2006 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

After all, the Holden Monaro is dead. The final run of golden Holdens has been run and done. They are either out at dealerships or on their way to new homes.The last Monaro CV8Z will be put up for worldwide bidding on eBay.com.au next Thursday as a fundraiser for The Leukemia Foundation — complete with a Datadot signature by the car's designer, Michael Simcoe.The Monaro will live for just a little longer as the HSV Coupe and the Vauxhall Monaro in Britain and the Pontiac GTO, but GM Holden did the final production work at the end of December and now we have spent our last week with the car.It was fun and rewarding and just a little bit sad. It is still hard to believe that a car so good, and so obviously and comprehensively Australian, is gone.Some say the born-again Monaro was just a Commodore Coupe, and not a patch on the original.But it is a great car that was brought back to the GM Holden line-up by popular acclaim.It was fast-tracked to showrooms only because of the extraordinary public support for the original concept coupe at the Sydney Motor Show.The car was created to give the Monaro a worthwhile farewell. It's a lot better than the cynical LE coupe that was used to push the last of the original Monaros out of showrooms in the 1970s.The LE was really just a parts-bin special and most people who remember the car are likely to recall its outdated sound system.This time around Holden gave the car plenty of power, a good look and all the equipment to make it a collector's car.And at $60,490, it is great value compared with potential rivals, including the Nissan 350Z.The package is headed by a 260kW V8 engine and six-speed manual gearbox, with 18-inch alloy wheels, a sunroof, modified rear lamps and special badges.GM Holden originally planned to build only 1200 farewell cars, but this was extended by 400 as customers demanded a Monaro.They are still asking for answers as the Monaro goes away. They don't want the Monaro to die and everyone at GM Holden knows the support for a life-after-death return of the Monaro."We think of it as a Buddhist thing. It's current life is over, but it could be back as something even better," an insider says.The chairman of GM Holden, Denny Mooney, is a big supporter of the Monaro and was in Detroit last month when another born-again muscle car was revealed at the North American Auto Show.The Chevrolet Camaro is a teaser for a potential production car and, best for Australia, its body is built over the mechanical package of the VE Commodore.That means there could be another Monaro, but Mooney is careful not to confirm anything."Everyone at Holden is certainly committed to delivering a new generation Monaro in the future, but there is still a lot of work to make that happen."Monaro means too much to Holden to not have another Monaro at some time in the future."The last-blast Monaro is a blast. And a great drive. It went through the test-car garage just after the latest version of the Falcon GT and was a clear winner in the Ford-against-Holden contest.It is more involving at every level, more challenging, and has that special feel Ford Performance Vehicles has lost with the update of its GT to satisfy new government regulations.Some people will argue that it's an unfair comparison, because the GT lives and the Monaro dies, but that is how we call it.The Monaro is still a fairly blunt instrument, but it gets the job done. It didn't feel as sharp into bends as we remembered, needing a bit more steering to get it to turn, but that could be some suspension tuning to cope with the potential for 260kW to twist the world sideways.Starting with the body, the bold gold test car turned heads, had people taking a second look in their rear-view mirrors.The Monaro has great gobs of torque at all engine speeds. It will rev hard if you need to overtake in a hurry or just want to hear the roar of the V8 — which is less restrained than the Falcon — yet our economy of 14.2 litres/100km was not too bad.The car devours ground and is a comfortable grand tourer.We like the updated cabin with its extra gauges and piano-black colouring on the trim around the instruments. And the seats are cushy and supportive. The sound system is great, the trip computer excellent, and we love the big digital speedo read-out.But the sunroof in the test car, fitted at Holden Special Vehicles, was disappointing. It looked a bit cheap and the black-out screen seemed to slide open under hard acceleration.Holden's engineers have always excelled on the Monaro's suspension and the CV8Z rides surprisingly smoothly. One bump on our test road had something banging underneath the car, though we could not find the culprit. But apart, from that, it is a relaxing yet communicative drive.The Monaro will hussle through any corner with a slight and comforting front-end push, but keen drivers can tune the handling balance with their right foot. And all that V8 muscle is always available any time the road straightens.It is sad to see the Monaro going because it is so good and has done so well.It is a car we have always enjoyed. The last of the line is still pulling strong and that is the right way for the story to end, at least for now.Holden says all the CV8Z farewell cars are at dealers. If you can still find one, we can recommend it.

