Holden Commodore VN

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Holden Commodore VH

VN Commodore

Holden Commodore VN

1988 - 1991
6 cyl. & V8
3.8 litre EFI V6; 5.0 V8 EFI
125kW (V6) & 165kW (V8)
5 spd. manual; 4 speed Turbohydramatic; 6 speed ZF manual (Group A)
Top Speed:
Number Built:
0 star
Holden Commodore VN
Reviewed by Unique Cars and Parts
Our Rating: 1


Launching the VN Commodore, Holden said the totally new car had been designed to achieve the dramatic market impact reserved only for the most historic and significant Holden models. And so it proved. There were a few VL Commodore components still under the skin, but the new VN had been stretched - in every important dimension.

A major generational change, the 'aero styled' VN returned Holden to the full-sized family car fold. It won all three motor magazine 1988 Car of the Year awards and was also a sales winner right from the start (the Executive model confidently targeted at fleet buyers), taking Holden back to its accustomed position on top of the Australian passenger car market in 1989.

Holden designers and engineers took a wind tunnel-influenced Opel Omega design and altered it substantially and ingeniously; widening, re-styling and re-engineering to meet Australian criteria. Interior roominess, torquey performance and chassis dynamics topped the list. Reflecting an emphasis on aerodynamics as a way of improving performance and fuel consumption, the VN offered such features as flush-fitting side glass, steeply raked windscreen and low-profile headlights.

It also introduced as standard a larger, Buick-sourced 3800 EFI V6 (delivering as much power as the previous carbureted V8), teamed with locally made five-speed manual or premium imported 4-speed Turbo Hydramatic transmission. Standard on SS and optional across the range came a fuel-injected 5.0 litre V8 producing 165kW. For the first time, the Commodore wagon was built on a longer wheelbase, and entirely new interiors featured a one-piece dash fascia with wide centre console and binnacle-style controls.

After an absence of nearly seven years, the Holden passenger car derived ute made a comeback in 1990 with an all-new VN-based VG Utility and S Utility. Model range: Commodore SL sedan, Commodore Executive sedan and wagon, Commodore Berlina sedan and wagon, Commodore S sedan and wagon, Commodore SS sedan, Calais sedan. In all, some 215, 180 VN Commodores would be manufactured, including the 5 millionth Holden.

VN V8 Commodore

The V8 version of Holden's storming VN Commodore was, simply put, an amazing car. Very few four door sedans in the world could produce the kind of performance on offer. The last V8 from the General, the VL Commodore, hardly sent the pulse racing, and was very much overshadowed by the VL Commodore Turbo. The twin evils of emission controls and unleaded petrol conspired to make the V8 a rather limp wristed affair with just a token power increase over the Nissan-sourced six that powered 'lesser' Commodores.

While it may have lost plenty in the translation, the five litre bent eight did, however, have a couple of virtues that made it a viable marketing tool. For a start it was smooth (unfortunately for V8 sales, the Nissan six was even silkier) and it delivered its power at bedrock revs in a nice, easy, casual way. It was also ridiculously cheap and was something like a $400 option on a Calais. There were, naturally enough, problems. The engine itself was heavier than the six and because of Holden's traditionally bizarre optioning procedure, the V8 wasn't available with anything other than the rather horrible old Trimatic automatic gearbox. And it was thirsty, the V8 VL having fuel consumption of around 17 litres per 100 km. And that was when you were gentle. Sink the foot and it would dip to beyond 20 litres per 100 km. But there was one thing that set the VL Commodore V8 apart – and that was the fact that Ford didn't have a V8 and hadn't had one since about 1982. This probably would not have mattered in Europe, but here in Australia the fact that there was a V8 in the line-up put Holden at a distinct advantage.

A9L Rods

Things changed with the VN. By 1989 the GMH engineers had sorted the V8 woes, addressing all those problems of fuel consumption and an options list obstacle course and, more importantly, built on to its good points. The truth was, the VN five litre V8 beat the hell out of the 'old' V8. It's not really fair to call the engine in the VL the old motor because the two did share much more than just Holden's marketing hopes. Below the deck, the VN five litre was very similar to the unit it replaced. Changes were made to the main bearings (heavier duty material) and the con-rods that caused plenty of controversy at the 1987 Bathurst were fitted. The rods were a much beefier item and were known as A9L rods. The Group A SS engine was the first road-going Holden to use them. In fact there was much in common between the VN's V8 and that used in the Group A. The block gusseting around the head bolts was the same and the only real difference in the respective bottom ends in the use of a two bolt main bearing cap in the VN (The Group A ran a four bolt piece).

