Test: Holden Commodore SS V vs. Ford Falcon XR6 Turbo
By Feann Torr & Chris Shumack -
The burning question for the Ford and Holden
faithful crops up every time a new model emerges – who is the
Holden's new VE Commodore hitting the market in late 2006, we just had
to pit the range-topping sports model, the SS V, against Ford's
undisputed cult hero, the XR6 Turbo. How could we not? It was a
heavy-weight bout that just needed to happen. And we made it so.
this determined pair generate more than 500 kilowatts of power. That's
getting close to 700 horsepower in the old money. Suffice it to
say they are true performance cars.
already published one test of the new VE Commodore versus the BF MkII
Falcon, and the win went to the Holden Commodore. In the past
conducted other Holden vs Ford comparos, but none have been quite as
anticipated as this one.
This is the test
that pits the big bruisers against one another; the best
sports cars that
both Holden and Ford can muster in their large car garages. Indeed,
this is a duel between two of the most revered Australian muscle cars
on offer and though one is a turbocharged 6-cylinder vehicle and the
other is a nat-atmo V8, they both come from the same mould: big, heavy,
SS V is a new model in the VE Commodore range, the 'cool' version of
the traditional SS, which gets you larger 19-inch wheels, more interior
luxury options and one of the most incredible interiors you're likely
to see this side of an Aston Martin. It's the halo model in the line-up
and as such we were keen to see how it fared against Ford's hero car.
Both cars are sporty
drive propositions targetted at the enthusiast who wants the best that
Australian large car engineering can offer, while still being able to
use it as a daily commuter, a long distance tourer and a
practical family car.
this is a comparo, and there will be only one victor.
So can Holden's new
billion dollar baby knockout Ford's pinup boy, or does the turbocharged
the fancy footwork to outmanoeuvre a revitalised foe? Let's find out:
Model: Commodore SS V
Transmission: 6-speed manual
Engine: 6.0-litre, Vee 8-cylinder,
Safety: 6 airbags (driver and
passenger front, side, and curtain airbags) ABS, ESP, T/C
Supplier: GM Holden
Model: Falcon XR6 Turbo
Transmission: 6-speed automatic
Engine: 4.0-litre, Inline
6-cylinder, turbo, petrol
airbags (driver and front passenger), ABS, DSC, T/C
Supplier: Ford Australia
Drive: H4/5 F4.5/5
The ultimate Holden vs Ford stoush
open road the XR6 Turbo has better
fuel economy, but isn't quite as powerful at
roll-on acceleration for overtaking other cars
SS V and the XR6 Turbo are
incredibly close in terms of performance
6.0-litre V8, the SS V is the
ultimate ubran street fighter, with 270kW
cars are very closely matched,
but one is slightly better than the other
we get stuck into this comparo, we must admit that the cars are a tad
mismatched. Both cars have 6-speed gearboxes, but the Ford has an
automatic, while the Holden is a manual. As such, the mid gear roll on
performance test from 80km/h went to the Holden.
thought the super-powerful low end of the Falcon engine, with torque
peaking at just 2000rpm, would dice up the Holden. But it seems the new
Gen IV 6.0-litre V8 has a much stronger bottom end than the 5.7-litre
Gen III engine it replaces; yet from higher speeds the V8 engine is a
complete monster, able to generate massive levels of twist.
terms of everyday use the Falcon wins out because of its lower
fuel consumption: the Falcon XR6 Turbo drinks 12.3L/100km while the
Commodore SS V uses 14.4L/100km. Other than that there was little to
pick between the cars in everyday conditions. The Falcon was perhaps a
little better in the city, but the SS V had much more road presence
while both offer relatively smooth rides and plenty of creature
Both are large sports cars
4.9 metres in length and both are provided with fairly stiff suspension
setups and hefty anti-roll bars to match, yet both cars have been tried
and tested on Aussie roads and because of this they are great long
distance tourers. The highway is not an enemy to these guys, nor are
back country roads, and they can soak up distances with effortless
ease, as the 6-speed gearboxes they aren’t too bad on fuel
consumption when coaxed along in top gear.
