Holden

Opel Insignia derived platform. 2.0L turbo 4-cylinder 191kW. 3.6L V6 235kW optional. 9-speed automatic transmission. FWD or AWD configurations. 4935mm length. 2829mm wheelbase. 1607kg curb weight. Five-seat sedan. Liftback hatch design. German engineering base. Australian tuning applied. Final Australian Commodore. Brand discontinued 2020. GM decision controversial. Australian automotive history end. Holden legacy significant. V8 Supercars heritage strong. Commodore name iconic. Australian family car tradition.

6.2L LS3 V8 304kW SS variant. 3.6L SIDI V6 210kW standard. 6-speed automatic transmission. 6-speed manual option V8. RWD rear-wheel drive. 4896mm length. 2915mm wheelbase. 1778kg curb weight V8. Five-seat sedan. Wagon variant available. Elizabeth South Australia manufacturing. Last locally made Holden. Australian engineering pride. V8 Supercars champion. HSV performance variants. Maloo ute sporty pickup. Australian motoring icon. Export success Middle East. Pontiac G8 basis previously. Chevrolet SS adaptation. Global GM platform.

6.0L Gen IV V8 270kW. 3.6L Alloytec V6 195kW. 6-speed automatic transmission. 6-speed manual option. RWD rear-wheel drive. 4875mm length. 2915mm wheelbase. 1754kg curb weight. Five-seat sedan. Wagon and ute variants. Zeta platform global architecture. GM investment significant. Australian engineering team. Modern design language. V8 Supercars domination. HSV E Series performance. Maloo R8 sporty ute. Export market success. International recognition earned. Australian manufacturing capability.

5.7L Gen III V8 220kW. 3.8L Ecotec V6 152kW. 4-speed automatic transmission. RWD rear-wheel drive. 4810mm length. 2796mm wheelbase. 1572kg curb weight. Five-seat sedan. Station wagon variant. Australian design revolution. Supercar V8 debut. IRS independent rear suspension all models. Modern chassis dynamics. Safety improvements significant. Airbag standard equipment. ABS braking available. Australian engineering achievement. V8 Supercars Championship foundation. Performance sedan benchmark.

5.7L Gen III V8 225kW initially. 6.0L LS2 V8 297kW later CV8-Z. 6-speed manual Tremec T56. 4-speed automatic option. RWD rear-wheel drive. 4797mm length. 2870mm wheelbase. 1700kg curb weight. Two-door coupe. Four-seat configuration. VT Commodore platform based. Retro-modern design successful. Export market Pontiac GTO. Vauxhall Monaro UK market. Australian design pride. V8 performance accessible. Manual gearbox purist appeal. HSV GTS variant extreme. Performance coupe Australian. Collector car status earned.

350 Chevrolet V8 optional. 308 Holden V8 standard high-performance. 253 Holden V8 base. 3-speed manual transmission. 4-speed manual optional. RWD rear-wheel drive. Two-door coupe design. Four-seat capacity. HQ platform sophisticated. Coil spring rear suspension. Improved handling characteristics. GTS 350 legendary. Bathurst racing success. Australian muscle car icon. Performance heritage strong. Collector car highly valued. Classic Australian automotive. V8 power tradition. Racing pedigree established.

The durable overhead-valve inline-six that established Holden as Australia's car company. This 2,171cc (later 2,261cc) inline-six featured a cast iron block and cylinder head with four main bearings. The valvetrain used a side-mounted camshaft with pushrods actuating overhead valves via solid lifters. Induction was through a single Stromberg or Zenith carburetor, while ignition used a conventional points distributor. With 7.0:1 compression, it produced 60 hp at 4,000 RPM and 100 lb-ft at 1,600 RPM in initial form. Known for its tractor-like durability and massive low-end torque, this engine could run for hundreds of thousands of miles with basic maintenance. Its simple design made it easy to service in remote areas, cementing Holden's reputation for building cars suited to Australian conditions. Production from 1948-1963 saw power gradually increase to 85 hp, with the engine becoming an Australian motoring icon.

