Used Holden Commodore review: 2004-2006

It might be struggling right now, but the Commodore has been one of the top selling cars ever since it was adopted from Europe back in the 1970s.

Smaller, more fuel efficient cars are the current flavour of the month, but enough Australian families still regard the Commodore as their ideal car.

It’s got the size the average family wants, it’s got the handling and performance they like, it’s comfortable, and has the capacity to tow their boat or caravan.

Its popularity can be measured in the ongoing success of the latest Commodore, the VE that has just won Wheels magazine’s accolade as the Car of the Year for 2006.

While the VE is doing some pretty decent business the outgoing VZ has quietly entered the realm of the used car.

At just two years old it is now the choice of those who can’t afford a new model, or aren’t prepared to pay that first slug of depreciation new car buyers have to endure.

There are plenty coming on the market as fleets upgrade to the VE, which makes them a pretty tempting buy. To use a sporting cliché it’s in the buying zone.

MODEL WATCH

The VZ was the last in the line of Commodores that started with the VT in 1997. Almost 10 years old it was starting to look a little dated, despite being refreshed at regular intervals along the way.

Still heavily based on the VT, which was a well designed car with clean flowing lines and perfect proportions, there was only a handful of minor cosmetic changes that distinguished the VZ from its predecessor.

The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new sports model.

After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old Buick-based 3.8-litre V6 for an all-new, all-singing, all-dancing, all-alloy V6 in the form of the locally manufactured Alloytec engine.

The old 3.8-litre V6, with its cast iron block and overhead valves was regarded as old technology, but it had proved itself to be a pretty tough old nail over the years and produced a decent amount of torque with quite reasonable fuel consumption. The new 60-degree 3.6-litre Alloytec engine had plenty to live up to.

There were two versions offered, the Alloytec and the Alloytec 190. Both boasted double overhead camshafts with four valves per cylinder, but the 190 also featured variable valve timing on both the inlet and exhaust cams.

The entry Alloytec engine produced 175 kW at 6000 revs and 320 Nm at 2800 revs, a substantial improvement over the 152 kW and 305 Nm the old ECOTEC engine delivered.

While the Alloytec engine was livelier on the road if you were prepared to rev it the difference wasn’t that great if you appreciated the easy driving nature of the old engine.

For more zip Holden also offered the Alloytec 190 in some models, which delivered 190 kW at 6500 revs and 340 Nm at 3200 revs.

While both engines delivered more performance Holden also claimed they returned improved fuel consumption. On average, Holden said, they were two per cent better than the outgoing engine.

Along with the new engines Holden also introduced new automatic and manual transmissions.

The Alloytec 190 was linked to an all-new five-speed automatic transmission with paddle shifting on the steering wheel; the regular Alloytec was bolted to an upgraded four-speed auto and didn't have the paddle-shifting feature.

There was also a new six-speed manual gearbox, which could be linked to the Alloytec 190.

While most of the attention was focussed on the new V6 the 5.7-litre Gen III V8 was also upgraded. It now put out 250 kW at 5600 revs and 470 Nm at 4800 revs.

The Commodore’s safety arsenal was also boosted by the addition of Electronic Stability Program, ESP, which was standard on Acclaim and Calais.

It was part of a larger package of safety systems that included ABS anti-skid braking, Corner Brake Control, Electronic Brake Assist, Electronic Brake Force Distribution, and traction control.

The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.

IN THE SHOP

It’s early days yet for the VZ, particularly for the new Alloytec V6 and auto transmission, but there are few reports of reliability issues.

Owners question the performance of the engine when compared to their old ECOTEC V6s. That can probably be explained by the different nature of the new engine, which does need to be pressed to extract its performance. Even though the old engine developed less power it developed almost as much torque which made it a nice smooth driving engine. Owners who bought the VZ expected much more from the engine than it delivered.

There are also reports of harsher shifting of the new transmission, but to date there haven’t been reports of problems with it.

When buying make the usual checks for body damage, paint mismatching, scarred alloy wheels etc.

Also look for oil leaks around the engine, transmission and power steering.

IN A CRASH

Dual airbags with the option of side airbags among a raft of safety features make the VZ quite a safe choice.

The addition of electronic stability control adds significantly to the VZ’s primary safety.

OWNERS SAY

Mick Warne traded a 1995 Rodeo on his VZ Executive in 2006. He rates the driving position and visibility good, and says the Alloytec V6 and automatic transmission combination is a good mix for his use, which includes plenty of towing. He’s averaging around 9.0 L/100 km on trips and 11 around town, and also says the road holding is exceptional.

Andy Webb and his wife updated to a VZ Commodore in 2005. While he says he likes the VZ, he’s disappointed with the performance of the Alloytec V6 compared to the ECOTEC in the VX they also own. Despite the increase in power Holden claims for the Alloytec he can’t measure any difference from his VX. He also thinks the VZ is slightly thirstier, so the only advantage he can see between the two motors is that the VZ only has to be serviced every 15,000 km compared to the VX at every 10,000 km. Overall, he says he hasn’t enjoyed the VZ as much as the VX.

Up until 2001 David Rochford was a Falcon man, but had become disillusioned with his 1988 Falcon and chose a VX Commodore Equipe when he went to work for a new employer. He was more than happy with the choice, so much so that he bought the car for his wife when it came time to replace it. It was replaced with a VZ Acclaim, which he says has been a great disappointment. He says it’s noisier, the transmission shifts are harsher and the trim fabric isn’t as pleasant. His complaints to three Holden dealers fell on deaf ears. When he next has the change cars he says it won’t be to a new Commodore.

LOOK FOR
• Clean, elegant style
• Room for the family
• Plenty of safety features
• Less refined that previous models
• Reasonable fuel consumption
• Less driver friendly than earlier models

THE BOTTOM LINE
Good all round package for the family who goes and tows together, but less refined than its predecessor.

RATING
70/100