The Holden Commodore (VT) is a full-size car that was produced by Holden from 1997 to 2000. It was the first iteration of the third generation of the Commodore and the last model to be powered by a locally made 5 litre V8 engine along with the VS Series 3 Statesman/Caprice and utility models, finishing production in 1999 and 2000. Its range included the luxury variants, Holden Berlina (VT) and Holden Calais (VT) but not a new generation utility version.
Introduced in August 1997, the VT-series represented Holden's largest development yet. On debut, it won the 1997 Wheels Car of the Year award, resulting in the fourth time that this award was won by a Commodore. It found ready acceptance in the market as many buyers steered away from the more radically designed Ford Falcon (AU), becoming the best selling Commodore and cementing its place as number one in Australian sales at its time.
The VT Series II (VT II) was released in June 1999, before being replaced by the restyled VX model in October 2000. In 1998, the VT formed the basis of a prototype that became the catalyst for the reintroduction in 2001 of the Holden Monaro coupé based on the Holden Commodore (VX) a nameplate on hiatus since the HZ Monaro GTS which finished production in 1979.
History of development
As with previous Commodore models, Holden looked to Opel in Germany for a donor car platform. The VT series was derived from the Omega B by broadening that vehicle's width and adapting the mechanical setup for Australian conditions. The alternative would have been to adopt the Omega as is (which, notably, was also sold in North America as the Cadillac Catera between 1997 and 2001), save for the engines and transmissions or just reskinning the second generation (VN–VS) architecture.Robinson (2006), p. 27
The VT series ended up being a development program that spanned more than half a decade. It sported many firsts for an Australian-built car (such as more advanced electronic systems), improved dynamicsMcCarthy, McKay, Newton, Robinson (2006), p. 158 and increased crash safety also thanks to a body that was 30 percent stiffer than its predecessor, the VS series.Tuckey (1999), p. 224.
Its rounder exterior design (with a 63 degree rake for the front windscreen), which made it more attractive to buyers than the more aerodynamic rival, Ford Falcon (AU), was considered only a styling exercise with low emphasis on aerodynamics given the sedan's ordinary . At the time of the VY series launch in 2002, Holden aerodynamic engineers conceded that the design was not ideal, primarily because of the rounded trailing edge of the sedan's boot lid, which did not promote a clean separation of the airflow off the back of the car as would have a sharper change of angle. As such, the VY series rectified this problem.
In 1999, the VT wagon platform served as the basis for the second generation Statesman and Caprice luxury cars. This third generation Commodore also formed the basis for the resurrection of the iconic Monaro coupé from the 1960s and 1970s.Robinson (2006), p. 29 Presented as the "Holden Coupé" concept car at the 1998 Australian International Motor Show held in Sydney, overwhelming public interest resulted in the coupé finally reaching production in 2001 as the Monaro albeit by then based on the VX series.
As part of this project came a spend of to upgrade the Elizabeth plant, which saw a 43 percent increase in robots (to a total of 130), more efficient pressing process (with 59 presses instead of 104) and welding (that sees the main body spot-welded in 101 seconds), reducing the VT's final assembly time by 2.5 hours.
Input from the United States Holden's parent company was interested in incorporating a left-hand drive Commodore into the Buick lineup in the United States and became involved in the VT development cycle early on. Holden was provided funds for the necessary engineering changes and a prototype was unveiled to the American public in 1995 as the Buick XP2000 concept carRobinson (2006), p. 38 whose styling formed the basis for the VT series. The project, known internally as "Project 127", was abandoned in early 1994, well before the VT's release but Holden made the most of the situation by exporting left-hand drive VTs to parts of Indochina and the Middle East badged as the Chevrolet Lumina, and to Brazil badged as the Chevrolet Omega.
Engineering The base engine was the 3.8-litre Ecotec V6 that Holden originally launched with the Commodore VS Series II, which remained unchanged except for new exhaust manifolds and the latest Bosch EV6 fuel injectors. Apart from the 5.0-litre Holden V8 (for which Holden spent to extract an extra and over the previous series) and uprated HSV variants, the other engine offered as an option on the Commodore S and SS, and the Calais,Bebbington (2009), p. 126. "As well as Calais, [the supercharged V6] was now optional for S and SS models." was the supercharged version of the Ecotec that was also launched with the VS II. In its latest guise, it generated a higher output of thanks to a new engine management system with individual cylinder knock-sensor control. The available transmissions, depending on engine option, included a four-speed 4L60-E automatic and five-speed Getrag 260 manual (replacing Holden's previous Borg-Warner T5 choice) on V6 models and the same automatic or five-speed Getrag 290 and optional six-speed Tremec T56 manuals on V8 models. The fuel tank of 75 litres (up 12 litres for the sedan and 7 for the wagon, compared to the VS series, but down 5 litres relative to that of the previous V8 range) was mounted ahead of the spare wheel floor cavity at the rear.
