Articles by Graham Smith

Ayrton Senna, with a Honda engine at his back, was blazing a trail around the world’s race tracks when Honda released its new fourth generation Accord in 1989 but it would be some time before the technology Senna was enjoying would filter through to the company’s regular production models.Honda has had a long involvement in Formula One, dating back to the 1960s when they company even had its own race team and built its own cars just like Toyota is doing today.There has always been a flow of technology from Honda’s motor sport to its road cars which have long had a reputation for being advanced, but it wouldn’t be until the early 1990s that the advances developed when the great Brazilian driver was at his peak were passed on to the average motorist.The fourth generation Accord released in 1989 was a competent well built car, but it was just a step along the path to what the Accord has become today.MODEL WATCHBy the late 1980s the Accord had blossomed into a car much respected by the motoring press and public at large. It was a far cry from the humble beginnings back in the 1970s when Honda first sold the Accord here.Back then, while they had a reputation for being of better quality than other Japanese cars, they were plagued with problems. While they were solid and reliable mechanically they suffered badly from rust and the bodywork was rather flimsy by comparison to other cars of the time.That began to change through the 1980s when all carmakers had to face up to many challenges, from safety to the environment.It was during that time that Honda really evolved into the aspirational brand it has become.Overseas the new Accord was available in a number of versions, but here Honda chose to limit the choice to an EXi sedan and Aerodeck wagon, and an EXi sedan with four-wheel steering, which was a fad at the time.The styling was greeted with a yawn by most people of the time. There was nothing that offended in the Accord’s soft, clean lines, but by most standards both the sedan and wagon were dull.Although Honda had an engine with variable valve timing – one of the things Senna used to great effect in F1 – available in the Accord in other markets it chose not to release it here.Instead our Accords had a 2.2-litre single overhead camshaft four cylinder engine boasting four valves per cylinder and fuel-injection. Peak power was put at 103 kW at 5200 revs and 192 Nm.Buyers could choose between a five-speed manual gearbox or four-speed auto, while power steering and four-wheel disc brakes were standard.Four-wheel steer was mostly an aid to parking, it was only active below 30 km/h.Also standard was central locking, cruise control, sunroof, power windows, alloy wheels and radio/cassette sound.The four-wheel steer sedan had all of that plus leather trim, power seats, ABS and four-wheel steering.Air-conditioning became standard in 1993 on both sedan and wagon, the latter also getting standard CD sound.IN THE SHOPHonda specialist Adam Kovarik of In-N-Out Motors says while the Accord is a well built and reliable vehicle having it serviced according to Honda’s recommendations is crucial to longevity.Before driving away in an Accord check for a verifiable service record that shows it has had regular oil changes. Kovarik says the oil should be changed every 20,000 km, it should have regular transmission services if it’s an auto, and the cam timing belt must be changed at the recommended intervals. That’s 80,000 km up to 1990, 100,000 km thereafter.Leaving the cam belt risks severe internal damage to the engine if the belt breaks, the pistons will come into contact with the valves.Kovarik also says it is crucial that Honda recommended oil be used in the auto transmission. Other oils can lead to swelling of seals, which can then result in hard shifting and slippage between shifts.Listen for a ‘clicking’ noise that might indicate a worn CV joint when test driving. The noise is usually louder when turning.IN A CRASHThe fourth generation predated the introduction of airbags in the Accord, so relies on its body structure and seat belts for crash protection.Four-wheel disc brakes, and ABS on four-wheel-steer model, provided advanced level of primary protection for the time.OWNERS SAYTwenty-five-year-old Glenn Hadgkiss has owned his 1991 Exi for two years, having bought it with 87,000 km on the odometer. He rates the performance and handling as nothing special, and the interior cramped for four adults. To improve the handling he has fitted lowered springs and 16-inch alloys, and he’s fitted a larger exhaust from the converter back. His only problems have been with the speedo and distributor.Chris Chamberlain bought his 1992 EXi manual in 1996 with 52,000 km on the odometer. It has now done 125,000 km and is still in superb condition. He rates the fuel consumption outstanding, 7.5 L/100 km on a trip and 9.5 L/100 km around town. The only problems he’s had have been with the distributor.John Vanderwerf bought his 1991 Accord four-wheel steer in 1994 with over 100,000 km on the odometer. It has now done over 350,000 km and has proven to be quite reliable, needing a new brake master cylinder, radiator, and drive shaft boots. John says it is great to drive, with good road holding, comfort, and ease of parking, but parts can be expensive and the road noise is high.Tony Brienl has done 140,000 km in the Accord he purchased in 1994. It has been serviced by a Honda dealer from new, and apart from routine replacement of tyres, battery, etc., the only work needed has been to replace an engine mount in 2001 and a CV-joint in 2004. The car has been a model of reliability, uses no oil, and he would recommend a second hand Accord of this vintage to anyone, provided there is documentary evidence of regular service.LOOK FOR• Service record a must• Check engine for sludge• Ensure timing belt has been changed as recommended• Minor body dings and scrapes• Heavy wear on high traffic areas of trim• Broken, cracked plastic trim• Good fuel economy• Good performance and handlingTHE BOTTOM LINENow in the last days of its useful life, the fourth generation Accord would make a good choice for the novice driver who values reliability and low operating costs.RATING65/100

