Editing Holden Commodore (section)

=== {{anchor|VB}} VB (1978–1980) ===
{{main|Holden Commodore (VB)}}
{{multiple image
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| image1 = 1978-1980 Holden VB Commodore 3.3 sedan 02.jpg
| image2 = 1979 Holden Commodore (VB) SL station wagon (20189467463).jpg
| footer = VB Commodore SL station wagon
| caption1 = VB Commodore sedan
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[[File:Holden VB Commodore SL E (cropped).JPG|left|thumb|VB Commodore SL E]]

Introduced in October 1978,<ref>[[#Bebbington (2009)|Bebbington (2009)]], p. 77.</ref> the VB Commodore development covered a period with the effects of the [[1973 oil crisis]] still being felt.<ref name = "Robinson (2006), p. 24">[[#Robinson (2006)|Robinson (2006)]], p. 24. "Australia, protected from the ravages of the first 1973 energy crisis, felt the full force of [[OPEC]]'s decision to raise oil prices by 140 per cent [...] Petrol shortages, rationing and dramatic fuel price increases, forced the global car industry into what was quickly dubbed 'downsizing' [...] Holden had already downsized, now the rest of the automotive world shuddered and began what seemed an inexorable move towards smaller cars."</ref> Hence, when Holden decided to replace the successful [[Full-size car|full-size]] [[Holden Kingswood#HZ|HZ Kingswood]] with a new model line, they wanted the new car to be smaller and more fuel efficient.<ref>[[#Whelan (1978)|Whelan (1978)]], p. 22. "It had to be a family car, which meant it needed similar interior dimensions to the Holden Kingswood, but it had to be fuel- and space efficient, which meant it had to be smaller and sleeker overall."</ref> Originally, Holden looked at developing a new [[Holden Kingswood#WA|WA Kingswood]], but that project was abandoned.<ref>[[#Robinson (2006)|Robinson (2006)]], p. 21. "Holden planned to replace the HQ with the WA but management indecision meant the project was discarded."</ref> With no replacement in development, Holden looked to [[Opel]] to provide the design foundations of the VB, basing it on the four-cylinder [[Opel Rekord|Rekord E]] body shell, with the front grafted on from the [[Opel Senator|Opel Senator A]], both constructed using GM's [[GM V platform (RWD)|V-body platform]].<ref>[[#Bebbington (1998)|Bebbington (1998)]], p. 59. "The Commodore was [...] based on the Opel V-car using components from the German GM subsidiary's Rekord, Commodore and Senator models."</ref> This change was necessitated to accommodate the larger [[Holden straight-six motor|Holden six-]] and [[Holden V8 engine|eight-cylinder engines]].<ref>[[#Robinson (2006)|Robinson (2006)]], p. 22. "It accepted Opel's Rekord, knowing the four-cylinder required re-engineering to [...] accommodate the local in-line six-cylinder and V8 engines. [...] The VB mixed the nose of the longer six-cylinder Opel Senator, [...] to the cabin and rearward of the cheaper Rekord."</ref> Holden also adopted the name "Commodore" from Opel, which had been using the name since 1967.<ref>{{cite web |url=http://archives.media.gm.com/intl/opel/en/download/doc/history/opel_historie_all_wpics.doc |format=[[Doc (computing)|DOC]] |title=Opel History |publisher=[[General Motors]] |access-date=14 July 2009 |archive-date=26 October 2011 |archive-url=https://web.archive.org/web/20111026013323/http://archives.media.gm.com/intl/opel/en/download/doc/history/opel_historie_all_wpics.doc |url-status=live }}</ref> Opel went on to use Holden's Rekord-Senator hybrid as a foundation for its new generation [[Opel Commodore#Commodore C (1977–1982)|Commodore C]], slotting in between the two donor models.<ref>[[#Tuckey (1999)|Tuckey (1999)]], p. 33. "The Rekord with the Senator nose job [...] was so well proportioned that Opel later picked up the bastard child to fit between its Rekord and Senator on the European market and named it&nbsp;– guess what?&nbsp;– Commodore."</ref>

[[File:1978-1980 Holden VB Commodore SLE 03.jpg|left|thumb|Interior]]

