When the VL was first introduced, only one engine - the naturally aspirated RB30E 3-litre six - was available in Australia. In addition, the RB20E 2-litre version of this engine (95kW output) was fitted to some export models. About midway through 1986 the RB30ET (150kW) turbo version of the 3-litre was introduced, and this was followed a few months later by the re-introduction of the 5-litre V8. Re-engineered for unleaded fuel with a decrease in compression ratio from 8.8 to 8.5, re-shaped combustion chambers, a larger exhaust and the universal use of the previously optional 'big valve' head, the V8 developed only 122kW.
This put Holden in an odd marketing position - the V8 heart of all previous performance Commodores was now well and truly sidelined by the 'little' 3-litre turbo six! In response to this, Holden sold the V8 VL as a 'tow car', one that had the torque to tow trailers, horse floats and caravans. "Only Holden V8 torques your language." said the ads. And with 323Nm at 3200 rpm, the 5-litre V8 did have 9 per cent more peak torque than the turbo six - though not developed any lower in the rev range. Available only with the Trimatic 3-speed auto, the V8 VL got to 100 km/h in 8.6 seconds and did the standing 400 metres in 16.3. This wasn't hugely different to the auto VL Turbo, but people after performance Commodores bought manual VL turbos - and those who wanted luxury and refinement paid out for a turbo auto Calais.
The sporting homologation version of the VL - the Permanent Red HDT Group A - was released in late 1986. The 5-litre V8 engine in this car developed 137kW and used a heavy-duty crank and rods, bigger inlet and exhaust valves, roller rockers and other traditional performance enhancers. A 5-speed manual transmission was fitted to all of these cars. The 0-100 km/h time was 7.3 - 7.6 seconds and with its front and rear spoilers, star-shaped alloy wheels and SS Group A decals, it looked the part. It was the continuation of the line of hot Commodores prepared by Peter Brock's HDT organization that had started with the VC HDT Commodore. The arrangement between Brock and Holden had been very successful, with Brock - a racing driver - winning on the track in Holden products while Holden won in the showroom with the HDT cars.
But now a problem loomed. Peter Brock had come to believe that a device called the Energy Polarizer was beneficial to automotive performance as it "...caused all molecules in its sphere of influence to be aligned...". He wished to fit the small box (which apparently contained items like magnets and resin) to the firewall of all HDT cars. All previous HDT road cars had been covered by a Holden warranty and had come with Holden's stamp of approval - and now Holden engineers "could see no technical merit" in this new device. Holden wanted no part of it. As a result, some HDT-modified Group A cars were fitted with the polarizer (along with some other changes including Peter Brock signature decals!) and others were not. The outcome of this - and other conflicts - was that the relationship between Holden and Brock ended.
Holden wished to continue the very successful selling of modified high performance Commodores, and so - together with British racing driver Tom Walkinshaw - they set up Holden Special Vehicles. HSV had something to prove with their first car, which was again to be based on the VL V8. This car was also called the Commodore SS Group A, but is usually referred to as 'The Walkinshaw' to differentiate it from the red HDT car. The Walkinshaw made a huge impact. HSV developed a radical body kit - which cut drag and reduced lift by enormous amounts - and then slotted in the newly-developed twin throttle body fuel injected engine, the first Holden V8 to use engine management. With a power output of 180kW, the performance of this machine was impressive - 0-100 km/h came up in seven seconds flat.
In the mean time, Brock had decided to go his own way, developing still more versions of the VL!
These included the bespoilered Group III, the heavily body-kitted Director, the Sport, and the Designer Series. These cars all used the carburettor V8, tweaked in usually minor ways. But with the huge Holden dollar investment in HSV cars that soon became apparent with the release of the sophisticated Walkinshaw VL, Brock's Commodores now looked very much like cars with simple aftermarket modifications. Without Holden's support, they soon faded from view.
HSV still had one other VL model to release - the SV88 Calais. A deliberately modest car after the wild Panorama Silver Walkinshaw, the dark blue SV88 used the carby V8 (upgraded to 136kW with some minor work) together with some cosmetic and suspension tweaks. The time of the 3-speed auto car to 100 km/h was 9 seconds flat, while the standing 400 metres was despatched in 16.4 seconds.
So in the VL range, there was the standard 3-litre six; the 3-litre turbo six; the standard 5-litre V8; the red Group A carby 5-litre V8, the silver HSV 'Walkinshaw' EFI 5-litre V8, the Brock carby mostly 5-litre (some cars used stroked larger capacity engines) V8s; and the HSV 5-litre V8 SV88.
Whew!
Acknowledgement: Some of the pix in this article are drawn with thanks from contemporary issues of Modern Motor, Wheels, and Car Australia magazines.
The VL Commodore Six - Part 1
The VL Commodore Six - Part 2
The VL Commodore Six - Part 3
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