When the arrangement between Holden and Toyota fell over, ending Holden’s access to the Toyota Camry, the company turned to its European cousins for a replacement mid-sized car. The Vectra was relatively new even in its homeland when Holden went calling, so it was a very current model when it arrived here as part of Holden’s Euro thrust.Along with the smaller Astra the Vectra has helped Holden develop a Euro image with an Aussie flavour, one that has worked well with local buyers. The Astra has been an outstanding success and the Vectra has done some solid business.Following in the tyre tracks of the Apollo, Holden’s rebadged version of the wide-bodied Camry, the Vectra presented a fresh contemporary face to the Australian car buying public.Designed and developed by Opel the front-wheel drive Vectra was every bit the contemporary European. It was a hit in its home market where it quickly became the top seller in its market segment, and backed that up here with a solid performance against the Camry, Magna and Ford Mondeo.While it wasn’t an adventurous design it was pleasant and easy on the eye, its aerodynamically shaped rear view mirrors that flowed from the bonnet a stand out feature of the exterior.It was a similar story inside where the sweeping dash was well laid out with easy-to-read gauges and controls organised sensibly within easy reach of the driver.Unfortunately, while the interior was airy and welcoming it wasn’t as roomy as the Apollo it replaced, which meant it wasn’t as roomy as its main rival.If you ran the tape over the Vectra you would find that it was 318 mm shorter than the Apollo and 63 mm narrower.Although Opel offered three body styles, sedan, wagon and hatch, Holden offered only offered the sedan and hatch versions here. Both the four-door sedan and five-door hatch could be had in base GL or upmarket CD versions.Holden chose two engines from the vast range of engine options Opel had on offer. The base engine was a 2.0-litre double overhead camshaft fuel-injected four-cylinder unit which produced 100 kW at 5600 revs and 188 Nm at 3200 revs, the other a 2.5-litre double overhead camshaft fuel-injected V6 boasting 125 kW at 5800 revs.Although the four-cylinder wasn’t quick it was smooth and refined, which was perhaps more important to the market for this type of car.Its performance was hampered somewhat by the tall gearing Opel preferred for the standard five-speed manual gearbox, which restricted its straight line zip – it took 9.7 seconds for the 0-100 km/h sprint – but it was a decent highway performer where the gearing was much more suitable.A four-speed auto was optional, which made the Vectra a little more comfortable round town where you didn’t have to work the gears.A well-proven combination of MacPherson Struts at the front and a multilink independent rear set-up gave the Vectra safe and assured handling. Disc brakes featured at each corner with ABS standard across all models.Despite being the entry level model the GL was well equipped. It came standard with cloth trim, driver’s side seat height adjustment, height adjustable seat belt anchorages, childproof door locks, 60/40 split-fold rear seat, AM/FM sound, adjustable steering column, full instrumentation, alarm, ABS, traction control and a driver’s airbag.When you stepped up to the CD you also got standard air-conditioning, power windows, cruise control, trip computer, and alloy wheels.In the main the Vectra is quite reliable and robust, but it does have a few problems that regularly crop up.Rough running and stalling are known problems with the Vectra and the usual causes are the crank sensor on the engine, which can be erratic in its timing output or the IAC, which fails allowing the idle speed to drop too low the engine then stalls.The JR Vectra has now reached the mileage a major service is needed, including a timing belt change. Ensure the belt has been changed on cars that have accumulated more than 100,000 km.The interior trim stands up quite well, but the paint is known to fade and oxidise. Red is the worst colour and it becomes an annoyance when you have to wash and clean the car regularly to keep it looking pristine.With a well-balanced chassis, and ABS and traction control standard, the Vectra has a good primary safety package. Add to that a standard airbag for the driver, height adjustable seat belts and the total safety package is commendable.In the 2004 Used Car Safety survey the Vectra was rated significantly better than the overall fleet average for occupant protection, and average in its impact on the occupants of the other car.Clint Ebessen’s parents gave him the 1998 Vectra they bought new. They wanted something small, but which also had plenty of room, and were impressed by the road test reports at the time. Clint says it’s quiet and comfortable and he loves the electric features like the radio, which increases in volume as the speed increases. It has had its problems, however, including regular episodes of power loss, which was fixed with updated software; the idle speed control failed which would cause the engine to stall.Craig McErvale bought a Vectra new and says it had its good points, but that they were heavily out weighed by bad ones. Firstly he says it was economical around town and on the highway, was very sure footed, and had great mid-range torque and was always keen to overtake. Gearing for town and traffic driving wasn't good and the seats were too hard with little support. Combine this with no footrest made you very fatigued after a couple of hours behind the wheel. Quality issues soured his experience with the Vectra. After the first year the engine developed a ping and the only way to get rid of it was to use premium unleaded, six months later the engine 'dropped' a lifter, and it made a horrible noise until the oil pressure built up. The worst thing, however, was when the red paint oxidised within two years. Eventually Holden repainted the car.• Neat European styling that doesn’t date.• Nicely appointed, airy interior.• Well balanced handling.• Comfortable ride.• Economical four cylinder engine• Tall gearing better suited to highway than town.• Fading paint.Safe and solid mid-sized car that handles well, but is plagued by some niggly quality problems.

