Words Ashley Webb Photos Sean Craig

Ashley still has fond memories of the GTS Monaro, which he proudly owned in the ‘70s

In hindsight, I know I should have kept that Monaro — especially as I watch the prices of Aussie muscle cars rocket skyward, virtually out of control like their Yankee counterparts. As an 18 year old, I must admit though that I wasn’t exactly kind to the bright metallic blue Aussie, taking every opportunity I could to test its every limit. These cars were built tough, and the HK was testament to the unrelenting abuse it constantly received.

As in the US during the late ’60s, early ’70s Australia developed its own muscle car tradition. Many were modified four-door sedans or low riding, rear-drive pick-ups known as utes (short for utility vehicle), rather than two-door coupes. The most famous was the Holden Monaro, with 5031cc (307ci), 5735cc (350ci) Chevrolet V8 or 5047cc (308ci) Holden V8 engines. Ford’s offerings included the Ford Falcon XY GTHO Phase III of 1971 — complete with Cleveland 5752cc (351ci) V8 engine. Then there was the Valiant Charger; 4343cc (265ci) six and 5211cc (318ci) Hemi V8 engines and the three high performance Holden Toranas — the A9X, SLR5000 and the XU-1. The XU-1 was fitted with the 3310cc (202ci) triple carburettor six-cylinder engine as opposed to the 5047cc (308ci) Holden V8 in the A9X and SLR5000.

Today, Holden Special Vehicles produces high-performance versions of various rear-wheel-drive Holden utes, Commodore sedans and, until recently, Monaro coupes, fitted with high performance 300kW-plus engines and perhaps the closest contemporary equivalents to the classic American muscle cars.

Ford’s offerings included the Ford Falcon XY GTHO Phase III of 1971 — complete with Cleveland 5752cc (351ci) V8 engine

These fast, exciting but relatively unsophisticated cars receive far more attention to handling suspension, brakes and safety compared their stock derivatives. Ford Australia has an equivalent operation, Ford Performance Vehicles, turning out similarly up-rated special versions of the Falcon sedan.

Humble Beginnings
Before Holden introduced the Monaro, it had little success in production motorsport. The best result was winning the 1958 Ampol Trial and another victory to Leo Geoghegan in the sedan and sports car event at the Easter Bathurst race meet in the same year.

Other than that, there was a second place at the 1963 Bathurst production car race in an EH S4. Some good Holden HRs were also starting to show up around Australia, but nothing could match the sheer power of the new Falcon GT. What Holden needed was a new V8-powered, restyled car. Over in the US, coupes were out-selling sedans and Holden pinned its hopes on a similar strategy for the Australian market.

Entering into this new phase, the decision to build a coupe was a five-minute conclusion. Holden began experimenting with several ideas, focusing on a large five-seat coupe, producing one of the all time great Aussie classic designs.

Introducing the Monaro
The Holden Monaro was the first real Australian sports coupe, although Ford had beaten Holden to the sports car line with a V8 version of its sporty four-door Falcon called the GT.

Experts have since hailed the Monaro as the most important car in the history of the Holden, even though the 5031cc (307ci) V8 was sourced from the US. When releasing the Monaro, Holden sent a clear signal to Ford that it was going out there to be competitive and win races, and all went according to plan as the Monaro won at its first race outing.

Experts have since hailed the Monaro as the most important car in the history of the Holden, even though the 5031cc (307ci) V8 was sourced from the US

Intense rivalry between Ford and Holden off the track was sparked, with both marques moving into the muscle car arena with vehicles that were perceived by the public to be what they saw on the race track. Bathurst was the perfect marketing tool for muscle car supremacy, as the race was for production cars and the cars on track were virtually the same as you could buy off the showroom floor. If a car won on Sunday it sold on Monday, and both GM-H and Ford wanted to cash in on the perception that their production cars were identical to the race cars.

HK Monaro

Holden’s HK series had about as much grace as a flying brick, and the expectation they would introduce a coupe from this model provided a huge challenge to the new group of stylists. The roofline on the original production Monaro coupe was so prominent that even the blunt HK front looked as if it belonged to something which actually moved. The new coupe had such an immense impact on Holdens of the day that the HK four-door sedan looked mundane by comparison.

When releasing the Monaro, Holden sent a clear signal to Ford that it was going out there to be competitive and win races, and all went according to plan as the Monaro won at its first race outing

The alien invasion — as the American stylists were known — had strong links to Oldsmobile. The HK Monaro shared the Oldsmobile Tornado’s rear pillar design that merged seamlessly into the rear quarter panels. The rear wheel arch blisters and the almost constant slope from rear windows to boot were also Tornado features that were incorporated into the Monaro. The pillar-less sweep of the rear side windows can be seen in the Oldsmobile Cutlass Holiday hardtop.

