1970 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

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

Holden’s decision to close the current chapter of the Monaro legend with a special limited edition model evokes memories of 1976 when the company also chose to give the first generation coupe a special send off.Holden’s decision to close the current chapter of the Monaro legend with a special limited edition model evokes memories of 1976 when the company also chose to give the first generation coupe a special send off. Like today’s CV8-Z the LE Coupe was a limited edition model.Holden realistically said from the outset that it expected the high demand for the new generation Monaro would slow once the pent up demand was satisfied. In the minds of the men in charge it was never a given that the Monaro would go on forever.Their thinking was based on the experience of the first Monaro, which was enormously popular to begin with, but by 1976 sales had slowed to a trickle once the popularity of the two-door coupe faded.The HX LE Coupe Holden produced in 1976 was designed to use up the two-door coupe bodies Holden found itself with. It was a parts bin special that cleaned out the warehouse of parts that would otherwise have sat gathering dust in the corner. A smart marketing move.MODEL WATCHDebate today rages over the name of the LE, specifically on whether it’s a Monaro or not. Officially Holden never labelled it a Monaro, and it never carried Monaro badges, but time has blurred the picture and it’s now generally referred to as a Monaro by enthusiasts.Officially the last coupe of the first generation was an LE, for Limited Edition, which denoted the fact that just 600 would be built. Holden’s marketing people described it as a luxury town car with sports car performance. In other words it was a luxury sports coupe with the emphasis on luxury.The LE was a blend of Monaro LS and Caprice luxury sedan. Holden’s then head of design, Leo Pruneau had more influence over the LE than anyone and he fitted it with every feature he could, which helps explain why it was the most expensive Holden you could buy at the time.Outside, the LE was readily distinguished by its metallic red paint, gold pinstripes and LE badging, and gold honeycomb wheels lifted straight from the Pontiac parts bin.Inside, it had red velour trim with plaid inserts in the seats, matching deep cut pile carpets, liberal splashes of burr walnut over the dash and centre console, and a sporty three-spoke steering wheel.The list of standard features was extensive for the time, and included air-conditioning, power windows, power antenna, push-button radio, and quadraphonic cassette sound system.For power the LE had Holden’s 308 cubic inch V8 with a three-speed Turbo-Hydramatic auto transmission. With 161 kW on tap the 1613 kg coupe would rush to 100 km/h in a little over nine seconds and account for the standing 400-metre sprint in a tick over 17 seconds.The LE had power steering, braking was by power-assisted discs at the front and drums at the rear, and it had coil springs all round.IN THE SHOPThe HX saw the introduction of the first serious Australian exhaust emission laws and the measures taken to meet those laws were rather agricultural by today’s standards. They robbed the V8 of much of its power and made it sluggish alongside some of its predecessors.For that reason it’s most likely that the LE coupes that have survived will have been modified to restore their power and performance. Expect to find aftermarket carburettors and intake manifolds, and perhaps modified cylinder heads and other more substantial internal modifications.In standard form the HX V8 suffered from warped inlet manifolds, was prone to cylinder head gasket leakage, camshaft wear at the rear of the shaft, and various oil leaks.Other than that the LE mechanical package was pretty tough and didn’t give too much trouble. Remember though that it’s now 30 years old and anything that hasn’t been rebuilt probably needs to be.Look for rust in the bottoms of the front guards, the bottoms of the doors, and rear doglegs. It’s also worth checking the boot floor and the cabin floors.IN A CRASHWith cars as old as the LE the safety systems are the seat belts, they should be checked for wear on the webbing, the collapsible steering column and the designed-in body crumple zone.LOOK FOR• Originality underpins resale value• Reasonable potential to increase in value• Modifications that might reduce collectability• Stylish classic coupe• Sluggish performance• Affordable classicRIVALS• XC Ford Cobra coupe – 1978 – up to $30,000• Valiant Charger 770 – 1975-1977 – up to $12,000THE BOTTOM LINEAn affordable and stylish classic coupe that’s fun to own now and likely to increase in value in time.RATING75/100

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).

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.