Graham 'Smithy' Smith reviews the used Holden Statesman WB 1980-1985, its fine points, its flaws and what to watch for when you are buying it.
The WB Statesman marked the end of the old Holden as we’d known it from the beginning back in 1948. It’s passing in 1985 was the final changeover to the new generation of European derived models after almost 40 years of unique homegrown cars.
The writing was on the wall for the old large Holdens from the moment the VB Commodore came on the scene in 1978. Holden had made the commitment to downsize in response to the oil crises of the 1970s and firmly put its faith in the new smaller European style cars.
From that moment the future of the big Holdens was doomed. The company kept making the ute and panel van, and there was even a last minute attempt to resurrect the Kingswood, but it was the luxury Statesman and Caprice that kept the flame alive to the end.
MODEL WATCH
In the 1960s Ford’s Fairlane ruled the luxury car market and Holden had trouble coming up with a model that would compete with the big Ford.
The first attempt was the Brougham in 1968, in essence a Premier with a larger boot and little else, but luxury car buyers saw through that and continued to buy the Fairlane.
A far more serious attempt to match the big Ford was the HQ Statesman in 1971, which not only had a big boot, but also had a longer wheelbase which was turned into increased roominess for rear seat passengers.
Holden was then competitive in the large luxury car game, but it still had trouble convincing Fairlane owners to switch, such was the loyalty to the badge in those days.
Over the years the Statesman, and its even more luxurious Caprice cousin, closed the gap to the Fairlane and LTD, but it was the WB that came closest to knocking the Ford duo from their pedestal.
The WB was the last model designed by Holden’s legendary designer Leo Pruneau and he threw everything at it to make it the best he possibly could. Holden management had something of a different idea and kept a tight rein on the purse strings. It might have been the last in line, but that didn’t mean Pruneau could spend whatever he wanted.
As it was he managed to create one of the most attractive of all the large Holdens, one that has stood the test of time well and looks good even today.
There were the new rear quarters, with a fifth window that gave it an elegance missing from earlier models, and powerful new front and rear ends. One thing Pruneau couldn’t change was the front guards, which were to be carried over from the HZ model that preceded the WB.
Pruneau argued long and loud about doing new front guards because he wanted the sides of the car to be smooth and the HZ guards featured a line that was at odds with the rest of the side panels. When management refused to budge he had to create a wide body moulding that covered the line. It runs right down the side of the WB and to this day Pruneau hates it.
Inside, the WB had a new dash and pretty much every feature available on the Holden option list, including power windows, air-conditioning, wood grain trim, plush carpets, radio cassette sound.
Mechanically the WB was a familiar package. The engine was Holden’s homegrown 5.0-litre V8, which struggled manfully under the restrictions imposed by our exhaust emission regulations and only put out 126 kW.
At first it had an American THM350 three-speed automatic transmission, but that was replaced in 1981 by the locally made Trimatic three-speed in an effort to cut costs.
Underneath the classy skin was the usual Holden suspension package of independent wishbone front suspension and coil spring five-link rear suspension on a live axle.
Brakes were disc all round, and there was power assistance for the steering.
ON THE LOT
Now at least 20 years old the WB is in the last stages of its useful life. Dealers have long since given up stocking it so the classifieds are the place to look for a Statesman or Caprice.
There are two types of buyers for the WB, those wanting a tow car for a horse float or boat etc. and those looking for a stylish, but affordable classic car.
In any case the best advice is to bargain hard because they are hard to sell with their big gas guzzling V8 engine.
Pay up to $8000 for an original car in top condition; no more than $4000 for one in average roadworthy condition; and walk away from cars in rough condition.
IN THE SHOP
Rust is the enemy of old cars so check for tin worm in the body. Check around the rear quarter windows, they’re particularly prone to rusting there, around the windshield, rear window, bottoms of the doors, and front and rear guards. It’s worth checking the floors and the boot floor.
Cars left sitting in the sun will have a cracked dash pad, and the seats and carpet will be worn. Make sure all accessories, including the air-conditioning, are working correctly.
The Holden V8 is generally sound, but listen for worn valve lifters, and look for oil leaks from around the front cover, oil pan, and intake manifold.
Harder to find, but there’s also the possibility of a leaking intake manifold because of warping, cracked and leaking exhaust manifolds, and worn camshafts.
The early THM350 auto is a tough old unit and rarely gives trouble, but the lighter Trimatic is borderline and isn’t as pleasant to drive.
Many WBs have been converted to dual-fuel and these need to be checked thoroughly to make sure they’re safe. Check the use-by date on the gas tank and make sure it has been pressure tested, and check gas lines for installation and damage.
The suspension is simple and robust and gives little trouble, but listen for noises from worn bushes and shock absorbers that might need replacing.
IN A CRASH
Mass is the key to the safety of a WB. You won’t find airbags or other modern safety systems in the old Holden, but you have plenty of good old BHP steel around you for protection in a crash.
Check seat belts for wear and replace if there’s any sign they’re not in good condition.
LOOK FOR:
• Classic classy styling
• big comfortable sedan
• comfortable boulevard ride
• big fuel bills
• vague handling
• last of the old Holden line
RIVALS
• Ford Fairlane – 1979-1984 – $1500-$7500
• Jaguar XJ6 – 1979-1987 – $7000-$10,000
• Mercedes-Benz S-Class – 1981-1986 – $11,000-$15,000
THE BOTTOM LINE
Last of the big Holdens is a classy classic at an affordable price.
RATING
65/100