Cylinder heads on the VNs V8 also had plenty in common with the Group A. The heads had the same inlet/exhaust/inlet port sequence with the same 'High port' technology aimed at better breathing. The other impressive aspect of all this technology was the way in which the bent eight could go about its business without draining the 84 litre fuel tank like a pot at a ploughman’s lunch. Highway cruising at slightly above the legal maximum returned figures of around 11 litres per 100km while around the suburbs, that figure would rise to about 13 or 14 litres. Use the available power and the fuel consumption would increase markedly, but such was the price of performance and the real issue at hand was that the V8 could, for once in its life, be driven frugally. The end result was a rousing 165kW at 4400rpm and an equally impressive 385Nm at 3600rpm. More than that, though, the power was delivered smoothly and predictably.

Chassis Changes and Spring Rates

Obviously, the V8 weighed more than the V6, so the first task was to stiffen up the front end. That was achieved by the use of heavier rate springs while leaving the rear end and the damper rates as they were. The FE2 suspension option went heavier again, firming things right up. Of course, the V8 FE2 option was stiffer than the V6 FE2 pack, but the standard V8 spring rate, interestingly, did not correspond with the six cylinder FE2 rate. What you therefore ended up with was two standard spring rates and two FE2 rates making four in all – and the best for the V8 was the FE2 pack – and some even argued that it was the best for any VN Commodore, regardless of the engine fitted.

The THM700 Automatic Transmission

As mentioned above in this article, all VN Commodores had four wheel disc brakes, but the V8 was equipped a little more seriously with a larger front disc arrangement. The discs were, of course, ventilated and were designed to cope with the V8's extra performance and extra momentum. The THM700 automatic gearbox earned the VN plenty of praise – and was mated to the V8 as well as the V6, proving that an automatic needn't be a performance disadvantage. Holden insiders claimed the auto was very nearly as quick as the five speed. It was strong enough to handle the huge torque of the V8 so all Holden's engineers did was re-jig the shift points for those being fitted to the V8. As such, the gearbox was a little more reluctant to kick down and in fact would hang on to second gear at even low speeds. Of course, with all that grunt on tap, acceleration remained pretty devastating. The torque converter lock-up on top gear remained and did an admirable job of deciding for itself when to allow a little slip in the interests of flexibility.

Another 'mandatory option' fitted to all V8s was the 205/65 tyres which were HR rated and fitted to 15 inch rims. The Calais had these fitted as standard regardless of which engine was used, making the V8 option particularly good value in the context of a Commodore Executive. On the road, there was no question that this was a car (despite the four doors and automatic transmission) which was capable of obscene point to point times. And, from an engineering perspective, it remained true to the performance car formula - coil-over struts front suspension, independent semi-trailing arm rear end, rear wheel drive. The performance that the driver had - straight from the engine bay - was huge, torquey and, most importantly, useable chunks. Sure, it could tow a big boat or horse float, but the V8 equipped VN went a long, long way towards producing a muscle car in the true sense of the term.

Behind the Wheel

The five litre would fire up first time every time and, thanks to the injection, settle down to a nice, even idle with about 600rpm. Prodding the accelerator produced the usual V8 grumble with better than usual throttle response and an obviously willing nature. Wheel into the traffic and plant the foot hard, and the VN would break traction on the driest of surfaces. Even with the automatic transmission there was sufficient grunt to spin the driving wheels. Provided you were sensible with the power on tap, the V8 proved an even safer car than the stock V6 version – this being readily evident when overtaking. The power was not the liability the politicians and greenies would want you to believe, rather it made the car measurably safer than most everything else on the road.

As well as the surging power there was an element of civility previously unknown to drivers of Holden's five litre. In the Calais this is particularly noticeable thanks to the extra sound deadening but the real bonus was an inherent smoothness that the V6 just could not match. The primary balance of a 90 degree V8 was the key and when combined with the block strengthening and the more accurate fuel metering afforded by multi-point fuel injection, the result was remarkable. The V8 VN was by far the most agile family Commodore ever, but that did not mean there were not a few niggles. The major affliction (and this issue dated back to every Commodore since the VB) was the steering. It was not exactly a case of vagueness or even a proper lack of feel, just something that wasn't quite right about the responses.