During the VB's development, Holden realised that when driven at speed over harsh Australian roads, the Opel Rekord would effectively break apart at the [[firewall (construction)|firewall]].<ref>[[#Tuckey (1999)|Tuckey (1999)]], p. 41. "They ran the cars [...] somewhere where the roads weren't made, and [...] the first of the three real VB prototypes built in Germany by Opel and flown to Australia at the end of 1977 actually broke in two at the firewall."</ref> This forced Holden to re-engineer the entire car for the often harsh [[Environment of Australia|Australian road conditions]], resulting in only 35&nbsp;percent commonality with the Rekord. Among other changes, the Rekord's [[MacPherson strut]] front suspension was modified,<ref>[[#Segal (1978)|Segal (1978)]], p. 34. "And in final analysis 65% of the new Commodore is wholly Australian Holden in origin [... with the Rekord's] traditional double wishbone front suspension [giving] way at last to McPherson {{sic}} struts. The same system is used on the Holden [VB], but a completely different design."</ref> and the [[recirculating ball]] steering was replaced with a [[rack and pinion]] type.<ref>[[#Bebbington (1998)|Bebbington (1998)]], p. 59. "...rack-and-pinion steering system (Australian TRW) replaced the Opel's old fashioned recirculating-ball steering box and linkage."</ref> These and other mechanical and structural  modifications massively blew out development costs to a reported {{AUD|110&nbsp;million|link=yes}}<ref>[[#Tuckey (1999)|Tuckey (1999)]], p. 48. "In the end, it would have spent around $110 million on tools, facilities, development and start-up expenses for the VB."</ref>—a figure then close to the cost of developing an all-new model independently.<ref>[[#Wright (1998)|Wright (1998)]], p. 232. "Initially, it looked as if it would be cheaper to modify the German car to take the Australian engines but it transpired that a major re-engineering job was necessary if the German car was to meet Holden standards. [...] It cost almost as much to rework the Commodore as it would have done to introduce a new locally developed Holden."</ref> With such a large sum consumed by the VB development programme, Holden was left with insufficient finances for the development of a [[station wagon]] variant.<ref name = "Crossing the Lion">{{cite web |last=Kenwright |first=Joe |date=29 July 2006 |url=http://www.carpoint.com.au/advice/2006/large-passenger/holden/commodore/crossing-the-lion-7422 |title=Crossing the Lion |work=CarPoint |access-date=16 June 2007 |archive-date=28 October 2009 |archive-url=https://web.archive.org/web/20091028022411/http://www.carpoint.com.au/advice/2006/large-passenger/holden/commodore/crossing-the-lion-7422 |url-status=live }}</ref> Added that the Commodore architecture was considered an unsuitable base for [[Coupé utility|utility]] and long-[[wheelbase]] models,<ref>[[#Tuckey (1999)|Tuckey (1999)]], p. 85. "The Commodore [VB] wasn't considered a suitable base for a ute or a LWB vehicle."</ref> Holden was left with only a sedan, albeit one in three levels of luxury: a base, SL, and SL/E.<ref>[[#Bebbington (1998)|Bebbington (1998)]], p. 59. "Initially produced in one body style only, a four-door sedan, it was available in three trim levels: the Commodore, the Commodore SL and the top-of-the-range Commodore SL/E."</ref> Desperate measures forced Holden to shape the Commodore front-end to the rear of the Rekord wagon. As the wagon-specific sheet metal had to be imported from Germany, the wagon, introduced in July 1979, suffered from inevitable component differences from the sedan.<ref name = "Crossing the Lion"/><ref>[[#Bebbington (2009)|Bebbington (2009)]], p. 77. "[W]agon models joined the line-up in July 1979 [...] The sheetmetal unique to the wagon body style was imported from Germany".</ref> Although infrequently criticised in the early years, quality problems were evident, with poor trim and panel fit problematic for all first generation Commodores. This coupled with mechanical dilemmas such as water pump failure and steering rack rattle ensured [[warranty]] claims were high in the first year.<ref>[[#Wright (1998)|Wright (1998)]], p. 256–257. "Although little criticised at the time, the [VB's] finish was poor and did not match that of other Holdens. Ill-fitting trim [...] accompanied various mechanical maladies including water pump failure and steering rack rattle to mar the ownership experience for many. Warranty claims were high in the first year or so. [...] Poor panel fit remained a problem throughout the life of the first generation of Commodores."</ref> Despite these issues, the VB Commodore was widely praised for its value for money sophistication, especially in regards to its steering, [[Automobile handling|handling]], braking, and [[ride quality]].<ref>[[#Tuckey (1999)|Tuckey (1999)]], p. 54. "The first press reactions [to the VB] were euphoric. [...] There was huge praise for the steering, ride, handling and brakes."</ref> thus securing the [[Wheels Car of the Year|''Wheels'' Car of the Year]] award for 1978.<ref>[[#Jeeves (2008)|Jeeves (2008)]], p. 62.</ref>

The VB series retained 96&nbsp;percent of the preceding HZ Kingswood's interior space but was only 86&nbsp;percent the HZ's external size, although five&nbsp;percent larger than the [[Holden Torana|Torana]].<ref>[[#Robinson (2006)|Robinson (2006)]], p. 23. "The footprint of the Commodore was five per cent bigger than the Torana, but 14 percent smaller than the Kingswood. Yet, [...] the cabin enclosed 96 per cent of the older model's interior space."</ref> With the Commodore dropping a full class below the Kingswood and its [[Ford Falcon (Australia)|Ford Falcon]] competitor,<ref>[[#Wright (1998)|Wright (1998)]], p. 254. "The [[Ford Falcon (Australia)|Falcon]] was in a superior class to the Commodore—in Fordspeak a D class (large) car rather than a C class (medium) car. [...] The only Holden to directly compete with the [[Ford XD Falcon|XD Falcon]] was the aged Kingswood."</ref> the smaller Commodore was predictably more fuel-efficient.<ref>[[#Wright (1998)|Wright (1998)]], p. 250. "Because the Commodore was significantly lighter than the Kingswood, any given engine delivered superior fuel economy..."</ref> This downsizing was first seen as a major disadvantage for Holden, as they had effectively relinquished the potential of selling Commodores to the [[fleet vehicle|fleet]] and [[taxicab|taxi]] industries.<ref>[[#Wright (1998)|Wright (1998)]], p. 265. "The taxi industry put interior space at a premium and so, in many cases, did government and private industry fleet buyers. Every Commodore not sold into a fleet—because the car was perceived as too small, too expensive, or both—generally meant the sale of a Ford instead."</ref> These sales losses were thought to be unrecoverable; however, the [[1979 energy crisis]] saw Australian oil prices rise by 140&nbsp;percent, putting substantial strain on the automotive industry to collectively downsize, a change that Holden had already done.<ref name = "Robinson (2006), p. 24"/>