Designers Schroder and Schinella’s details included the first Aussie-designed full wheel covers with all the elaborate badge work and black-outs of the day. The stainless steel covers tended to loosen at the slightest pothole and cut the fingers when cleaning, but they looked fantastic. Paint-filled wheel arch accents, grille and tail panel blackouts and loud GTS striping brought even the base model Monaro to life. There were a total of 19 Monaro engine and transmission combinations ranging from the 2638cc (161ci) Aussie red six with three on the tree to the classic Chevrolet-powered 5359cc (327ci) V8 Bathurst Monaro with four on the floor. It came equipped as the base Monaro (Kingswood) or the GTS.

Given the limitations of standard drum brakes and handling, the feeble entry level 161 was as relevant to many Holden buyers as the most powerful V8 models. The Monaro also shared the same wheelbase as the sedan that was lengthened to match the XR Falcon. The first run of the Holden Monaro was one of the shortest in Holden history, and explains why unusual option mixes are hard to find. Buyers of the HK Monaro GTS, especially the much sought-after HK327 Bathurst GTS, should take care to make sure the car they are purchasing is the real McCoy, as many started their life as an entry-level Monaro.

The GTS 327 was first hurled around Australian racetracks with sensational success not long after the early Monaros hit the streets

The GTS 327 was first hurled around Australian racetracks with sensational success not long after the early Monaros hit the streets. A first-up win by Tony Roberts and Bob Watson in a GTS 327 Monaro at the 1968 Sandown Three-Hour Endurance Race set the scene for Bruce McPhee and Barry Mulholland to pilot their Warwick Yellow Monaro to victory in the ’68 Hardie-Ferodo 500 at Bathurst.

Named for its 327ci Chevrolet V8, this intrepid performer boasted a Chevrolet Saginaw four-speed manual transmission, wider wheels and tyres, a larger 164-litre (36-gallon) fuel tank and improved engine cooling. The first Great Race proved a clean sweep for the Monaros, with the combinations of 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, Monaro again proved its mettle, with Colin Bond and Tony Roberts claiming victory and the young Peter Brock, also driving a Monaro, finishing third. The Mount Panorama circuit proved a fitting battleground for the fastback coupe named after an Aboriginal word meaning ‘high plateau’ or ‘high place’.

The success fuelled traditional Holden/Ford race track rivalry earned Holden the Bathurst ‘King of the Mountain’ title, which it retains even to this day. The popularity of the Monaro remained high throughout its model life and its legions of admirers keep the flame burning bright today with collectors taking every opportunity to purchase one of these great Aussie classics.

HT Monaro (as featured)
The HT Monaro upgrade exhibited even more of the self-assured and extroverted attitude of the people who chose to drive it.
The most dramatic change was a new multi-louvred plastic grille with a raised centre section and Monaro blackouts. The GTS had bold centre bonnet stripes in black or gold, flanked by new bonnet scoops. Beefier two-section taillights separated by a blacked-out tail panel, thicker side stripes and black sills made the GTS look even sleeker.

Wild new colours included Sebring Orange and Daytona Bronze. A full set of circular instruments replaced the HK’s console-mounted tachometer and strip speedometer. More-contoured bucket seats with optional hounds-tooth check cloth inserts and a sportier steering wheel were in keeping with the HT’s added refinement and special detailing. A new Y-frame engine cradle and neoprene front suspension bushes isolated excess noise from the cabin. The track was widened and fatter rubber bushings in the rear leaf spring eyes matched the gains in the front.

The HT was also first to get the Aussie V8, initially the 4146cc (253ci) engine, and for many Monaro buyers it was the perfect choice. The 5047cc (308ci) version was introduced as Chevrolet 307ci engine stocks ran out. Chevrolet’s new 5735cc (350) V8, which came in different auto and manual specifications, arrived later, giving engineers extra time to fine-tune the GTS 350’s sports suspension so it could be the first Holden to offer low profile radial tyres as an option. The limited build GTS 350 manual could also be ordered with rally wheels — another Holden first.

In 1969, the first year under Harry Firth, Holden Dealer Team Monaro 350s came first (Bond/Roberts) and third (West/Brock) outright in the Hardie Ferodo 500 at Bathurst. HT GTS motor sport victories in 1970 included the Surfers Paradise 12-hour race (Bond/Roberts), and the Australian Touring Car Championship (Beechey).

HG Monaro
Today the HG Monaro is one of the rarest and most sought-after of the Holden coupes and is regarded as the most sophisticated of the early Monaro models. Holden designers ingeniously redesigned the HG’s rear lights, providing the illusion of extra size as the lights merged smoothly with the black GTS tail panel. While the subtler HG mesh grille revived the simplicity of the first Monaro, GTS blackouts highlighted the bold new centre division and surrounds.

