2005 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

Sitting out the front of my place over the weekend, the brightly coloured CV8-Z – the last incarnation to allegedly carry the famous Monaro moniker – managed to attract more attention than any other car that I have brought home in recent memory.That includes the full gamut of Porsches, M3s and AMG-badged Benzs – most two or three times the price.I mean, people were literally pulling over and getting out of their cars to come over and a have a closer look at the car.If I'd been a bit quicker off the mark, I could have charged admission.Which begs the question: where's the business sense in stopping production of a vehicle that holds this much attraction for punters – a car that has sold six times its original quota?What prey tell was the company thinking when it made the decision?Reading between the lines, Holden will bring back the name again.But this car when it comes will most likely not be a real Monaro (whatever that is).Most likely, it will be a rebadged version of some American model, as the company looks to other divisions of the General Motors conglomerate.Certainly, production plans for the new VE Commodore slated for launch by the middle of next year do not include a coupe.And, you may have noticed, that even though the current Monaro is dubbed a VZ, the styling is still that of the old VX-shaped model on which it is based.Holden talks about "managing the life cycle" of the car, to ensure ongoing demand and continued resale value, and to preserve the car's reputation as a classic.However, Holden boss Denny Mooney admits the "Monaro means too much to Holden to not have another Monaro at some time in the future."Whatever it's future, the CV8-Z is a stunning looking car and one that has to be very collectable.At $60,490 before on-road costs, just 1200 of the runout model will be made.In terms of choice, there is only one colour worth considering and that is the bright metallic burnt orange called Fusion, a colour unique to the CV8-Z.It's a colour that screams look at me and really when you get down to it, that is what this car is about.With its bonnet scoops and menacing set of twin tailpipes, the Monaro is not what you'd call a shrinking violet.Revisions to the 5.7-litre Chevy V8 have seen power output rise to 260kW at 5600rpm and peak engine torque now 500Nm at 4000rpm, with 93 per cent of torque available across a wider rev range.That's using premium unleaded petrol but the issue of the big V8's fuel consumption is another story, with the way petrol prices have been going lately.Our test car was thankfully fitted with a six- speed manual transmission.A four-speed auto is available but not recommended for the enthusiast.Special features include a factory fitted sunroof, black bonnet scoop accents, machined 18-inch alloy wheels with one spoke embossed with the CV8-Z logo, modified rear lamps and unique gun metal chrome CV8-Z badging on the rear.Inside, you get a matching dash and leather trim.The Monaro is a fun car to drive by any standards and a fun to be seen in, but you'd have to admit that it is not the most practical means of transport.Apart from the fuel consumption which runs between 15 and 16 litres per 100km (three times that of a Toyota Prius), there's not much headroom with the sunroof fitted and the two rear seats (it seats four not five) remain difficult to access.The electric powered front seats seem to take forever to move forward (even longer in the rain) and getting in and out is still something of a gymnastic event.However, that scowl is quickly replaced by a smile when the big V8 roars to life.Given its size and weight, Monaro is more of a grand tourer than full on sports car.The box is hardly what you'd call short throw and it is not the most agile beast in tight corners, but it does sit low and there's plenty of grip from the spectacular 18-inch wheels and 235/40 series tyres.The note from the twin tailpipes is music to the ears and throttle response is deeply satisfying.Braking performance is equally impressive.Monaro might not be the quickest car in the Holden range but it is certainly the best looking one by a country mile.

