Rather than the refined growl of the Mitsubishi, thereРІР‚в„ўs a distant, pedestrian-sounding rushing sound accompanied by РІР‚вЂњ in some cases РІР‚вЂњ surprising clatter from the overhead gear.Р”В¬onsidering Holden has hung its hat on this locally-built - and in line for exportation - engine, itРІР‚в„ўs more than a little disappointing it doesnРІР‚в„ўt do for the Commodore quite what some of us expected.Р”В«ut, if itРІР‚в„ўs difficult to judge the Alloytec on a purely tactile basis, at least the figures stack up reasonably well. A cast-iron, pushrod engine makes way for all-alloy construction and state of the art cylinder head design, complete with twin overhead camshafts and four valves per cylinder.Р”В«ut if you think itРІР‚в„ўs going to sound and feel something like, say, MitsubishiРІР‚в„ўs 3.5-litre V6 РІР‚вЂњ or an inline Nissan six - think again. The Alloytec replaces old technology with new, too. The overhead camshaft Nissan six (like the Alloytec, also smaller in capacity than its primitive predecessor) dramatically changed the VL CommodoreРІР‚в„ўs general NVH, while adding noticeably to performance and improving fuel economy.

The problem is, the differences are incremental only. And yes, there appears to be a little more acceleration and a little more fuel economy. The latter proves to be merely an impression of course the new engineРІР‚в„ўs 5500rpm redline, when you push it, seems quite conservative when you remember maximum power doesnРІР‚в„ўt arrive until 6000rpm in the regular Alloytec, and 6500rpm in the 190kW version.

It even drives a bit like the old engine РІР‚вЂњ reasonably meaty in terms of torque output, but not really fond of a rev. In fact, the new 3.6-litre V6 is so much like the now-departed, 3.8-litre ex-Buick cast-iron plodder that at first one is tempted to check under the bonnet to see thatРІР‚в„ўs not actually the case. TO answer your question - no, the all-new Alloytec V6 doesnРІР‚в„ўt do for the VZ Commodore what the Nissan six-cylinder engine did for the VL in 1986.

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