Used Holden EH review: 1963-1965

The EH heralded the beginning of a new era for Holden when it arrived in 1963. Its styling was clean, crisp and contemporary and proved a huge hit with buyers who snapped them up to the tune of more than 250,000 in the two years it was on sale. Notably it also brought a new engine family that would power Holdens for the next 20 years.

The new ‘red’ six-cylinder motor was smoother and more powerful than the old ‘grey’ six that had powered all Holdens from 1948, and it gave Holden the performance it desperately needed at a time when it was under serious attack from the Falcon and Valiant.

Both of Holden’s rivals had bigger and more powerful engines which gave them a performance edge that appealed to buyers who were enjoying unprecedented choice of makes and models in an increasingly competitive market.

The EH was also notable for introducing Holden’s first sports model, the S4, which was purposely built to compete at Bathurst.

Forty years later the EH is one of the most fondly remembered of all Holdens. It’s also one of the most popular with today’s classic Holden enthusiasts.

MODEL WATCH

The EH was a facelift of the EJ, but while the family connection was clear to see it was a far reaching facelift. Some panels remained unchanged, but there were new crisp rooflines and an attractive new rear among a raft of detail changes.

There was a choice of three models, the Standard, Special and luxury Premier, which had been introduced with the EJ. Each could also be had as a sedan or wagon.

For the first time Holden offered a choice of engines. The 149 cubic inch (2.4-litre) was the base engine and that could be ordered in low or high compression versions, while the 179 (2.9-litre) was optional on the Standard and Special and standard on the Premier.

With seven main bearings, hydraulic valve lifters, an external oil pump and an oil filter, along with up-to-date designs for pistons and cylinder head the ‘red’ motor was a huge leap forward in smoothness and performance.

Power ranged from 95 horsepower (71 kW) for the low compression 149 to a heady 115 (86 kW) for the 179, more power than the owner of an EJ could imagine when his ‘grey’ could only deliver 75 (56 kW).

Initially the 179 was only available with the Hydra-Matic auto trans, but was later made available with a three-speed column-shift manual trans once the gearbox was beefed up to handle the torque of the bigger engine.

The 149 was available with either the three-speed manual or the optional auto. The manual had synchromesh on second and third gears only, first was non-synchro and needed a deft touch to engage it without crunching while on the fly.

Drum brakes were fitted all round, the steering was rather vague and ponderous, the front suspension still utilised a kingpin, and it had a generator although an alternator was an option.

The S4 was a revelation when it arrived in time for Bathurst in 1963. Ford had won the race, staged at Phillip Island the previous year, with an XL Falcon and Holden was feeling the pressure of competition for the first time. The S4 was the company’s first sports model and was conceived specifically to race at Bathurst.

Power for the S4 was from a standard 179 cubic inch ‘red’ six, but its drive train was beefed up with a stronger clutch and gearbox, larger tail shaft, and a tougher diff carrier. It also had a power brake booster, and sintered iron brake linings for better braking, and a larger fuel tank to go the distance on the track.

Just 120 S4s were built making them one of the rarest Holdens ever built. Six raced at Bathurst, the best finished second behind the winning Cortina GT. Norm Beechey also drove an S4 in touring car races in 1964, finishing second in the Australian Touring Car Championship that year.

IN THE SHOP

Now 40 years old the EH is suffering the ravages of time. Cars that haven’t been looked after are really at the end of their useful lives, with worn-out mechanics and rust eating away at their bodies. Only those with deep pockets should contemplate restoring one of these down-and-out cars.

There are plenty of cars available that have been looked after and don’t have serious problems and these are the ones to choose.

Rust is the enemy of most old cars and the EH is no exception. Expect to find rust in the front and rear guards, doors, floors and sills, and look carefully for rust in the plenum chamber. Look for holes through the panel that forms the top of the glove box, it’s also the bottom of the plenum chamber, and if you find any walk away as it’s a good indication that the plenum chamber is rusty and that’s expensive to repair.

The ‘red’ motor is quite robust and easily rebuilt with readily available parts, although many cars have been repowered over the years with bigger and later engines.

One of the few problems the ‘red’ motor suffers from is the fibre camshaft drive gear, which is prone to stripping the teeth, but it can be replaced by an aftermarket alloy gear that solves the problem.

Parts are not so readily available to rebuild the three-speed manual or auto gearboxes, but many of these have been replaced by later four-speed manual ‘boxes or Trimatic autos.

It’s not unusual to break rear axles, they’re relatively soft and twist quite easily, but replacement parts are readily available.

Drum brakes require regular maintenance to keep them adjusted and working at their best, which is needed if they’re driven in today’s fast moving, and stopping, traffic. A common modification is to fit disc brakes, which improves the braking performance and eliminates the ongoing maintenance problem.

Parts are generally available for the EH. Rare Spares stock a large range of new spares, while the classifieds are a good place to look for second-hand parts, and the internet is worth a look for those rare, hard to find bits and pieces.

For more information check www.ehholden.com.au, the EH club’s website.

OWNER’S VIEW

Peter Smolenaers bought his EH Special sedan when he was 14. He spent the next four years cleaning and polishing it from top to toe before putting it on the road when he came of age to drive.

He says the cream beauty in his garage is the same car, but admits it’s like the proverbial grandfather’s axe having been reshelled after a crash some years ago.

It’s now much modified with a unique supercharged ‘red’ motor that develops 225 kW, manual shift auto, four-wheel disc brakes, lowered suspension with rack and pinion steering among a raft of modifications.

LOOK FOR

• Smart contemporary styling had buyers rushing to Holden dealers in numbers that hadn’t been seen before.

• A ready supply of affordable parts make the EH a great starter classic for the beginner enthusiast.

• Expect lots of tin worm, but particularly check the plenum chamber by inspecting the top of the glove box, walk away it rust is found.

• New ‘red’ six cylinder engine was powerful, smooth and reliable. It can easily be tuned for more power or replaced with a later Holden six.

• Modern upgrades of engines, gearboxes, brakes and steering make the EH suitable for everyday driving.