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 WATCHIn 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.IN THE SHOPRust 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 CRASHMass 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 lineTHE BOTTOM LINELast of the big Holdens is a classy classic at an affordable price.RATING65/100

Way back in the 1960s there was little choice if you wanted to buy a luxury car, you simply headed down to your nearest Ford dealer and drove away in a Fairlane. It was that simple. There wasn’t a lot of competition for the big Ford, GMH were trying without much success to sell locally assembled Chevrolets and Pontiacs, and the likes of ’Benz and BMW weren’t serious players back then.Things changed a little when Holden released the HQ Statesman and Caprice in 1971 to compete with Ford’s then super successful Fairlane and LTD, but they enjoyed only modest success against the Fords when they were at their zenith in the early 1970s.But, oh how the times have changed, and along with them the fortunes of the Fairlane and Statesman. There is now plenty of competition for the prestige dollar, with ’Benz and BMW dominating the top end of the market, along with more recent arrivals like Lexus and Audi.Despite this the long wheelbase locals have a lot to offer, particularly if you measure the value of cars on a centimetre per dollar basis when they trump just about everything else on the market.If the Statesman and its more expensive Caprice cousin struggled when Ford’s Fairlane and LTD were at their peak, they have done much better in recent times when they have offered a more sporty and stylish alternative to the often stodgy Fords.The Commodore-based VS Statesman of 1996 put Holden’s long wheelbase model into some pretty lofty company, and with decent build quality and an impressive list of standard features it scrubbed up quite well against the much more expensive models from the big Euros.MODEL WATCHThe choice of a luxury car can be a difficult one. You’ve reached the stage where you can afford to splash out on something a little bit better than the bread-and-butter models you’ve been driving, but what do you buy.The essential elements of a luxury car are comfort and room, particularly in the back seat where legroom is at a premium.Where there wasn’t much alternative to the long wheelbase local models, today there is plenty of choice. Now the choice includes Mercedes-Benz, BMW, Audi and Lexus, which all tantalise, particularly when it comes to the secondhand market.Still, the Statesman and Fairlane have the edge when it comes to used prices, which makes them most attractive luxury choice if you’re on a tight budget.The VS Statesman was launched in 1996. Based on the well regarded VS Commodore it was essentially the same as the Commodore forward of the windscreen, save for the unique grille and front bumper.It was rear of the windscreen that the real differences between the Statesman and the Commodore could be seen. It starts with an extra 95 mm Holden inserted in the wheelbase which gives the rear seat passengers oodles of legroom, and ends with another 33 mm of rear overhang, which results in a much larger boot.So it’s big, and with the panoramic rear window it’s also beautiful. The rear treatment of the Statesman was a distinctive statement of styling and makes the long wheelbase sedan standout. There’s also a unique rear treatment, which helps mark out the Statesman from the rear, along with a classy frontal treatment.Good news for Statesman buyers is that the powertrain is the same as that used in the Commodore. That means it’s simple and relatively troublefree.The Base engine is the 147 kW 3.8-litre Ecotec V6, which brought a raft of refinements that improved smoothness and drivability, as well as power and economy. There were also the options of a 165 kW supercharged V6 in VSII and VSIII, and Holden’s 5.0-litre overhead valve V8 which was fuel-injected and pumped out 168 kW.The transmission choice was simple, a four-speed electronic auto.Underneath the stretched skin lay Holden’s familiar combination of MacPherson Struts at the front and semi-trailing arm IRS at the rear.Power steering was, of course, standard and the four-wheel disc brakes had ABS, and there was traction control for an added safety bonus.Naturally the Statesman came with just about everything in the Holden parts bin. There was plush velour trim, alloy wheels, two-tone metallic paint, dual airbags, power everything, cruise, central locking. air, trip computer, eight-speaker sound, cut pile carpet, remote boot release.The VSII update came in November 1996, and brought 16-inch alloys, cup holders, chrome interior door handles and self levelling suspension.Another update, the VSIII, in 1998 kept the model going until it was dropped in 1999, but there was little to distinguish it from its predecessor, unless you can spot the darker woodgrain panels and the two-tone fascia on the interiorIN THE SHOPBy the time VS was released Holden build quality had markedly improved. They were screwed together with much more precision, and the paint quality was up to international standards.Mechanically the V6 is generally reliable, very little goes wrong with them, but look for oil leaks from front timing cover seals, rear main seal, and rocker covers.The auto is a generic Asian-Warner and is generally quite reliable. Expect to get 200,000 km before it needs a rebuild, but check the oil to see that it’s been changed regularly. The oil should be nice and red, not black and thick.Oil leaks around the power steering are common, and best seen from under the car. Look around the seals on the rack.Body tightness is generally good, so don’t expect to find too much in the way of squeaks and rattles.Do the normal checks of looking at body gaps, open all doors and watch for any that drop when they open, check door openings for signs of overspray, and check the whole body for any colour mismatch that might indicate it’s been in a crash.LOOK FOR• lots of room for rear seat passengers• huge boot• prestige styling with wraparound panoramic rear window• simple mechanical package• smooth comfortable ride• calm and quiet interior ambience

