When Holden proudly unveiled its new Monaro sports coupe at the Sydney Motor Show in 2001, 33 years had passed since the first Monaro made its debut, wowing Holden fans across the nation and featuring in national front-page news in July 1968.
Described by Holden as its biggest step since the manufacture of the first Holden in 1948, that 1960’s car — the striking new HK model Monaro — was indeed the first sports machine to be completely designed and engineered in Australia.
Interestingly, nine months before the sensational new sports coupe was introduced, it was still without a name of its own. Though it featured traditional American styling cues from Chevrolet’s Camaro and the Oldsmobile Toronado, Holden wanted its own uniquely Australian name, and therefore it sifted through hundreds of suggestions for a prospective model title, trying to find one that had that special ring.
Then while on holiday in Cooma, NSW, Holden’s technical stylist, Noel Bedford, just happened to spot a name on a sign that read “Monaro County Council” and, in an unusual kind of way, the sign reminded him of Marlboro Country and the Camaro. To Noel, Monaro seemed a fairly simple and logical name, and he wondered why someone hadn’t thought of it before.
When he returned to work he set about checking Monaro for copyright and dialect meaning, while the name was instantly approved during an impromptu meeting held by Holden’s board of directors.
As stated in the original HK Monaro press release, Monaro is of Aboriginal origin, meaning ‘a high plateau or high plain’ and also shares its name with the Monaro range in NSW’s Snowy Mountains as well as the Monaro Shire, just south of Canberra, ACT.
Aussie Pride
Produced in Holden’s brand new design studio, the HK Monaro coupe took a dramatic design route that was overwhelmingly influenced by US automotive trends. Its striking roof-line was styled on Oldsmobile’s front-wheel drive Toronado coupe, an incredibly successful US release in 1966 and still a contemporary styling inspiration.
The Monaro shared the Toronado’s rear pillars, which blend seamlessly into the rear quarter panels in an almost continuous slope from the rear window to the tip of the boot lid. Other Toronado features, like the stylish rear wheel arch blisters, also worked well on the more compact Monaro.
The HK GTS’ detailing included a tail panel strip that replicated full-width taillights, plus offset bonnet and side stripes, cooling gills in the front guards, stainless steel full wheel covers and grille blackouts. Inside, there were new stitch patterns for the seats, an alloy-spoked steering wheel and centre console.
Holden offered a selection of no less than 19 engine and transmission combinations; ranging from the 2638cc (161ci) Aussie six to the Chevrolet 5359cc (327ci) small-block V8 with four-on-the-floor to match.
Monaro drivers soon tapped into the exhilaration as the coupe’s instant street credibility was soon backed up by exceptional rally and race success. At the top of the pile, Holden’s thundering HK 327 Bathurst GTS Monaro was soon wrestling around Australasia’s race tracks, winning the 1968 Sandown three—hour endurance race with Tony Roberts and Bob Watson at the helm. This victory set the scene for Bruce McPhee and Barry Mulholland to pilot their Warwick Yellow Monaro to victory in the 1968 Hardie-Ferodo 500 at Bathurst. In fact, that ‘Great Race’ saw a clean sweep for the GTS Monaro, with Jim Palmer/Phil West and Tony Roberts/Bob Watson claiming second and third for a classic all Holden, all Monaro podium finish. The following year the Monaro proved its spirit again, with Colin Bond and Tony Roberts claiming victory while a youthful Peter Brock piloted his Monaro into third position.
The Monaro was instantly recognisable as an appealing sports machine, with rakish good looks that matched the traditional Holden virtues of longevity and toughness, testament to the many examples that remain today, mainly in the hands of enthusiast owners who are dedicated to ensuring that the original Monaro legend lives on.
Big Yella
Responding to an advertisement in the Trade & Exchange, Brett Pearce bought this HK Bathurst 327 Monaro almost six years ago after looking at a Brock VK Group A Commodore for sale in Bucklands Beach, Auckland. When Brett went to have a look at the Group A, the owner had another car under cover on blocks in his garage and, while looking over the immaculate low mileage Group A car, Brett couldn’t resist the urge to ask what the other car was under the covers. The owner said it was his 1968 HK Bathurst Monaro and, naturally, Brett asked if he could have a look.
When the covers were drawn back, Brett was blown away by what he saw — an immaculate Monaro. The owner had spent three to four years rebuilding the Warwick Yellow Monaro, exactly the colour Brett would have painted it if he owned the car. The owner then went on to explain what mechanical work had been carried out, but by this stage Brett was hooked and, although he liked the Group A, he knew he had to have the Monaro.
The obvious question was asked — the answer was a categorical no. Brett then embarked on a long period of calling the Monaro owner on a regular basis, around every three or four months. This would go on for the next four years until, one day, the Monaro was for sale.
At last, Brett had this Monaro — a car he had lusted after for the best part of 20 years. In the past, houses, business commitments and kids were priorities that always seemed to come first; now he was entering a stage in his life where the Monaro could occupy the top slot.
Brett has always been drawn to classic muscle cars, ever since he was a kid growing up in Papatoetoe. His guitar teacher owned an orange HT 350 GTS which he always admired, and other guys in the neighbourhood owned such cars as E38 and E49 Valiant Chargers, a 1969 302 Boss Mustang, Torana GT-R, and a 1956 Chevy pick-ups — all cars Brett would gladly own today given half a chance.
Over the years Brett looked at countless cars, and the criteria never changed, it had to be classic, fast and loud. He also wanted to be able to drive it to and from the race track, as putting a car on a trailer always seemed unnecessarily stressful.