Turn in was fine (especially on the V8’s up-spec tyres) but after that things went downhill a little, with the front wheels wanting to “bite” their way around a corner rather than a fluid line through the apex. Road testers from the time, while glowing in praise for the VN, noted the same thing. And there was also a willingness to bottom the front end in some circumstances, perhaps due to the extra weight of the V8 engine. At the other end of the chassis, the picture was not all rosy either. The Calais was prone to roll oversteer in the usual VN proportions, but rear axle steer was slightly more pronounced than the V6 cars. It all happened when the car was cranked over into a corner and suspension travel induced a change, however subtle, in the rear axle geometry. When it happened it would force the car off the chosen line and on to a new, more acute cornering angle.

The problem was at its worst when encountering a series of bumps and lumps mid corner. The solution was to unwind a dab of lock but if anything more than about half of the performance potential was being exploited, this was hardly a satisfactory course of action. So the V8 version was near perfect – but there were a couple of small issues. Not that it would stop you buying one of course. Even though there were a couple of small issues, the VN Commodore had a very capable chassis, and most owners probably never pushed the car to its limits, and therefore never experienced these symptoms at anything like their fullest.

We all know the Calais was a fully loaded Commodore – but that was not such a bad thing. In VN guise that meant standard equipment such as air-conditioning, velour trim on the doors and roof lining, trip computer, power windows (with a clever delay function that allowed operation for a few seconds after the key has been removed) central locking, cruise control and an upmarket stereo system with four speakers. Throw in the V8 and the Calias became the General’s flagship car – until the arrival of the VQ Statesman. There was no question that the VN, Commodore or upmarket Calais, was a great car. It could handle the worst Australia had to offer and, in V8 guise, was bloody brilliant.

VN Calais

It was in 1984 when Holden decided to discontinue the Statesman in favour of the Calais as its top-of-the-line model. Buyers of home grown prestige cars simply weren't interested in something that wasn't big and impressive looking, no matter what other advantages it might have, and GM-H's share of the local luxury market plummeted accordingly. Since then the Calais was to, of course, gain wide acceptance as the 'luxury' Holden, and with the VN version much of the size and space prestige buyers favoured had been regained. But 1989, however, the Calais' days as Holden's flagship were numbered. In the last quarter of 1989 a new long-wheelbase, Statesman-style sedan was introduced, and it was this car that took top billing as GM-H's line leader. While the 'big' Holden was still on the horizon in early 1989, its influence was felt in a subtle repositioning of the VN Calais.

Historically a couple of thousand dollars dearer than the Fairmont Ghia, the Calais was moved into direct competition with Ford's middle management express, and in the process it lost some of its appointments. As a luxury car the VN Calais fell short in many areas with plastic door trims and even without a variable intermittent wiper speed. The VL Calais was, in so far as appointments were concerned, a better car. But there was no doubting that the VN Commodore was a vast improvement over its predecessor, not only in interior space and packaging but in terms of dynamics and performance, and the same held true for the Calais. Roomier, better handling and with the superbly matched V6 engine and four-speed transmission, the Calais possessed all the attributes that made the VN Car Australia's pick of 1988. It also possessed a number of refinements over the more proletarian models that made it an even nicer car to own and drive.

Externally the Calais differentiated itself from lower-spec Commodores with a different grille and rear panel/tail light treatment, full-length body mouldings which gave it a two-tone appearance, appropriate badges, and a set of alloy wheels and 205/65/HR15 tyres. The cosmetic details made it an attractive package, but from the driver's seat it was the tyres which made the most difference. Running wider rubber the Calais hung on a little better and turned in slightly sharper with no apparent detriment to ride quality. Some of the VL's suspension 'float' and slightly vague steering remained, but it was nothing like as bad as it used to be and most drivers will have hardly noticed it.

What they would have noticed, however, was how quiet the new Calais was. Holden's 3.8-litre V6 wasn't the world's smoothest or most silent engine, but in the Calais additional use of soundproofing has smothered all but the most extreme of its aural emanations. At high revs some engine noise was apparent, but at cruising speeds the cabin was commendably quiet with only subdued wind hiss from around the A pillars (something drowned out by engine and road noise on lower-spec models) apparent. Quiet and comfortable, the Calais' cabin wasn't too far removed from previous models in terms of its understated ambience, though again the VN dash and switch layout (this time with a full complement of 'auxiliaries' including cruise control) was a big improvement.