The modernized inline-six that brought Holden into the performance era. This 2,423cc (growing to 3,280cc) inline-six featured a cast iron block with seven main bearings—a significant improvement over the grey motor. The cylinder head used a more efficient combustion chamber design with larger valves. Induction progressed from single carburetor to triple Stromberg CD units on performance versions. With 8.5:1 compression, the 3.0L version produced 115 hp at 4,400 RPM and 174 lb-ft at 2,000 RPM. The engine featured improved oiling with full-pressure lubrication and a more efficient water pump. The red motor's robust bottom end and tuning potential made it a favorite for Australian motorsport, particularly in the increasingly competitive sedan racing scene. Its development showed Holden's growing confidence in engine design and manufacturing capability.

The American-derived V8 that transformed Holden into a performance brand. This 5,043cc 90° V8 was based on the Chevrolet small-block but featured numerous Holden-specific modifications. The cast iron block used two-bolt main bearings with nodular iron crankshaft. The cylinder heads used pushrods with two valves per cylinder and hydraulic lifters. Induction was through a two-barrel Rochester carburetor (four-barrel on performance models). With 9.25:1 compression, it produced 210 hp at 4,600 RPM and 280 lb-ft at 2,400 RPM. The engine was significantly lighter than the inline-six it replaced and provided transformative performance. In GTS 350 form with the 5.7L Chevrolet engine, it produced 300 hp, creating the legendary Monaro GTS 350. This engine established the V8 as the heart of Australian performance culture for decades to come.

The heavy-duty inline-six designed for the modern Holden range. This 3,298cc inline-six featured a stronger cast iron block with seven main bearings and improved crankcase ventilation. The cylinder head used larger ports and valves than the red motor, with improved combustion chamber design. Induction was through a single Stromberg or Zenith carburetor, with electronic ignition introduced in later models. With 8.8:1 compression, it produced 110 hp at 4,000 RPM and 178 lb-ft at 1,600 RPM. The engine's massive low-end torque made it ideal for towing and rural use, while its durability became legendary. Many examples exceeded 500,000 kilometers with minimal maintenance. The black motor represented the ultimate evolution of Holden's inline-six design, remaining in production until 1984 due to its unparalleled reliability and serviceability.

The fuel-injected V8 that adapted to the emissions era. This 5,044cc 90° V8 featured significant revisions from the earlier 308, including improved cylinder heads with larger valves and better port design. The engine management evolved from carburetion to Bosch L-Jetronic fuel injection, then to Holden's own electronic injection system. With 8.6:1 compression, it produced 165 hp at 4,000 RPM and 250 lb-ft at 2,800 RPM in initial emissions-compliant form. Later versions saw power increase to 195 hp with improved injection and ignition systems. The engine featured hydraulic lifters and improved oiling for better durability. While down on power compared to earlier V8s, the 304 provided reliable performance through the challenging transition to unleaded fuel and emissions controls, keeping the V8 alive in the Holden lineup.

The Buick-derived V6 that became Holden's high-volume powerplant. This 3,791cc 90° V6 featured an aluminum block with cast iron liners and a four-bearing crankshaft. The cylinder heads used pushrods with two valves per cylinder and hydraulic roller lifters. The fuel system employed sequential port fuel injection, while ignition used waste-spark distribution. With 9.4:1 compression, it produced 195 hp at 5,200 RPM and 230 lb-ft at 3,600 RPM. Supercharged versions produced 230 hp and 280 lb-ft. The engine featured composite intake manifold and electronic throttle control. While originally an American design, Holden extensively re-engineered the Ecotec for local conditions, improving cooling, durability, and performance. This engine powered the majority of Commodores during Holden's sales dominance in the 1990s and early 2000s.

