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Holden
Commodore
VT / VX·
1997-2002
sedan
Value
Price (AUD)
$3k-$18k
Body styles
4-door sedan, 5-door wagon
Drivetrain
Rear-wheel drive
Origin
Australia
Built in
Australia
Overview
The VT (1997-2000) was the all-new wider, smoother Commodore that re-established Holden's family-car dominance, and the VX (2000-2002) was its facelift with revised suspension and more power. Both came as sedan and wagon, all rear-wheel drive, in Executive, Acclaim, Berlina, Calais, S, SS and (V8) HSV/SS guises. The default engine is the 3.8L Ecotec V6 (147kW VT, 152kW VX) - a tough, cheap-to-run old pushrod six that is forgiving if serviced, but plagued by oil leaks, rattly lifters, cracked exhaust manifolds, crank-angle-sensor no-starts and the notorious Dex-Cool/coolant-system corrosion that kills heater cores and water pumps. Above it sits the Eaton-supercharged L67 (171kW) for effortless mid-range, and the V8s: the old 5.0L Holden 304 in early VT, replaced from VT Series II by the imported 5.7L Gen III LS1 - a strong, tunable engine carrying a well-documented piston-slap and oil-consumption reputation on early builds. Cheap, plentiful, easy to fix and well supported by the aftermarket, but rust, worn front ends and tired V6 ancillaries are the realities of cars now 24-28 years old.
Engines & variants
3.8L Ecotec V6
Engine
3.8L OHV pushrod V6, sequential MPFI
Config
V6 NA
Displacement
3791cc
Power
147kW (VT) / 152kW (VX) @ 5200rpm
Torque
304-305Nm @ 3600rpm
Drivetrain
Rear-wheel drive
Economy
11-13 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Getrag 260), 4AT (4L60-E)
Timing chain / belt / gear
Gear-driven timing (timing gears, no belt or chain)
Pros
- Tough, simple pushrod six that lasts with basic care
- Cheapest Commodore to buy and run; huge parts supply
- Gear-driven timing - no belt to snap
- Strong torque low down; relaxed highway cruiser
- Easy and cheap to repair, well documented
Cons
- Chronic oil leaks (rear main, front cover, rocker covers)
- Cracked/leaking cast exhaust manifolds are near universal
- Coolant system corrosion if wrong coolant used (heater core, water pump)
- Rattly hydraulic lifters and ignition-lead breakdown with age
- Crank-angle-sensor failures cause intermittent no-starts
Known problems
high
Coolant / Dex-Cool system corrosion
The Ecotec V6 requires the correct long-life (Dex-Cool style) coolant at the right concentration. Using premix or letting it degrade causes acidic corrosion that eats the heater core, radiator and water pump, and can leave sludge through the system - a defining VT/VX V6 issue.
Fix: Flush and refill with correct coolant on schedule; replace heater core/water pump/radiator as needed. Check coolant condition and heater operation pre-purchase.
medium
Cracked exhaust manifolds
The cast exhaust manifolds crack with heat cycling, giving a tell-tale 'chuffing' tick on start-up and sometimes an exhaust smell - extremely common across the V6 range.
Fix: Replace manifold(s); aftermarket extractors are a common upgrade.
medium
Crank angle sensor failure (no-start)
The crank angle sensor can fail intermittently, causing hot no-starts or stalling - a classic Ecotec gremlin. Fuel pumps also fail.
Fix: Replace the crank angle sensor (cheap, often done preventively); replace fuel pump if weak.
medium
Oil leaks and lifter rattle
Rear main seal, front cover and rocker cover oil leaks are common, as is hydraulic lifter rattle on start-up with old/dirty oil.
Fix: Reseal as required; fresh oil and lifter clean; replace collapsed lifters.
3.8L Supercharged V6 (L67)
Engine
3.8L OHV pushrod V6 with Eaton M90 supercharger
Config
V6 supercharged
Displacement
3791cc
Power
171kW @ 5200rpm
Torque
375Nm @ 3200rpm
Drivetrain
Rear-wheel drive
Economy
12-14 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Getrag 260), 4AT (4L60-E)
Timing chain / belt / gear
Gear-driven timing (timing gears, no belt or chain)
Pros
- Effortless mid-range torque - strong, smooth and quiet
- Cheaper to buy than a V8 with much of the punch
- Same tough gear-driven bottom end as the Ecotec
- Supercharger is durable when oil/coupler maintained
Cons
- Inherits all the Ecotec oil-leak and coolant-corrosion issues
- Supercharger coupler (isolator) wears and rattles
- Supercharger needs its own oil service that owners often skip
- Most were autos; thirstier than the NA V6
Known problems
medium
Supercharger coupler / snout wear
The Eaton M90 supercharger coupler (isolator) wears, causing a rattle, and the snout bearing/oil can run dry if never serviced, leading to noise and eventual failure.
Fix: Replace coupler; service the supercharger snout oil; rebuild the blower if bearings are gone.
high
Coolant / Dex-Cool system corrosion
Same as the NA Ecotec - wrong or degraded coolant corrodes the heater core, radiator and water pump.
