2004 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. 

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 WATCHThe 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 FORSexy coupe looksClassic cred of Monaro badgeSpirited V8 performanceSports handlingGas-guzzlerTHE BOTTOM LINEThe best looking car produced in Australia for years, with V8 grunt and the handling and braking to match.RATING 80/100

Take the new $60,000 Monaro for example. Two years ago, you needed to get a Clubsport for 260kW of power. That's now available in the new Monaro coupled with a swag of other performance and handling goodies that really sharpen up the Holden product.The engine output is one thing but there's a new six speed manual transmission that eliminates previous manual transmission issues and the brakes are massive. There is also a dual pipe a side exhaust and bonnet scoops. It stops people in the street, especially the new turquoise blue colour.Has excellent engine performance aided by 500Nm torque output.Real GT feel out on the open road and quick off the mark too.Exhaust has cackle on the over-run, just like a Maserati. Sounds awesome.Handling is good compromise between comfort and handling. Quite accomplished for a big, weighty coupe.Electronic dynamic controls keep things in check. Traction control is switchable.Massive tyres provide prodigious grip for corner- ing, braking and accelerating.Stylish five spoke alloys look the goods, impress- ive for factory fitted items.Exterior upgrades include rear mesh diffuser and mild aero skirts, no wing but the car doesn't need it from a visual point of view.Love the new colours.Drinks premium unleaded at an average of about 15 litres/100km, not bad for a 5.7-litre high performance V8.New transmission is a vast improvement – gear ratios are closer and lower overall gives gains in throttle response.Shift feel is better too but still has relatively long throws between gears.Driving position is comfy – great wheel with multi functions, fully adjustable front seats with good side bolsters.Access to rear seats spoiled by front seats that don't return to original position.Small boot, good rear seat room for two.Some squeaks and rattles in test car.New instrument cluster above console looks sporty and car has plenty of luxury features.

Or more precisely, there is no chance of anyone having the thing confiscated for breaking traction on the road.The more you try to load the Coupe 4 up around challenging corners, the more it tells you that it's pointless trying to invoke any kind of tail wagging.Let alone spinning wheels for a spirited squirt off the line.Quite remarkably this all-paw Monaro sticks and sticks, the 62:38 rear-to-front split giving it a rather large hoof print on the road and the Cross-Trac constant all-wheel-drive giving it grip like no other HSV.What it lacks in advertised grunt – 270kW, only 10kW more than the standard CV8 – it more than makes up for in the raucous ruffle thumping away behind the quad tailpipes.And beyond the sonorous charm it sits, squats and attacks with relish while maintaining supreme balance, no matter how much you tear into the right pedal.Where it makes up for a power deficiency over other rear-drive HSVs is that it is not compromised on the dirt or in wet conditions.Put the boot in no problems and you can put extra power down earlier around a corner than if all the power and torque are fed through the rear.As with most performance cars, everything is relative, and the brakes are more than up to the task.These 336mm grooved and ventilated discs grabbed by twin-piston calipers up front and 316mm at the back are fine.Although at some point, after braking later and harder and given the 1830kg bulk of the Coupe 4, the anchors become less effective.The car is heavy, it feels porky and it is a little docile on turn-in.The ride is rigid, not helped by the super-low-profile 35-series tyres.These tyres have differing widths, with 245/35 19-inch Pirellis hanging off the front axle and 255/35 Italian rubber holding station at the back.An extra 120kg over a rear-drive HSV GTO Coupe is added to the frame with the quad-drive system.There are elements of the Coupe 4 that are absolutely stunning, and there are those that leave you scratching your head.Like the clunky old four-speed automatic transmission.While the car is a dream to drive in heavy traffic you are really screaming for a manual when you want to have a bit of fun on a quiet piece of spaghetti bitumen out of town.Gosh, even an Active Select (tiptronic-style) tranny like the one Holden debuted in its VZ range would be a heap more fun than the old tyrant of a slushbox.The cabin is tastefully kitted out in leather and suede, the seats among the most comfortable yet supportive in the business for lateral and side loads.This pilot Coupe 4 has been around and done tough, torturous time on the road, 17,000km ticking over halfway through this 490km test.It had, on previous duties, for anyone from newspapers to magazines, been through mud and slush and been pulled out of bogs.The tranny was becoming a bit clunky and jerky finding gears at times.A few of the shutlines were also awry around the front bumper and boot areas.As you would expect the Coupe 4 is thirstier than a shearer during a beer strike.It was gulping about 14.5 litres/100km on the highway but anywhere between 18 and 20 litres/100km around town. And no, it doesn't break into the 5sec-100km/h range. Given the extra weight and kilowatts it does the standing-start sprint in about 6.7sec.It is about the slowest of the HSV range but definitely not the worst.And while it goes against what the majority of HSV owners want: rear-drive, power oversteer fun, the more kilometres driven in the Coupe 4 the more appealing it becomes.