Performance and fuel efficiency were compromised by the new body, which weighed more over the VS series due to its larger size—the sedan being respectively up in length, in width, in height and in wheelbase (and, relative to the Opel Omega, with and wider front and rear tracks). The sedan's boot capacity was , up from the VS series' , while the wagon's maximum was . The wagon was bigger still in the respective dimensions listed above by , , and . According to the VT's planning chief, Tony Hyde, the critical dimension was for the rear shoulder room that was believed to be needed to keep the Commodore range competitive. Inside, front passengers sit further apart and with more fore-aft seat travel, and the seats featured a new "Surebond" technique to bond seat facings to the backing foam (most apparent on Berlina, Calais and Commodore SS) to eliminate traditional sewing.
The VT series heralded the fitment of semi-trailing arm independent rear suspension (IRS) as standard across the range. However, when originally carried over, the European design was simplified with the removal of the toe control link, standard equipment on the six-cylinder Omega since 1987. This design was prone to distorting the suspension camber angle and toe under heavy loads (e.g. when towing or travelling over undulated surfaces), leading to excessive rear tyre wear. Holden's performance arm HSV re-added the toe control link on the flagship GTS 300 model, based on the Series II update.
Overall, the VT series was regarded a more neutral handler compared to the previous VS (with the front MacPherson strut suspension featuring 8 degrees of positive castor, from the VS series' 5.5) and most cars ran a stabiliser bar at the front, while the V8s with standard tyres and stiffer FE2 suspension tune (with 15 percent stiffer springs and firmer dampers for the Commodore SS) had a stabilizer bar. At the rear, the V6 models had a stabilizer bar, the V6 Supercharged a 16mm, and the V8s a 17mm bar. A standard three-channel Bosch 5.3 anti-lock braking system (ABS) was fitted across the range, with front discs measuring in diameter (and thickness), while the rear's respective sizes were . Tyre sizes varied from 15-inch P205/65 for the Commodore Executive, Acclaim and Berlina (the latter, and following models, with alloy wheels), to 16-inch P215/60 for the Calais and P225/50 for the Commodore S, and the largest P235/45 on 17-inch wheels for the Commodore SS.
For the steering, the predominant system was a variable-ratio Bishop-design design (modified to provide of rack travel per pinion revolution against the VS' , and a kerb to kerb turning circle for the sedan). The Calais, instead, adopted a speed sensitive "Variotronic" mechanism, criticized for its overall feel. This and other new electronic systems (such as traction control standard on the Commodore Acclaim and the Calais, and all optional on all other models; to headlights that automatically extinguished themselves some time after parking and the Calais' key-based memory settings) were possible thanks to a multiplex communication bus. This setup was able to circulate 330 parameters per second to the car's major control modules, and reduce the number of hardwired circuits than if it had conventional wiring throughout (with the VT-series Calais featuring 73 fewer against the VS equivalent). Anti-theft devices included an improved electronic immobiliser (with an extra 16 million codes compared to the VS'), stronger steering lock and latest slip-type locks throughout.
Inside, more than 90 percent of the VT's electrical and HVAC components were new over the VS, except for the carry-over column stalks. Safety wise, Holden relied on more computer simulations than ever before (with the aid of crash research from the Monash University Accident Research Centre), resulting in only 20 VTs being physically crash tested, compared to 55 with the previous VR series. A driver side airbag was standard across all models, along with a passenger side optional only on the Commodore Executive and S. Side airbags with torso and head protection became an option for the Acclaim and higher models from 1998 (a first for Holden and Australian manufactured vehicles).
+ Powertrains Engine Power Torque Transmission 3791 cc Ecotec V6 4-speed GM 4L60-E automatic 5-speed Getrag 260 manual 3791 cc Supercharged Ecotec V6 4987 cc V8 4-speed GM 4L60-E automatic 5-speed Getrag 290 manual 6-speed Tremec T56 manual 4987 cc HSV V8 5665 cc Generation III V8
Models The VT series was officially announced on 26 August 1997 and went on sale on 5 September replacing the VS Commodore. Its only major update, marketed as the VT Series II, was launched on 1 June 1999 and sold until October 2000, when the VX series was launched as its replacement.
The original 1997 VT range was introduced with a range of six models comprising: Commodore Executive (fleet and entry package) V6 manual from sedan and wagon, with optional automatic, and V8 Commodore Acclaim (family safety package) V6 automatic from sedan and wagon Commodore S (entry sports package) V6 manual from sedan only, with the option of the V6 Supercharged automatic 6.7 Secs 0-100 Commodore SS (high-end sports package) V8 manual from sedan only, with optional automatic or V6 Supercharged automatic Berlina (luxury package) V6 automatic from sedan and wagon, with optional V8 automatic Calais (sport luxury package)Norm Darwin, 100 Years of GM in Australia, 2002, page 327 V6 automatic from sedan only, with optional V8 automatic or V6 Supercharged automatic.
In terms of major features and options: Standard across the range – IRS, driver's airbag, seatbelt pre-tensioners, electric seat height and tilt adjuster, front seat lumbar support (Executive only had driver seat lumbar support) trip computer (6-function single digital window on all models except Berlina and Calais featuring a 12-function 3 digital windows upgrade) Passenger airbag available across the range, but as an optional on the Commodore Executive and S for ABS available across the range, but as an optional package on Executive Traction Control standard on Acclaim and Calais, but optional on the rest of the range for Automatic transmission optional on all models except Acclaim, Berlina and Calais