demanding roads, the SS feels to be the more structurally rigid
vehicle, and as such the Falcon is a little bit better on worn out
suburban roads as the bumps aren't transmitted through the frame quite
The SS V's rigidity was to be
having good body strengthening and torsional design – which bodes
well for the new Zeta platform (upon which the VE Commodore range is
based) and it's future performance applications, such as the Camaro. A
few passing comments concerning the ride in the SS drew attention to
the suspension, which came across as somewhat soft in certain
situations. Double rate/double acting shocks (e.g. Mitsubishi Evo)
would improve it, or even an active system (e.g. RS 4).
one point during our test the Falcon was following the Commodore and
where the latter bottomed out, sparks flying where the quad stainless
steel exhaust pipes kissed the bitumen, the Falcon bumped through
So, while the body of the
V is stiffer and offers good feedback, the suspension system has to
deal with its extra weight and sometimes this plays against it. It
feels as though Holden has ‘Calais-ed’ the SS. The old FE2 felt
like a firmer setup.
The Falcon XR6 Turbo is roughly
lighter than the 8-cylinder Commodore SS V (1694kg vs 1790kg), and it
shows both in a straight line and round corners. The SS V is never left
behind by XR6 Turbo but it just isn't quite as nimble as the Ford.
corners, the SS doesn’t feel as big and heavy as it stats would
suggest; testament to the new suspension rig which while not as stiff
is at least more progressive than the system it replaces.
tips into corners very precisely, with affirmation. It provides fairly
crisp communication through the wheels – the independent front
suspension works wonders under duress, and with big 19-inch wheels shod
with grippy rubber, the cars feels very planted on the road. It’s
a rear wheel drive vehicle too, so there’s a touch of oversteer
under marginal throttle inputs and big-time power oversteer if you want
it. It can be steered with the throttle if you turn ESP off, but at
times it feels unwieldy, and mid-corner bumps in the road will upset
its balance and make it shimmey like a mirage on a hot day.
weakest link for the SS V were the brakes. They were decent, and had a
lot more feel than the Commodore Omega we tested earlier in the year,
but slowing the cars bulk from the speeds that this car can reach can
be a daunting exercise.
In the Falcon the drive is
easily explained - very firm and refined. It tracks resolutely through
corners for something of this size and bulk, and the up front weight
was easily directed and the driving force corresponded as expected.
as the rear end gets reacquainted with the laws of physics and slips
out a touch toward a drift, our non-safety-pack XR6 Turbo felt quite
able and was more inclined to raise an involuntary smile than a smirk
or any concern.
The XR6T is sometimes limited by
DSC (dynamic stability control) through corners – it's not as
smooth a system as
the SS V's ESP. It can even make the Falcon XR6 Turbo understeer a
bit. With traction off it's much more ebullient through corners, and
generally speaking it's lighter front end makes it easier to throw into
corners without the front outside wheel pushing wide.
to the Holden Commodore SS V, the Ford Falcon XR6 Turbo feels lighter
on its feet, because there's less weight over the front end (it has a
smaller, lighter engine) and the steering feels better in the
Falcon – it’s slightly heavier.
true that the Falcon can navigate the apex of a corner slightly better
than its rival, both vehicles fire out of corners with colossal force,
yet a good deal of poise. The independent rear suspension on the Ford
was always top notch, and now the Holden has a new rig which gives it a
much better feel while cornering under higher throttle inputs.
such huge reserves of torque, you can slam the throttle in either of
these cars once you’ve passed the apex and, with a slight wiggle
of the rear end, the cars seem to pounce forward, spearing ahead with
locomotive force. Indeed, these cars are supremely powerful, and a
hugely rewarding to drive. In the dry.
The Holden is
more demanding to drive and sometimes more rewarding as a result (and
sometimes not), where the Falcon can be a lot easier to wring every
last drop of performance from. And that typifies the major differences
between the two cars – one of them you hold on to with white
knuckles, and the other is slightly less insane.
V has more bodyroll than the XR6 Turbo, and given its extra weight and
slightly softer suspension this is understandable. Drive in the SS is
very light, with a rigid race car feel to the chassis, but the
suspension is geared more towards luxury than race, as is reflected in
the electronic safety systems.
The combination of the
'a-little-too-light' steering with the awesome on-tap torque of the LS2
means that this thing moves very quickly, but the unfortunate
ramification of the lighter steering was lower road feedback.
feeling was all the more noticeable after driving the Falcon - with
it's feel being more ‘connected’ to the road – and
then jumping into the the SS V, when it seemed to steer more numbly.