And it highlights a package of improvements that includes more power and torque, bigger brakes, a refreshed cabin and an exhaust burble that has more of a V8 signature.The all-round improvements give the Monaro a kick that is expected to revive sales as well as restore bragging rights in a high-performance category that has gone wild since the original Commodore coupe.Importantly, particularly for owners, the VZ Monaro has no problem passing the 100m test. From that distance you can easily tell it's a Monaro and not merely a big-wheel Commodore.Monaro sales in the first 10 months this year were down from 2561 to 2149, but Vfacts numbers for October show the immediate impact of the VZ. Sales rose from 223 in 2003 to 321.The Monaro motor has been tweaked to produce the highest output of any mainstream Holden.The numbers are 260kW and 500Nm, which would once have qualified it as a racer or a hero car at Holden Special Vehicles.Holden says the latest Monaro has better throttle response and a stronger kick from a standstill.The exhaust is a little louder, just as Holden has boosted the note on the SS Commodore with a V8 rumble.But don't think the Monaro is a safety worry. It also comes with the biggest disc brakes on any Holden as well as new-look 18-inch alloys with special Bridgestone rubber.The speedometer reads beyond 130km/h but the Monaro is safer at cruising speed than any 15-year-old clunker on bald tyres at half the pace.The latest Monaro picks up two extra dash-top dials and some highlighting to give a more up-market look.Holden has also added several body colours, including a soft blue that's the new signature shade. It probably won't last long, but it is the hot pick at the moment.The new nose, with two good-looking but non-functional bonnet scoops, came as part of the Pontiac GTO update introduced this year for the US.The VZ Monaro's headlights have a sharper edge and the bigger grille has a mesh insert.It's a bold look that works, though the Monaro's creator – Mike Simcoe, now in the US partly as a reward for his work – probably prefers his original European look.The CV8 is $60,490, which is good value and there is always room to move with the HSV Z-cars if you want more go and have more money.THE new Monaro has more impact. The new nose turns heads and tells people, the instant they look in the rear-view mirror, that it's not just a common Commodore on their tail.It is a welcome change for a car that had lost some impact and is facing tougher competition from rivals, including the Nissan 350Z, Mazda's RX-8 and even – despite four doors and a Ford Performance Vehicles badge and price – the Typhoon.Drop the hammer on the VZ CV8, feel the kick in the back and hear the roar from the pipes, and you know the car has changed.When the traction control kicks in on a brisk 1-2 shift in the manual box, you are convinced.But we are less in love with the dynamics. The V8 Monaro feels a little less responsive, a little more ponderous, than before.Holden says the dynamics are just as they were, and the VZ Monaro is still a swift machine that's great to drive on any road.But we needed more steering lock in corners and the car was set a lot softer than the SV6 sedan.The engine response is crisper, it is keener to rev, and you always seem to have more than enough pulling power for any job.We're still not in love with the six-speed manual, but the engine smooths the glitches.You can easily hold gears and have more fun, or do a 1-3 shift for economy or dribble around the suburbs in sixth.We averaged 13.8 litres/100km. The readout was as low at 9.3 for some 100km/h cruising, but went over 18 after a Sunday sprint, so the payment at the pumps – in premium unleaded – can mostly be chosen by the driver.We like the updated cabin, even if the extra dials are no real benefit, and the seats are as comfy as ever. Equipment includes a punchy sound system and cruise control.The boot has far less space now the fuel tank has been moved to satisfy American safety rules. It still holds two sets of golf clubs, but it has been pinched. And the space-saver tyre still seems like a short-change job.We haven't had time for a full-scale test of the Typhoon, but the VZ Monaro changes have freshened the car against the Zed and the RX-8.It has more space than the Japanese sporties, and the advantage of that Aussie V8 kick, but still has to face-down the SS Commodore and compete with the Falcon GT.Still, the Monaro is an Australian success and the body changes make it special again.