Fix: Correct coolant on schedule; replace corroded components.
medium
Oil leaks and cracked exhaust manifolds
Shares the V6's chronic oil leaks (rear main/front cover) and cracked exhaust manifolds.
Fix: Reseal and replace manifolds/extractors as needed.
5.0L Holden V8 (304)
Engine
5.0L OHV pushrod V8 (Holden), MPFI
Config
V8 NA
Displacement
4987cc
Power
179kW @ 4800rpm
Torque
400Nm @ 3600rpm
Drivetrain
Rear-wheel drive
Economy
15-18 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
5MT (Getrag 290), 6MT (T-56), 4AT (4L60-E)
Timing chain / belt / gear
Chain-driven
Pros
- Classic Aussie iron-block Holden V8 - torquey and characterful
- Simple, robust and easy to work on
- Last of the locally-built V8s before the LS1 (collectable)
- Strong aftermarket and parts support
Cons
- Only in early VT Series I (1997-1999) - all very high km now
- Thirsty and emissions-dated
- Rear main and timing cover oil leaks common
- Superseded by the more powerful, more efficient LS1
Known problems
medium
Oil leaks (rear main / timing cover / sump)
The 304 develops the usual old-Holden-V8 oil leaks from the rear main seal, timing cover and sump gaskets with age and km.
Fix: Reseal as needed; budget for it on high-km examples.
medium
Age-related wear and thirst
These are the oldest VT V8s; expect tired bushes, cooling, electrics and a hearty fuel appetite.
Fix: Thorough pre-purchase inspection; budget a consumables refresh.
5.7L Gen III LS1 V8
Engine
5.7L OHV pushrod V8 (GM Gen III), SEFI
Config
V8 NA
Displacement
5665cc
Power
220kW (VT II) / 225kW (VX) @ 5200rpm
Torque
446-460Nm @ 4000rpm
Drivetrain
Rear-wheel drive
Economy
14-17 L/100km combined
Tow (braked)
1600kg
Tow (unbraked)
750kg
Transmission
6MT (T-56), 4AT (4L60-E)
Timing chain / belt / gear
Chain-driven
Pros
- Strong, smooth all-alloy V8 with huge tuning potential
- Genuinely quick and capable of high mileage when healthy
- Massive aftermarket and parts support
- More power and better economy than the old 304
Cons
- Early builds known for piston slap and high oil consumption
- Oil-consumption examples can run a quart per tank or worse
- T-56 manuals can develop gearbox/clutch wear when worked
- Thirsty; modified examples may have hidden abuse
Known problems
high
Piston slap / high oil consumption (early Gen III)
Early LS1 Gen III engines are known for piston slap (a cold-start rattle from excess piston-to-bore clearance) and high oil consumption; Holden repaired or replaced hundreds under warranty, citing roughly 2% of V8s. Severe cases burn significant oil.
Fix: Monitor oil consumption and cold-start noise pre-purchase; rebuild or replace pistons/short motor in bad cases. Many engines are fine - check history.
medium
Oil leaks (rear main / valley / cover)
Rear main seal, valley-cover and front-cover leaks appear with age and km on the Gen III.
Fix: Reseal affected areas; valley plate gasket is a known leak point.
medium
T-56 manual / clutch wear (worked or modified)
The T-56 six-speed and clutch wear when the car has been driven hard or modified, with synchro and bearing noise or slip.
Fix: Clutch and/or gearbox rebuild; inspect for abuse on modified examples.
Common problems (all variants)
medium
Rust - windscreen surround, boot, sills (coastal)
VT/VX bodies rust around the windscreen and rear-window surrounds, boot floor, sills and wheel arches, especially on coastal or neglected cars now 24+ years old.
Fix: Inspect carefully pre-purchase; favour dry-climate, garaged examples; rust repair as needed.
medium
Rear suspension geometry / inner tyre wear
The independent rear end runs negative camber and wears inner tyre edges; worn bushes make it worse and chew tyres.
Fix: Replace worn rear bushes; fit a camber-correction kit and align.
medium
Front-end wear - engine mounts, castor bushes, ball joints
Front engine mounts collapse, front castor-rod bushes and ball joints wear, and front wheel-bearing hubs get noisy - all common with age and km, giving clunks and vague steering.
Fix: Replace mounts, bushes, ball joints and noisy hub bearings; standard refresh.
low
Power steering pump / rack leaks
Power steering pumps and racks weep fluid with age, with squeal and groan when cold.
Fix: Reseal or replace pump/rack; keep fluid topped and clean.
low
Fuel gauge sender inaccuracy
Fuel gauge senders are notoriously unreliable, reading inaccurately or sticking - a well-known VT/VX annoyance.
Fix: Replace the sender unit (in the tank); often done with the fuel pump.
medium
Automatic transmission wear (4L60-E)
The 4-speed 4L60-E auto is generally durable but needs servicing; high-km or never-serviced units develop slipping and harsh shifts.
Fix: Service fluid/filter regularly; rebuild if slipping. Check shift quality on test drive.