The BMW Z3 roadster may have looked too busy, too contrived on Australian roads. Set one down on the streets of Los Angeles and it made perfect sense; there it was an edgy, in-the-face machine that stood out in the crowd and looked right.These days the current crop of Nissans and Infinitis look clever in Los Angeles, the Murano, Infiniti FX45, the Maxima and 350Z have today's edge.Ford's jellybean Taurus looked very strange in this part of the world yet right at home on a Detroit freeway.But the Pontiac GTO – nee Monaro – was initially lost in the herd.A striking and handsome coupe on Australian roads, the Pontiac needed more for the North American freeways and Santa Monica Boulevard where restored American muscle cars, black Porsches and Hummers sitting on 24-inch wheels catch the eye.The original of these Australian-made GTOs faded a bit into the streetscape.For the VZ Monaro there are style and content tweaks.Holden reckon style changes to the VZ over the VU were as much driven by local customers.But the extras – such as bigger air intake and those snout scoops – also give the Pontiac GTO a little more agro for North Americans who, while loving the drive of the car, thought that first reincarnation a little bland on the outside.Even General Motors guru Bob Lutz, responsible for having the Monaro transplanted stateside, now thinks the first one needed a little more attitude.Along with style variations and the brightness of the new hero blue Turismo colour (a leftover Nissan Pulsar shade from the 80s?), there's the extra power and extra exhaust bass, thanks to a split-dual system.It is all that little sharper than before and the Monaro continues to turn heads.Holden boss Denny Mooney says: "You won't buy one of these if you're shy."With practice, the back-beat burble on the exhaust arrives with the right amount of throttle lift-off. Holding second gear longer than necessary also is allowed.And the VZ Monaro does stop people in their tracks, people stop and grin and that's nice.For 2005, Series III of the reborn Monaro boasts 260kW and develops 500Nm of torque if the 70 litre tank, now sitting between rear axle and rear seat, is filled with premium fuel. It is the most powerful factory Holden ever.A revised camshaft helps keep 93 per cent of torque on tap from 2300rpm to 5300rpm.This is important for both leaving the lights and low-speed cruising. The revised six-speed manual has shorter gear ratios, apart from fourth, to better find torque at any time.While all this posing and cruising on those deeper, sharper 18-inch alloy wheels is quite self-satisfying, the Monaro has more and more to offer on an open road.The cabin is Commodore plus; there are the high centre dash gauges for voltmeter and oil pressure, the fancy race-style pedals, touches of extra chrome and a glossy piano black surround around the centre console. There's the dual zone airconditioning, four leather seats and a decent amount of comfort. This is handy for this is a car to be driven a long way.It squats low, holds well and covers distances with an easy lope, highlighted by the occasional exhaust bark and maybe a little bit of rubber protest leaving a slowish corner. This Monaro, as with the one before, deserves a long and flowing back country road to be best appreciated.It is a great Australian tourer and deserves to be let run. While there is a deal of street cred in trundling through the suburbs and shopping centre car parks, the crux of the Monaro's appeal is a hard run at highway speeds.Out here it is a well-balanced, quick-acting sports machine. The ride comfort is good although sharp-edged bumps can jolt, the performance is there with a howl and the grip is prodigious. Heroes can turn off the traction control for more attitude.This is not a traditional sports car. There is too much bulk to shift quickly on a tight mountain road although there is that low down V8 punch to shift out of corners hard. But give the Monaro a more flowing road and this is a very fast and very handsome Australian coupe at a great price, a 21st century muscle car.December figures in the US were a record for Pontiac GTO with 2952 sales, topping the previous record of September by 274 and bringing the full year tally to 13,569.

The pleasure of being behind the wheel of the new Holden Monaro V8 is a serene sense of having nothing to prove.There are not many times in average driving that one really needs the sort of muscle these cars have, but it is sweet to know it is there. I adored it on Willunga Hill where I was barely touching the accelerator as I hummed effortlessly up the outside lane. I am not sure that the car actually noticed the incline at all. And it was novel to be watching the speedo, not for changing down gears to continue the climb, but to make sure one was not exceeding the limit. It is nice to have that extra oomph for an overtake on a country road, too.But, in day-to-day life, the V8 has to do what ordinary cars do – go to and from work, manoeuvre into tight parking station spots and generally play among the city cars.The Monaro plays very nicely, indeed. I was tickled pink to be given a "devil" yellow one. I have always yearned for a yellow car – and this one was a picture of sporty emancipation. I couldn't wait to hit the open road.Ironically, the first thing I did hit was my head. One has to learn a certain way to get into these low-slung beasts. But once inside, it is five-star comfort. Unless one is in the back, which is not easy to achieve. The leather trimmed seats slide electronically back and forth, and tip forwards, but it is still a tight scramble even for a bag of shopping.But the Monaro is not that sort of a car. It is a spoil-me car. It's a single woman thumbing the nose at convention car. A divorced woman's revenge car. A retired woman's claim to equality car. And a fun car. The Monaro nips around the city like a dream and slips easily into tricky parking spots. It has a neat turning circle and one of the best steering wheels I have ever handled – leather, sporty and artfully moulded with bulges for grip.The dashboard with its glossy piano black fascia trim, is nothing less than divine – mirroring the car's cheeky yellow with a slightly muted colour-coded instrument cluster in the centre as well as the usual dials. The airconditioning system is state of the art, climate controlled with outside temps and inside temps, and air flow temps, breeze speed and you name it. Easy to set.In fact nothing at all is difficult about the Monaro. It has reversing beeps, excellent cupholders, a fair amount of console storage, a small but reasonable boot, excellent lighting outside and in, a top sound system ... the only thing lacking would seem to be a roof hand-hold bar for the passenger. No, he was not nervous. He just wanted something to hang on to.Best of all, with the nostrils flaring, so to speak of the bonnet scoops, it gives one that smug feeling of being so strong and smart that the last thing on earth one needs to do is to show it off.