Imported one-tonne utes have become the staple of local trades and businesses that want a tough work vehicle that can carry a decent load around the job site, and Holden’s Rodeo is one of the leading models. The Rodeo first showed up on the local landscape in the ’70s when Holden’s utes began to lose favour with tradies. They simply became too expensive compared to the imported utes, which despite being a bit rough and unrefined conquered the market.While local utes have made a comeback in recent times, they’re now more a lifestyle vehicle for people who want a dual purpose daily driving weekend escape car. The imports have mostly stuck with their strength, which is their carrying capacity and their toughness on and off road.Even so the importers have keenly watched the growth in the popularity of the local utes and have also attempted to address the demand for cool vehicles without giving away the advantage they hold in cargo capacity.The all-new RA Rodeo hit the market in 2003. It was bigger, more powerful, better equipped, safer and Holden also claimed it was tougher than ever before.As with all cars looks are important in the ute market and the new Rodeo arrived with a new muscular look that was perfectly appropriate for the segment. All sat high and handsome making it difficult to pick a 2WD from a 4WD model, which ensured all had a rough and tough look on the road.Built on a tough chassis the RA Rodeo boasted substantially increased torsional rigidity, up by as much as 60 per cent, and that equates to better crash protection and a more stable platform for better handling.The RA’s larger external dimensions translated into more space inside the Rodeo’s new cabs, which delivered substantially more leg room, shoulder space and head room than the outgoing model. Wider and higher doors across the range made it generally easier to get in and out, with wider opening doors made it easier to get in and out of crew cabs.Inside, the dash was what you might expect to find in a passenger car, while easy to read graphics on controls and instruments, a new four-spoke steering wheel and upgraded sound systems made the RA feel even more car-likeFor power Holden offered the choice of three engines; a locally developed 2.4-litre single overhead camshaft fuel-injected four-cylinder which produced 94 kW at 4800 revs and 207 Nm at 3200 revs, a 3.5-litre all-alloy double overhead camshaft V6 that boasted peaks of 147 kW at 5400 revs and 280 Nm at 3000 revs, and a 3.0-litre turbocharged four-cylinder diesel which delivered 96 kW at 3800 revs and 294 Nm at 2400 revs.There was a choice of manual or automatic transmissions across the range, and a choice of two or four-wheel drive, the latter with a choice of two-wheel drive, and high and low range four-wheel drive.All models, except for the entry-level DX 2.4-litre two-wheel drive, which had coil front springs, had torsion bars at the front and heavy-duty leaf springs down back.All models had rack-and-pinion steering, and all but the DX base model also had speed sensitive power assistance.There were three models, the DX entry level, the LX and the range topping LT, three body styles, single cab, space cab and crew cab, with a range of two and four-wheel drive variants. In total there were 56 model variants to choose from.As the Rodeo is essentially a work vehicle it’s important to look for signs of damage caused in the day-to-day grind on the job site. Look carefully for dings and scrapes on the body, outside and inside.Check for wear and tear inside from big burly bodies getting in and out. Things like rips and tears in trim, broken plastics on controls often used and sometimes abused.Not surprisingly for a vehicle meant to carry a substantial load the Rodeo’s ride is firm, although it gets better when there’s a load in the back. It also has a large turning circle so allow plenty of room if you’re doing a U-turn.Although it’s noisy the diesel is the pick of the engines. It’s got plenty of get up and go and returns decent fuel consumption. The V6 has even better performance, but it’s a gas-guzzler.If you prefer the V6 it might be wise to consider switching it to dual-fuel to cut running costs. Holden has a dual-fuel system available which is a sequential vapour-injection system that offers equivalent power and performance whether on petrol or gas.Increased chassis rigidity proves a stable platform for responsive handling that increases the ability to avoid a crash, and the Rodeo has side intrusion bars for protection in side impacts.ABS adds another level of crash avoidance on the LT, which also boasts dual front airbags in its list of standard features. Airbags are also optional on the LX models.Hugh Eastwood owns two RA Rodeos, an LX Cab chassis for work and an LT Crew cab for recreation, both with the 3.5-litre V6. The work truck is always fully loaded, but performs very well, he says. The V6 has plenty of power, the gearbox is smooth and easy to use, and the brakes have no problems stopping well over two tonnes. The LT Crew cab has all the same positive characteristics, however he finds the ride is too firm without a load and the gearing is to low for normal road use. Two major drawback with both are the massive turning circle, and very high fuel consumption – 16 L/100 km – whether loaded or not.Steve Hoogen owns a 2004 Rodeo LX Duel-cab 4WD five-speed manual diesel long wheel base tray top and loves it. It does everything he expects of it well, with great fuel consumption – 10 L/100 km – around town and a bit better on freeway. He says he would like another gear for speeds over 80 km/h. It handles and brakes well on the road and is great off road. The ride is good with a little weight in back or four on board, but a bit hard when riding solo and empty.• Strong masculine styling• Roomy interior with larger cabin• Thirsty V6 engine• economical diesel engine top choice• Large turning circle• Hard ride, particularly when empty• Tough work ute with good performance and roomy cabin, but gas guzzling V6 petrol engine.

The original Holden One Tonner was a runaway success so there was good reason for Holden to develop a new generation Commodore-based tray top. The original One Tonner was released with the HQ model in 1971 when it added a whole new dimension to the good old Aussie ute. At the time the traditional Aussie ute, basically a light three-quarter tonne workhorse, was under siege from a new wave of Japanese utes, which could all boast a full one tonne payload.They might have been rough and rugged compared to the car-based ute, but the new imports were competitively priced and got the job done when your priority was work biased. The Holden One Tonner redressed the balance somewhat by offering local tradies a tough-as-nails work ute that could carry a full one-tonne payload with much of the comfort of a passenger car.While it was a huge success there was no holding back the tidal wave that was the Japanese one-tonne utes, even Holden had one in the form of the Rodeo, and the Holden One Tonner was sent to the automotive graveyard in the mid-1980s.The regular Holden ute carried on with a Commodore-based model after a short hiatus, but over time became less of a hard-core worker and more of a dual purpose work and play model. There are those within Holden who call it Australia’s own two-door sports car.But there was always a demand