Browse over 9,000 car reviews

Holden Monaro 2005 Problems

Are you having problems with your 2005 Holden Monaro? Let our team of motoring experts keep you up to date with all of the latest 2005 Holden Monaro issues & faults. We have gathered all of the most frequently asked questions and problems relating to the 2005 Holden Monaro in one spot to help you decide if it's a smart buy.

Browse by

Show all

Used Holden Monaro review: 2001-2006

A two-door Commodore Coupe in concept form was shown at the 1998 Sydney Motor Show and was the undoubted star of the show. Three long years later the third-generation Holden Monaro hit the road in December 2001.

The new Holden Monaro shared most of its platform with the Commodore sedan, but the body was 100 mm shorter than the sedan’s. Monaro can seat two passengers in reasonable comfort in the back seat, headroom may be problem, legroom is fine for most people.

The interior is more distinctive in its finish than the Commodore sedan and even the least expensive Monaro model has leather trim. The front seats have power operation and a smart release mechanism that makes them slide forward automatically to let people into the back.

The boot is voluminous, partly because it houses a space-saver spare wheel instead of a full-size unit. The rear seat backs don’t fold down to increase boot space. Styling changes with the introduction of the Monaro Series II in December 2002; and the Series III from August 2003 were relatively minor.

But the VZ Monaro of September 2004 had a much gutsier look thanks to the use of the bonnet scoops developed for the Pontiac versions of the coupe. That car was built in Australia and exported to the USA as part of an impressive program that worked nicely for the Australian automotive industry back in its heyday.

Two engines were initially offered in the new Monaro: a supercharged 3.6-litre V6 and a powerful 5.7-litre V8. Buyers overwhelmingly went for the bent eight and the V6 was quietly slipped from the scene midway through 2003.

Monaro V8 came with a limited slip diff, 18-inch alloy wheels, premium stereo system, Variatronic steering, 12-function trip computer, automatic operation, road-speed dependent windscreen wipers, a three-position driver’s seat memory and climate-controlled air conditioning.

Compared with the Commodore, Monaro’s suspension has a sportier tune. Some owners looking for a cruiser, rather than a bruiser may find it overly stiff. Others will grumble about road shock coming up the steering column. As always, try before you buy.

The V8’s steering is sharper and more responsive than the six, again because it’s aimed at the sports buyer. Holden Monaro is not as quiet as the sedan, though it's better in this regard on rough roads than many imported coupes, including those carrying upmarket German badges and selling for big dollars.

There are front and side airbags for the front occupants. They also get height-adjustable pyrotechnic front seat belts and anti-submarining ramps. ABS brakes try to prevent the need of the previously mentioned items.

Traction control complements the safety package, cutting back power if one rear wheel should rotate faster than the other. These were early days in electronic traction control and keen drivers will find it’s too intrusive and that it doesn’t turn off quickly enough.

Both Monaro models have an adjustable steering column, engine immobiliser, remote releases for the boot lid and fuel flap, power door mirrors, mobile phone point, a decent audio system with steering column controls, and driver's seat lumbar adjustment.

The Monaro V6 and V8 are both genuine performance cars, costing much less than imports with similar performance and handling. Holden Special Vehicles (HSV) introduced its hotter variants of the new Monaro in December 2001. However, it didn’t call its car ‘Monaro’, simply tagging it ‘HSV Coupe’.

The additional HSV body bits give the HSV Coupe a lower, more aggressive look. Some of the new styling harks back to the days of the old 1960s and ‘70s Monaros - check out the ‘gills’ behind the front wheels, as well as cues to the previous wheel covers in the new alloy wheels.

A fascinating version was the HSV Coupe 4, launched in December 2004 it uses a four-wheel-drive system to further aid traction. However, its added weight and the loss of most of the boot space meant it never really took off. Indeed, its rarity value may move it into collector status in the future, no promises though...

Spare parts are still available for these Monaro and are not over expensive, particularly if they are straight Commodore bits. It goes without saying that there are Holden dealerships in just about every town of any significance in Australia. Parts that are unique to the Monaro may not be stocked in more remote regions, but it seldom takes more than a couple of days for them to be transported from the spare parts facility.

Basic service and repair work can be taken on by good amateur mechanics. There's plenty of underbonnet space in a large car like this. Don’t touch any item that may be safety-related unless you know what you are doing. And it's wise to have a workshop manual at your elbow before beginning work.