It's no less fun and almost as responsive as the Falcon, but you
aim-and-fire rather than feel your way through corners.
though the interior of the Falcon lacks the freshness and show-car feel
whereas the interior of the SS had a fresh German feel to it,
mechanically it was the Ford that felt more like a refined German
And in the all-important
the Falcon again wins, it's turbocharger giving a stronger punch from
standstill. That said, the Commodore was quicker in roll ons, and we
should mention that the Falcon had just 4,000km friendly kilometers on
the odometer, while the Holden felt crustier with more than 10,000km on
the clock and showed a few signs of abuse.
The Falcon gets 17-inch alloy
235/45 tyres and they squeal a lot more compared to the SS V, because
the side walls are higher. The Commodore SS V was equipped was 19-inch
alloy wheels shod with 245/40 profile tyres.
deceleration, the Falcon brakes felt slightly firmer, which are now the
upgraded performance brakes as standard (thanks Walker), and again, the
SS V showed marks of track driving on the discs, and felt a
spongy and less reponsive as a result.
At high speeds both cars feel
comfortable and the underbody of the Falcon is a bit neater than the
Commodore; everything is tucked away and appears more aerodynamic. The
Holden seems a bit more haphazard, with exhaust plumbing all over the
joint. At higher speeds, this makes itself felt, though on the other
hand the Holden has a slightly more prominent rear diffuser and a more
aggressively angled rear spoiler, which increase downforce at higher
At the end of the day, both cars
that modern Australian engineering is getting better and better, and
these sports models are have impressive levels of performance.
verdict? The Falcon is the better performance car. We like the way the
Holden feels, no qualms about that: there’s something about the
way it tracks through corners that makes it very enjoyable to drive and
the power that the V8 can pour on to fire it out of corners is
addictive in its delivery. But, at the end of the day, it’s not
as accomplished as the Ford Falcon XR6 Turbo, though there were times
when it felt more exciting to drive.
It's quite true
that the SS has a real race car feel to it, but to that end it's more
demanding and take more work to keep it on the boil. It's like
comparing the raw Evo IX to the refined Golf GTI.
the Falcon is the better performance car. It’s lighter, and has a
stronger initial surge of power. It’s less demanding to drive
hard, and extracting peak performance from it is not as intimidating,
though sometimes it can surprise you with its sideways shenanigans.
a close call though. The SS isn’t hard to drive, it’s just
a little more low tech in the way it delivers power, for instance. In
some ways it's more indulgent, and has a stronger top end when the
engine passes 5000rpm, but the Falcon Turbo is still arguably the best
locally made large sports car on the market.
Around town I'd prefer to be driving the SS V. It's got more presence,
it's got more features, and it's easier to get around the dash
controls. Because of the huge reserves of torque - 530Nm - you barely
need to change out of second gear around town, and the power delivery
of the V8 combined with the 6-speed manual makes driving it beyond the
suburbs equally enjoyable.
As for the XR6 Turbo, it offers better
fuel economy (off-boost) and so for highway cruising it's the pick, and
the 6-speed automatic ZF gearbox does can perform remarkably
shifts as well, which improves comfort and drivability.
is a sleeper. It doesn't look crazy, but it goes crazy. But
as attractive as the new VE Commodore and this will be a sticking point
for many buyers. The point I'd like to make is that for performance and
enjoying the drive, the Falcon is slightly better. But if making a big
impression is important to you and getting noticed and things like
that, the SS V
would be the pick, and in reality there's not a huge gap between them
Looking at both cars in the parking lot, sitting side by
side, Holden's new SS V Commodore makes the Ford
look remarkably quaint.
And whose idea was the dayglo paint job? Even inside the Commodore was
miles ahead, but when it came to the all-important handling dynamics,
the XR6 Turbo was my pick.
It felt lighter on it's feet and was
easier to push to its limits and steering feel was more confidence
inspiring. And then there's the turbo kick that begins low in the rev
range gives the car incredible stomp, and all this with a power
delivery as refined as any German engine - long live the turbo six!
the SS V was never far behind the Falcon, and in some areas is
dynamically a little more stable, it never felt quite as rewarding to
drive as the XR6 Turbo, and I think a lot of this has to do with it's
much larger beer gut. While I liked driving the XR6 Turbo moreso, the
SS V is the style king here, with a look that's hard to ignore. Though
the SS V may cost more than $50k, you get a good deal of equipment,
like the 19-inch wheels and show-car interior.
