option, included a four-speed 4L60-E automatic and five-speed Getrag 260 manual (replacing Holden's previous Borg-Warner T5 choice) on V6 models and the same automatic or five-speed Getrag 290 and optional six-speed Tremec T56 manuals on V8 models. The fuel tank of 75 litres (up 12 litres for the sedan and 7 for the wagon, compared to the VS series, but down 5 litres relative to that of the previous V8 range) was mounted ahead of the spare wheel floor cavity at the rear. Performance and fuel efficiency were compromised by the new body, which weighed more over the VS series due to its larger size—the sedan being respectively up in length, in width, in height and in wheelbase (and, relative to the Opel Omega, with and wider front and rear tracks). The sedan's boot capacity was , up from the VS series' , while the wagon's maximum was . The wagon was bigger still in the respective dimensions listed above by , , and . According to the VT's planning chief, Tony Hyde, the critical dimension was for the rear shoulder room that was believed to be needed to keep the Commodore range competitive. Inside, front passengers sit further apart and with more fore-aft seat travel, and the seats featured a new "Surebond" technique to bond seat facings to the backing foam (most apparent on Berlina, Calais and Commodore SS) to eliminate traditional sewing. The VT series heralded the fitment of semi-trailing arm independent rear suspension (IRS) as standard across the range. However, when originally carried over, the European design was simplified with the removal of the toe control link, standard equipment on the six-cylinder Omega since 1987. This design was prone to distorting the suspension camber angle and toe under heavy loads (e.g. when towing or travelling over undulated surfaces), leading to excessive rear tyre wear. Holden's performance arm HSV re-added the toe control link on the flagship GTS 300 model, based on the Series II update. Overall, the VT series was regarded a more neutral handler compared to the previous VS (with the front MacPherson strut suspension featuring 8 degrees of positive castor, from the VS series' 5.5) and most cars ran a stabiliser bar at the front, while the V8s with standard tyres and stiffer FE2 suspension tune (with 15 percent stiffer springs and firmer dampers for the Commodore SS) had a stabilizer bar. At the rear,