The all-aluminum V8 that returned Holden to performance prominence. This 5,665cc 90° V8 featured an aluminum block with six-bolt main bearings and a forged steel crankshaft. The cylinder heads used pushrods with two valves per cylinder but featured efficient cathedral-port design and hydraulic roller lifters. The fuel system employed sequential port fuel injection, while ignition used individual coil-on-plug units. With 10.1:1 compression, it produced 306 hp at 5,200 RPM and 335 lb-ft at 4,400 RPM. The engine featured composite intake manifold and electronic throttle control. In HSV applications, power increased to 347 hp. The LS1's lightweight construction and modern engine management provided transformative performance while maintaining fuel efficiency. This engine powered the reborn Monaro and established the modern era of Australian high-performance sedans.

The large-displacement V8 that represented the peak of local Australian performance. This 6,162cc 90° V8 featured an aluminum block with six-bolt main bearings and a forged steel crankshaft. The cylinder heads used pushrods with two valves per cylinder and hydraulic roller lifters with active fuel management (cylinder deactivation). The fuel system employed sequential port fuel injection with electronic throttle control. With 10.4:1 compression, it produced 362 hp at 5,700 RPM and 391 lb-ft at 4,400 RPM. In HSV specification, the LS3 version produced 425 hp and 406 lb-ft. The engine featured variable valve timing and composite intake manifold. This engine represented the ultimate evolution of the pushrod V8 in Australian vehicles, delivering massive torque and effortless performance while maintaining reasonable fuel economy through advanced management systems.

The purpose-built racing V8 that dominated Australian touring car racing. This 5,000cc 90° V8 featured a bespoke aluminum block with steel cylinder liners and a forged steel crankshaft. The cylinder heads used pushrods with two valves per cylinder but featured extensive CNC porting and titanium valves. Induction was through a mandated 4-barrel carburetor (later electronic fuel injection) with air restrictor plates controlling power. With 10.0:1 compression, it produced approximately 635 hp at 7,500 RPM and 410 lb-ft at 6,100 RPM. The engine featured dry-sump lubrication and could sustain 7,500 RPM for extended periods. Each engine was hand-built by specialized technicians and represented the pinnacle of Holden's racing expertise. These engines powered Holden to multiple Bathurst 1000 victories and championships, becoming the heart of Australian motorsport culture.

The sophisticated DOHC V6 that replaced the Ecotec as Holden's volume engine. This 3,564cc 60° V6 featured an aluminum block with cast iron liners and a four-bearing crankshaft. The cylinder heads used dual overhead camshafts with 24 valves and variable valve timing on both intake and exhaust cams. The fuel system employed direct injection operating at 2,175 psi, while ignition used individual coil-on-plug units. With 11.3:1 compression, it produced 280 hp at 6,400 RPM and 260 lb-ft at 5,200 RPM. The engine featured composite intake manifold and electronic throttle control. In performance versions, power increased to 304 hp. This all-aluminum engine represented Holden's adoption of global GM powertrain technology while maintaining local calibration for Australian conditions. It provided refined, efficient power for the final generations of Australian-built Commodores.

The heavy-duty, American-sourced 6-speed manual that became the gold standard for Australian performance in the VE and VF Commodore era. Used in models from the SS to the HSV GTS, this transmission was renowned for its ability to handle the massive torque from the LS3 and LSA supercharged V8s. It featured a direct, mechanical shifter with a positive, rifle-bolt action and a dual-mass flywheel to dampen driveline vibrations. The gearbox employed triple-cone synchronizers on 2nd and 3rd gears and double-cone on 4th, making for crisp, high-RPM shifts. The cast-iron casing was immensely strong, and the overall design was built to withstand repeated clutch-drops and hard launches. It was often paired with a limited-slip differential with a specific ratio (like 3.45:1 or 3.70:1) to optimize acceleration while allowing for relaxed highway cruising in overdrive sixth gear.

The F40-derived, front-wheel-drive 6-speed manual gearbox used in hot hatches like the Holden Astra VXR and later in the VZ Commodore with the Alloytec V6. This transmission was known for its relatively precise shift action, though it could be notchy when cold. In high-torque applications like the VXR, it was strengthened with revised synchronizers and bearings. For the longitudinal Commodore application, it was adapted with a unique bellhousing and shift linkage. A common characteristic was its distinct gear whine, particularly in third gear, which was often considered part of its character. The final drive ratio was aggressively short, ensuring strong in-gear acceleration and making the most of the engine's power band, though it resulted in higher RPM on the highway compared to its V8 counterparts.

