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Holden Monaro Problems

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

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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

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Used Holden Monaro review: 2001-2002

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 WATCH

The 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 SHOP

The 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 CRASH

The 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 SAY

Wolf 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 consumption

THE BOTTOM LINE

Stylish coupe with head turning looks, wheel spinning performance, and future classic potential.

RATING

80/100

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Used Holden HX LE coupe review: 1976

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 WATCH

Debate 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 SHOP

The 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 CRASH

With 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 classic

RIVALS

• XC Ford Cobra coupe – 1978 – up to $30,000

• Valiant Charger 770 – 1975-1977 – up to $12,000

THE BOTTOM LINE

An affordable and stylish classic coupe that’s fun to own now and likely to increase in value in time.

RATING

75/100

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Monaro value

I DON'T expect any major drop in value. The new Monaro is a classic and will eventually turn around and maybe even start increasing in value. Now is a pretty good time to be buying one.

Opala not a monaro

THE Chevrolet Opala was built by GM Brazil from 1969 to 1992. It was based on the Opel Rekord and had no connection to the Monaro. The Chevette was based on the Opel Kadett, as was the Gemini, even though Isuzu in Japan built the Gemini.

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.

Why bother rotating?

ROTATING your tyres evens out the wear on all tyres and you get greater mileage from the set instead of wearing out the rears and being left with half-worn fronts. It's unusual to wear out the front tyres before the rear ones. In your case, running the higher inflation pressure might be the key to the wear pattern.

Tyre emotions

YOUR experience is normal, not only for the Monaro, but for other high-performance models from Holden. It's a combination of the car's suspension geometry, tyre size and profile, road surface, the speeds you do and the pressures you use. Tyre experts are unable to offer an alternative tyre that will give you better mileage. All they can suggest is that you rotate your tyres religiously, and maintain pressures to the correct specification. Perhaps you can run slightly higher pressures if you regularly travel at highway speed.

Monaro battery problems

SOUNDS like rubbish to me, too. Your car clearly has a problem. Take it to an auto-electrician and get them to check it.

What's monaro worth?

Monaros have jumped in value in recent times, particularly those with the Chev 350 engine like yours. While the HQ isn't one of the most prized coupes, it is still a sought-after classic. The value of your car depends on its condition, but I would think it's worth up to $20,000 on today's market.

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.
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