Road test: Holden Monaro CV8

By Feann Torr

First glimpsed as a prototype in the late 1990s at various Australian motor shows, and one that wasn't originally intended for production, the V8-powered Aussie-built Monaro coupe concept went on to become a Holden success story.

Some will argue the car is crap, "a bog-standard Commodore with two doors" others will proclaim, and that it is leveraging its popularity off what is a hallowed namesake - nothing more. In response to such arguments, one need simply look toward the exportation of the vehicle to America - the largest, most lucrative car market in the world.

Not only has the Monaro led the sales race in the sportscar market segment (followed by another Holden - the Astra Convertible) in its domestic market, but it's helped pave the way for Aussie exports in the US, where historically there have been few.

But putting us on the international automotive map will count for nil if the car doesn't inspire, and that's one of the key things the Monaro must do, and herein we'll see if pushes the right buttons, so to speak.

Make: Holden
Model: Monaro
Price: $59,350
Transmission: 6 speed manual
Engine: 5.7-litre, Vee eight-cylinder, 16-valves
Fuel Consumption: City cycle - 12.5-litres/100km, Highway cycle - 7.4-litres/100km
Seats: 4
Safety: Driver and front passenger SRS airbag, front side (thorax) airbags, ABS, Traction control

Drive

2003 Monaro CV8 Series II

It's quite interesting to have experienced Ford's highly refined six and eight-cylinder motors before ever igniting Holden's Chevrolet-sourced Generation III small-block V8.

To be frank, I was expecting a low-tech, old world, dated and clunky bucket of bolts, but even with 20,000 kays on the clock, I found the 5.7-litre V8 to be a solid and - dare I say it? - very willing performer.

Granted, it's no quad-overhead camshaft wizard, but it's not the unrefined and hard-to-live-with motor that many claim it to be.

It doesn't have the low-end urge of Ford's quad-cam Boss, but it's still a remarkably tractable engine - I guess you can thank almost 6.0-litres of capacity for that.

We tested the six-speed manual transmission in the CV8 Monaro, and while I will concede that the individual ratios are quite tall, this is no bad thing in my book, and the massive amounts of torque go part-way to counteracting the long gears.

Sure, sixth gear is utterly useless for focussed driving, but those who don't have a work-based fuel allowance or ultra-deep pockets will be happy that the engine ticks over @ 1450rpm in sixth gear when travelling at 102km/h. On straight, boring and generally speed-camera infested highways, you can just pop it into sixth gear, flick on the cruise control and the big V8 will sip fuel at around 7.5-litres per 100 kilometres.

From where I stand, this is a very practical feature for those who travel medium to long distances, and seeing as the other five ratios are quite long, it doesn't really impact on the car's sporting persona.

Take first gear for example - it'll do 80km/h when you nail it to the 'line and, while Holden has tuned the Gen III to do its best work at high revs, the Monaro is far from slow - perhaps better described as a rev-happy road warrior.

Punting it around town is fairly hassle-free, though if you will be using this as a commuter vehicle, the auto would be a wiser choice. In manual guise, the engine will pull cleanly from about 900rpm and you can pretty much leave it in either first or second gear in 80km/h zones and let the torque derived from eight oversized pistons haul you out of most situations.

While the Monaro's beating heart doesn't show it's real intent until about 4000rpm, it's not hard to get along with. Sure, Ford's new V8 is a better engine in almost every aspect, but then that engine is brilliant - this one is merely very good. The Gen IV can't arrive soon enough...

But there is one thing Ford doesn't have in its arsenal - a locally built, V8-powered two-door sports coupe, and for the money you pay, this is very good value - comparatively speaking.

Other options for those wanting eight cylinders and the smooth exterior styling cues of a coupe include the Ferrari 360 Modena. It's got a great V8, and its costs $369,500. But that's just a tad more expensive than the CV8...