The sophisticated electronic 6-speed automatic that brought modern refinement and efficiency to the Holden V8 lineup. This transmission featured a wide 6.04:1 ratio spread and was controlled by a Transmission Control Module (TCM) that offered multiple shift patterns. In performance models like the HSV, it included 'Performance Mode' which held gears longer, provided more aggressive downshifts, and enabled a launch control function. The torque converter employed an aggressive lock-up strategy, engaging in all gears for improved fuel economy. The transmission was particularly praised for its smooth, imperceptible shifts in normal driving and its decisive, quick shifts under full throttle. It was also equipped with shift paddles on the steering wheel, allowing for manual control that would still automatically upshift at redline to protect the engine.

The legendary, ubiquitous electronic 4-speed automatic that served as the backbone for millions of GM vehicles, including the Holden Commodore from the VT to VZ generations. Known for its general robustness and smooth operation, it was the transmission of choice for V6 and lower-output V8 models. Its electronic controls allowed for adaptive shift scheduling, and later models featured a 'Sport' mode. While not as strong as the heavier-duty 4L80-E, the 4L60-E was adequate for most applications but could be a weak point behind modified high-torque engines. Its simple design made it a favorite for aftermarket upgrades and rebuilds. In Holden applications, it was often paired with a limited-slip differential and featured a transmission fluid cooler integrated into the vehicle's radiator for improved durability, especially under Australian towing conditions.

The iconic 6-speed manual that defined the modern Australian muscle car era in the VX, VY, VZ Commodores and the Monaro. This robust transmission was the perfect partner for the Gen III and LS2 V8s, offering a direct, mechanical feel and a well-spaced set of ratios. It featured double- and triple-cone synchronizers for smooth engagement and was known for its distinct gear whine, which became a signature sound of high-performance Holdens. The shift throw was relatively long but precise. Early versions had a weaker synchro on third gear, which was addressed in later iterations. It was coupled with a heavy-duty single-plate clutch and a limited-slip differential, creating a driveline that was both engaging for the driver and capable of handling significant power, cementing its legendary status among enthusiasts.

The modern, transverse 6-speed automatic used in the V6-powered VF Commodores and the imported, FWD-based ZB Commodore. This Japanese-built transmission was prized for its smooth, refined, and reliable operation. It featured a wide gear spread and adaptive shift logic that could learn the driver's style. In the ZB Commodore, it was a key component in delivering a European-inspired driving character, with quick, seamless shifts and well-chosen ratios that made good use of the turbocharged four-cylinder and V6 engines. It included steering wheel paddle shifters for manual control and was generally regarded as a very competent and durable modern automatic, offering a stark contrast in character to the rugged, rear-wheel-drive focused transmissions of Holdens past.

Founded in 1856 as James Alexander Holden's Adelaide saddlery before transitioning to automotive body building in the 1910s, Holden was acquired by General Motors in 1931 and became a source of profound Australian manufacturing pride. The 1948 48-215—the first complete car designed and built in Australia—became the breakthrough FX Holden that established the brand's cultural significance. For generations, Holden manufactured vehicles at the Elizabeth, South Australia plant and tested them at the Lang Lang proving ground, dominating the V8 Supercars Championship while the Commodore became an iconic Australian family car. Holden even invented the modern ute (pickup), which was exported to Middle Eastern markets as Pontiacs and Chevrolets through badge engineering. GM's controversial decision to discontinue the brand in 2020 marked the end of Australian automotive manufacturing and severed an emotional connection spanning four generations of Australians who saw the Holden badge as a national identity symbol. The final locally-made Commodore rolled off the line in 2017, closing a chapter in Australia's industrial history. Holden's legacy remains permanently woven into Australian culture—a reminder that automobiles can transcend mere transportation to become symbols of national pride, industrial capability, and collective identity.