Engine: H4/5 F4/5
is a war we've been wanting to wage for quite some time now, where the
low-tech brute force and huge displacement of Holden's 6.0-litre engine
comes up against Ford's smaller but more technologically advanced
4.0-litre power core.
Firstly, Holden's new Chevrolet-sourced
6.0-litre V8 is an incredibly strong engine – even from as low as
1000rpm there’s a big kick in the pants. And though it
doesn’t quite have the wheel spinning aggression of the XR6T low
in the rev range, it’s not far off the mark and is an improvement
over the LS1. It also feels more refined in general operation too.
feels more muscular and has a more organic power delivery than the XR6
Turbo. The clutch in our test car was a bit shagged though, and the
sound was a bit disappointing – it's still not as ripped as the
5.4-litre Ford Boss V8. In fact, it sounds pretty much like the older
5.7-litre engine. Thankfully it felt more powerful...
powerful, in fact, that it doesn't take much effort for the engine's
torque to completely overwhelm the rear tyres. On paper, the Holden SS
V is considerably more powerful, with 25kW more power and 50Nm more
torque than the Falcon – but on the road the cars are incredibly
In a straight line duel, the Falcon takes off
a bit quicker and edges ahead to about 50km/h under full throttle, but
the SS V begins to claw its way back towards 100km/h as the hulking 364
cubic inch V8 generates maximum torque higher in the rev range than the
4.0-litre turbo. Both engines get electronic throttle control, which
improves cruise control fidelity and improves throttle responsive.
Holden V8 motor feels large and somewhat raw, with a subdued but lumpy
burble that turns into an angry roar as engine revolutions pass 4500rpm
that sounds more race car than traditional small-block V8. The
4.0-litre 6-cylinder is completely different, offering a far less
raucous sound. It's got a very subtle presence at low
becomes impressively sonorous as the revs rise, while
a very refined turbine-like note. There's also a soft 'pop' from the
wastegate when you take the foot of the throttle that reminds you that
your steering a turbocharged sports car.
Revs limits? The big V8
hits the stops at 6250rpm, while the 6-cylinder turbo mill bangs the
limiter at about 6000rpm. Both are fairly high revving units, and while
the Holden V8 is charges hard all the way to its rev limit, the Ford
straight six turbo operates better at slightly lower revs and doesn't
need to be constantly wound up to achieve maximum velocity.
gearshift on the Holden is good. It has a very stubby gearstick and a
somewhat heavy feel, but it feels good and solid, and the clutch is
remarkably light. For a manual shifter dealing with
530Nm of torque, it holds up well.
Shifting gears in the SS was
great fun – right foot deciding how much grunt you acquire, and
your left foot plays with a none-too-heavy clutch. And it's got very
good gear ratios too, being very forgiving with all that torque.
the terms drivetrain shunt and axle tramp spring to mind when driving
our test SS V. When engaging cruise control we felt a certain thump
through the driveline, but this was accentuated by the cars condition:
it had more 10,000km on the clock and judging from the marks on the
brake discs it had seen some closed track work.
The ZF however,
is always an absolute dream to operate, and seems to do everything as
you think of it, with it’s smart programming and it’s
‘almost-a-DSG’ shift timing, that certainly feels as quick
as a foot operated clutch. It holds gears for engine braking and shifts
down if a lower gear can deliver more power, and the surely if ZF is
still selling them to Audi and BMW to put behind V10 powerplants then
something's going very right.
On the freeway the SS V sits in 6th
gear doing 1500rpm, and can return between 8 and 9L/100km at these
engine and road speeds. Better yet, if you tickle the throttle at this
speed and in top gear, the hulking V8 will still respond quite well and
will happily pull away. You can almost picture the synchronisation of
the eight cylinders as you order more fuel to be delivered, resulting
in contained explosions in the aluminium alloy barrels harnessed for
And how’s this for pulling power: we accidentally
shifted the Holden into 5th gear (thinking it was first…
amateurs) when the car was standing still, and as we slowly let out the
clutch it started moving forward. That’s pure madness. And pure
torque. From a standing start the Falcon noses ahead of the Commodore,
and it’s no wonder – peak torque @ 2000rpm? You can’t
fight that without forced induction of your own, and the shifts from
the Falcon’s ZF gearbox are also very, very good.
