1-of-5: 2002 Holden VY Commodore SS “Brock Enhanced”
For Australian performance car and motorsport enthusiasts, the name Peter Brock will be forever linked to the Holden brand. Brock tasted unparalleled success on the track, parlaying those victories into a Special Vehicles operation that produced some of the most highly sought Holdens to grace our streets. It is over seventeen years since the great man’s passing, but his legend status has grown stronger with time. This 2002 Holden VY Commodore SS is a tidy classic. It is one of a handful of vehicles that were part of his ill-fated “Brock Enhanced” program and is the only one he used as a daily driver. It passed from his hands into those of a private owner, but they feel the time is right for it to head to greener pastures. Therefore, they have listed the SS here at Slattery Auctions in Stafford, Queensland, Australia. The car is offered with No Reserve, with bidding sitting at A$40,000. There is time remaining in this auction for any Australian enthusiasts seeking a genuine Brock Commodore to make a play for this SS.
Before we delve too deeply into this Commodore, it is worth looking at Peter Brock to understand why he is so revered Down Under. Born in 1945, Peter Brock grew up on a rural property in Hurstbridge, Victoria. His first car was an Austin 7, which he purchased for the princely sum of £5. He decided it needed to go on a diet, so he cut the body off this already light British classic with his mother’s ax! He used the Austin to develop his driving skills on the family farm, often claiming that his exquisite car control was due to the Austin having no brakes. He cut his racing teeth behind the wheel of a self-built Austin A30, into which he shoehorned a 179ci Holden six-cylinder engine. His efforts brought him to the attention of the Holden Dealer Team, and he became part of the factory driver squad from 1969 until 1974. A disagreement with Team Management saw him leave and compete as a privateer before returning in 1978 following a management change. He subsequently became Team Owner in 1980, establishing HDT Special Vehicles with total support from Holden. The relationship soured in 1987, and racing enthusiasts were confronted with Brock racing BMWs in 1988, and (horror!) Ford Sierras in 1989. This flirtation was short-lived, with the great man back behind the wheel of a Holden in 1991 and part of the factory team from 1994 until he retired from full-time competition in 1997. He made two ill-fated comebacks for the annual Bathurst endurance race, but neither brought success. He spent his later years competing in Targa-style tarmac rallies before passing away in 2006. His record stands for all to see, with a record nine wins in the Bathurst 500/1000, victory in the 2003 Bathurst 24-Hour Enduro, nine wins in the Sandown Endurance race, three Australian Touring Car Championship crowns, and an against-the-odds victory in the 1979 Repco Round Australia Trial.
When Brock took ownership of the factory Holden Dealer Team (HDT) in 1980, it had a reasonable array of existing sponsors. However, their contribution didn’t provide sufficient funds for a racing budget. The solution to that problem was elegantly simple. Brock formed HDT Special Vehicles, working seamlessly with the factory. His organization took Commodores from the production line, added a range of body, suspension, and engine enhancements, and passed these cars to selected dealerships. Those dealers could sell the cars at a healthy profit, returning some of the funds to HDT to add to the racing budget. Holden covered warranty claims, and the system functioned flawlessly until 1987. Brock pushed for the release of a new vehicle, The Director, during that year. This model was radically different from anything produced before and was the first Commodore built with independent rear suspension. That proved the sticking point because the system hadn’t been endurance tested by Holden and wasn’t certified under Australian Design Rules. Holden pleaded with Brock to delay the release, but he refused. Faced with the possibility of covering warranty claims for a vehicle it had neither seen nor tested, Holden severed its ties with HDT and Brock. Holden Special Vehicles (HSV) was formed following the messy divorce between Brock and Holden in 1987 and was, in effect, the factory performance arm. Holden released the VY-Series Commodore in 2002 as an update to its already successful VX range. It featured cosmetic and mechanical upgrades to improve performance and safety. Buyers seeking a potent variant could order an SS from the factory or one of the range of unique models from HSV that brought additional engine power, upgraded suspension, and other improvements to the table. Racing retirement allowed Brock to recharge his batteries, and he turned his attention to his passion for utilizing lessons learned while competing to produce performance upgrades for road cars. Working with his son James’ Team Brock organization, he planned a range of Commodores that would be sold under the “Brock Enhanced” banner. However, Holden viewed the endeavor as direct competition to its HSV business, and since Brock was contracted to Holden, he was “asked” to cease production immediately. The company cut him some slack, allowing him to complete the five vehicles for which he had taken deposits. This SS carries Badge #4, although it is actually the last of the five completed. It was initially ordered by James Brock but was quickly commandeered by his father as his daily driver. We must scrutinize the photos to spot any changes made as part of the Enhanced program. Externally, these are limited to three-piece ROH wheels, with 18 inches on the front and 19 inches on the rear. There are also some “Brock Enhanced” badges, with the spoilers and other aerodynamic pieces part of the factory’s SS package. The Hothouse Green Metallic paint cloaking its exterior shine well, with the seller admitting it sports a range of minor chips confirming it has been driven and enjoyed. The spoilers and bumpers are in good order, the panels are straight, and there are no signs of rust. Addressing the chips to achieve an as-new look wouldn’t be difficult, but many purists will probably opt for preservation as a tribute to Brock.