from tradies who wanted a smart looking ute that was still capable of doing a hard day’s work.Holden was in a sentimental mood when it released the new One Tonner based on the VY Commodore ute in 2003. It came in the wake of the new Monaro, which was then proving a hit with the car buying public, and that must have given Holden the confidence to resurrect another of its treasured icons of the past.MODEL WATCHCreating the new One Tonner wasn’t a simple cut and shut job on the Commodore-based Ute. The Holden ute didn’t have a chassis so the engineering team had to design an entirely new chassis frame and graft it to the Ute’s cabin.The new One Tonner was part monocoque and part chassis frame. The frame was bolted on to the back of the cab rather than welded as is the more common practice, but Holden claimed its method of construction was a more robust one.With a wheelbase of 3200 mm the new One Tonner was the longest in its class, and it was wider and higher than its Ute cousin. Importantly it had a payload capacity in excess of one tonne once allowance was made for fuel, passengers and additional equipment like tray bodies and bull bars etc.The One Tonner lent itself to a broad range of body styles to suit the owner’s needs, from aluminium dropside trays to a stylish wooden flat top bed.Up front the cab was the familiar comfortable Ute cabin with all of the Commodore features like cloth-trimmed bucket seats, centre console and power mirrors in the base model, while the ‘S’ model had air-conditioning, power windows, a leather-wrapped steering wheel and alloy wheels.Buyers could choose from the 152 kW 3.8-litre Ecotec V6 with the Aisin 4L60 four-speed auto transmission, or the optional 225 kW 5.7-litre Gen III V8 which was available with the heavy-duty Aisin 4L65 four-speed auto or a six-speed manual gearbox.Underneath the front suspension was the familiar Commodore MacPherson Struts with coil springs and an anti-roll bar, but the rear suspension was an all-new live rear axle with leaf springs, which was rated to carry 1800 kg.A VZ update in 2004 brought the 175 kW Alloytec V6 engine, 10 kW more power for the V8, a six-speed manual transmission for the V6 and upgraded autos, and VZ styling.IN THE SHOPThe One Tonner hasn’t been without its problems, most notably with the rear axle, which has been a constant source of drama for many owners. Gear noise and clunking has been the subject of regular complaints from owners and Holden’s answer has been to replace offending axles. Sometimes it has provided a satisfactory fix, other times it hasn’t.One owner claims to have fixed the problem by increasing the oil capacity of the rear axle by fitting a larger hat available on the aftermarket.In addition there is also the ongoing noise and oil consumption problems of the Gen III V8, so it’s worth checking for oil consumption records for a V8 One Tonner and carefully listening for any light tapping noises coming from the engine at idle or as the throttle is blipped. A check when the engine is cold might be enlightening as well.Otherwise the One Tonner is a fairly robust unit, the economical ECOTEC 3.8-litre V6 stands up well and is probably the better buy if your priority is a workhorse. It’s quite economical with owners reporting fuel consumption numbers in the 10-12 L/100 km range.The new Alloytec V6 is causing some consternation with owners reporting high oil consumption and disappointingly high fuel consumption in the region of 12-14 L/100 km.Look for body damage caused by a hard life on the work site, One Tonners used for work purposes are exposed to a greater chance of accidental damage because they spend their time around moving equipment and carry tools and materials that can damage bodywork.IN A CRASHAll models had a driver’s airbag as standard with the option of a passenger’s airbag.Anti-skid brakes were standard on the ‘S’ model, optional on the base model.OWNERS SAYMark Williams wishes he hadn’t bought VZ One Tonner. It was the 18-year-old chippie’s first car and he reckons it should have been painted lemon yellow instead of the black he ordered. The window tinting bubbled shortly after he took delivery of it, and in less than 22,000 km from new the Alloytec V6 has used oil at an alarming rate, the exhaust has been replaced, the brake rotors have been machined at least twice to fix its squealing brakes which continue to howl, and the auto transmission sometimes slips in first.LOOK FOR• Economical ECOTEC V6 in VY models• high fuel consumption in Alloytec V6• oil consumption and piston rattle in V8s• full one-tonne payload• sporty Commodore looks• car-like comfort• rear axle whine a sign of impending failureTHE BOTTOM LINEGreat idea but the One Tonner has been plagued with problems, particularly the rear axle, and it seems the new Alloytec V6 engine uses excessive oil and fuel.RATING50/100

Holden took everybody by surprise when it unveiled a slinky new coupe concept at the 1998 Sydney International Motor Show. The Commodore-based coupe was a well-kept secret and was the hit of the show.At the time of the unveiling it didn’t have a name, it was simply called the Commodore Coupe, but it wasn’t long before it was being called a new Monaro after Holden’s classic 1960’s coupe.Although there was some resistance to the name inside the company there was no denying public pressure and it was eventually decided to reprise the Monaro badge for the new millennium remake. A modern day classic was born.MODEL WATCHThe Monaro was launched in 2001 and remained true to the concept coupe. There were a few changes, but they were minor and barely noticeable.At the front, apart from a new grille and headlights, there was little to distinguish the Monaro from the Commodore, but rear of the A-pillars it was all new. The roof line was 40 mm lower and sleeker, the B-pillars were moved back to make the doors 150 mm longer, and the rear was shortened by 100 mm.Holden released two versions at launch, the supercharged V6 CV6 and the Gen III V8 CV8. Holden’s idea was that the Monaro would be a sophisticated grand tourer in the European mould and would attract buyers who didn’t necessarily want a thundering V8 under the bonnet.Unfortunately it would prove to be a miscalculation and the 171 kW blown six was an overnight orphan, and quickly dropped from the range as buyers flocked to the CV8.The V8 was the familiar 5.7-litre Gen III all-alloy V8 imported from North America. A pushrod design with two valves per cylinder the Gen III put out 225 kW at 5200 revs and 460 Nm at 4400 revs.Unlike the earlier Holden V8 the Chev unit was a high revver with less punch down low. When revved it would get up and go hard, but with the six-speed manual gearbox it could also be quite economical with a light right foot.There was also a four-speed