By no means perfect, this Aussie auto icon had plenty of good traits to outweigh the bad.An attractive beast, the Monaro had major surgery toward the end, opening up the nostrils to breathe life into its export sales.The operation changed the looks but the surgeons also made some life-altering changes underneath. The twin-pipe exhaust system allowed changes to the fuel tank's location which gave the Monaro some voice in its latter years. Although it came at the expense of cargo capacity, no one could deny the sports coupe's need to bellow a bit louder.Ever since the Monaro was resurrected by Holden, it had been anything but short on grunt ... it just didn't sound quite right.From the rear, the twin-pipes complete the look of the Monaro and a blip of the throttle at the traffic lights – pure indulgence – is followed by a crackle on over-run, before settling into a slightly lumpy idle.Not the cradle-rocking of a 1960s bent-eight, but enough to hint at the potential lurking beneath the dual-nostrilled bonnet.The Gen III 5.7-litre V8 is now generating 260kW and 500Nm in its liberated form, which is more than capable of propelling the 1692kg Monaro from standstill to the state limit in double-quick time. While Holden won't brag about performance times, around six seconds for a sprint to 100km/h is not beyond the scope of this beast.Anyone looking for coupe styling, comfortable seating for four and V8 performance of this magnitude will need to opt for German-sourced vehicles with six-figure price tags, unless Holden get the go-ahead to make another one on the VE platform.The passing of this six-speed manual gearbox may not be mourned to the same degree as the rest of the car – it has been criticised in the past for a narrow gate and a vague shift-action.The test car's gearbox is certainly better than in the first incarnation of the modern Monaro, but it remains a gearbox that requires gear changes with serious intent, not just wrist flicks.Even if you do grab the wrong ratio, it matters not with 500Nm on offer.Sweeping through the hills south-east of Adelaide allows the Monaro to show its stuff, pointing sharply (for a big car) into corners and maintaining lines reasonably well, despite rippled road surfaces. Tighter corner exits can be completed with a number of different methods – smooth and fast using the ample torque, faster and noisier using a lower gear or rougher and noisier again with the tail out ... it's your choice.Sweeping bends require little adjustment at open road cruising speeds; the coupe shifts its weight slightly, before settling into the curve and continuing on undisturbed.The brakes barely need to be brushed before a corner unless the pace is considerable, but thankfully they are the biggest stoppers yet fitted to a Holden and haul the beast to a standstill without fuss. Steering the large coupe can become something of a chore around town, with efforts slightly greater than expected.The ride reflects the suspension's aptitude in corners, being firm on the rear but most of the road shocks are within reasonable tolerance levels.The Monaro does accompany the serious pace with a corresponding appetite for unleaded, slurping an average of around 20 litres per 100km according to the trip computer during the early stages, while the novelty of the exhaust note was fresh in the mind.But a more rounded driving experience – some freeway, country road and less exuberant driving – saw the average drop to just over 16 litres per 100km used from the 70-litre tank.Still not great, but sacrifices have to be made for the benefits of driving a V8 coupe.The cabin is a comfortable place to spend some time, with leather-trimmed seating for four, keeping occupants supported, snug and well-located. A beefy sound system, climate control and extra gauges are among the cabin highlights, as well as the digital section of the instruments.The addition of a speed read-out in large numerals, to work in concert with the traditional dial, helps keep the driver well informed about the size of the fines that may be received – it is a difficult task to keep to the speed limit and time will tell if I have succeeded. Where Holden has succeeded is in providing an entertaining high-performance coupe for V8-loving drivers.It will be missed.

As a fancy Ford sidled up next to me, with music blaring and your typical revhead in the driver's seat, I thought nothing of it.Then, there was the glance. The "are you ready to drag because I am going to kick your butt" look.The glance was followed with a couple of quick revs, just in case I didn't get the subtle hint the first time. Are you kidding me? Here's my subtle hint, buddy, as I motioned my head to the back seat – check out the baby on board. The lights went green, I was left for dust and junior was none the wiser. And, yes, I know putting a baby in a Monaro is probably a sin but if a car has baby seat hooks then all bets are off.The bright orange Monaro CV8Z (or Fusion colour in Holden terms) is a definite head-turner.It's pure muscle and grunt. It makes a statement and as many friends informed me it is an "icon". Or was. This model is the last Holden is putting out, which makes it a classic. Suddenly, I was everyone's best friend.From a gal's perspective, it's not the most chick-friendly car. The doors are big and heavy, the seat low, the two-door requiring almost a university degree to manoeuvre a child into the back seat and, well, orange is not really my colour.Inside, the leather seats are amazingly comfortable. The colour-coded instruments really boost its sporty look, as does the leather-clad steering wheel and six-speed manual gear stick.Surprisingly, the back seat is quite roomy despite the deceiving Monaro's sleek shape. However, the bucket seats send a clear message that there is only room for two.But to truly test its head-turning potential, I again bundled the toddler into the back and headed off to Murray Bridge's Sturt Reserve. The tourist spot is a magnet for the drive-bys in souped-up cars, so I thought: why not? And what do you do when you are in the company of an "icon"? Introduce it to another, the Bunyip. For the uninitiated, it's a monster that comes out of the water to impress but, more to the point, scare the youngsters who come to see it.Even scarier is that the Monaro stole the Bunyip's limelight. Parked not far from the attraction, the Monaro beamed its orange smile, basking in the glory of onlookers. As I say, a true icon.LOVE IT LEAVE ITMonaro CV8ZPrice: $60,490LOVE ITComfy leather seats, comfier than a lounge chair.Sporty style, everything from the smooth curves to the leather steering wheel.Colour-matched instrument panel. Fashion is everything.LEAVE ITDodgy colours like Fusion, but it's all a matter of taste.Heavy doors, for those of us who don't have muscles.Fuel consumption. She's very, very thirsty (17.4 litres/100km).