Most of the changes that formed part of the “Brock Enhanced” package were hidden below the skin. This SS rolled off the line powered by a 5.7-liter V8. Its power fed to the rear wheels via a six-speed manual transmission, with large four-wheel power disc brakes providing the stopping power. The V8 produced 315hp and 343 ft/lbs of torque, allowing the car to storm the ¼-mile in 14 seconds on its way to 155mph. However, Brock “breathed” on the motor, upgrading the induction system, exhaust, and other components. The result was worth the effort, with engine power soaring to 430hp. It is worth noting that the car was viewed as a total package, with adjustable competition-spec suspension and enormous AP Racing calipers and discs added to ensure the car handled and stopped as effectively as it accelerated. The seller indicates the car is in excellent mechanical health, running and driving well. It has 105,997 kilometers (65,800 miles) on the clock, and comes with a full service history, a comprehensive collection of Brock Enhanced documentation, and a signed Certificate of Authenticity. The mileage confirms the SS isn’t a Trailer Queen but has been driven and enjoyed as its creator intended.
As with the exterior, there is little to separate a Brock Enhanced interior from a garden-variety SS. They feature the same upholstery, trim materials, gauge clusters, and creature comforts. This car received the numbered Brock Enhanced badges, with the Build Number and Brock’s signature etched into the steering wheel spokes. The interior presents well for a vehicle of this age. Sheepskin covers protect the front seats, but the Green and Charcoal cloth and vinyl beneath are in excellent condition. There is no significant carpet wear, no cracked or crumbling plastic, and no evidence of the headliner sag that often plagues these vehicles. Occupant safety is enhanced by a pair of airbags, with climate-control air conditioning, power windows, power locks, a power driver’s seat, cruise control, and an AM/FM radio and six-disc stacker guaranteeing life on the road will be pretty pleasant.
Friday, September 8th, 2006, is a day that will be forever burned into my memory. I was sitting in front of my television when a news flash came through that there had been a competitor fatality during the running of that year’s Targa West Rally. A driver had lost control of their machine, leaving the road at high speed and colliding with a tree. Then, the unthinkable happened. News reports confirmed that the car was a Shelby Daytona Coupe replica, and that the driver was Peter Brock. He died on impact, and the Australian motorsport community was left reeling. It was unthinkable that a man whose life revolved around professional racing could be taken while competing in an event he entered purely for enjoyment. He was accorded a State Funeral, and his name is so indelibly linked with the Bathurst Enduro that from 2006 on, the winners are awarded the Peter Brock Trophy. His former racing machines now sell for six and seven-figure sums and roadgoing vehicles that received his magic touch command prices that would bring a wry smile to his face. I would typically speculate about a potential sale price for this Commodore, but I’ve decided not to do that. I will sit back as an interested spectator and observe what someone is willing to pay for what is genuinely the last Brock Commodore.
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Comments
In other words, the GTO we had in the states. With a few mods.
