here was a full-size sedan that could run 0-100 km/h in under 6 seconds, ride comfortably on a highway, and carry five adults and their luggage. It cost a fraction of a BMW M5 or Mercedes AMG and was, for many people, a better car to live with day-to-day.

The VT also introduced the T56 6-speed manual transmission, a Tremec unit shared with the Corvette and Camaro, in the SS and HSV models. The combination of the LS1 and T56 in a Commodore body was irresistible.

VX Commodore (2000-2002)

The VX, launched in October 2000, was a minor update to the VT. Exterior changes were limited to revised front and rear styling. The interior received minor trim updates. Mechanically, the VX was essentially a VT II with detail improvements.

The VX is sometimes dismissed as a "facelift," but it's worth noting that the VT it was based on was already an excellent car. The VX SS with the LS1 and manual is one of the best-value performance cars of the era, mechanically identical to the VT II SS but often slightly cheaper due to less collector interest.

HSV's VX range included the ClubSport, Senator, GTS, and Maloo, all powered by enhanced LS1 variants with revised calibrations, exhaust systems, and suspension tuning.

VY Commodore (2002-2004)

The VY, launched in October 2002, was a more comprehensive update than the VX. The exterior was freshened with revised front and rear styling, the interior received better materials and improved NVH, and the suspension was retuned.

The LS1 V8 continued in the SS and HSV models. The Ecotec V6 received minor calibration improvements. The VY also introduced improved stability control systems and safety features.

The VY SS was a refined, capable car. The LS1 had been in production for several years by this point, and Holden (and the aftermarket) had ironed out any early-production issues. A VY SS with the 6-speed manual is a sorted, reliable performance car.

The VY era also saw HSV produce some of its most memorable models. The VY GTS, with its 255 kW LS1, Bilstein suspension, and AP Racing brakes, was the pinnacle of the LS1-era HSV sedans. The VY Maloo R8 ute was an absolute weapon, the LS1 in the lighter ute body produced startling straight-line performance.

VZ Commodore (2004-2006): The Finale

The VZ, launched in August 2004, was the final evolution of the VT platform. It introduced two significant new powertrains: the Alloytec 3.6-litre V6 (replacing the long-serving Ecotec 3.8) and the LS2 6.0-litre V8 (replacing the LS1 5.7).

The Alloytec was a completely new engine, all-aluminium, dual overhead cam, 24-valve, 175 kW. It was more powerful, more refined, and more fuel-efficient than the Ecotec it replaced. However, the timing chain and plastic guide issues that would plague the Alloytec's early years were already emerging.

The LS2 was a straightforward upgrade of the LS1, more displacement (6.0L vs 5.7L), more power (260 kW vs 225 kW), and more torque. It was the same basic architecture with a larger bore and revised internals. In the VZ SS, it was magnificent, a lazy, torquey V8 that made the car feel effortlessly fast.

The VZ also introduced a 6-speed automatic transmission on some V8 models, replacing the aging 4L60-E 4-speed. The new auto was smoother and more responsive, though some enthusiasts preferred the directness of the old 4-speed.

HSV's VZ range was the most potent yet. The VZ GTS produced 297 kW from a supercharged LS2, the most powerful HSV sedan to that point. The VZ Maloo R8 and the limited-edition VZ Clubsport R8 were ferocious.

Bathurst and V8 Supercars

The VN-VZ era coincided with the golden age of Australian V8 touring car racing. The Commodore was the dominant force in the Bathurst 1000 and the V8 Supercars championship throughout this period.

Key Bathurst moments:

• 1990: Win Percy and Allan Grice won the Bathurst 1000 in a VN SS Group A, the last Group A race at Bathurst.
• 1996-1998: Craig Lowndes, driving for the Holden Racing Team, won three consecutive Bathurst 1000s in VR and VS Commodores. Lowndes became the face of Holden motorsport and one of Australia's most popular sportspeople.
• 2001: Mark Skaife and Tony Longhurst won in a VX Commodore, part of a dominant period for the Holden Racing Team.
• 2006: The VZ Commodore's final year saw it remain competitive in V8 Supercars, though the shift to the VE was imminent.

The Commodore's racing success during this period was extraordinary. Holden won the Bathurst 1000 more times with the VN-VZ than with any other generation, and the V8 Supercars championship was dominated by Commodores for much of the 2000s.

The racing program had a direct impact on road car sales and enthusiast culture. Every Bathurst win sold thousands of SS and HSV models. The connection between the race car on the Mountain and the road car in your garage was visceral and real, they shared the same engine, the same name, and the same spirit.

