The Holden Commodore (VL) is a mid-size car that was produced by Holden from 1986 to 1988. It was the final iteration of the first generation of the Holden Commodore and included the luxury variant, Holden Calais (VL). Between February 1986 and August 1988, 151,801 VL model Commodores were built.
Design and development The VL Commodore represented a substantial makeover of the VK, and would be the last of the mid-size Commodores until 2018.
The designers sought to soften the lines for the VL, rounding off the panels and introducing a small tail spoiler built into the boot lid. Holden also implemented lower profile rectangular headlamps as opposed to the taller squarer style of lights fitted to the earlier models. The top-of-the-range Calais model incorporated semi-retracting covers over headlights identical to those on other VL Commodores. This was a first for Holden, though the never-released Torana GTR-X featured fully retractable headlights.
Major changes were made to the dashboard with new instruments, touch switches mounted either side controlling wipers, rear window demister, electric antenna (Berlina/Calais), and the headlight switch moved from the right-hand dash side to the indicator stalk. Heating, ventilation, and air-conditioning control graphics changed slightly, the centre console offered more storage with new transmission shifter and surround.
Powertrains Straight-six engine The Black engine was dropped in favour of an imported 3.0-litre RB30E straight-six unit designed and manufactured by Nissan in Japan. The reason for the Nissan-Holden combination was because all cars manufactured in Australia from 1 January 1986 had to run on unleaded 91 octane fuel. The previous six-cylinder Black motor was unable to do this, nor was the V8, hence the later release date of this engine. As the tooling for the Holden straight-six engine had become worn by this stage, it also was not considered cost-effective to adapt the design to unleaded petrol. The new engines included features such as an Electronic Combustion Control System (ECCS) and a ram-tuned intake manifold.
Six months into its release, a turbocharged RB30ET version of the Nissan engine was added. The Garrett turbo unit was fitted inside a water-cooled housing to ensure longevity. The engine received new pistons which lowered the compression ratio, while an updated camshaft was used to reduce overlap. The allure of the Commodore was quickly established particularly when the top speed was and then extended to with the addition of the Garrett turbocharger. The turbo models had larger brakes and Girlock finned alloy front calipers. The Australian Police commissioned the turbocharged models as their "interceptor" Highway Pursuit cars of choice. These interceptors were denoted by "BT1" in the model code on the Body & Option plate attached to the firewall.
GM also sourced a Jatco electronic four-speed automatic. Those that opted for a manual received 5-speed Nissan gearboxes. The turbo and non-turbo variants were designated MX7 and MF5 respectively.
Power was sent to the rear wheels through a Borg-Warner 28-spline (turbocharged variants) or 25-spline open center (naturally aspirated variant) with a 3.45 or 3.23 final drive ratio with a limited-slip version available as an option. This was taller than the ratio offered in the Nissan Skyline (3.70 Manual, 3.889 Auto), which utilised the same power plant.
The New Zealand assembled six-cylinder VLs had the 2.0-litre Nissan RB20 engine six-cylinder available as an option in addition to the 3.0-litre models. The engine was mated with the Japanese Jatco four-speed automatic; the 5.0-litre (4,987 cc) V8 remained available in carbureted form with the old three-speed automatic. 2-litre models, including those for New Zealand were not saddled with emission controls. Maximum power and torque figures are at 5,600 rpm and at 4,000 rpm. The 2.0 litre engine was also used in exports to other South East Asian countries such as Singapore and Thailand. This model was also the last Holden to be assembled and sold in Indonesia, initially as the "Holden Calais 2000" and also as the Holden Calais Enterprise. The car was first shown in Indonesia on 19 February 1987, at a ceremony attended by the Australian ambassador to Indonesia, Bill Morrison. The Indonesian-market Calais Enterprise weighs .
V8 engine Previously, Holden had considered discontinuing their V8 engine rather than adapting it to unleaded petrol. This was partly in response to Ford Australia's 1983 decision to drop the V8 from its competing Falcon model. However, public outcry spearheaded by a media-driven "V8s 'til 98" campaign persuaded Holden to continue production. Eventually with continual developments, the Holden V8 lasted until 1999, before being replaced by the imported GM LS1 V8 engine.
The 5.0-litre V8 was released in October 1986, it still featured the familiar Rochester four-barrel carburettor, not electronic fuel injection (EFI). Now adapted to unleaded fuel, this V8 5.0-litre was boasting both more power and torque than its predecessor, now at with . GM had fitted the V8 with larger valves carried over from the previous Group A engine.
EFI did however, make its V8 debut in the VL Commodore in the evolution version of the Group A touring car homologation special, the SS Group A SV. Commonly known as "The Walkinshaw", the SS Group A SV also marked Holden Special Vehicles (HSV) taking over as Holden's official performance car partner."The HSV Classic Programme" (1998), p. 2. With the 3.0-litre turbocharged engine being the performance flagship, Holden marketed the V8 as ideal for towing due to its low-down torque characteristics. The V8 engine was mated with either the existing three-speed TriMatic automatic, or the five-speed Borg-Warner T-5 manual.
