During the VB's development, Holden realised that when driven at speed over harsh Australian roads, the Rekord would effectively break in half at the firewall. This forced Holden to rework the entire car for local conditions, resulting in only 35 percent commonality with the Opel. The Rekord's MacPherson strut front suspension was accordingly modified, and the recirculating ball steering was replaced with a rack and pinion type. These modifications blew development costs beyond expectations to a reported A$110 million —a figure close to the cost of developing a new model independently. With such a large sum consumed by the VB development programme, Holden was left with insufficient finances to resource the development of a wagon variant. Added that the Commodore architecture was considered an unsuitable base for utility and long-wheelbase models, Holden was left with only a sedan, albeit one in three levels of luxury: a base, SL, and SL/E. Desperate measures forced Holden to shape the Commodore front-end to the rear of the Rekord wagon. As the wagon-specific sheet metal had to be imported from Germany, the wagon, introduced in July 1979, suffered from inevitable component differences from the sedan. Although infrequently criticised in the early years, quality problems were evident, with poor trim and panel fit problematic for all first generation Commodores. This coupled with mechanical dilemmas such as water pump failure and steering rack rattle ensured warranty claims were high in the first year. In face of these issues, VB was praised for its value for money and sophistication, especially in regards to the steering, ride quality, handling and brakes, thus securing the Wheels Car of the Year award for 1978.