The HT Monaro upgrade exhibited even more of the self-assured and extroverted attitude of the people who chose to drive it

The deletion of sill and wheel arch mouldings and the addition of black rocker panels around the lower body gave the HG GTS a meaner, sleeker look. Subtle sidewinder stripes that swooped from the rear pillars to the front highlighted the flow in the original Monaro shape. New decals for the 350 engines were a Monaro first. New metallic colours and the lack of bold bonnet and boot lid stripes reflected a clean custom look, and highlighted the 350’s quad exhausts. Engine choice was the same as for final HT models after the local 308 V8 replaced the Chevrolet 307. A new three-speed Trimatic auto option replaced the Powerglide on all models except the big 350 engine.

Although virtually retired from competition duties — replaced by the XU-1 Torana — the Monaro still managed an amazing year on the track. Norm Beechey’s Monaro dominated the Australian Touring Car Championship against serious competition, and there was an outstanding Bond/Roberts endurance victory at Surfer’s Paradise. Away from the track, Holden built extra compliance into the Monaro rear suspension, boosting GTS 350’s long distance touring capabilities and comfort. The HG GTS 350 manual, with its crisp driving feel and Salisbury limited slip diff, stood as the definitive road car.

Roy and Delcie’s pride
Our featured HT Monaro arrived into New Zealand in 1972. With a build number of #86 (14,437 built in total) it was one of the very early May 1969 HT Monaros built. The Spanish Red coupe had a rather interesting life, having no less than nine kiwi owners over the next 31 years. Roy conveyed how one little old lady literally used the big coupe purely as a shopping trolley for many years; she had pretty good taste I reckon.

Roy and Delcie McGregor finally got their hands on this HT Monaro in August 2003 after it had been stored away in a shed for 13 years. Actually it was a friend, John Weir, who owned the car, and was half way through a complete restoration when the decision was made to sell it. The Monaro was still in a thousand pieces when it finally arrived
in the McGregor family garage.

Where to begin
Although the car had been painted, Roy decided to have the body bead blasted and start over from scratch. Much to his surprise the body was in absolutely pristine condition, showing very little of the usual tell-tale rust that usually appears in spots around the front guards and beneath the rear quarter windows.
The factory Spanish Red paint was applied to the beautiful body, providing the car with just the factory finish Roy was looking for. Friend and previous owner John kindly helped Roy with all the HT’s chrome work, and sourcing the difficult-to-obtain parts necessary for the restoration.

The interior had seen its fair share of abuse over the years, so Roy decided to completely refurbish it. The seats, door panels and head lining were completely recovered in the factory Sandlewood vinyl. The dash pad was in reasonable shape, requiring only a spray of the correct colour to bring it to life with the rest of the interior. All the gauges were reinstalled back into the dash, needing only a small about of elbow grease to finish them off perfectly.

In the ‘go’ department, the 5047cc (308ci) engine was treated to a full rebuild to original factory specs, replacing basically everything including pistons, rods and bearings. The cylinder heads were also completely rebuilt and a slightly modified cam was installed, just enough to bring out that rough idle note which all petrolheads love to hear. The four-speed Saginaw gearbox was in excellent shape, so Roy decided to leave it alone and reinstalled it, including a new heavy-duty clutch and pressure plate.

At this point the suspension received a complete makeover, with new bushes and Munroe shocks added for improved handling. The rear, factory radius rods fitted to this car were normally reserved only for the high performing Bathurst models, and the standard 3.08 limited slip differential finish off the rear handling department.
With the final pieces of exterior trim in place the restored HT Monaro rolled out of the McGregor’s garage in March 2005.

Fun Times
Roy and Delcie were adamant from the outset that the Monaro was not going to be a trailer queen and would be driven come rain, hail or shine. As active members of the Holden Club of Canterbury, the McGregor family gets to enjoy cruising whenever possible, or according to Roy, every weekend.

But let’s not forget the quality of the restoration here, this fine HT Monaro has taken a second prize at the Canterbury Concours in its age category; testament to Roy’s dedication and commitment. Roy just loves to drive the car at every opportunity, but comments how his left leg gets quite sore constantly pushing in that heavy-duty clutch, a pain I fondly remember.

Specifications

1969 HT Holden Monaro GTS

Engine: Holden V8

Capacity: 5047cc (308ci)

Bore/stroke:    101.6×76.2mm

Valves: Two valves per cylinder, ohv

C/R: 9.0:1

Max power: 179kW (240bhp) at 4000rpm

Max torque: 427Nm (315lb/ft) at 3000rpm

Fuel system: four-barrel Rochester Quadrajet carburettor

Transmission: Saginaw four-speed manual

Suspension: Front coil springs Rear leaf springs, radius rods

Steering: Recirculating ball

Brakes: power-assisted discs

Dimensions

Wheelbase: 2719mm

Length: 4527mm

Width: 1759mm

Weight: 1530kg

Performance

Max speed: 180kph (112mph)

0-100kph: 10.8 seconds

1/4 mile: 18 seconds