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Holden
Commodore
VF·
2013-2017
sedan
Value
Price (AUD)
$10k-$60k+
Body styles
4-door sedan, 5-door Sportwagon, 2-door ute
Drivetrain
Rear-wheel drive
Origin
Australia
Built in
Australia (Elizabeth, South Australia)
Overview
The last of the locally-built, rear-drive Commodores - sold as Evoke, SV6, SS, SS-V, Calais and Calais V across sedan, Sportwagon and ute body styles, with the long-wheelbase Caprice/WM as a sibling. The VF was a heavily reworked VE: lighter aluminium panels, a far better interior, electric power steering and the slick MyLink system. Engine choice defines the buy. The mainstream 3.6L LFX SIDI V6 is the volume seller and generally durable, but direct injection brings intake carbon and the Alloytec-family timing chain can still stretch at high km. A port-injected 3.6L LPG V6 was offered to 2015. V8 buyers got the 6.0L L77 (with Active Fuel Management cylinder deactivation) until the September 2015 VF Series II swapped in the 6.2L LS3 - the most desirable and now strongly-appreciating engine. As collectible Aussie muscle the SS/SS-V V8s are climbing in value, while V6 sedans remain some of the best big-car value in the country. Watch for ex-fleet/taxi (LPG) high-km cars and hard-driven V8s.
Engines & variants
3.6L LFX SIDI V6 petrol
Engine
3.6L DOHC direct-injection (SIDI) VVT V6
Config
V6 NA (direct injection)
Displacement
3564cc
Power
210kW @ 6700rpm
Torque
350Nm @ 2800rpm
Drivetrain
Rear-wheel drive
Economy
9.0 L/100km combined (claimed), 10-12 real world
Tow (braked)
1600kg (sedan) / 2100kg (Sportwagon)
Tow (unbraked)
750kg
Transmission
6MT, 6AT (6L45)
Timing chain / belt / gear
Chain-driven (primary + secondary chains)
Pros
- Volume engine with huge parts and specialist support
- Smooth, willing and reasonably economical for a big RWD six
- Generally durable when serviced to schedule
- Cheapest way into a roomy, refined VF
- Excellent value used
Cons
- Direct injection means intake-valve carbon build-up over time
- Alloytec-family timing chains can still stretch at high km
- Water pump and thermostat are known wear items
- Short-trip/skipped servicing accelerates sludge and chain wear
- Less collectible than the V8s
Known problems
high
Timing chain stretch
Although improved over the VZ/VE Alloytec, the LFX still uses primary and secondary timing chains that can stretch with age, poor oil maintenance or sludge. Symptoms are a rattle on cold start, rough idle, misfires, poor economy and timing-correlation engine lights.
Fix: Replace chains, tensioners, guides and cam actuators (water pump and thermostat usually done at the same time). Service strictly to schedule with the correct grade oil to prevent it.
medium
Intake-valve carbon build-up (direct injection)
Because SIDI sprays fuel into the cylinder rather than over the back of the valves, carbon accumulates on the intake valves causing rough idle, misfires and lost power - typical of all DI engines.
Fix: Walnut-blast / chemical intake clean; a catch-can and quality fuel slow re-accumulation.
medium
Water pump / thermostat failure
The V6 water pump and thermostat housing can leak or fail with age, risking overheating.
Fix: Replace pump and thermostat - commonly bundled with a timing-chain job.
3.6L LPG V6 (dual-fuel)
Engine
3.6L V6 with Holden's port-injected vapour LPG system
Config
V6 NA (LPG vapour injection)
Displacement
3564cc
Power
180kW @ 6000rpm
Torque
320Nm @ 2400rpm
Drivetrain
Rear-wheel drive
Economy
11.5 L/100km combined (LPG, claimed)
Tow (braked)
1600kg (sedan) / 2100kg (Sportwagon)
Tow (unbraked)
750kg
Transmission
6AT (6L45)
Timing chain / belt / gear
Chain-driven (primary + secondary chains)
Pros
- Very cheap to run on cheaper LPG fuel
- Factory-engineered system - no dodgy aftermarket conversion worries
- Cleaner-burning gas reduces intake carbon vs the SIDI petrol
- Big cheap family hauler for high-km drivers
- Same durable V6 bottom end
Cons
- Down on power and torque vs the petrol SIDI V6
- Often ex-fleet/taxi with very high kilometres
- Dwindling LPG refuelling network in some areas
- Same timing-chain-stretch potential as the petrol V6
- Discontinued after 2015 - limited late stock
Known problems
high
Timing chain stretch
Shares the LFX chain-drive valvetrain; chains can stretch at high km (these cars often cover huge fleet distances), causing rattle, rough idle and timing faults.
Fix: Replace chains, tensioners, guides and actuators; service to schedule with correct oil.
medium
High-km fleet wear
Many LPG cars were taxis/fleet and have very high mileage - expect tired suspension, brakes, interior trim and ancillaries.
Fix: Thorough pre-purchase inspection; budget a consumables refresh and check the gas system certification.
low
LPG system service items
The vapour LPG system has filters and components that require periodic service, and the gas tank has a legislated re-certification life.
Fix: Keep up LPG system servicing; confirm tank certification date pre-purchase.