One real plus was the instrumentation. Instead of the rather garish dials used on 'low spec' Commodores the Calais featured more conventional styling with a speedo and tachometer sharing dash space with supplementary fuel and water gauges and a trio of LCD displays for the trip computer. The latter, incidentally, was worthy of praise, both on the grounds of sensible ergonomics (fingertip operation via binnacle mounted switches) and available information: definitely the best arrangement for a locally produced sedan up until this time. With height, recline, fore-aft movement and lumbar support a good range of driving positions were available behind the Calais' 'soft feel' four-spoke wheel, and the adjustable driver's footrest was a nice touch.

For our money though it would have been a nicer - not to say more prestigious - car if Holden provided some steering wheel adjustment and full fabric door trims (as in the past) rather than just a trim insert and carpet on the kick panel. Leather upholstery was listed as an optional extra, but when it came to creature comforts most people were happy to stick with the standard offerings which included power windows, central locking (with dead-latch), remote control exterior mirrors, a good quality four-speaker AM/FM stereo cassette system and air conditioning. Regrettably automatic climate control isn't available.

Overall the VN Calais was a very pleasant car, but not one that broke any new ground in its level of appointments and luxury. Compared to Ford's Fairmont Ghia the Calais' interior looked somewhat Spartan and this counted against it in the sales race. On the other hand the Calais offered superior dynamics and this made it a more relaxing car, especially if long distance driving was part of the regular routine.
VN Commodore Berlina

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Also see:

