2002 Holden Monaro Reviews

A two-door Commodore Coupe in concept form was shown at the 1998 Sydney Motor Show and was the undoubted star of the show.

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. 

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

The car that has hogged the headlines this year has finally hit the road. Holden's historic born-again Monaro is now officially on sale -- though if you ordered one today, you'd be on the bottom of a six-month waiting list. The Monaro is a significant car, not only for Holden but for the entire Australian automotive industry. Its advent has proved Holden's ability to build world-class cars under pressure, both financially and time-wise.In the end, Holden has delivered a car which has swayed very little from the original concept coupe.  Apart from eliminating the rear doors, the Monaro's major body changes include reducing the rake of the windscreen, dropping the roof by 40mm, stretching the doors by 150mm and chopping 100mm out of the boot.Every panel behind the A-pillars is new, which Holden claims adds up to 84 major new body panels.  Underneath, the suspension systems are the same as the Commodore, but the dampers, springs and anti-roll bars have all been revised to offer a more sporting driving experience with the Monaro.In terms of its detailed styling, the car has halogen projector headlamps and a wide-open grille with a prominent Holden badge. At the rear, the classy new tail lamps have a ``jet-engine'' look about them.  Inside, the Monaro is a dedicated four-seater with separate buckets in the back.Holden has created a two-model Monaro range with an entry-level CV6 powered by the 3.8-litre supercharged V6 engine and the range-topping CV8 getting the 5.7-litre V8.  The force-fed six produces 171kW of power at 5200 revs and 375Nm of torque at 3000 revs and the V8 pumps out 225kW at 5200 revs and 460Nm at 4400 revs.The CV6 is only available with a four-speed auto gearbox while the CV8 comes with the self-shifter or a six-speed manual for the same price.  Both models come with anti-skid brakes, front and side airbags, traction control, leather interior trim, power windows, CD sound and cruise control.  The CV6's 17-inch alloy wheels and the badges are the only visual cues that separate it from the CV8, which gets 18-inch wheels.Apart from the engine and wheels, the CV8 has a limited slip differential, colour-coded instruments, memory front seats and a premium sound system with a 10-disc CD stacker.  There is, for those extroverts, the option to colour the interior of the CV8 with either Cobalt blue, Red Hot or Flame Orange trim.On the roadTHE Monaro is more than just a car -- it's an event.  And right now, it's the main event in Australia. Everybody wants to see one and everybody wants to ask about it.  You often feel as if you're leading a parade when you drive it, because pedestrians turn to smile and wave, yell and scream, or even take pictures, while other drivers just line up behind to get a good look.It's even worse when you park: almost everybody takes a look and the questions never stop.  The most often and obvious is: ``How good is it, really?''  Really? It's great.  Our test car was the fully loaded CV8 manual at $56,990, painted in the signature chrome yellow which is impossible to ignore, and it was hard to find any real faults.To get them out of the way right at the start: the six-speed manual gearbox belongs in a truck, not a sports coupe; there were three nasty cabin rattles, not a good sign on quality; and the fuel economy can be lousy, easily running beyond 15litres/100km though a light foot and poor weather earned us 11.8.The solution to the shortcomings in the gearbox is pretty simple, as you only have to skip gears and use the massive torque of the V8 engine to do the work. Or hang on -- and we mean hang on -- to all the revs in the lower gears.The Monaro looks good, is very well equipped and excellent value. It's happy to dribble along at barely more than an idle, allowing you to enjoy the top-notch CD sound system -- probably the best in the business, at the price -- without thumping your kidneys or rattling your fillings.The Monaro's suspension has turned right away from the philosophy of the SS sedans, without the over-sensitive steering and shock-absorber settings that often had the cars lurching and rolling.  The key to the transition is ``slower'' steering with better feel and feedback, and better use of the new toe-link control in the independent rear end. It has allowed the engineers to smooth the slow-speed ride but keep the essential grip and balance for high-speed work.It's just about neutral all the time, though you can feel the weight working against it in slow corners and the power unsettling things if you really push.  The best way to drive the Monaro is with a light touch on the wheel, in a high gear in the fat of the torque, just loping along. That's when it really swallows kilometres, without stress or any battling.You can always downshift -- up to three gears -- and sink your foot if you're feeling bored, and it will respond with more pace and grace than an SS.  Actually, the Monaro's chassis feel is more like a Tickford-tweaked Falcon than the hotrod Commodores, and we can expect the philosophy and the settings to be transferred into the VY models next year.The brakes in the test car worked well enough, but the pedal was ``mushy'' with too much travel, probably from the press preview at a test track on the Gold Coast.  The cabin of the Monaro is basically just Commodore, but the ``piano black'' paint on the console, colour-coded dials and the leather seats make it much more special. The sports seats are good, too, but it still has a wheel that would look more at home in a taxi.The back seat is surprisingly roomy, with supportive twin buckets and reasonable headroom, and the boot is still huge. It's also reasonable to park, though the view through the back is restricted by the sloping window.  The Monaro has few real rivals, though comparisons with Fords are inevitable.It is a cheaper and better car than the Mustang, with a badge that's just as emotive, and has more impact and pace than the FTE Falcons.  It's actually closer in pace and styling to the best of the Euro sports sedans, including the M-series BMWs and AMG-badged Mercs. It's impossible to beat at the price, though it misses five stars because of the quality niggles and that gearbox.For once, it's incredibly simple to cut to the bottom line at the end of a road test.  The Monaro is simply the car of 2001.HOLDEN MONARO  CV8Price as tested: $56,990Engine: 5.7-litre V8 with pushrods and fuel injectionPower: 225kW at 5200revsTorque: 460Nm at 4400revsTransmission: Six-speed manual, rear-wheel driveBody: Two-door coupeDimensions: Length: 4789mm, width: 1841mm, height: 1397mm, wheelbase: 2788mm, tracks: 1559mm/1577mm front/rearWeight: 1640kgFuel Tank: 75 litresFuel Consumption: Average on test 11.8 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front McPherson struts and multi-link rear with anti-roll barsBrakes: Four-wheel anti-skid discsWheels: 8x18 alloysTyres: 235x40 R18Warranty: 3 years/100,000kmRIVALSBMW 330Ci **** (from $93,750)Mercedes CLK 430 *** (from $134,900)Ford Mustang Coupe *** (from $85,000)Peugeot 406 Coupe *** (from $74,900)The bottom line ****+ Looks great, performs well- Squeeks, gearshiftBottom Line* The class act of 2001