Insurance premiums are usually higher than for the equivalent Commodore, reflecting the sporting nature of the typical buyer. But the costs are certainly not prohibitive. Monaros are generally bought by enthusiasts and are maintained strictly by the book. Ask to see the complete service record, a good one will probably add to the value of the car. Keep it up and you will find your Monaro easy to sell.

Despite doubters saying the new Monaro would be a fast-fashion item and wouldn’t last it continued to sell strongly for several years, before finally being discontinued in July 2006.

WHAT TO LOOK FOR

Engines should start easily and idle smoothly virtually from the moment they light up.

Check that the correct oil pressure is reached pretty well straight away. This is best done with the engine stone cold, preferably after and overnight stop.

Look for signs of body damage and for crash repairs. If there's the slightest doubt as to the body’s condition have a professional give it a thorough inspection.

Manual gearboxes should be quiet in operation and pick up lower gears during all changes with no graunching. The change action isn't the lightest around, after all these are large cars with big-torque engines, but if one feels too bad be very suspicious.

Make sure the automatic transmission changes smoothly and quietly, it should be virtually seamless except when accelerated hard.

We have seen damage on the bumper corners, these are big cars and can be hard to squeeze into tight parking spots.

Check the condition of the complete interior, particularly for signs of sun damage on the dash pad and rear shelf.

Look for scuffing of the front seat backs where people have squeezed through to the rear area.

CAR BUYING TIP

Before buying an enthusiasts car check to see if there’s an owners’ club. These can be exceptionally good sources of information - and someone may already know of the car you’re considering.
 

Read the article
Used Holden Monaro review: 2001-2006

A two-door Commodore Coupe in concept was the runaway star of the 1998 Sydney Motor Show. Interestingly, Holden use the name Monaro for this stunning two-door, saying a fresh new model needed a new name, hence the tag of Commodore Coupe. 

The public strongly disapproved, demanding that the car be called Monaro and, a long three years later the new Monaro finally hit the road in December 2001.

The new Monaro shared its wheelbase and much of its drive train with the Commodore sedan. But, obviously, many body panels were unique to the coupe.

The body is 100 mm shorter than the sedan’s but two passengers can sit in reasonable comfort in the back seat. Headroom is the governing factor, not legroom. So take a couple of tall passengers for your road test.

The interior is more distinctive in its finish than the sedan’s. Even the less expensive Monaro model has leather trim. The front seats have power operation and a smart release mechanism that makes them slide forward automatically to let people into the back.

The boot is surprisingly voluminous, even more so because it houses a space-saver spare wheel instead of a full-size unit. The rear seat backs don’t fold down, so you can’t increase boot space.

Styling changes with the introduction of the Monaro V2 Series II in December 2002; and in the V2 Series III from August 2003 were relatively minor. 

The VZ Monaro of September 2004 had a much gutsier look thanks to the use of the bonnet scoops developed for the Pontiac versions of the coupe that were built in Australia and exported to the USA.

Only two engines were offered: a  supercharged 3.6-litre V6 and a powerful 5.7-litre V8. Buyers overwhelmingly went for the bent eight and the V6 was quietly slipped from the scene midway through 2003.

The V8 came with a limited slip diff, 18-inch alloy wheels, premium stereo system, Variatronic steering, 12-function trip computer, automatic operation, road-speed dependent windscreen wipers, a three-position driver’s seat memory and climate-controlled air conditioning.

Compared with the Commodore, Monaro’s suspension is less compliant to suit its sporting nature. Some owners looking for a cruiser and not a bruiser may find the springing too stiff. Others will grumble about road shock coming up the steering column.

Both the V8 and V6 have great steering systems but the V8’s steering is sharper and more responsive than the six, again because it’s aimed at the sports buyer.

Holden Monaro is not as quiet as the sedan, though it's better in this regard on rough roads than many imported coupes. 

There are front and side airbags for the front occupants, height-adjustable pyrotechnic front seat belts and ramps in the front seats to prevent someone slipping under the safety belt during a collision. ABS brakes try to prevent the need of the previously mentioned items.

Traction control complements the safety package, cutting back power if one rear wheel should rotate faster than the other. However, keen drivers will find it’s too intrusive and doesn’t back off again quickly enough.

Both Monaro models have an adjustable steering column, engine immobiliser, remote releases for the boot lid and fuel flap, power door mirrors, mobile phone point, a decent audio system with steering column controls, and driver's seat lumbar adjustment.

The Monaro V6 and V8 are both genuine performance cars, costing much less than imports with similar performance and handling.

