Words: Harrison Wade | Photos: Isaac Western
Something is in the air here at NZV8 magazine. It’s nothing illicit, we assure you, unless, for some strange reason, the government has illegalised the smell of 1980s Aussie nostalgia topped with E85. If you hadn’t guessed it, we’re of course talking about the Holden Commodore, specifically the VK — a model that has been featured in our pages more times than we can count on one hand this year.
With that being said, it seems we Kiwis are fairly prone to catching the VK bug, and the same can be said for lifelong car fanatic Robert Gillam, whose fully built example graces the pages before you. Funnily enough, this car was only ever meant to be a stopgap — something to drive while his main project was being built (another pretty special VK) — but has evolved into something far more sinister: a 610rwhp supercharged monster that’s become an integral part of his family life.
“I had another one in the build, and this came up, which was one of the best builds I had seen,” Rob explains. “I purchased this to use while the other was being built, but then ended up engine-swapping, Haltech-ing, and changing a lot.”
Like most Commodores, this 1987 example would’ve led a pretty sedate life as a family sedan up until it was acquired by none other than serial drag racer and NXT LVL Automotive owner Mike Bari — a well-known name in Kiwi modified V8 circles. It’s no surprise then that the car was already built to a high standard before it was sold to a mate of Rob’s, featuring a naturally aspirated stroked 304ci V8 at the time, a full Group A SS body kit, and ‘TUFHDT’ plate. A few upgrades later, the VK ended up in the hands of Rob, who couldn’t help but make some improvements of his own, thanks to a surplus of go-fast bits sitting in the shed at home. With that being said, in went another 304, only this one was donated from a Clubsport, featured a Harrop stroker kit, and a decent-sized supercharger for good measure. What was supposed to be a pretty straightforward swap turned into every car guy’s worst nightmare, with the old crankshaft snapping within just a few minutes after being fired up. While most of us would’ve probably thrown in the towel at this point, Rob saw it as an opportunity to up the ante.
After ripping out the defunct motor, the rebuild could begin, with the bottom end receiving a Come Racing V8 Super Stroker Kit, a billet 4340 steel crank and fully balanced internals, low-compression Wiseco pistons with chromoly rings, billet H-beam rods with 7/16-inch ARP capscrews, and King bearings. Up top, the standard EFI heads were extensively flowed and ported, fitted with Ferrea stainless one-piece valves, double valve springs, competition retainers and keepers, and Yella Terra shaft roller rockers. A solid flat-tappet blower cam provides an ample amount of valve opening needed to work with the engine’s party piece — a screaming TBS 6-71 black anodised billet blower kit from Als Blower Drives. Boost is fed through a Newby Engineering 304 EFI blower intake, topped with twin Wilson 4150 1287cfm billet manifolds and two-inch billet spacers. The cherry on top is every Prius-owner’s worst nightmare — a Garlits Streetcatcher top-mount scoop, rising up and out of the bonnet to make this one tough-looking VK.
Fuel delivery begins with an Automotive Design & Development internally baffled custom drop tank, with twin fuel pumps and a flex-fuel sensor. Ignition duties fall to a Haltech Elite 2000 ECU working in concert with eight NZEFI Ultra High Performance coils and NZEFI Billet Distributor, while 8.5mm MSD Super Conductor leads carry spark to each cylinder. This results in a stonking 530rwhp on 98 octane, and 610rwhp on E85 from the Aussie Iron Lion.
Keeping everything cool is crucial at this level of performance, so Robert spec’d a Proflow 19-row dual-fan oil cooler and a custom BNR Engineering dual-pass alloy radiator with fans. Custom-built headers feed into a full four-inch exhaust system, ensuring this blown small-block can breathe as freely as possible.
Power is sent to the rear wheels through a Tremec five-speed manual backed by a 1,000hp rated UniClutch setup — because when you’re making upwards of 500 horses, you need it going through something solid. A BNN Customs built driveshaft sends torque rearward to a nine-inch diff running a Detroit Locker and shortened diff assembly. The suspension setup has been given a modern touch thanks to adjustable coilovers front and rear, adjustable strut tops up front, larger sway bars, and a full Nolathane bush kit throughout. What goes fast must slow down, so the only thing for the job is a set of Wilwood brakes at all four corners.
While we maintain that VK fever is in full swing in 2025, so is NZ’s love for three-piece Simmons — perhaps the only wheel you can put on a Commodore, as anything else would be sacrilege. Right? Rob didn’t muck around, opting for a set measuring 20×8.5-inches up front and 20×10.5-inches at the rear, with each corner wrapped in Bridgestone Potenza RE003 rubber at 225/30R20 and 275/30R20, respectively.