The V8 and turbo six engines have very different
personalities - one is
a sledgehammer, the other is a chainsaw - but both are alarmingly
powerful and very nice to use. Neither
car is particularly kind to the environment or your hip pocket, and
when you look at it (and then drive them) there's not much separating
them in terms of real-world performance, so it becomes a dead heat.
owners of the VT to VZ SS and other V8 models, we've got an in-depth
look at the differences between GM Holden's new 6.0-litre LS2 and the
previous 5.7-litre LS1: click here for the full
Engine: GM Holden LS2
6.0-litre Vee 8-cylinder
Engine: Ford 4.0-litre
Inline 6-cylinder Turbo
longitudinally mounted 5967cc V8 engine has an aluminium
alloy cylinder head and engine block. The
includes 2-valves per cylinder (one inlet, one exhaust) actuated by
The 6.0-litre engine features a 10.4:1
and can use 91 RON petroleum fuel, and the SS V has a
fuel tank capacity.
consumption: 14.4L/100km (combined cycle)
270kW @ 5700rpm
530Nm @ 4400rpm
mounted inline 6-cylinder engine has a 4.0-litre (3984cc) capacity,
alloy cylinder heads and cast-iron engine block. Chain-driven dual
overhead camshafts (DOHC) per cylinder bank actuate a total of
24-valves (4-valves per cylinder)
and feature variable valve timing. The engine has an
air-to-air intercooler and a turbocharger, and it's 8.7:1
compression ratio means it will accept
91 RON unleaded petrol (but prefers 95 RON) when filling the 68 litre
245kW @ 5250rpm
480Nm @ 2000rpm
If you can ignore the hideous
design isn't too bad, but is starting to age
The Holden SS V is a very attractive sports
car, with a new design that's stylishly focussed
Falcon XR6 Turbo's standard
interior trim is a cloth combination that
works quite well with the sports seats
is the Holden Commodore SS V
which gets leather, colour coded everything,
a more powerful stereo and better controls
won the style
contest before we even picked it up from Holden's Fisherman's Bend
headquarters. Why? Because we knew it wouldn't be finished in the
gaudy radioactive snot colour of the Falcon. But even if it was a
tough black colour, or perhaps sky blue, the Falcon is beginning to
look a bit long in the tooth, while the Commodore looks a treat and
garnered a huge amount of attention of the road.
the Falcon XR6 Turbo
gets the mandatory go-fast body bits, including the deeper front
apron with fog lights, aggressive headlight clusters the curvy cutouts,
a deeper rear
apron with mini diffuser, a mild rear spoiler and 17-inch alloy
wheels, it can't hold a candle to the SS V which exudes confidence
and machismo like never before.
has been some
negativity towards the outrageously flared front wheel arches of the
new VE Commodore, but in this application it works well, giving the
SS V a sort of V8 Supercar look and feel that are easily backed up
with its tyre-frying performance.
SS V gets projector style headlights that add a touch of style to the
front end, and the vertically stacked fog lights are also easy on the
eye. It also gets a new look rear end with technical-look brake light
clusters and a slightly taller and more aggressive rear spoiler. And there's also
'vents' in the front quarter panels overlaid by the side indicator
repeaters, but sadly these 'vents' are simply
cosmetic and do nothing to vent air away from the engine bay.
Compared to the
Falcon XR6 Turbo, the Commodore SS
great, but at the same token it sports virtually the same trim as the
budget SV6 model and
when side by side, only the larger 19-inch wheels and SS V badging
signal the hierarchal differences.
the new VE Commodore - this range-topping sports SS V model in
particular - display a great mix of European and Australian styles, we
got somewhat of a yawn out of the exterior differences in the
Commodore range, where a higher spec model used to pose a big
difference, like between a family-oriented Executive and a
there are pumped guards on the SS V, but they are also seen on
car too. Even the HSV range can be difficult to distinguish if you
can’t see the badges.
interesting feature about the styling of the VE Commodore is that
wheel flares are usually added to make a wider track for focused
sports cars – the good Audi RS 4 being a good example having a 30mm
wider body than its donor car, the Audi A4. But here, the wheel
flares make the car slightly thinner everywhere apart from over the
for the SS V, this looks pretty good, and the deep body kit,
aggressive rear spoiler and large wheels combine to create a very
sporty Aussie car. Compared to the BF MkII Falcon, it looks much
better, and so takes the win in the visual design department.
up another win for the Holden – it has the more appealing
interior hands down and proves that the SS V has much more
and tactile flair than its rival. It has a more upmarket feels, and one
could argue that it's the newer vehicle and is more
expensive too, but even with this in mind it's streets ahead of the
Falcon in almost every respect, least of which is the eye candy.