Commodore VN Specifications
HSV Special Vehicles VN Commodore
The 1988 Holden Range
VQ Statesman and Caprice
The Buick 3800 V6
Reader Reviews page 1 of 1
Click here to add your review
Blair Sauer
Posted Recently
I certainly think a VN commodore V6 and V8 would out smoke an EA Falcon. shame about the single point engines don't know why ford even bothered with single point EFI's when they had an excellent 4.1L multipoint EFI in the previous XF model. they should only have had the multi point EFI they introduced with the EA which was a powerhouse and a Four speed auto from the start and be done with it. anyone agree? at the end of the day it was the VN that out performed and won over the EA falcon.
Posted Recently
You pay $25 k + for a vn berlna in '91 only for the rubber door seals, paint , oil leaks , headlining, electricals to all fail, within 2 years! you feel ripped off!!! What a heap! No wonder broke *** bogans love em!!!
Posted Recently
Bought a vn berlina in 1991.utter rubbish!!!
Posted Recently
Ha, get behind the wheel of the vn??yeah, hide behind the massive volvo bus steering wheel!!!
Posted Recently
People who think the v6 goes hard obviously just progressed from a diesel gemini!
dylan D
Posted Recently
Why have you even bothered with the king of BOGAN???
Posted Recently
Head bolt torque settings for 3.8 v6 92 berlina plez im a resto guy doing up a berlina i found in a shed
Posted Recently
I had 2 vn's V6 and I hated the dash,trim and the unpaint bumpers. Get a VS it has more power and a better ride and the autos works better.
Posted Recently
i bought a vp a few years back, thrashed the *** out of it and it still drives quite smoothly, it has over 400,000 on the clock and i just bought another series 1.5 vn worked with all the goodies for a steal. workin on it atm getting it ready for the road.
Posted Recently
I bought a. Series 1 vn with A Series 2 3.8 v6 engine
My first car. :p all I can say its such a beast has few mods pacemaker extractors and power chip to go with stage 3 crown cams it's *** a beast of a car sounds great and no problems with it so far I love it I will drive it till it dies no regrets for 3500 spent buying it
Posted Recently
I'm 21 years of age, and at the age of 18, I purchased a 1990 Toyota Celica for $5000. Soon sold that and got a Nissan Silvia S13 1991 for $3,800. I blew the head-gasket in that, and rarely thrashed it as it didn't seem none too reliable from day dot. I sold it for $1,600 and bought myself my first Holden Commodore. It was a 1990 VN Exec V6 Wagon, with 298,XXX on the clock, and was a little rough at first, but in every aspect, being a more 'primitive' car, without nearly as many electrics or luxurious options as in my 2 previous Japcars, but there was just something about the VN's look, power (for its age), and utmost; it's reliability, I now deem it my favourite car. I adored the one I owned for the year I had it before I sold it due to a Canary I was incapable of repairing in the given time frame versus cash income flow. I got a 1998 Pulsar to get around in, and within 3 months *** ed it off for another VN wagon, and safe to say, it's everything and more the last one ever was! GO the VN! A venerable model of commodore that will stand the test of time!
P.S - Mate picked one up for $400 with 606,XXX on the clock, ran just as good as (if not better than) mine with 300,000 on the clock.
The buicks never die!
Posted Recently
im 17 and got a 91 vn for my first car i reckon there a pretty good car expecially on the open road its ok on fuel round town usally get bout 320ks out of a tank and thats giving it a bit from the lights n stuff. on the open road i got about 650ks and it was a little bit above empty. the can also be a pretty fun car in the wet if ya know what i mean haha i would reckamend one for a cheap reliable first car
Posted Recently
I have had my VN Commodore Berlina since 2009 and it has been a good car, despite a few minor problems probably because it was parked for bout 2 years till i got my licence, it does rattle a bit but what do you expect from a 21yo car but is great, comfortable and easy to drive, especially on long trips. The VN is a great car and a good first car, and if well looked after will last an eternity.
Posted Recently
I have inherited my 92 yo mum's 88 vl executive with 144k's on the clock always garaged (but clipped slightly drivin in and out) otherwise in A1 condition clean as a whistle with no one ever sittintg in the back seat. Engine runs like a sewing machine, only need to replace the exhaust (as doing less than 5k a week) a/con does not work (about 10 years ago)...anyone intrested apart from rev heads in buying
Posted Recently
Are you talking about the o2 sensor? If so it's on the passenger side extractor
Posted Recently
i just rebuilt my vn after an accident and me and my dad got her on the road in all her sleekness a real family wagon isnt she but i am having trouble with the engine management bull *** bull *** can someone please tell me where the exhaus t sensor is
Posted Recently
I bought a vn berlina v8 and put 100,000k's on its clock selling it at 260,000k's. In that time I had to replace the water pump and the power steering unit and I can promise you that the 304 is a beautiful motor. So strong and reliable and develops its torque right down low from the get go making it a pleasure to drive and MUCH better than my genIII chev which is all top end making it useless at realistic speeds. I want another aussie 5.0L. The best v8 ever sold in this country. The current slappy alloy ford and chev units will never last as long as these excellent Australian motors.
another bogan vn driver
Posted Recently
as for pathetic power you must be compairing the 3.8 v6 with the 10L
12cyl bugatti!!! lets compair it within its class,v the EA( the arch nemisus) after driving many EAs and VNs here is wat i come up with
vn 0 to 100 under 7 sec!!! EA 0 to 100 over 10 sec!!!
its near impossable to smoke up an auto EA but a VN will effortlessly distroy tyres ha ha ha
another bogan vn driver
Posted Recently
i have 2 vn commies,a wagon nd a sedan, both stock manual v6 nd both have handed manny o fat ford asses back to there owners stript of there pride. so anyone thinken fords go hard should stay in there falcon.
another bogan vn driver
Posted Recently
holden v ford??? let the cars do the talking. but keep in mind that all of ford engines are bigger...vb...vk 6cyl=3.3 v xd...xf 6cyl=4.1. vn...vr 3.8 v ea...eb6cyl=4.0 253 v 304 ...308 v 351!!!
in my experience commodore has come through 90% of the time
Posted Recently
