The Holden VE Commodore, Berlina and Calais are a range of full-size cars produced since 2006 by Holden. Succeeding the previous VZ model, the VE Commodore represents the 14th versionof the Holden Commodore range which was first introduced in 1978. As opposed to the VZ and all models previous, which used Opel-sourced platforms adapted both mechanically and in size for the local market, the VE programme is the first Commodore to be developed exclusively by Holden in Australia. The design of this new model included innovative features to help minimise export redevelopment costs, such as a symmetrical centre console that houses a flush-fitting hand brake lever to facilitate its conversion to left-hand drive. Internationally, the VE is badge engineered as the Chevrolet Lumina, Chevrolet Omega and also as the Pontiac G8 until 2009.

Holden implemented a staged roll-out of the VE variants, releasing the sedan first in July 2006. Prior to this, Holden stated they would manufacture two parallel generations of Commodores until the new station wagon and utility body styles were launched. The Sportwagon itself was subsequently introduced in July 2008 with a standard Commodore wheelbase instead of the extended wheelbase of previous Commodore wagons. The company also announced that engines and transmissions would be largely carried over from the previous VZ model. Variants by the brand’s performance arm, Holden Special Vehicles (HSV), were released soon after the sedan’s arrival alongside the long-wheelbase WM Statesman/Caprice models. The VE Ute did not enter production until 2007 when it was accompanied by the previewing of a Sportwagon concept.

Shortly after stylists drew the first design sketches, Holden engineers began work on developing chassis. Opel, which had provided the basis for all previous Commodore generations, ceased production of their rear-wheel drive Omega in 2003. This meant that Holden had two options: to use another GM platform, or to develop an all-new vehicle. GM’s new premium rear-wheel drive Sigma platform was to see production in the 2002 Cadillac CTS. Holden’s engineers were offered this platform, but decided it was not appropriate. The Sigma platform’s A-arm front suspension and extensive use of aluminium were too costly for the VE’s market segment. The boot compartment was deemed too small and the Sigma interior package could not be stretched sufficiently to become a family-sized car. The rear-seat shoulder width was too tight.[6] These major drawbacks made Holden decide to develop an all new platform, known as the GM Zeta platform, on which a number of forthcoming GM vehicles will also be based. The Zeta suspension system comprises new double-pivot MacPherson strut for the front and a four-link independent rear setup. These replace the previous simple MacPherson strut design front and much criticised semi-trailing arm rear suspension, for improved ride and handling.

Denny Mooney was appointed CEO of Holden on 1 January 2004, by which time development of the VE was well underway. Key design/engineering work was being finalised, and investment was already being made in making the tooling with which to manufacture the car. A modular design structure known as “Flex Vision” has been applied to the interior where fundamentally different components such as audio units and instrument clusters can be swapped out for the different Commodore variants, creating radically varied interior look and feel without much higher costs. The upshot of this is much greater differentiation between the variants than the outgoing model creating three distinct interior looks, dubbed: Functional, Performance and Luxury. The closely related long-wheelbase WM Statesman/Caprice derivatives feature a fourth interior type referred to as Prestige. One of Mooney’s priorities was to improve the perceived quality issues that surrounded the previous generations of Commodores. The interior quality benefited dramatically from this additional emphasis; Mooney pushed for panel gaps to be reduced by a further 0.5 millimetres (0.020 in) over previous targets. Smaller panel gaps are just one of the ways that Holden have developed the VE to pitch it against the European competitors. Through the use of advanced steels and intensive design, the body structure is 50 percent stiffer than the outgoing model, benefiting from noise and vibration reductions, handling and crash safety.H

Detail touches were added to the VE, such as a new four-strut hinge system for the boot to replace space intrusive, much maligned “gooseneck” hinges as used on previous Commodores. High-specification variants see expandable door pockets and a Saab-like “blackout” feature which illuminates only the speedometer at night to enhance driver focus on the road.[19] An innovative flush-fitting handbrake set into a symmetrical centre console means the lever can be easily reversed to sit on the opposite side of console for left-hand drive export markets, minimising redesign costs.