The recent resurgence of interest in older model Holden Commodores has seen a corresponding attraction to the rarer and more exotic models.

It’s not uncommon, for instance, to find a genuine Brock SS Group A VK selling privately for $30K, but enthusiasts are equally interested in HDT-equipped VBs, VCs and numerous other pre-VL specials and rarities.

There are also a number of not-so-common early model HSVs out there too, and that all of these cars will attract higher and higher prices as time goes by is an accepted fact.

Wayne Robeson of Perth is certainly no stranger to exotic and historically significant Commodores. After owning one of only 48 VK Group A / Group IIIs ever made and an SV 3800, Wayne decided he wanted something of an even earlier vintage.

But we should probably point out here, that Wayne didn’t just want a Classic Commodore for Sunday cruisin’ and posin’.

Wanted – full metal fun car
After becoming involved in Perth’s HDT / HSV Owners Club, Wayne quickly found himself using the family VS Clubsport for driving and sports events.

Not a very convenient situation as it turned out; "After a day at Barbagallo Raceway or a hill climb, I’d have to spend all of Sunday night changing brake pads and wheels on the Clubsport so that my wife could have the car for Monday morning!"

A car specifically for sporting events was obviously required, and there was good reason too for choosing an earlier model Commodore.

"They’re lighter than the later models for one thing and there’s just something about those early Commodores," said Wayne.

Perhaps the term ‘metal not plastic’ can be applied here, but whatever, Wayne seems to be a magnet for those exotic Commodores. The VH he acquired isn’t just an ordinary Group 3, but one of the high output options.

Nobody seems to remember exactly how much the high output option produced, but it’s a little irrelevant now anyway, as this VH at least has a fully rebuilt naturally aspirated 308 that produces 310 horsepower at the back wheels.

Some serious suspension study
We’ll come back to the engine in a moment, because BRE Performance in Perth first set about giving Wayne’s car the suspension it needed to actually use the extra power.

The set up is very much based on what Commodore Cup Cars run. In addition to Kings springs and Bilstein shocks at both ends, this VH has been equipped with custom built height adjustable struts, an engine bay strut brace, Whiteline adjustable sway bars front and rear plus a K/mac castor Camber kit up front.

More than enough to keep any club racer fiddling for hours !

Brakes to match are 330mm rotors gripped by Brembo four-spot calipers that used to live on a Porsche. The calipers sure look the part behind those17" VS Clubsport rims, although the raised Brembo lettering had to be ground off to allow at least 1.5mm of clearance to the rims !!

With suspension and braking equipment of the highest order, Wayne’s VH was ready for a fully bombed 311ci V8 under the bonnet.

More than one way to measure `quick’
Now, with a best time on the quarter of 12.715 @104.52 mph, you might think that there’s room for improvement with this VH as there are certainly Commodores out there doing quicker times.

Yet it should not be forgotten that this one is using a naturally aspirated motor with no blower, no stroker crankshaft - and no nitrous bottle in the boot either.

That 12.715 was also achieved on shiny street tyres, so there’s a few tenths lost in that area for sure.

It also needs to be said that while ¼ mile times are regarded by many as the only way to judge a car’s performance, times around an actual race circuit are just as good an indicator.

The long circuit at Barbagallo Raceway has become something of a benchmark in its own right for WA modified car owners and the Western Australian HDT / HSV Club record is 65.23 seconds - held by Darryl Abbott in a radically modified VR GTS

Wayne’s best lap is 70.30 seconds, which we don’t think is too bad for an ‘old’ VH by comparison !

Back to Wayne’s engine though. While the full details of the rebuild can be read in the Nuts`n’Bolts, no short cuts have been taken and the amount of preparation work is amazing to say the least.

In summary, the capacity of the original 308 is out to 311ci, while the bottom end is fully balanced and a Crane roller cam runs up the Vee.

HSV GTS VR heads have been used, fully ported and cc’d by Ron Harris and then filled with all the exotic valve gear that could be found.

Induction is achieved through a Holley 750 spread bore carbie and a port matched Harrop single plane hi-rise manifold.

The free flowing exhaust system begins with Genie 1 ¾" primaries, followed by a twin 2 ½" mandrel system before a 3 ½" merged collector and, eventually, a 3 ½" muffler.

BRE’s Shane Carson built the exhaust system and says it took three full days to complete !

Original interior, stronger cog-swapper sought!
You might think that with an engine this good, the gearbox in Wayne’s VH would be equally impressive. But while there’s a 10.5" Chev’ clutch and Yella Terra lightened steel flywheel on board, the gearbox is a stocker.

Wayne admits that it’s the one area with his car that needs addressing and he’s hoping to have it sorted before something nasty happens!

On the cosmetic front meanwhile, and it might come as something of a surprise to learn that this VH Group 3 is still wearing its original Milano red paintwork.

"I have done a few touch ups and there’s one or two pin marks," conceded Wayne, "but it’s been polished and buffed and in remarkable condition for its age."

It’s worth pointing out too that the car’s original wind splitters are still attached to the bonnet.

These wind splitters were supposed to direct air flow over the car in such a way as to help force the car down onto the road, but just as with the polariser, we’ll leave the debating to another time!

It’s still interesting to see this VH wearing its splitters however, as they had a tendency to simply drop off.

Also in remarkable condition is the cabin of this classic and while Wayne has added an Autometer shift light, Sparco pedals and harness, a roll cage (now legal in WA - hooraay!!), and race seats are going in real soon.

In fact, having come this far, there’s no turning back now and Wayne has a full list of future upgrades to help make the car go faster and harder.