Models
Introduced in Commodore SL, Executive and Berlina variants, the VL series also included a luxury Calais model.Davis, et al. (2007), p. 94. However, this was known as the "Holden Calais" as opposed to the "Holden Commodore Calais". A limited number of Calais station wagons (198 ever produced) were offered from March 1988 through to production end in August of the same year to reduce the stockpile of wagon bodies.
The V8-powered models were introduced in October 1986.Wright (1998), p. 342. The following year, a special edition Commodore Vacationer was offered. To commemorate the 1988 Australian Bicentenary, an aptly named "Series 200" sedan was briefly offered from March 1988.Bebbington (1998), p. 71. The Series 200 was issued with two-tone champagne paintwork, and featured air conditioning, power steering, electric windows, central locking among other features over the base-line Commodore SL. Only the naturally aspirated six-cylinder engine was fitted to this model.Bebbington (1998), p. 70. "The Series 200 bicentennial special appeared in early 1988. Finished in two-tone gold, it came in six-cylinder non-turbo form only, with air conditioning, power steering, electric windows, central locking and many other additional items."
New Zealand New Zealand deliveries of the VL Commodores began in January 1987, with 3,500 Berlina sedans and wagons imported from Australia. These were fitted with either the three- or two-litre variant of the Nissan straight-six engine. The RB30E or RB20E. Local assembly began in March, initially only of the 2-litre, six-cylinder model. During the first year, the Calais was imported fully built-up with either the RB30E or the five-litre V8, but later in 1987 this was replaced by the locally assembled Commodore Royale, which looked the same as the Calais except for using the standard headlights and drum brakes at the rear. The VL was very successful in the New Zealand market, responsible for a 64 percent increase in Holden sales in the first half of 1987.
The sportier Commodore GTS was also a New Zealand-only model, introduced as a limited edition (300 examples) during 1987, all with the larger 3-litre engine. The GTS featured 15-inch alloy wheels, the Group A grille, a full aero kit, a reflective tail panel (Heckblende), and a sporty Grey velour interior with a black, leather Momo steering wheel. Half the cars built were painted Classic Red, the other half Alabaster White. In 1988 the Vacationer model was added (with either Nissan engine). In total, 16,050 Commodore VLs were sold in New Zealand; 6,550 of the smaller engine and 9,500 of the larger model. Some V8-engined Berlina Wagons were also assembled locally.
SS Group A The Commodore SS Group A was heavily modified by Holden's official performance tuner, originally the Holden Dealer Team. The SS Group A existed primarily as a homologation special, created specifically so a racing optimised version of the Commodore could be utilised for Group A touring car racing. The regulations set down by the international governing body FISA for Group A motor racing specified that a minimum of 5,000 base model cars were to be built, with a further 500 "Evolution" specials built to a certain specification prior to said vehicle being allowed to compete. Group A regulations governed many touring car series at the 1980s and 1990s including series in Australia, New Zealand, Great Britain, Japan, Italy, Germany and the European Touring Car Championship as well as the one-off 1987 World Touring Car Championship, as well as significant races like the Bathurst 1000, Spa 24 Hours and the RAC Tourist Trophy. The SS Group A model run ran from 1985 until 1992. The four models have since become highly collectible amongst Holden and performance enthusiasts.
Unique amongst all products produced by both the Holden Dealer Team and Holden Special Vehicles, these cars were referred to as Holdens, rather than as HDTs or HSVs.
November 1986 (produced until 1987) saw the introduction of the Commodore SS Group A which was developed from the Commodore SL by Peter Brock's HDT Special Vehicles organisation.Darwin (2002), p. 318. 500 examples were built, all of them in "Permanent Red", by Holden to allow the model to be homologated for Group A racing. Along with better aerodynamics of the VL Commodore over the VK model, the VL SS Group A featured larger and more aggressive front and rear spoilers, as well as a small, open bonnet scoop to help feed the carburetted V8 engine the colder air from the base of the windscreen. The VL Commodore was the last V8 powered Holden to feature a carburetor. From the Holden VN Commodore (and the VL SS Group A's successor the VL SS Group A SV), all Holden V8 powered cars would use Fuel injection.
The cars were assembled at Holden's Dandenong plant and modified at the HDT Special Vehicles located in Port Melbourne.
This was the last Group A Commodore produced by the HDT after Holden sensationally ended its relationship with Brock and the team in February 1987, after Brock had begun fitting a device known as the "Energy Polarizer" to HDT vehicles, including the VL SS Group A. Brock claimed that the Polarizer, a small box with crystals and magnets encased in an epoxy resin, aligned the molecules around the car and "made a shithouse car good". Regarded as pseudoscience by Holden and the vast majority of the Australian motoring community, a new VL series "Director" model was released by Brock in February 1987 which incorporated not only the Polarizer but also a new independent rear suspension system developed by HDT without Holden's approval. Holden ended its association with Brock as he had refused to supply a Director for test purposes and Holden was therefore unwilling to honour warranties on any cars thereafter modified by Brock's HDT operation. Holden's decision to end its relationship with Brock ended the HDT being their 'factory' team, an association which had started in 1969.