Buying a used Holden VF Commodore/Calais V6 (2013-2017)

It really is hard to believe that the Aussie-made Commodore is gone. There are still lots of them about, even the occasional police car still serving in the face of edicts that will inevitably see them replaced by a Hyundai or Kia. What also strikes home is driving into a country town and seeing the once-thriving Holden dealership now boarded up or converted to a garden centre.

The VF put Holden into run-out mode even before any official shut-down announcement was made. Previewing the new model in May 2013, Holden emphasised the importance of manufacturing to its brand, reinforcing that the company had over many years; "...maintained a proud tradition of building outstanding cars for Australia and the world."

Viewed superficially, the VF looked only a little different to the long-serving VE but beneath the slightly altered shape were changes that took practicality, equipment and value to new levels. That strategy included lopping base-model pricing by $5000 and cutting the cost of a Calais by almost $10,000.

Cheapest at $34,990 was the Evoke sedan, with 3.0 litres of SIDI (spark ignition, direct injection) V6 and six-speed automatic transmission. The Evoke replaced both the entry-level Omega and long-running Berlina. Evoke was expected to be Holden's volume seller with sufficient safety features to register a five-star ANCAP crash protection rating and score of 35.06 from a possible 37 points.

However, while the Evoke ticked lots of boxes up in Financial Control, it didn't inspire people who wanted something smarter and more inspirational to serve as their mobile workspace.

Their Commodore of choice was the SV6. Available as a sedan or wagon, the SV6 usually came with automatic transmission, however a six-speed manual was optional and allowed Holden to offer pricing starting from a tad less than $36,000. The auto before on-roads or accessories was listed at $38,150. Whichever tranny a buyer might choose, the SV6 looked classy enough to convince observers (aka the neighbours and other staff) that the boss had rewarded a valued employee with a vehicle worth the better part of $50K.

Visually, the differences between an SV6 and Evoke were minimal but significant. Different alloy wheels were fitted, there were contrasting body embellishments, running lights and slivers of decorative chrome. The Series II was updated with a modified grille and revised air-intakes.

Six-cylinder versions of the upmarket Calais were less popular than the 6.0-litre Calais V, or so it seems from the numbers of each in the used market. However, values for V6 cars remain strong and, while scarcity may be a factor, this is most likely due to concerns about the V8 fuel consumption.

By 2015, when the VF II was announced, everyone knew the end was approaching for Holden – and indeed for the entire local car industry – so there was no point keeping anything in reserve for the next new model. However there was no point to spending a lot of money either.

Bidding farewell to its heritage, Holden provided power adjustment for Calais front seats and heated them as well. There were also new tail-light lenses in the sedan, a new grille for the SV6 and new wheels.

A standard reverse camera and blind-spot warning system helped with the visibility issues and while the up-spec versions will self-park, the system is so cumbersome that owners recommend doing the wheel twirling yourself.

The car to pick from the VF mainstream is without doubt an SV6. These are most frequently found with automatic transmission but we suspect the six-speed manual would be very entertaining.

Acceleration isn't quite in the league of the 6.0-litre Calais V but 0-100km/h in a blink over six seconds from a hefty sedan is still rapid. Using the transmission's manual over-ride the V6 feels like a V8 and the journey from 80-110km/h seems a lot swifter than the road-tested 4.6 seconds.

For most tasks the Evoke's 3.0-litre is quite adequate. However, drivers who frequently carry more than one passenger might notice a torque deficit and need to activate kickdown more often than in the case of the 3.6. For towing anything larger than a box trailer, the bigger engine is pretty much essential.

The VF cabin provides loads of space and places to store your gear. The stumpy rear makes the boot look a bit constrained but there's plenty of room. Combining seat and steering column adjustment should allow any driver a comfortable spot from which to steer and perhaps even help to see around those intimidating A pillars.

Despite spending plenty on the VF revision, Holden seemingly could not find a way to deliver high levels of occupant protection without retaining the massive and poorly-sited pillars that create dangerous blind-spots. Entering intersections and roundabouts, the driver needs to crane forward and then lean back to check through the side window that no other vehicle or pedestrian is being masked by the pillar.

The big beaut new colour display screen provides access to numerous functions but owners, even after studying the hefty owners' manual , report on-going frustration when trying to swiftly access detail they need.

The wagon won't be bought by anyone who is seriously interested in load-carrying. However that sloping roof-line looks marvellous from most angles, the tailgate lifts high enough to provide good access and with the seats folded (which those in the sedan won't do) it will swallow enough flat-packs to keep you occupied for an entire weekend.

The vast majority of owners, especially those with an SV6 or Calais, will never discover their Holden's limits of adhesion or even feel the urge to try. Criticism of the VE Omega's soggy handling prompted improvements, with stiffer springs and better tyres aiding the VF's precision.

Cost and weight savings might justify elimination of the standard spare wheel in some overseas markets, but Holden, with its knowledge of local conditions and the distances between tyre shops, has no excuse for a completely inappropriate 'space saver' spare wheel. A full-sized wheel was optional and does fit in the space provided, so the decision seems to have been based on pure penny-pinching.

>> 3.0-litre engines in particular use more oil than the 3.6, and levels can get dangerously low if the dipstick isn't checked every 5000 kilometres or so.

>> Cars that have travelled 80,000 kilometres or more (and the numbers of those are increasing) may suffer stretched and noisy timing chains. Ticking or rattling from the front of the engine, especially when cold, is the sound of money needing to be spent.

>> Windscreen wiper motors that could fail because they weren't greased during manufacture were one of several issues which prompted Holden to recall some 27,000 VFs. Make sure the wipers work instantly and (with the windscreen properly wet) don't make untoward noises.

>> Suspension misalignment will chop out the inner edges of rear tyres and the damage might not be noticed until the car fails a roadworthy inspection. When inspecting a potential purchase, feel inner tread edges for rounding or inconsistent wear.

>> If you need to change the headlight bulbs (especially on the driver's side) be prepared for an hour of dismantling and re-assembly, including removing the road wheel and then fiddling in a confined space while hoping not to drop or bump the new bulb.

>> Touch pads on the key fob can fail within a few years, requiring a costly re-key or using another key to put sufficient pressure on the unresponsive button.