Okay, I could be more sensible and suggest the Jaguar XK8. Oh wait, that's $188,000 as well... How about the Maserati Coupe Cambiocorsa at $220,500? More than three times the price. Sorry.

New twin exhaust system liberates 235kW

The only grand touring V8-powered coupe that comes remotely close is from Germany-land, more precisely the Merc CLK coupe, which sells for $140,900.

That's still more than twice the price of the Monaro, which helps put things in perspective, and let's not lose sight of the fact that the dollar-per-litre ratio [engine capacity] is skewed well in the Monaro's favour, what with it's burbling truck-like 5.7-litre V8.

Simply put, what Holden has done with the Monaro is to undercut its competitors with a true 2+2 grand tourer outfitted with all the trimmings, and one that goes like the clackers and still looks good three years after its inception.

On the road, the Monaro is a balanced vehicle. It's chassis and suspension are not as tightly honed as, say, the Nissan 350Z's, but while it may not carve lap-times as quickly and easily as the upstart Zed, it more than makes up for this with a character that favours ease of use.

The steering, for instance, is well-weighted and responds predictably to both small and large inputs and the creature comforts make this one a keeper. The two front leather bucket seats are supremely comfy, and the two full-sized buckets in the rear (no bench seat also means no split-fold, however) are perhaps the best rear seats I've plonked my derriere in thus far.

Things like auto climate control, nicely-sized cup holders and bucket loads of head, leg and shoulder room are pleasing, while a Commodore-sized boot puts other coupes to shame and makes the Monaro a much more practical proposition.

Exterior

The Monaro may be starting to show its age in terms of the way it drives and its engine technology, but boy - does it look good. Traditional coupe buyers are generally believed to be extroverts who want people to look at them, and perhaps that's why the mighty Monaro is Australia's most popular sportscar?

While it's curvy lines and sleek profile hark back to the VT/VX days, the look is subtle, and very provocative. The higher bootline, large 18-inch alloy wheels and aero bodykit combine to create what is arguably one of Australia's sexiest cars.

To be brutally frank, I reckon this here $60,000 Monaro looks a lot better than its HSV coupe counterparts, and the GTO and GTS cost a pretty penny more, I might add. It's got more purity than its more highly strung super-coupe brethren and is a less intense-looking machine, which suits the cars cruisy demeanour more appropriately.

The headlight cluster is unique to model, and gives the front end a touch of class, what with those massive xenon discharge globes. The tail lights are also very distinctive and, while they may become a little dated as time wears on, for now they are the bees knees; a trademark Monaro styling exercise - simple yet striking.

Interior

Series II Monaro's have brilliant dials

While the Monaro is one of the best-looking Australian-built cars to come along in quite some time, you won't miss the exterior's handsome lines because the interior is just as peachy.

One of the first things that really knocked my socks off was the instrument cluster. Often called a 'binnacle' by the PR types, it came across as very un-Holden, with what I'd term as a very classy looking setup. The speedometer and tachometer have black backgrounds and white dials and numbers, with elegant chrome rims around the edges.

The white-on-black (even when illuminated) colour scheme makes glancing at the dials really easy on the eyes - I'd take these contrasting shades over gaudy orange or predictable green any day of the week, and let's face it, these days we're looking at the speedo more than ever.

As mentioned in Drive, the seats conform well to ones bum and lower back, and the electrically adjustable pews are quite intuitive in operation - just be aware of the slight fore/aft rock that some Monaros are beset with. The steering wheel has a nice tactile quality [finished in leather] and the driving position was better than the norm too.

Fit and finish is impressive by local standards - the dual-zone climate control is remarkably effective and the six-stacker CD stereo [with subwoofer] will please the audiophiles out there.

A quick glance around the Monaro's cabin will have many of the "It's just a Commodore..." brigade oohing and aahing at the plush leather, shiny scuff plates and Monaro lettering. In short, this is very much a luxury 2+2 grand tourer, and with all the shortcuts and electronic doodads found within, spending long hours behind the wheel is far from a chore.

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