Holden Special Vehicles (HSV) introduced its hotter variants of the new Monaro in December 2001. However, it didn’t call its car ‘Monaro’, simply tagging it ‘HSV Coupe’. The Melbourne based HSV operation said it wanted to differentiate its versions from the Holden original.

The HSV body revamping gives the HSV Coupe a lower, meaner look. Changes to the body hark back to the days of the old 1960s and ‘70s Monaros in the ‘gills’ behind the front wheels, as well as cues to the old wheel covers in the new alloy wheels. Clever stuff.

A fascinating version was the HSV Coupe 4, launched in December 2004 it uses a four-wheel-drive system to further aid traction. However, its added weight and the loss of most of the boot space meant it never really took off in buyers’ minds.

Spare parts are still available for these Monaro and are pretty reasonably priced. It goes without saying that there are Holden dealerships in just about every town of any significance in Australia.

Bits that are unique to the Monaro may not be stocked in more remote regions, but it seldom takes more than a couple of days for them to be transported from the spare parts facility.

Service and repairs are often within the ability of the good amateur mechanic and there's plenty of underbonnet space in a large car like this. As always, don’t touch any item that may be safety-related unless you know what you are doing. And it's wise to have a workshop manual at your elbow before commencing.

Insurance premiums are usually higher than for the equivalent Commodore, reflecting the sporting nature of the typical buyer. But the costs are certainly not prohibitive.

Despite doubters saying the new Monaro would be a flash in the pan and wouldn’t last it continued to sell strongly for several years, before finally being cancelled in July 2006. 

Quite a few were exported to the USA and sold in solid numbers, though with their steering wheels on the wrong side for Australia. It will be interesting to see if any re-imports get back to this country.

Monaros are generally bought by enthusiasts and get servicing strictly by the book. Ask to see the complete service record. Engines should start easily and idle smoothly virtually from the moment they light up.

Manual gearboxes should be quiet in operation and pick up lower gears during all changes with no graunching. The change action isn't the lightest around, after all these are large cars with big-torque engines, but if one feels too bad be very suspicious.

Make sure the automatic transmission changes smoothly and quietly, it should be virtually seamless except when accelerated hard.

Check that the correct oil pressure is reached pretty well straight away. This is best done with the engine stone cold, preferably after and overnight stop.

Look for signs of body damage and for crash repairs. If there's the slightest doubt as to the body’s condition have a professional give it a thorough inspection. We often see minor damage on the bumper corners as these are big cars and can be hard to squeeze into tight parking spots.

Check over the condition of the complete interior, particularly for signs of sun damage on the dash pad and rear shelf. Look for scuffing of the front seat backs where people have squeezed through to the rear area.

A car that has been pampered bay loving owner is likely to be in excellent condition - if it hasn't been thrashed and/or taken to track days.

 

Read the article
Used Holden Monaro review: 2004-2006

The iconic V8 Holden sports coupe was the king of the racetrack back in the 1960s; they also ruled the road in a time when V8 spelt performance and the Monaro had more than most.

Fast-forward to 2001 and those classic images were rekindled in the form of a new-age Monaro sports coupe based on the Commodore instead of the Kingswood.  There was plenty of interest in the new Monaro and the market greeted it with great excitement, but once the initial enthusiasm was satisfied demand began to slide.

The VZ Monaro released in 2004 was an attempt to freshen it up for the local market, while at the same time toughening it up for the American market where it was sold as a Pontiac GTO.  The GTO was a legendary car in America and the Monaro had a tough task to win over US muscle car fans.

Ultimately the sleek, slick Australian coupe failed to excite them in sufficient numbers to make it a viable long-term model in the US and it quietly disappeared from Pontiac dealerships before Pontiac itself vanished.

MODEL WATCH

The Monaro was as much an icon inside Holden as it was outside.  There were plenty of Monaro fans at Holden who over the years bemoaned the absence of a sports coupe with the iconic name.  Their dreams to have a new Monaro became reality in 2001 when the Commodore-based V2 Monaro was unveiled.

The V2 Monaro started out as a behind-the-scenes, hush-hush project run by a handful of Monaro devotees who reckoned the VT Commodore could be converted into a coupe relatively easily and they set about proving it by building a one-off prototype.

Few knew about the 'coupe' project, it was even kept secret from the top brass, who only got to know about it when it was finally ready for public viewing and there was no option but to own up to its existence.  The coupe prototype was first shown at the Sydney Motor Show in 1999 where it won public acclaim, which was inevitably followed by questions about when it would go on sale.