It's now more fun to drive, partly because of the boost to the engine's output but mainly because I'm getting used to its idiosyncrasies. Like wearing in a pair of Kmart slippers.But though this third generation is better than its ancestors, not a lot has really changed.The coupe's body looks more aggressive, finally getting the bared-fang look that its predecessors desperately needed, thanks to twin bonnet nostrils. They don't do anything, just look good.The tail has two big-bore exhaust pipes that produce an engine burble so rich it can clog your arteries.Idle this beast up King St in the city and hear, no, feel, the exhaust reverberate off the shopfronts.The engine has more power and torque than before, though catch it below 2000rpm and it feels weak, especially for a 5.7-litre V8.It is at its best from 2500rpm up to the 5600rpm red line.It's not a particularly revvy mill, though you can spin it past 6000rpm before the engine management system abruptly stops the fun, but it has mountains of mid-range torque.It is the torque of the V8 that creates the performance.It wasn't immediately apparent until the Monaro was led on to the track at the AHG Driving Centre southeast of Perth.Here, let loose with no traffic, the Monaro surprised, with neat tracking through the bends and controllable handling when things started to get messy.The standard traction control is well designed so it doesn't smother the fun factor, coming into play when the car is starting to dance to the wrong tune.Turning the traction control off, – there's a console switch -- unleashes the coupe's potential. It will hang on to the bitumen for a surprisingly long time before breaking away to oversteer.It is predictable with the tail hanging out, though I went gardening once when it snapped back too quickly from my reflexes.The steering, which I'm critical of for its heavy feel at low speeds, lightens up nicely at speed.In fact the whole car washes off its cholesterol-induced lethargy – it weighs a portly 1692kg without fuel or humans – and comes alive in the right hands.The six-speed manual gearshift is still too stiff and trucklike; the steering wheel feel too firm for a stress-free inner-city life.But on the plus side the Monaro is practical enough to seat four adults and, though it may be a bit of a physical exertion to get in and out of the rear seats, once ensconced it's very comfortable.The boot will hold a golf bag or two and while not huge, is a lot better than other coupes.This coupe is stylish, well-equipped, comfortable – but expensive.

From thumbs up to cheers of delight and bowing on the side of the road, the Monaro got a big reception.Sporting the unmistakable twin nostrils and "look-at-me" CV 805 number plates, there was no chance of laying low.A stop at Lithgow McDonald's on the Bathurst race weekend, probably the only weekend of the year when the queue is out the door, led to a frenzy.It was as if a movie star had entered. The pointing fingers and curious looks were followed by a quick dual-pipe check.There were many testosterone-charged attempts by other motorists to prove their car was more beefy than this new Monaro.But the Monaro was content cruising.Opening the bonnet and boot and starting it up so enthusiasts could check out the new model got tiring.Turning the key was extremely popular, as fans wanted to hear the new "burble" produced by the dual pipes, which is noticeably deeper and more pronounced than the previous model. And, when backing off, the Monaro is a wondrous mix of popping and crackling.But it was not all good news.Current Monaro owners were united in their opinions of the reduced boot space. They didn't like it."That is ridiculous. I was really looking forward to the new model but I would definitely not buy one, that boot space is just too small," one remarked at a service station.The smaller boot is due to the relocated fuel tank, which makes way for the dual pipes.It seemed odd that buyers of a sports coupe (not a family wagon) would not buy the new model because of boot space.Feedback on the exterior had been mixed – most saying they did not like the new nostrils. But for the past two weeks the vibe on the streets was unanimous – they're hot.Holden has upped the ante on the VZ – power increases to 260kW and torque is up to 500Nm. Both can be felt under foot and are helped by the electric throttle.Gone is the intrusive (and painful) traction control system that shot the accelerator pedal back at you when traction was lost, causing a sharp twang in the shin.The clutch is a little heavy but more user-friendly than the earlier model.As expected, the automatic and the manual models feel different but an interesting point was fuel consumption.The auto was content to sit at around 1600rpm in most situations, while the manual provokes the driver to rev out gear changes.The auto's average fuel consumption (according to the on-board computer) hovered between 13 litres and 14.8 litres/100km. In the manual this figure stayed above 17L/100km.The increased braking package boasts 320mm ventilated front discs, 286mm rear discs, ABS, brake assist and electronic brakeforce distribution. It all means the Monaro stops with minimal pedal pressure.Comfort levels are good, the electric adjustable seats making light work of finding a comfortable drive position.The height- and reach-adjustable steering wheel is a big bonus, as is the time delay on the power windows – you can still put them up after the car is switched off.In the recent rain, the speed sensitive wipers were great. In stop-start traffic, they switched automatically to intermittent mode and then sped up as your speed increased.It has taken two weeks, but ducking low when getting in to avoid hitting my head is finally a reflex-like action.Despite the smallish boot the Monaro does have a centre console (with phone charge socket), a large glovebox and side pockets in the doors to store stuff in.The dash-mounted cup holders don't inspire confidence with big drinks as they tend to wobble around a bit.With its new look, increased power, torque and brake package but mere price increase of $500, the new VZ Monaro is sure to win buyers.