I think the ones bashing the vn's are bogans you're just upset no one took the time to write a similar reveiw about you're ford! I have had my vn Calais for three years it's a great looking car and it's reliable drive it to cairns and back from Melbourne with out any problem it got stolen and thrashed and it stil goes with out and problem and it's on 313000 k's the fact of the matter is any old car will stuff up if u don't look after it. And as far as them being "ugly" they won all 3 car nag awards...speaks for itself there. Now the ford au that is an ugly car!
john smith
Posted Recently
its seems funny that some people have nothing better than to write bull s**t on the net about holdens hey if you had any idea you would sell your ford and buy a vn becuase then you would at least have something good going for ya spastic get a job
Posted Recently
VN commodore is *** i remember when they came out that they were the most stolen car of the 1990s why the *** would u buy one u look like a bogan driving one plus the perfomance is pathetic
hz kicks arse loyd and your hz musta ben *** house
only p platers and bogans drive vn commo's if u drive one you are a bogan!
Posted Recently
hi diddles444 hope you have fun with your vn take care of it...by the way is 444 your age???...just kidding have fun
Posted Recently
Hey, im about to get given a holden vn 1991 commodore, they look pretty alright and i hope all goes well, i was looking to make a car for my personal viewing pleasure, any ideas where i could get body kits for them?
Posted Recently
i am very in to cars especially vps and vns! and hightower cars arnt toys i love vns and vps so y would u frash it? and Aaron wats so bad about vns?? y would you say that????
Posted Recently
my cousin had a white sedan vn commodore. she had for a few years but then their was a folt in the engine and the car caught fire and burnt down!!
Posted Recently
hi ruby im with you the vn was hard to like but when you get one you cant go back i've had a few now never had any real dramas great car
Posted Recently
I got my VN as a first car. I had read reviews and got the impression they were the car from hell over 200,000kms, but I really liked mine. The first time I saw it I distinctly remember thinking it was the ugliest car I had ever seen and it should be sent to the wrecker's. I changed my mind pretty quickly though - they are soo roomy inside, and marvellous on long trips. Rough, but gutsy. Because mine was old and abused when I got it, it never really stood a chance of having minimal problems, but despite this, it kept running - no matter what! I loved the feeling of security and being up high in the driver's seat - they are cars of the past but I will miss my VN so much!
Posted Recently
I brought a VN about 2 years ago and I still own it. I am a 39 yr old male and I have thrashed it about (not recommended,) and have had a number of minor damages to the car, but she still runs well.
I have driven her to Yass, Gunnedah and Goulburn (twice) and all from Sydney. This is were I found out that the VN loves the open road much better than the stop start of city life. (Thank god I have had her converted to run on LPG & petrol.)
But I know were Lloyd is coming from in regards to the problems and creaks, so I have now updated her to a VP.
Posted Recently
VN's offend my Eyes. Is that steering Wheel from the set of Titanic?
Posted Recently
I owned a Commodore VN S V6 about 13 years ago. It was powerful and economical but not particularly reliable. It was fine up to about 100,000kms, then the problems started. Leaking radiator, leaking water pump, leaking fuel tank, fuel pump failed, engine oil leaks, boot leaks. Then the paintwork started to fade. I had previously owned a HZ, which despite being pretty gutless and thirsty by comparison to the VN, I think was better built and longer lasting. It always felt solid and strong over bumps the VN would creak and rattle. But I have since had a series of Ford Falcons (new and used) and think generally that, while maybe not always handling as well as the comparable Commodore, ride better, are quieter, more comfortable and have better torque, making them easier to drive on long trips. And none of the Fords have had the problems I had with the VN. But I do miss the old HZ...
Posted Recently
i had a vn calais 4 about 5 years drove all over australia still going stong, 2 battires a winscreen and one set of tyres ,reliabale as, i have own about 40 holdens they r good good cars go 4 ever geoff the kiwi
jordon smith NZ (stubbs)
Posted Recently
I have just recently brought my second holden commodore im 18 and have a vr 1994 and my newest car to add is a 1990 vn gts 5 speed manual and it goes so much better then my vr both v6's, i love the vn-vs series what great looking cars they are
Posted Recently
i have owned a vn sedan for 7 years had a radiator and thats about it , they were bad in there day but they were head and shoulders above the falcon , camry and garbage magna, they are simply and easy 2 fix would'nt take them to a mechanic most are morons.
syd nat
Posted Recently
Well, I've owned mine two years and I obviously bought a lemon as it's been nothing but trouble. Problems with oil leaks, coolant issues, power steering problems and too many others to mention. Major problem with road handling and have checked everything that I and the garage can think of. Would not buy one again!
John Gibson
Posted Recently
Ronelle,I'm pleased your having a great run with your car. The VN V8 is a gutsy beast. Look after her and drive safely. No,I don't drive a Ford. I love Holdens and All German and Japanese brands as well. I love all well made cars that don't let their owners down.
Posted Recently
the s1 is a great car, engine is fine if looked after. mine is going strong and kicking *** everyweek. there aren't many 20year old cars that run as well as the V6 holden does in original condition without needing full rebuilds
Posted Recently
John obviously you own a ford. I live in NZ i own a VN V8 and she is still running strong, all commodores are Classics.
John Gibson
Posted Recently
These days,the VN is a rubbishy,noisy tinbox that falls apart like a dropped glass,but when it first came out,it told the public that Holden was back in town. It was bigger,more powerful and saw the return of the ute and Statesman.It truly brought Holden back to life. Holden where in profit for the entire 1990's thanks to this model. Not a great car,but it made a great impact.
Posted Recently
After owning a series 2 and a Vx ss, all i can say God created *** and holden put a engine in it ! ! ! ! ! ! !
Posted Recently
this car still is a very strong reliable car. the series 1 3800 V6 werent a good engine but the series 2 is bullet proof. not like most cars now and can take a hit from another car.
Darryl Gould
Posted Recently
Great looking cars
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