So where do we start? Perhaps with the concept car
look that permeates the interior. This is a standard feature
V models, and will make drivers of much more expensive sports car stop
and take notice - it really does stand out quite dramatically. Our
model had matching red leather seats, red dashboard, red dials, red LCD
screens, and red door inserts to match the exterior colour. Which was
As well as the colour coded cabin, the SSV
a real highlight and, compared to the last version of the Commodore
(the VZ), the overall design and plastics are much improved and more
like what you’d expect from BMW.
The SS V benefits from a
powerful stereo, and the dials look a lot better than the Ford
Falcon's, though the steering wheel controls on both vehicles are well
The interior of the Falcon is not as plush as the
and despite the dash plastics in the Falcon coming across
as slightly better than the SS V with a softer rubbery finish
sorts, they're not designed in a way that makes them visually
appealing like the Holden. In 2002 the Ford was leading the pack, but
today it's lost that lustre and in comparison to the Holden
comes across as dull.
the Commodore SS V, the layout is well thought through and everything
is easy to find, learn and operate whilst driving – you can work
through almost every single toggle, switch, button and dial on the
freeway without being completely distracted from the road, which isn't
quite the case with the Falcon's more jumbled and sometimes even hidden
controls (such as the traction control toggle out of sight behind the
While the SS V gets colour coded madness, this
may be viewed as over the top by more conservative drivers, the XR6T
gets far more subtle customisations in the form of the colour-matched
seat stitching. The upholstery used on the XR6 Turbo seats comprise of
a ribbed cloth material of sorts.
The Ford interior is slightly
more ergonomic than the SS V, but felt just a bit dated next to the
Holden's new-platform competitor. When comparing the two, it felt as if
many features of the Falcon were stuck ‘wherever mate’
behind the steering wheel and around the initially confusing centre
However, the Falcon's seats were quite a bit
sit in and were designed more for a standard person's build than the
larger sized Commodore’s luxury bench.
As far as comfort
goes – generally speaking - both cars do a bang-up job. The
Falcon XR6T doesn’t look half as showy as the SS V, but in terms
of comfort and practicality they are almost on a par, both offering
generously sized seats, lots of leg room for all occupants and easy to
These are big, broad Aussie sports cars
and as well as having sporty seats with decent side bolsters to hug
your body through corners, they’re very supportive for most body
sizes. We reckon that when American drivers get a load of the Commodore
(in the form of the Pontiac G8) and possibly the next generation 2008
Falcon, they're gonna love this stuff .
You just can't beat them in
terms of practicality, price, and the sheer amount of interior space.
the Holden Commodore and Ford Falcon sports model side by side it was
clear very early in the test that Holden had the better cabin, but it
also hammered home yet again just how versatile these big sports cars
can be. Punt them to work every day in comfort, then
through the corners on the weekends. Great stuff.
Overall: H4/5 F4.25/5
cruised, we charged, we steered and we poked. Then we
cursed, we took some photos, and finally we argued. At the end
the day, the comparison bore witness to an astonishingly tight race,
but the burning question can finally be answered: Ford's cult hero, the
XR6 Turbo is the better car.
For purveyors of performance, the
XR6 Turbo is a true Aussie sports car, hitting the mark expected of it
in all areas – acceleration, braking, steering and feel. The SS V
- whether by design or perchance - has all the ingredients for the
performance segment but leans towards the luxury side of the scale, and
as a result will definitely catch the eye of buyers who would be more
likely to inspect imported sports cars.
With a rip-snorting V8
engine, show-car looks and a much improved chassis, the Holden
Commodore SS V was the runner up here, albeit by a small margin. The SS
V has the definite edge in the style stakes, but the crisp handling
dynamics and scintillating engine of the Ford Falcon XR6 Turbo and it's
well balanced overall design ensure that it's still the best Aussie
performance car on the market.
|Holden VE Commodore SS V
- V8 Engine
|Holden VE Commodore SS V
Ford BF MkII Falcon XR6 Turbo
Ford BF MkII Falcon XR6 Turbo
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