Holden Commodore VF used car review
Now the new ZB Commodore has been released, the old VF model is yesterday’s news. Except it’s not that simple, as the VF Commodore and Calais represent the last of the locally-made big Holdens and that will matter to a lot of people out there.
The move to the ZB model means more than just a shift to fully-imported product, too. In fact, the ZB represents a fundamental change to the family cars we’ll be buying and with a turbocharged four-cylinder engine and front-wheel drive in the volume selling models, the VF suddenly looks like a bit of a dinosaur.
But a lot of people are pretty keen on their dinosaurs and the VF Commodore range is likely to remain popular as usedies for a while yet as the buying public gets used to the idea of the ZB’s novelty. Which, in turn, means that the VF will remain under the spotlight for the foreseeable future.
If a VF Commodore does appeal, then you’re in luck: There are lots of them out there and there’s plenty of choice including V6 and V8 models, some that run exclusively on LPG, a sedan or station-wagon option and a big range of trim levels including the base-model Evoke, the sporty SV6 and SS and the luxury Calais.
The V8 powered versions of the VF started out with a six-litre engine which grew to 6.2 litres for the final, Series 2 variant. Either V8 has loads of power and performance and can even be relatively frugal on the freeway if you drive it sensibly.
The more common V6 was available in 3.0-litre or 3.6-litre forms and while the smaller engine will do the job, it can feel a bit underdone when you’re hauling a car full of people and their gear in hilly country.
The bigger V6 had more punch and could also be had with a dedicated LPG system to reduce running costs. The LPG version was not a dual-fuel set-up, so it couldn’t run on petrol at all, but with the price of LPG and the nicely integrated system that Holden engineered for it, you wouldn’t have wanted to.
The sedan was the typical, huge Aussie family four-door with an interior that was super wide and sat the passengers in their own, generously proportioned space. The Sportwagon (as the station-wagon was known) was one of the best looking wagons ever made (in our humble opinion) and was popular in SS form with the V8 engine.
However, the only catch is that the VF wagon defied Holden tradition by not being built on the Caprice’s longer wheelbase. That, and the fact that the sexy styling used a downward-sloping rear end, meant that interior space is not as huge as some other wagons in Holden’s back-catalogue.
Any version of the VF Commodore had (and should still have) an easy, relaxed feel with a front-end and steering response that was as good as any other big sedan made anywhere else in the world. And a lot better than most.
In Calais (or Calais-V) form, it was all about luxury with plenty of leather and standard equipment, while the SS and SS-V were seriously quick cars and everything else in the range was shades of that sort of thing.
The biggest design glitch was probably that super-thick A-pillar that had the ability to block the driver’s view forward to a pretty extreme extent. Of course, thick pillars make for a stronger, safer car, but you can’t help but think the blind spot created by the VF’s pillar might have been a bit counter-productive in this department.
Holden really got the reliability thing happening for the VF, something made possible by the overall higher build quality of the car. That starts with the interior and much better plastics meant the VF’s interior was a much better chance to stay looking fresh.
The flip-side there is a car that has been used hard by a family, so check for rips, tears and stains and make sure the rear bumper on a Sportwagon hasn’t been scratched by dogs and pushbikes entering and leaving the vehicle.
Mechanically, the six-litre V8 was pretty well sorted by this stage, but it’s still worth insisting on hearing it started from dead cold, not after being warmed up by the seller before you arrive. You’re listening for a ticking or tapping noise from the engine that suggests dud hydraulic lifters. Many V8s have experienced this, and a new set of lifters is the only fix. The V8 has also been known to weep a bit of oil from the rear-main seal (where the engine joins the gearbox) so look for oily spots on the ground under where the car was parked.
The V6 is, likewise, fundamentally sound, but we have heard of a few cases of V6s with stretched timing chains. The only remedy for this is a new timing chain and guides and it won’t be cheap, so listen for the tell-tale metallic rustle as the revs rise and fall. To be fair, the main offenders have been cars that have been neglected in a maintenance sense, but there have been enough instances to make it an important check.
Make sure the wipers work properly and that the windscreen washer jets operate properly, too. The pump for these jets has a filter that can become blocked and although it’s a simple fix, it’s also a roadworthy item.
The wipers themselves, meanwhile could fail because of a wiper-motor that wasn’t greased sufficiently at the factory. Holden became aware of this and actually issued a recall to fix it.
Speaking of recalls, the VF Commodore and Calais was subject to a few, including fixes for the LPG version’s plumbing and wiring, other wiring harness fixes, poor or missing welds on the seats and the chance of a delayed or faulty deployment of the side-curtain and thorax air-bags thanks to an electronics glitch.
Overall, the VF Commodore range might represent yesterday’s thinking, but it’s a school of design that holds plenty of aces when it comes to moving families and their attendant stuff.
Yes, the new Commodore promises to be more efficient and clever in its use of resources, but the last of the locally designed, locally made Commodores will still have its followers for a while to come yet.
Our rating: 4/5
Engine/s: 3.0 V6/3.6 V6/6.0 V8
Transmissions: 6-man/6-auto
Fuel economy (combined): 8.3 litres per 100km (3.0)/9.0 litres (3.6)/11.9 litres (LPG)/11.5 litres (V8)
Safety rating (courtesy of www.howsafeisyourcar.com.au): 5 stars
Likes:
- V6 version finally developed into a worthy contender.
- V8 gives monster performance.
- Factory LPG good for running costs.
- Great ride-handling balance.
Dislikes:
- Three-litre V6 a bit lacking at times.
- Wagon wasn’t as big inside as some.
- V8 will be thirsty around town.
- Watch for ex-fleet cars.
Competitors:
- Ford Falcon – The old enemy, the last version of the Falcon, the FG-X, was quite a resolved car as well. Odd driving position and chassis was starting to feel its age. Similar body/engine choices to Holden 3.5/5
- Chrysler 300 – Oozing attitude and available with a V6, V8 and even a diesel engine(until 2015) the big Chrysler was the style king in this company. Improved interior in latest model helped the car’s cause no end. Wagon option, too. 3.5/5
- Toyota Kluger – Given the market’s lust for SUVs, the Toyota Kluger emerged as a competitor. V6 engine and old school dynamics were okay, but the Kluger didn’t handle like a sedan yet couldn’t go off-road either. 2.5/5
What to pay (courtesy of Glass’s Guide):
Model Year New Now
Evoke 2014 $35,490 $12,800
Evoke LPG 2014 $37,990 $14,000
SV6 2014 $38,690 $18,400
SS 2014 $45,190 $22,000
Calais 2014 $53,990 $24,200
Evoke 2015 $35,490 $14,900
Evoke LPG 2015 $37,990 $16,200
SV6 2015 $38,990 $21,100
SS 2015 $45,190 $25,100
Calais 2015 $53,990 $27,700
Evoke 2016 $35,490 $20,200
SV6 2016 $39,490 $23,700
SS 2016 $47,190 $28,900
Calais 2016 $55,990 $35,100
Evoke 2017 $35,490 $23,100
SV6 2017 $40,490 $28,900
SS 2017 $49,690 $36,300
Calais 2017 $55990 $41400