Nervous Exercise
Driving his newly acquired Monaro for the first time was a nervous exercise for Brett. He hadn’t even heard the car run, or driven it — and driving the Monaro proved extremely awkward, as it was fitted with a race seat on the driver’s side which couldn’t be moved back to accommodate Brett’s long legs. As he drove the car for the first time, he also realised that he had no idea of what it would cost to bring the yellow beast back up to scratch — bearing in mind the Holden had been on blocks for five long years.
The first item on the agenda was a full check over, so the Monaro was whisked off to Derek Price at Performance Transmissions Ltd in Pukekohe, who helped get the car up and running. The decision was then made to remove the cylinder heads to inspect the engine internals — fortunately everything passed with flying colours, so the V8 was stitched back together and fired up.
Brett remembers asking Derek what it sounded like when he started it, and being told that it sounded pretty angry when the trigger was squeezed. Everything was pretty much bang on.
Basically, from then on it was a matter of sorting out several minor issues, including a new exhaust system — the existing one had rusted out. The Detroit Locker differential was removed and replaced with a LSD unit with a 3.25 ratio, because Brett discovered the car was running out of revs at the end of the straight at Pukekohe.
The Monaro had also been fitted with a Tilton triple-plate clutch, which made gear changes virtually impossible when driving around town unless you had thigh muscles like Arnold Schwarzenegger’s, so a centreforce clutch and alloy flywheel were fitted to make life easier.
Also, to further aid city driving, the ignition system was modified to include a MSD distributor to help prevent plugs fouling and a new, four-core radiator with two large electric fans was added to keep the engine running as cool as possible. The car was also fully rewired to remedy some existing electrical faults.
The Richmond Super T10 gearbox was completely rebuilt, as it had a bad habit of popping out of second at the end of Pukekohe’s back straight, and a two-piece driveshaft was installed to cure high-speed vibration. Brett decided the Monaro also needed new rubber and, as the car was running 15-inch Arrow wheels, it proved impossible to get good tyres to suit — which meant a change to 16-inch rims. Brett’s brother came to the rescue with a spare set of Simmons wheels, which required some machining to suit the Monaro’s modified Commodore stud pattern.
Oops!
With everything fettled, it looked to be full steam ahead for Brett’s Monaro — at least it was until the top came off a valve, the broken piece completely destroying the engine.
Engine guru Dave Mills had personally rebuilt a new engine using the very best parts available. However, due to a faulty timing chain he had to rebuild it all over again. Interestingly, there was never any question of blame — he just got on and fixed the V8, testament to Dave’s honesty and integrity.
Since then Dave and his son, Craig, have looked after the Monaro, providing Brett with superb service and workmanship. Craig actually built the custom exhaust system using three-inch mandrel bent stainless steel tube, with double chamber Flowmaster mufflers. It really is a work of art.
Brett also installed a new set of HPC coated Pacemaker exhaust headers along with a heavy-duty starter motor, alternator and battery for easy ‘hot’ starting.
The car is also fitted with a fully homologated bolt-in roll-cage with removable side intrusion bars, RacePro seats and full harnesses, a Hurst shifter and JFZ four-pot brakes with slotted and drilled rotors.
Paul Manuell’s team at Eastern Automotive dyno-tested the Monaro at an impressive 372kW (500bhp) and a whopping 880Nm (650ft/lb) torque, and Mark Stokes certified the car for its MotorSport NZ Authority Card.
Since its last engine rebuild nothing major has needed Brett’s attention, apart from one rust repair. One of the most common areas for these Monaros to rust is in the rear quarter panels just below the side rear windows, and a previous repair had started to react with the paint. Dave Mills’ panelbeater completely stripped both rear quarters back to bare metal and ensured the original rear quarter swage lines were put back in.
Although Brett’s Monaro has been modified to suit his taste, the wonderful thing is that he still has all the original parts — including the genuine 327ci engine, original Saginaw gearbox, Salisbury 10-bolt differential and original front seats, so that this genuine, low mileage Bathurst 327 HK Monaro could be converted back to stock condition quite easily at any time. In fact, I believe this car is probably more valuable in stock trim, and its value probably explains why this awesome machine has only done 10 Commodore Car Club track events in the last 10 years. That’s very little track work for a car that once ruled Bathurst’s mountain, but each track outing is a great opportunity for Brett to get his power fix without getting caught.
Specs
1968 HK Holden Monaro GTS
Engine: Chevrolet V8
Capacity: 5.7-litre (350ci)
Engine: Wiseco (12.5-1) forged pistons, Callies steel crank 3.5-inch stroked, Eagle I-beam rods with 998kg (2200lb) bolts, competition main and big end bearings, Durabond one—piece cam bearings, Comp Cams roller cam, Comp Roller followers, guide plates and screw in studs, Comp Cams 5.16×080-inch hardened push rods, Comp Cams spring retainers, 10—degree jumbo locks, Isky toolroom springs, Ferrea 2.02-inch stainless intake valves and Ferrea 1.65-inch stainless exhaust valves, 1.6 ratio roller rockers, Romac damper, Romac roller duplex chain set, Mercedes timing chain, chromoly rings, Felpro O-Ringed head gaskets, ported cylinder heads, competition sump, four-bolt mains
Max power: 372kW (500bhp)
Max torque: 881Nm (650lb/ft)
Fuel system: Four barrel 750cfm Holley
Transmission: Richmond Super T10
Suspension F/R: oil spring/leaf spring — radius rod
Steering: Recirculating ball
Brakes: Power assisted disc
Dimensions:
Overall length: 4527mm
Width: 1759mm
Wheelbase: 2719mm
Kerb weight: 1530kg
Words: Ashley Webb | Photos: Adam Croy