That happened in 2001 when Holden launched two models, the V6-engined CV6 and the CV8 with a 5.7-litre V8 engine.  The CV6 failed to attract much interest and by the time the VZ was launched in 2004 there was just the Gen III V8 engine under the revised bonnet.

Visually the VZ was identified by the twin nostril bonnet scoops, which were added primarily to win over sceptical Americans who thought the Monaro was too soft to be a real GTO.

If the bonnet scoops gave the Monaro a visual boost the new rumble from under the bonnet added some much-needed growl.  With 260 kW at 5600 revs and 500 Nm at 4000 revs the VZ coupe boasted 15 kW and 35 Nm more than the previous model and Holden proudly proclaimed it to be the most powerful model it had ever produced.  Camshaft modifications improved the low to mid-range torque delivery, giving the VZ Monaro better throttle response and a sportier feel.

The VZ Monaro was available with either a six-speed T56 manual transmission, which boasted shorter gear ratios for a punchier feel right through the speed range, or a four-speed 4L65 for a smoother drive.  To rein in the extra performance Holden increased the braking performance with larger front disc rotors front and back, larger twin- pot callipers, and a new brake booster and master cylinder.

It was only natural, with the Monaro's position in the Holden model range that it came packed with features.  Included in the list were automatic air, cruise, leather, fog lights, power windows and mirrors, immobiliser, remote central locking, and 10-speaker sound with a CD stacker.

IN THE SHOP

There are few reports of issues with the Monaro; it is standing up well to the test of time.  The LS1 V8 had some issues with piston rattle and excessive oil consumption when it was first released back in the VT II of 1999.

Problem engines were rebuilt with new pistons, which fixed the problem, but it's worth listening for a light rattle as the engine is revved off idle.  Valve lifters can also be an issue as the kays climb, listen for a light tapping noise at idle, particularly when cold, which might signal a sticking lifter.

IN A CRASH

ANCAP rated the Monaro at four stars, a good rating for 2004, and reflection of the safety equipment the coupe carried.

For starters there was a responsive chassis with sports settings, powerful brakes, backed up by ABS antilock braking, optimum brake force distribution and emergency brake assist for maximum stopping power when most needed.

If all of that couldn't avoid a crunch the Monaro also had a comprehensive array of front and side airbags for protection.

AT THE PUMP

Holden quoted fuel consumption figures of 15.3 L/100 km and 13.7 L/ 100 km for the manual and auto models respectively.  A carsGuide test of the manual at the time returned an average of 13.8 L/100 km.

It needs to be noted that while the VZ Monaro would run on regular unleaded, it needed premium to achieve the best performance and economy.

LOOK FOR

Sexy coupe looks
Classic cred of Monaro badge
Spirited V8 performance
Sports handling
Gas-guzzler

THE BOTTOM LINE

The best looking car produced in Australia for years, with V8 grunt and the handling and braking to match.

RATING

80/100

Read the article
Monaro on gas

Impco is about to release dual-fuel kits for all Holdens powered by the 5.7-litre LS1 V8. To check availability, phone Impco's Queensland agent.

A collectors item

I reckon the Monaro will become collectable in the medium to long term. Think in terms of supply and demand, just like anything else you want to buy or sell. When a car becomes collectable, the demand goes up and that pushes the price up. And a car that is rare becomes even more desirable and the price goes up even further. So when you look at the Monaro, identify the things that will make it desirable in the future and buy that car now. In my view the first Monaro will be more valuable than the recently released Series II because it was the first and there is nothing in the Series II that makes it more desirable. And the CV8 with its V8 engine will be more valuable than the CV6, which has been a bit of a flop. Next consider the colour, both paint and trim. The hero colour will be one everyone will want because that will be the Monaro's signature colour. On the Monaro there are two colours that will become desirable, Flame Orange and Devil Yellow. Inside you are restricted to Anthracite with the Devil, but with Flame you can also get Flame trim and that's the one to have.

Disclaimer: You acknowledge and agree that all answers are provided as a general guide only and should not be relied upon as bespoke advice. Carsguide is not liable for the accuracy of any information provided in the answers.
Have a new question for the CarsGuide team?
More than 9,000 questions asked and answered.
Complete guide to Holden Monaro 2005
Complete guide to Holden Monaro 2005 CarsGuide Logo
Reviews, price, specs and more