The rebadged Holden sold as the GTO here was a two door not a four. But yeah, under the skin it was the same. The only complaint I heard about those was that they weren’t a real Pontiac GTO.
I am looking outside the window and it’s a 4 door gto that looks similar.
I don’t consider them a Pontiac either. Just a badge with the Pontiac name. GM, isn’t a well managed company as evidenced by a bailout in 2008. And sad to say that Pontiac and Oldsmobile are gone. Quality has gone down since late 70’s,sad.
No, but with four-doors, it became the Pontiac G8. When GM killed off Pontiac, it was rebadged as the Chevy SS, so Chevy had a four-door, RWD sedan to compete against the Ford Police Interceptor for law enforcement duty sales.
I see it as akin to Carroll Shelby, had he personally driven a modified GTO. I have never heard of Peter Brock until now, it was a facinating read. I haven’t ever seen a Holden, but I don’t live in Oz.
$40,000 Aussie dollars are about $26,100 U.S. Dollars
Thank you Peter Brock for your service to the sport. What an incredible legacy. This is an obviously special car enjoyed as well as it was preserved. May the new owner enjoy it just as much.
I don’t associate Pete Brock with these at all. I do with the unbeatable Datsun/Nissan racing team. Wow learned something new. It is a shame that GM killed Holden. It is also amazing that they did not incorporate more Holden into the GM performance lineup. Blame the Corvette for that because god forbid anything in the company out do it. We got the Lumina generation instead.
Totally agree, GM didn’t like Holden stealing its thunder, but a Holden commodore Ute (truck) addmititly it was the HSV version, set the record for the fastest “truck”.
BTW, your 2002+ GTO’s started life as a Holden Monoro .
GMH (General Motors Holden) or correctly Holdens (check your vin) made some pretty awesome cars, and I’m a Ford man lol. But I was a Holden man.
The only thing better than this would be the Ute version. Makes me wish I still had my 06 GTO.
Took another look and I could get used to steering a right hand drive car but the pedals would mess me up. But I overthink things.
With me, I’d be O.K. with the pedals, since they don’t change orientation when the steering moves to the other side of the car (it’s still, from left to right, clutch, brake, gas). IIRC, steering stalks also stay on the same side of the steering wheel no matter what side of the car the wheel itself is on, so the turn signal stalk is still on the LH side of the column and the stalk for wipers is still on the RH side of the column, so again, no big deal.
Shifting with the left hand would take some rewiring of the old brain, though. I suspect that cross pattern shifts (2-3 and 4-5 upshifts, or 5-4 and 3-2 downshifts) would be the worst. If anyone has experience driving cars with both LHD drive and RHD would post their experiences, I would love to read them. My younger brother has had to travel to the U.K. on business several times, but all of the rental cars were automatic transmissions, so the whole shifting issue really hasn’t come into play for him.
RHD driving Aussie here. My second LHD drive was in a friend of my sister’s Mitsubishi pick up. 1988, somewhere in DC. Shifting with my right hand wasn’t a issue, it was following Ralf’S MG B, and hoping I wouldn’t get lost.
I’ve driven across the USA and Canada, no issues.
The first hundred metres in the mornings are the worst. My mantra is ‘hug the right, feel the right, be the right” Intersections take a bit more thought, I usually follow someone through.
I’ve driven a manual Renault through a some of Europe, no real issues there either.
The real hero in the family is my Dad, who in 1971 took the family in our RHD and New Guinean registered Fiat from the UK, to as far east as Belgrade and back to the UK.
I flit from my LHD Skylark to my RHD Commodore on every few days. Perhaps it’s the way my brain is wired. I’m right handed, but use a PC mouse with my left hand. As do some of my family.
FOX
The pedals are the same on ALL cars regardless of what side they’re on, accelerator on the right, brakes on the left, if you’ve got a clutch that’s a bit further over to the left. It’s not that hard!
The left hand shifting would mess up my right side brain! Fascinating read though. I’m not extremely familiar with Holdens outside of the rebadged models here in the states so to learn a bit more of their history and Peter Brock, this is an interesting and informative write-up. Good work, Adam.
A very comprehensive write up ,but missing a mention of another factor in the split with Holden in 1987.