auto available, which was less exciting, but meant you weren’t constantly shifting gears as you tended to be with the manual.Underneath, the Monaro was familiar Commodore, with MacPherson Strut front suspension and semi-trailing arm independent rear suspension.Brakes were discs all round, and ABS was standard along with traction control.Appropriately for a car at the upper end of the range the Monaro came fully equipped. Leather trim was standard, along with air-conditioning, cruise, 18-inch alloy wheels, trip computer, auto headlights, power seats with memory settings, and premium sound system with 10-stack CD changer.IN THE SHOPThe Monaro suffers the same problems as the mainstream Commodore. Owners report small glitches in power window winders, high mount brake lights coming adrift among the more common problems.The most concerning issue is with the Gen III V8 engine and the well reported piston rattle and oil consumption problems. Some engines suffer from piston rattle, best heard as a light metallic rattling noise when cold, others from high oil consumption, as high as five litres between oil changes, and others have both problems.Holden claims the problems affect around 20 per cent of engines, and claims to have fixed them by rebuilding problem engines with Teflon-coated pistons and reduced piston to bore clearance.Most owners are happy with the fix, while others report that the problem has returned after 30-40,000 km. Some engines have been rebuilt more than once.When considering buying a CV8 take the time to listen for the piston rattle, and ask the owner if the engine has shown any problems or been rebuilt.Once you’ve bought the car keep a close eye on the oil consumption with regular checks. If the engine is consuming oil keep a record of how much oil you add at what odometer readings.Failed supercharger nose bearings are common on the CV6, but changeover blower noses are available.IN A CRASHThe Monaro was fitted with driver, passenger and side airbags for comprehensive all round crash protection. It’s not included in the recent used car safety survey, but the VT/VX Commodore is and that rates significantly better than average for occupant protection, but worse than average in protecting others.OWNERS SAYWolf Haefele fell in love with the Monaro when he saw it at the Sydney International Motor Show. He loved its shape and thought it was the most beautiful coupe ever. He bought his in 2002. He’d only had Japanese vehicles before the Monaro, but was convinced to buy his first Holden after being invited to a Monaro drive day with Peter Brock. The Monaro handled exceptionally well, had plenty of power, but also had the trim and quietness of a luxury car. It has now 16,000 km, and has been very reliable; his only complaint is that the boot hinges eat up the cargo space.LOOK FOR• Head turning looks• Wild hero colours• V8 performance• V8 piston rattles and high oil consumptionTHE BOTTOM LINEStylish coupe with head turning looks, wheel spinning performance, and future classic potential.RATING80/100

Holden’s decision to close the current chapter of the Monaro legend with a special limited edition model evokes memories of 1976 when the company also chose to give the first generation coupe a special send off.Holden’s decision to close the current chapter of the Monaro legend with a special limited edition model evokes memories of 1976 when the company also chose to give the first generation coupe a special send off. Like today’s CV8-Z the LE Coupe was a limited edition model.Holden realistically said from the outset that it expected the high demand for the new generation Monaro would slow once the pent up demand was satisfied. In the minds of the men in charge it was never a given that the Monaro would go on forever.Their thinking was based on the experience of the first Monaro, which was enormously popular to begin with, but by 1976 sales had slowed to a trickle once the popularity of the two-door coupe faded.The HX LE Coupe Holden produced in 1976 was designed to use up the two-door coupe bodies Holden found itself with. It was a parts bin special that cleaned out the warehouse of parts that would otherwise have sat gathering dust in the corner. A smart marketing move.MODEL WATCHDebate today rages over the name of the LE, specifically on whether it’s a Monaro or not. Officially Holden never labelled it a Monaro, and it never carried Monaro badges, but time has blurred the picture and it’s now generally referred to as a Monaro by enthusiasts.Officially the last coupe of the first generation was an LE, for Limited Edition, which denoted the fact that just 600 would be built. Holden’s marketing people described it as a luxury town car with sports car performance. In other words it was a luxury sports coupe with the emphasis on luxury.The LE was a blend of Monaro LS and Caprice luxury sedan. Holden’s then head of design, Leo Pruneau had more influence over the LE than anyone and he fitted it with every feature he could, which helps explain why it was the most expensive Holden you could buy at the time.Outside, the LE was readily distinguished by its metallic red paint, gold pinstripes and LE badging, and gold honeycomb wheels lifted straight from the Pontiac parts bin.Inside, it had red velour trim with plaid inserts in the seats, matching deep cut pile carpets, liberal splashes of burr walnut over the dash and centre console, and a sporty three-spoke steering wheel.The list of standard features was extensive for the time, and included air-conditioning, power windows, power antenna, push-button radio, and quadraphonic cassette sound system.For power the LE had Holden’s 308 cubic inch V8 with a three-speed Turbo-Hydramatic auto transmission. With 161 kW on tap the 1613 kg coupe would rush to 100 km/h in a little over nine seconds and account for the standing 400-metre sprint in a tick over 17 seconds.The LE had power steering, braking was by power-assisted discs at the front and drums at the rear, and it had coil springs all round.IN THE SHOPThe HX saw the introduction of the first serious Australian exhaust emission laws and the measures taken to meet those laws were rather agricultural by today’s standards. They robbed the V8 of much of its power and made it sluggish alongside some of its predecessors.For that reason it’s most likely that the LE coupes that have survived will have been modified to restore their power and performance. Expect to find aftermarket carburettors and intake manifolds, and perhaps modified cylinder heads and other more substantial internal modifications.In standard form the HX V8 suffered from warped inlet manifolds, was prone to cylinder head gasket leakage, camshaft wear at the rear of the shaft, and various oil leaks.Other than that the LE mechanical package was pretty tough and didn’t give too much trouble. Remember though that it’s now 30 years old and anything that hasn’t been rebuilt probably needs to be.Look for rust in the bottoms of the front guards, the bottoms of the doors, and rear doglegs. It’s also worth checking the boot floor and the cabin floors.IN A CRASHWith cars as old as the LE the safety systems are the seat belts, they should be checked for wear on the webbing, the collapsible steering column and the designed-in body crumple zone.LOOK FOR• Originality underpins resale value• Reasonable potential to increase in value• Modifications that might reduce collectability• Stylish classic coupe• Sluggish performance• Affordable classicRIVALS• XC Ford Cobra coupe – 1978 – up to $30,000• Valiant Charger 770 – 1975-1977 – up to $12,000THE BOTTOM LINEAn affordable and stylish classic coupe that’s fun to own now and likely to increase in value in time.RATING75/100