HSV: The Performance Division

Holden Special Vehicles (HSV) came into its own during the VN-VZ era. Under Tom Walkinshaw's direction (and later under other management), HSV produced a succession of performance Commodores that elevated the brand from a dealer-option modifier to a genuine performance car manufacturer.

The key HSV models:

• ClubSport: The entry-level HSV. Performance engine, suspension, and brakes in a clean body with understated styling. The VT-VZ ClubSport with the LS1/LS2 is the most practical HSV, fast enough to be exciting, refined enough for daily use.

• Senator: The luxury-performance HSV. Based on the Statesman/Caprice platform (longer wheelbase), with leather, wood trim, and every comfort feature alongside the HSV performance hardware. A Q-car in the truest sense.

• GTS: The flagship. The fastest, most powerful, most aggressive HSV. The VT-VZ GTS featured enhanced engines, the most aggressive suspension tune, the largest brakes, and styling that left no doubt about the car's intentions. The GTS is the HSV that collectors want.

• Maloo: The performance ute. The Commodore ute with HSV's full treatment. The Maloo is an Australian institution, a genuinely fast vehicle in a utility body. The VY and VZ Maloo R8 models, with the LS1/LS2, are legendary.

HSV's production numbers were modest, typically 1,000-3,000 units per model year across all variants. This relative scarcity, combined with the cars' genuine performance credentials, has created a strong collector market. VT-VZ HSV models are appreciating rapidly.

Cultural Significance

The VN-VZ Commodore was the car that Australia drove for two decades. In 2003, at the peak of Commodore sales, Holden sold over 90,000 Commodores in a single year. One in every six new cars sold in Australia was a Commodore.

These cars were everywhere, taxis, police cars, rental fleets, suburban driveways, drag strips, and circuit tracks. The Commodore was classless in the best sense: a panel beater and a barrister could own the same car. The V6 Executive was honest working transport; the V8 SS was a weekend warrior; the HSV GTS was a genuine supercar in a sedan suit.

The VT-VZ era was the high point. The VT's quality and sophistication surprised even Holden's critics. International journalists who drove the VT and VX SS compared them favourably to European sports sedans costing twice as much. For the first time, the Commodore wasn't just a good car "for an Australian car", it was a good car, period.

The Bathurst connection remained central to the Commodore's identity. Every October, the nation watched Commodores and Falcons battle on Mount Panorama. The Monday after Bathurst, sales of SS and XR8 models spiked at dealerships across the country. The race sold the road car. The road car funded the race car. It was a virtuous cycle that sustained both brands for decades.

Legacy

The VN-VZ represents the Commodore at its peak. The VE that followed was a fine car, arguably a better car in objective terms, but it arrived in a changing market. By 2006, SUVs were eroding sedan sales, fuel prices were rising, and the Australian car industry was approaching its final decade.

The VT-VZ LS1/LS2 Commodore SS is increasingly recognised as a modern classic. It's the car that proved Australia could build a world-class performance sedan. It combined GM's best global technology with Australian engineering talent and a deep understanding of what Australian drivers wanted.

The HSV models from this era are becoming genuine collectibles. The GTS, the Maloo, the ClubSport R8, these cars represent the pinnacle of Australian performance car manufacturing. They were built in a factory in Clayton, Victoria, by people who cared about what they were making. That connection between maker and machine is something that no imported car can replicate.

Timeline

Year	Event
1988	VN Commodore launched. Buick 3.8L V6 and Holden 304 V8. IRS introduced
1989	HSV VN SV89 launched, 250 units. HSV formally established
1990	VN Group A SS, 302 units. Last Group A homologation Commodore
1991	VP Commodore launched. Refined VN with improved build quality
1993	VR Commodore launched. Major facelift, refined chassis
1995	VS Commodore launched. Ecotec V6 introduced (152 kW)
1997	VT Commodore launched. Clean-sheet redesign. All-new body, chassis, interior
1999	VT Series II introduced. LS1 5.7L V8 (225 kW) replaces 304. T56 6-speed manual
2000	VX Commodore launched. Minor VT update
2001	Mark Skaife wins Bathurst in VX Commodore
2002	VY Commodore launched. LS1 continues, refined chassis
2004	VZ Commodore launched. Alloytec 3.6L V6, LS2 6.0L V8 (260 kW)
2006	VE Commodore replaces VZ, end of the VN-VZ lineage