The new 260kW Monaro uses the same scoops added to the version of the car sold in the US (as a Pontiac GTO) to cater for more overt American tastes.The US influence doesn't stop there. The Monaro also gains the same GTO twin exhaust system and relocated fuel tank, which reduces the boot from 370 litres to 245 litres.Holden says the reason for choosing the scooped bonnet was partly because it was easier and cheaper to produce one the same shape as the GTO's, but primarily because Australian customers liked it.Holden's chairman, American Denny Mooney, says Holden sales and marketing manager Ross McKenzie wanted the scoops and some members of the Holden team conducted research to prove him wrong.The results showed most people loved the new bonnet."It wasn't my decision," Mooney says. "This is the voice of the Aussie customers."The Monaro is $550 more than the current car and costs $60,490 as an automatic or manual. The 5.7-litre GEN III V8 stays, but has another 15kW of power for 260kW with 35Nm more torque for 500Nm.The improvements have been made with a more effective induction system and camshaft modifications, meaning the engine is meatier through a wider range of revs.The same modifications were made to the GTO in the US.Holden says the more powerful GEN IV engine, from the new Chevrolet Corvette, won't be available for Monaro in the short term.The Monaro is still available with a six-speed manual or four-speed automatic transmission.The manual has shorter gear ratios and the automatic is the same unit as used in the HSV models, which can handle the extra torque.All Monaros come with new performance brakes that feature large twin-pot front calipers (with Monaro branding) and large-diameter 320mm front discs and 286mm rear discs hooked up to an anti-skid system.The Monaro's tail is dominated by twin-flow exhausts that reduce back flow to the engine for better performance.Holden chief engineer Tony Hyde says fitting the twin exhaust system was worth the reduction in boot space."We will probably cop some flak over it but people can open the boot, look at it and buy it if they like it," he says.NO ONE will be able to miss a Monaro on the road because of the two nostrils on the bonnet.The updated front styling, new alloy wheels and large twin exhaust pipes show Holden is giving the Monaro more bark to match its V8 bite.It still has the elegant, sleek coupe tail fans love, and Holden has not followed Pontiac, which fits all GTOs with boot-lid spoilers.Monaro has always offered a great fun drive with comfortable seating for four.The comfort level is the same, but the driving experience is better.The engine performance figures look good on paper, but drivers will notice them more in the real world.Engineers have improved the launch feel, which means you feel it every time you accelerate.The engine is fantastic to work hard with the six-speed manual and you will also want to wind down the window to hear the V8 burble from the exhausts.The four-speed automatic does the job, but not that well, and is missing the manual-shift mode you expect with an auto fitted to a $60,000 sports car.It's hard to find fault with the rest of the car, which impresses with its powerful brakes, firm and direct steering and supportive seats.The Monaro at 1692kg is 50kg heavier than the previous model, but is still nimble. A blast around a wet skid pan at Holden's Lang Lang proving ground showed the car can easily spin around witches' hats (with a quick handbrake grab).It is a comfortable cruiser that can easily eat the highway kilometres.The reduced boot space could affect buyers who use their Monaros to carry four people and a fair amount of luggage.But many will be happy to make the sacrifice for the twin exhausts.There is a lot of US influence in the Monaro, but it is a better car and that is what it is all about.

The "two door Commodore" as some choose to describe Monaro, has a sexy profile and really looks the business. When you lift the bonnet on the CV8, the effect continues – wow, a hulkin', heavy breathin' high-output V8 engine.Holden upped the ante on its Gen III V8 with the Series II Monaro by increasing power to 245kW while torque stays the same at 465Nm. It was a minor recalibration job rather than serious engineering changes.What it means is a bit more zip, easier cruising and coincidentally, better fuel economy.The six speed manual still struggles to maintain a given speed up hills because it is so high geared.The four speed auto doesn't suffer in this area.In the first five gears, the manual CV8 has excellent performance coupled with a resonating exhaust rumble. The big V8 engine sees the svelte coupe through a 0-100kmh sprint in quick time – we estimate about 6.5 seconds.It has superb roll-on acceleration from just about any speed and if you want more, just shift down a cog and it really, really gets going. The manual box is firm but fairly accurate and the clutch is light in operation.It's firm suspension gives CV8 a somewhat jiggly ride but the upside of that is confident cornering, complemented by large, sticky tyres, strong brakes and firmly weighted, direct steering. It is a good dynamic package and thankfully, the traction control is switchable.In terms of luxury features, the CV8 misses out on very little. The audio even has a sub-woofer and six in-dash CD capacity. But there are some compromises with the coupe body – rear seat access for one and the low roofline can be annoying when getting into the car.The front seats have an electric retraction system to make rear seat access easier but there is no return unless you push a preset button. The four seats are big and comfy featuring leather upholstery and lumbar adjustment.CV8 and some other Commodores now have active head restraints to reduce the chance of whiplash injury. For the 60 grand ask, Monaro CV8 has few competitors. There might be a few smaller V6 coupes or front wheel drives but nothing with rear wheel drive and a big V8 engine. It is an alluring combination.