No changes were made to the bodywork on Rob’s part, with the full Group A SS body kit finished in Black Phantom Mica paint courtesy of Mr Bari proving to be a winner. Under the bonnet, the engine bay has been shaved smooth, with the radiator recessed for a cleaner look, while every bolt, bracket, and clip is either finished in stainless, chrome, or anodised black.
Inside, Recaro LX seats with fishnet headrests have been reupholstered in sandalwood fabric, complemented by a fully lined leather boot and custom sandalwood interior. A MOMO steering wheel accompanies the driver, alongside a Mako Motorsport dash surround housing a Haltech UC-10 digital display, keeping Robert informed of the car’s vitals. The audio system — largely installed by a previous owner but refined by Jonvy Car Sound & Alarm — features a Pioneer DMH-ZF8550BT nine-inch floating CarPlay head unit, Pioneer 6x9s up front, two Pioneer amps, and a 12-inch Pioneer subwoofer.
It’s been 18 months since Rob first took the keys to what was only supposed to be a car to cruise around in while his other VK, ‘KING VK’, was being built. With both cars now complete, we asked what his plan was for this one, to which he says he plans to enjoy it exactly how it is today, alongside his eight, five & two-year-old sons, who absolutely love it. His wife, on the other hand, “likes to pretend she doesn’t like it but loves being dropped off at the mall in it”. We’ll class that as a win in our books. You’ll have to stay tuned for what’s next, because even after owning multiple VKs, including his current two, as well as many other out-the-gate cars, he has yet another project currently in the works.
OWNER Q&A
DRIVER: Robert Gillam
NUMBER PLATE: TUF SC
AGE: 47
OCCUPATION: Business owner
PREVIOUSLY OWNED CARS: Too many to list, but some would include an A80 Supra and multiple other VKs
DREAM CAR: Too many to list
WHY THE VK: It was originally intended as an interim build — I bought it as one of the best VK builds around at the time, and then completely transformed it
BUILD TIME: Never-ending
LENGTH OF OWNERSHIP: 18 months
THANKS: Stjepan, Gus, Shannon, and my wife.
SPEC LIST
VEHICLE: 1987 Holden Commodore (VK)
ENGINE: Holden 304ci stroked to 355ci, four-bolt main conversion, Come Racing V8 Super Stroker low compression kit, Wiseco low-compression pistons; H-beam billet rods, billet 4340 steel crank, fully balanced internals, 7/16-inch ARP cap screws, Wiseco moly rings, King Engine Bearings all around, solid flat-tappet blower cam, ported and flowed Holden EFI cast heads, Cometic head gaskets, Yella Terra roller rockers, Ferrea Racing stainless valves, double valve springs, competition retainers/keepers, custom headers running into a full 4-inch system; Newby Engineering 304 EFI blower intake, two billet Wilson 1287cfm 4150 throttle bodies, two Wilson 4150 two-inch billet spacers, Garlits Streetcatcher top-mount scoop, The Blower Shop 6-71 billet supercharger kit, twin fuel pumps, flex-fuel sensor, Haltech Elite 2000 ECU, eight NZEFI Ultra High Performance coils, EFI Hardware 304 billet blanking distributor, 8.5mm MSD Super Conductor leads, Proflow Ultra Pro 19-row dual-fan oil cooler; custom BNR Engineering dual-pass alloy radiator with fans; shaved/smoothed engine bay; recessed radiator; stainless/chrome/anodised black hardware throughout, Automotive Design & Development Ltd baffled drop tank
DRIVETRAIN: Tremec five-speed manual, 1000hp UniClutch, shortened nine-inch diff with Detroit Locker, BNN Customs driveshaft with hoops
SUSPENSION: Front coilovers with adjustable strut tops, rear coilovers, large sway bars, Nolathane bush kit throughout
BRAKES: Wilwood front, Wilwood rear
WHEELS/TYRES: Three-piece Simmons, 20×8.5-inch front, 20×10.5-inch rear, Bridgestone Potenza RE003 225/30R20 front, 275/30R20 rear
EXTERIOR: Group A SS bodykit, Black Phantom Mica paint
INTERIOR: Recaro LX seats reupholstered in sandalwood, MOMO steering wheel/shifter, Haltech UC-10 dash with Mako Motorsport dash surround, custom sandalwood interior, fully lined leather boot
AUDIO: Pioneer DMH-ZF8550BT nine-inch floating CarPlay head unit, Pioneer 6x9s (front), two Pioneer amplifiers, 12-inch Pioneer subwoofer,
PERFORMANCE: 530rwhp (98 octane); 610rwhp (E85)
