Holden PREMIER HQ
MUCH MORE THAN A FACELIFT – THE NEW HQ MODEL SET THE STAGE FOR EIGHT SUCCESSFUL YEARS FOR AUSTRALIA’S OWN
The HQ ranks as the most important model in Holden histor y. It was the company’s last new, full-sized car and combined sales of the HQ and its derivative HJ-HZ models delivered 767,000 sales in the space of eight years.
The HQ shape was an unrivalled blend of practicality and style, with panoramic windows and improved passenger space. The biggest change in engineering terms was coil springs at the rear in place of ancient semi-elliptics.
The HQ range was announced in July 1971 and generated such excitement that Modern
Motor magazine included a plastic EP record describing the new model taped to the cover of its August issue.
The basic engine was a 2.8-litre ‘173’ si x-cylinder, with a 3.3-litre ‘202’ and 4.2 or 5.0-litre V8s optional. Notionally there was an imported 5.7-litre V8 as well but ver y few of these scarce engines would have been slotted into a basic Kingswood.
The three-speed, all-synchromesh manual transmission was standard to early si x-cylinder cars ; V8s were usually automatic with a four-speed manual optional.
Kingswoods were popular with private and business buyers – in particular the roomy and versatile station wagon. Bench seats front and rear (buckets were optional up front) provided plenty of lateral space for
“HOLDEN WAS ALREADY HEAVILY INVOLVED IN THE OPTIONS GAME”
six adults. In the days before rear seat belts, four or five children could be slotted across the rear bench – or the seat could be folded flat to accommodate an entire team of junior cricketers in the load area.
Holden was already heavily involved in the options game and HQ models with their very plain specification provided rich pickings for dealers who tried never to allow a ‘poverty pack’ to leave the yard.
The most common Kingswood configuration was drum brakes all-round and three-speed manual transmission. In those days, even cab companies and business users still shied away from automatics because they used more fuel.
The handling with new all-coil suspension was full-on understeer with lots of bounce and a x le-tramp on rough or corrugated roads. Where the all-coil benefits manifested was on second-rate bitumen with sweeping bends where the Holden could waft along soaking up all but the biggest bumps without complaint.
Radial Tuned Suspension would make a huge difference to Holden handling but that was six years and three changes of model away. Meanwhile the people who for years had used their Holdens to tow boats and caravans were among those disappointed by the swap to rear coil springs.
Our thanks to owner Geoff Bower whose collection we’ve raided on a few occasions over recent months.