From the re-heated Commodore SS base model, through two further warming stages, to the fire breathing bright red Super Commodore, it’s a sports sedan line-up for the streets – and for the people!

A dual exhaust system is fitted complete with special back extensions, which make it look like a big bore tailpipe.  There’s a 3.08:1 back axle ratio, a limited slip differential and disc brakes are standard all round.  Aunger Quattro alloy wheels in silver, shod with Uniroyal Wildcat ER 70H radials and power steering complete the mechanical specification.

With almost every aerodynamic racing trick in the book, the SS Group Three model makes no bones about its performance potential.  It even has “strakes” on top of each front guard, as used some time ago by BMW.

Buyers can choose the 4.2 if they wish, but apart from the automatic transmission ( surely a waste on a car such as this) that’s it.  GMH hasn’t left the interior standard thankfully.  Well-shaped bucket seats, trimmed in diagonally stripped wool; with similarly trimmed rear bench seats give an air of up market luxury, complete with bolster headrests in the rear.  There is also a carpeted kick panel on each door, though remaining interior trim is still vinyl, coloured in deep burgundy.  There are no exterior colour options.  Maranello red is IT, like it or lump it.

Blackened out window frames and a complete absence of chrome trim give an overall purposeful look, together with “SS” decals on either front guard. 

The price is yet to be determined for the factory SS at the time of going to press, gut we do have suggested “numbers” for the three variations of the basic theme which are being produced by HDT Special Vehicles.  The HDT Group One for instance, costs an additional $1250.00.  This specifies the full Brock suspension treatment with revised geometry, different springs and sway bars, plus HDT rated Bilstein shock absorbers.  That lot makes it sit a great deal lower than the standard car. Although a five-litre engine is still optional, the 4.2 standard unit gets a heavy-duty air cleaner and cold air intake.  There is also an upgraded HDT 125 fuel pump and Castrol GTX FM engine oil in the sump.  To improve braking in line with enhanced road holding derived from suspension changes, a one-inch diameter brake master cylinder is fitted while Castrol GT LMA brake fluid is used.

Clearly highlighting the more advanced specifications of the car, the SS badge on either flank had an additional “Group One Tuned “ decal.  A left hand footrest is provided as well as an HDT sports steering wheel and gearshift lever knob.  One piece of lip services to something other than raw performance is a “Kit One” radio stereo system.  Not bad value we have to say. 

For another $2500.00 however, the Group Two becomes available.  It has everything already outlined in the base SS and Group One, but in addition the engine is equipped with HDT blue-printed big value cylinder heads, complete with chromed rocker covers and a gas flowed inlet manifold.  It goes without saying that the SS motif on either side of the body gets “Group Two” decals, but in addition there are “aero fences” atop either from guard as seen some time ago on racing BMW’s.  A rear boot deck lid spoiler is included to complete the exterior changes, and a “Kit Two” radio stereo is featured inside. 
 

Top of all the Commodore SS models is the Group Three at $3750.00 extra.  Again, this has all the features of the standard Group One and Group Two cars, but to the engine is added a low restriction sports exhaust system with extractors in VHT white, and a “Scorcher” electronic ignition system.  In place of the 70 series Uniroyal Wildcats on 14 inch rims, come 60 series tyres (225 size) fitted to alloy Irmscher wheels as seen previously on the original HDT Commodore.  There are “Group Three” decals for the body sides of course, but aerodynamics are improved by the incorporation of a new front air dam, complete with a “flow control panel” which boxes the lower edge of the dam back to the front cross member of the suspension.  Even more interesting are full-length “aero extensions” along the lower rocker panels, giving the impression of ground effect skirts. Where the five-litre engine is specified at this group three level, a nicely designed engine hood intake bulge is featured, making the final product look racey indeed.   For those who want utility as well as lots of fun driving, we hear there could be SS wagons in the pipeline before long.

for those wanting go without to much show, the factory SS should be enough, complete with 4.2 litre V8 engine, M21 close ratio gearbox and a 3.08 diff.  Optional is the five-litre engine, forming a basis of the more “way out” versions of Holden’s “Sports Sedan”.