Fifty years ago this October the first FJ Holden drove off Holden’s Fishermans Bend assembly line and on down the road to become Australia’s most loved car. It was easy to love the FJ with its broad toothy grin of a grille, flashy two-tone paint, bright chrome work and perky little tail fins. The FJ was little changed from the first Holden of 1948, but the upbeat styling gave it a personality that was bright and bubbly compared to its more serious predecessor.The FJ was the vehicle of choice for most Australian families in the mid-1950s, many of whom were taking to the road for the very first time as motoring became affordable for the ordinary man in the street.A decade later a hot FJ was as good as it got for a generation of baby boomers who were leaving the nest with their foot firmly planted on the throttle.The FJ is now regarded with great fondness as the car that powered Australia out of the gloomy war years.MODEL WATCHIf there wasn’t much choice for buyers of the first Holden there was plenty to satisfy buyers of the FJ. The sedan and ute were carried over from the 48 series, but the big news with the FJ was the ‘Special’, and a few months after the launch Holden added a panel van to the range for the first time.Mechanically the Special wasn’t any different to the Standard FJ. It had the same package of six cylinder engine and three-speed column-shift manual gearbox, but there were plenty of comfort and convenience features to get excited about.Deluxe leather replaced vinyl on the bench seats, there were arm rests on the front doors, the interior light came on when you opened the doors, there was a cigarette lighter, chrome surrounds around the gauges, the dash grille extended across to the glove box, the rear passengers had straps to hang on to as the FJ leaned over rounding corners, and knobs on the window winders and windscreen wiper switch were black with a nifty chrome insert.A Special could be recognised from the outside by its chrome window trims, chrome belt line trim, the small fins mounted on the rear guards, and the Holden Special script badge on the boot lid. A snappy two-tone paint scheme was available for the first time.By today’s standards the FJ’s performance was pedestrian, but for the time it was quite zippy. The 2.15-litre overhead valve six-cylinder ‘grey’ motor only produced a modest 45 kW, but it was relatively torquey and when combined with its low gearing meant the 1016 kg four-door was quick off the mark.Times meant little back then so a standing quarter-mile time the wrong side of 21 seconds, and a top speed of 135 km/h, were of little consequence to a driving population who appreciated more the FJ’s low down pulling power and high ground clearance that allowed it to go places some of today’s soft four-wheels drives would struggle to reach.Back in 1953 Holden’s first auto trans was still seven years away, the first four-speed manual even further off in the future. The only gearbox available in the FJ was a three-speed manual that had synchromesh on second and top gears only and was shifted by a lever mounted on the steering column. It was anything but sporty and shifting gears couldn’t be rushed.The FJ’s suspension was simple but effective, independent control arms with coil springs at the front and a live axle with leaf springs at the rear. The first Holden had lever action shocks, but these were replaced by telescopic shocks shortly before the FJ was launched and carried over to the new model.Brakes were hydraulic, but had no assistance, which made them fell wooden and lacking in effectiveness although they were adequate for the day.Likewise steering was vague and lacked the feel that is commonplace today, but the traffic conditions of the day were less demanding of vehicle dynamics so the FJ was at home.ON THE LOTIt is thought that fewer than 1000 of the 169,000 FJs produced between October 1953 and July 1956 have survived, but rarity has done little to lift the value of those left.Fully restored FJs like Allen Bridges’ beauty would be worth up to $15,000 on the collector car market, but most are worth much less than that. A sound driving roadworthy car could be bought for between $5000 and $10,000. Cars needing attention are readily available for less than $5000.Specials are more desirable than the plain Standard models. Utes are always in demand and Panel Vans are quite rare.IN THE SHOPAny car that is 50 years old can be expected to be worn out, with rust eating away at its tinwork, and the FJ is no different.Engines, gearboxes, diffs, suspension, steering and brakes are all likely to be in need of attention to bring them up to good working condition, but the good news is that parts are readily available and expertise is at hand to do anything and everything you might need done.An FJ would be a beaut project for a young learner mechanic. They’re simple and straightforward to work on for anyone with a little mechanical aptitude and the result can be rewarding.Rust is the FJ’s perennial enemy. Expect rust in the front subframe, the bottoms of the front guards, the doors, and the floor pan, so check carefully and buy the car with the least rust.Body panels and repair sections are available from places like Rare Spares, but body repairs can be expensive if you have to call on experts.HOP IT UPHopping up an FJ Holden was all the rage in the ’60s when young guys would bolt on a pair of Stromberg carbs, maybe throw in a hot cam, some headwork, and bolt on a set of extractors and have one of the hottest set of wheels on the road.Today there’s much more scope to improve on the General’s original work and make the FJ a decent daily driver today.It’s easy to drop in a later Holden six, maybe with a set of SU or Stromberg CD carbs, a Yella Terra head, hot cam with some roller followers, add a set of extractors and you’ve got some extra get up and go.For