Brock decided he was going to fit an “energy polariser” to HDT cars. Mounted on the firewall, a small grey plastic box with two thin wires coming out of it, the polariser was supposed to align the molecules in the car. To quote Brock, this “turned a s***house car into a good car.”
A bit of loopy loony stuff going on that just helped the untested Director dispute along.
Having taken a few vacations to England, the RHD will not bother me and this will be a real hoot at C&C. Too bad this can’t be legally registered in the States yet, otherwise I’d be all over this one, I always wanted an Aussie muscle car. Good write-up.
I bet you could get a show and go exception for this one. 3k miles a year on that. Had an acquaintance who got one for a Renault Sport Spider.
The 4 door is the G8. The GXP is the full tilt boogie.
Maybe it was a g8 someone stuck “gto” on to be cool. I spent the weekend with a friend and when I went out to smoke I was standing between her Pontiac/Holden and a 280Zx from 1981.
Not my car but wouldn’t kick it out of bed either if it’s half as fast as this mean green machine.
Good luck with the sale!😊
To ‘fox owner’ … the pedals are the same on right or left hand drive.
Having driven both sides I find it’s only when the roadway is set up opposite to what I’m driving ie you’re driving next to the footpath, that I find it unnatural.
Are the stalks for the turn signals and wipers on the same side as LHD cars as well, or do the stalks swap sides of the steering column when the column switches sides? Inquiring minds want to know!
Robert, most RHD cars have the turn signal switch on the right, some imports from Europe have them on the left, I keep washing the windows on my Wife’s Ford Escape after getting out of my Mustang. It’s not a legal issue so different makes vary from left to right
Chris, and it’s a PITA when you’re in a LHD car at the parking garage toll booth in Australia, you have to run around the car to pay at the machine or to the attendant.
Thanks for the info about the control stalk placement. If you drive a lot of rental cars on both sides of the English channel, it must drive people crazy when they want to signal a turn and turn on the wipers instead, or vice versa! Standardized placement would help, but no matter what you do, some bureaucrat will complain, so I guess we’re stuck with the status quo.
Yes, and at Hungry Jack’s drive through too! At least a bench seat and column auto help.
And all the toll roads are electronic at least, no more throwing a bunch of change at the basket and hoping for the best.
Brocky, as he was know, was the king of the mountain (Bathurst 500 miles and 1000 klm).
My best memory of brocky, was on the final lap of Bathurst, ahead by 6 laps, he broke the lap record.
Sadly he died in a racing crash during a Targa, driving a Cobra Daytona.
Picture before
Replica. It is “similar”” to a real Cobra Daytona, but easily recognized to have a different shape.
IIRC, the car has to be at least twenty-five (25) years old before it can legally be registered and driven here in the good ole US of A, so this bad boy will have to be parked for about three (3) years yet before you can take it out of the garage, LOL!
Robert, we have the 25 year rule here too for LHD’s, under 25 and it has to be converted to RHD. The new RAM trucks sold here are LHD and the conversion adds about $35,000 to the price making them well over 100 grand new.
Do they use KY when you bend over?
If you want to know who Peter Brock is, this is his backyard where he gained the nickname king of the mountain. You need some seriously big kahunas to race here.
▶️ Watch this video https://www.facebook.com/share/v/ki8mXQ8vavjiyTZW/?mibextid=wwoq3v
I remember wheeling my son-in-law into a dealership in Toronto that had a used G8 on the lot. Popped the hood & it had a 6 cylinder, not an eight.HORRORS.
The want is real.
Expect nothing less from the man who created The Giant Killer with John Morton at the wheel of #46, shaming the BMW’s and Alfa’s with a Datsun 510. Many an American fan hooted and howled their approval when BRE took the SCCA Under 2.5 Championship in 1971 and ‘72, and created the 510 cult that followed..
A terrific article, Adam. Learned even more today about a guy I’d always admired.
Wrong Peter Brock, this one is an Aussie and in 71, 72 he drove a 3.3L torona.
Wrong Peter Brock, this one is an Aussie and in 71, 72 he drove a 3.3L torona.