6.0L L77 V8 petrol
Engine
6.0L OHV Gen IV V8 with Active Fuel Management (cylinder deactivation) and E85 capability
Config
V8 NA (pushrod, AFM)
Displacement
5967cc
Power
270kW (manual) / 260kW (auto) @ 5600rpm
Torque
530Nm (manual) / 517Nm (auto) @ 4400rpm
Drivetrain
Rear-wheel drive
Economy
11.5-12.9 L/100km combined (claimed), 14-16 real world
Tow (braked)
1600kg (sedan) / 2100kg (Sportwagon)
Tow (unbraked)
750kg
Transmission
6MT (TR-6060), 6AT (6L80)
Timing chain / belt / gear
Chain-driven (single cam-in-block chain - robust)
Pros
- Torquey, characterful pushrod V8 with a great soundtrack
- Robust LS architecture with massive aftermarket support
- AFM (cylinder deactivation) helps economy on the highway
- Strong appreciating muscle-car appeal
- TR-6060 manual is a genuinely good box
Cons
- AFM is linked to lifter failure and oil consumption
- Often modified or thrashed - check history carefully
- Thirsty in town
- Less desirable than the later LS3 6.2
- Brakes and tyres wear fast when driven hard
Known problems
high
AFM lifter failure / collapsed lifter
The Active Fuel Management system deactivates cylinders; the AFM lifters can collapse or stick (debris in oil jamming the plunger), causing a tick/knock, misfire and potential cam-lobe damage.
Fix: Replace lifters (and cam if lobe is damaged); many owners delete AFM with a non-AFM cam/lifter set and tune. Use top-grade oil and change at 7,500km.
medium
Oil consumption (AFM / PCV)
AFM pulls oil through the PCV system and an over-active lifter or pooled oil in the intake can cause noticeable oil consumption and fouling.
Fix: Updated valve cover / PCV components, catch-can, monitor oil level; AFM delete addresses the root cause.
medium
Cam bearing / valvetrain wear from poor oiling
LS cam bearings and lifters are sensitive to oil quality and pressure; neglected servicing or worn oil pump accelerates wear.
Fix: Frequent oil changes with top-grade synthetic; address noises early before cam damage spreads.
6.2L LS3 V8 petrol (VF Series II)
Engine
6.2L OHV Gen IV V8 (no cylinder deactivation), bi-modal exhaust
Config
V8 NA (pushrod)
Displacement
6162cc
Power
304kW @ 6000rpm
Torque
570Nm @ 4400rpm
Drivetrain
Rear-wheel drive
Economy
12.9 L/100km combined (claimed), 14-17 real world
Tow (braked)
1600kg (sedan) / 2100kg (Sportwagon)
Tow (unbraked)
750kg
Transmission
6MT (TR-6060), 6AT (6L80)
Timing chain / belt / gear
Chain-driven (single cam-in-block chain - robust)
Pros
- The most desirable VF engine - strong, free-revving LS3
- No AFM, so no cylinder-deactivation lifter drama
- Bi-modal exhaust note is superb
- Rapidly appreciating as last-of-line Aussie muscle
- Bulletproof LS bottom end with vast support
Cons
- Genuinely thirsty
- Highly sought-after - prices have risen sharply
- Often modified, raced or driven very hard
- Standard lifters can still tick at high km
- Brakes, tyres and clutch (manual) are consumables when driven hard
Known problems
medium
Lifter tick / valvetrain noise (high km / hard use)
While the LS3 has no AFM, hydraulic lifters can still tick or collapse at high km or with neglected oil, and worst-case can damage a cam lobe.
Fix: Frequent top-grade oil changes; replace lifters (and cam if damaged) if a persistent tick develops.
medium
Modified / abused examples
Many LS3 cars have been tuned, supercharged or track-driven; poor mods or hard use can hide drivetrain and engine stress.
Fix: Buy on documented history; inspect for tune/mods, clutch and diff wear; compression/leak-down test if unsure.
low
Clutch wear (TR-6060 manual)
Hard launches and high torque wear the manual clutch; a slipping or shuddering clutch is common on enthusiast cars.
Fix: Clutch replacement; upgraded clutch if tuned.
Common problems (all variants)
medium
6L80 / 6L45 automatic transmission shudder and wear
The GM 6-speed autos (6L45 on V6, 6L80 on V8) can develop a torque-converter shudder, harsh shifts or valve-body issues, often from old/degraded fluid that GM originally called 'lifetime'.
Fix: Fresh ATF service (do NOT leave fluid 'for life'), torque-converter or valve-body repair if shuddering persists.
medium
Electric power steering faults / recall
The VF moved to electric power steering; some cars were subject to recalls/faults where the EPS could intermittently lose assistance, making the wheel heavy.
Fix: Check the EPS recall has been actioned; replace the steering rack/motor assembly if faulty.
low
MyLink / infotainment glitches
The MyLink touchscreen can freeze, reboot, lose Bluetooth/reversing-camera function or suffer software bugs.
Fix: Software update at a dealer; head-unit replacement in persistent cases.
low
Front suspension and brake wear
Control-arm bushes, sway-bar links and front brakes wear, especially on heavier V8 and hard-driven cars; clunks and shudders under braking are common.
Fix: Replace bushes/links and brake pads/rotors with quality parts.
low
Fuel pump / fuel system issues
In-tank fuel pumps can weaken with age causing hard starting or stalling; the SIDI V6 also has a high-pressure DI pump that can wear.
Fix: Replace the failing pump; use clean quality fuel.