more modern grunt go for a fuel-injected Holden V6. A number of specialists offer kits to fit the V6 into older Holdens like the FJ, and they can advise on the whole job. Before you tackle a job like that check with Vicroads (RTA) to make sure you cover all the legal bases before you break out the spanners.It’s one thing to inject your old Holden with more power, it’s another thing to expect the old FJ’s brakes and suspension to keep up. Fitting disc brakes to the front is a relatively simple job and highly recommended, as are modern shock absorbers, and tyres, and even rack and pinion steering.Also consider updating safety items like windscreen wipers, turn signals and safety belts if you’re planning to drive your FJ every day.OWNER’S VIEWAllen Bridges bought his ’55 FJ Special from a family friend in 1991, some 12 years after its original owner had passed on.It had 153,000 km on the odometer and was well past its prime, but Bridges carried out a thorough restoration in which the body was stripped back to bare metal, then repaired and repainted. He also refurbished the complete mechanical package and had the interior retrimmed.Such was the quality of the restoration that it has been a regular trophy winner at FJ shows since it was put back on the road.According to Bridges the FJ is a joy to drive. It keeps up with traffic quite well, and will still do around 135 km/h on the highway, but you have to be aware of its shortcomings, particularly its braking and handling.LOOK FOR• beaut happy face• friendly greetings from passers-by• body rust• worn out mechanicals• plenty of parts for restoration• cheap and cheerful classic

There were few finer cars than the FE Holden when it was launched in 1956. Holden was flying high at the time, riding a wave of unprecedented popularity at the top of the local car market just eight years after the very first Holden was launched.The FE was an important model in the early development of the Holden. It was the first car effectively designed and developed here in Australia and brought Holden right up to date with the latest developments occurring in the US.Earlier models, the 48-215 and the FJ, were based on pre-war designs and were showing their age by the mid-1950s despite being popular with local buyers.The FE brought a touch of Hollywood to Australia with its contemporary styling, and bright stainless and chrome body trim.MODEL WATCHLike everything in the 1950s the Holden was growing bigger and bolder, the FE being longer and wider, with a longer wheelbase and track than its predecessors.But it was also lower and sleeker in line with the styling trends being set in the US. One look at the 1955 Chevrolet and you can see the source of the FE designer’s inspiration with its low belt line, large glass area, headlight brows and egg crate grille.Mechanically the FE was much the same as its predecessors. The engine was the same 2.15-litre overhead valve six-cylinder “grey” motor, but it could boast an additional seven kilowatts over the FJ’s 54 kW thanks to higher compression and better breathing through larger valves and better porting. When wound up an FE could reach the heady speed of 130 km/h, no mean feat in the 1950s.It was linked to the same three-speed manual gearbox, which had synchromesh on the top two gears and was shifted by a lever on the steering column.The end of the driveline was the same solid rear axle, but it was beefed up with new rear axle shafts for improved durability.Underneath, the suspension was largely unchanged. The same independent front suspension had coil springs and tube shock absorbers, while the back rode on leaf springs and tube shocks.Other improvements that arrived with the FE were 12-volt electrics, 13-inch wheels, a hydraulically operated clutch, and recirculating ball steering.Gone was the starter button, the FE could be started with the key, but the windscreen wipers were still vacuum operated, and windscreen washers were optional, as were heaters and radios.The big news with the FE was the arrival of the first Holden Station Wagon, a stylish five-seat wagon with plenty of storage space behind the rear seat. The wagon was offered in Special and Standard versions.In addition to the new wagon models Holden offered Standard, Business and Special sedans, a utility and a panel van.What made the Special, well, special, was the extra stainless steel and chrome body trim, the “Special” badges, the front number plate surround, and turn signal lamps.IN THE SHOPCondition, condition, condition is the catch cry of the classic car enthusiast, and it’s the key thing to keep in mind when shopping for your dream ride.If you’re buying a car that someone else has restored check it thoroughly for authenticity and completeness. Make sure the work that has been done is of a high standard. Check the body for the presence of excess filler, a good sign the body has been done up by an amateur. Some filler is fine, but too much will prove a disaster in the long term. Ask for receipts for work done so you can see what has been done, and by whom.Most old car enthusiasts prefer to buy a car that is run down so they can have the fun of bringing it back to life. If you’re one of these remember that money spent is money you’re unlikely to recover when you come to sell the car.Restoring an old car is always expensive, the costs usually exceed the value of the car once it’s completed so you need to be aware of that and determine to get your money’s worth out of it by having some fun driving it.When buying an FE look for rust in the bottoms of the doors, the lower sections of the front and rear guards, the rear dogleg, the front and rear floors and the boot floor. Also check carefully around the windscreen and rear window. Rust is expensive to fix properly so look for a car that has minimal rust, perhaps one that has been garaged all its life.Mechanically there is little to worry about. The grey six is tough and reliable, but is almost certain to need rebuilding, which is easy with parts readily available.The gearbox could be noisy and in need of bearings, which is not a problem, but make sure the synchros are working smoothly. The three-speed has synchro on second and third so make sure the gears can be engaged smoothly without baulking.Inside, the trim will most likely be worn, torn or faded so be prepared to have it retrimmed.Make sure it’s complete with all the correct chrome and stainless jewellery as this can be hard to find if you need to.LOOK FOR• easy driving affordable classic• punchy performance ensures it will keep up with modern traffic• classic 1950s styling• easy to restore• good supply of partsTHE BOTTOM LINEThe FE is a cool affordable classic that is easy to restore and maintain, but don’t think about it for everyday transport.RATING60/100