We believe the complete Commodore SS will be a winner, bringing excitement back into the market place which has, for so long be populated by relatively mundane bread and butter offerings.  Before anyone takes us to task on that statement, we do exclude the Falcon ESPI. 

It is not out of the question that 2000 or more examples of the various SS models will be sold, but more exciting is the possibility of some being exported!  We understand that ex-GMH Sales Director John Bagshaw, now one of the success stories for GM’s Vauxhall division in England, would love to see Vauxhall and Opel badged SS Commodores in European showrooms. Indeed, an additional few thousand sold in that part of the world could result in the car being homologated internationally into FIA Group 2 for competition purposes.  Opel’s interest in motorsport is as great as Holden’s and they’re quite confident that five litre Opel Commodores running in European Group 2 would give their much-vaunted opposition a heluva scare!  Then there’s always Le Mans……….

When the law is an ass, as it certainly seems to be when it comes to motor racing, the asinine has to be countered in such a fashion as to quell the cries of one set of wowsers, only to raise the blood pressure of another.  For Peter Brock it has been a dilemma of major proportions over the last year of Australian touring Car Championship racing.  Indeed, he failed in his bid for the title because of the law allowing Queenslander Dick Johnson in a….a…..a Ford (gasp) to take the title for the second straight time.  But then there’s Bathurst, a race which is worth winning more than five touring car championships.  But goddam it, Johnson won that last year as well! 

Australian Design Rules created a measure of havoc amongst the racing set when the Commodore first started competing in 1979.  Engines were forced to use smaller valves than before in order to met the latest stage of exhaust emission regulations, and of course, in Australian Touring Car Championship racing, cars had to use basically the same engine as their road equivalents.  Ford was affected less than Holden, but more development on the 351 engine soon started to give the Broadmeadows a considerable edge which could be challenged only by heroic driving efforts.  When he took over the Holden Dealer Team lock stock and barrel, Peter Brock found himself in the position whereby he could realise a long cherished dream to produce a road car featuring his won ideals.  At the same time he realised, he could possibly incorporate sufficient worthwhile racing bits and pieces and still stay within the rules of racing.  These rules insist that a minium number of near identical examples of a vehicle be produced for that model to be eligible.  It is no coincidence that the eventual HDT Commodore road car run was set at a figure in excess of 500 examples.  As a result the Commodore were allowed to use the desired big valve cylinder heads more suited to high performance tuning, because they had been incorporated in the HDT road car.  Unfortunately motor sport nit-picking screwed things up a bit! 

Being an essentially up market model with a sticker price of $20,000.00 plus, the top-of-the-line SLE vehicle was used as a basis.  This is by far the heaviest of all Commodores with its air conditioning and other extras.  Thus the question was raised as to whether or not the Marlboro Holden Dealer Team racing Commodores shouldn’t tip the scales within a percentage of the SL/Es weight.  There was long and drawn out battle over the issues, but in the end the MHDT was forced to incorporate air conditioning and other additional weight to the racers if they were to be allowed to use the big valve engines and improved manifolding.  The extra kilograms took them back to square one! 

Obviously, there was no future in pursuing that line any further, so thought was given to the matter of producing a far lighter vehicle for the MHDT Bathurst assault.  Lightest of all Holden V cars is the A 9 K fleet model.  This comes as a six cylinder, with vinyl interior, very basic instrumentation, no clock, no cigarette lighter and no radio.  There’s a heater, but that’s about the only comfort incorporated in a carefully judged price leader.  Although GMH might argue otherwise, the chances of a member of the public ever buying a REAL A 9 K are zilch.  You have to offer a minimum number to make the various deletions worthwhile in view of much reduced profit margins.  Now all that has changed. 

The A 9K will be available to the public after September as the Commodore Sports Sedan or SS.