HOLDEN HQ GTS MONARO
WITH THE TORANA HANDLING HOLDEN'S RACING DUTIES, THE MONARO TOOK ON A MORE GLAMOUROUS POSITION IN THE SHOWROOM.
If back in 2015 you liked the idea of owning an HQ Monaro but elected to put in a pool or go to Disneyland instead, now is the time to start sobbing quietly.
During the past five years, demand for two-door versions of the HQ has surged, with values climbing faster than for the higher-profile GTS327/GTS350 models.
This trend occurred largely because buyers wanted alternatives to the increasingly expensive HK-HG models. However, when those cars hit their peak and prices retreated, demand for high-quality HQs didn’t slacken at all.
Holden’s HQ range was launched in August 1971 and every dealer who could secure a GTS wanted one of these gorgeous cars as the centrepiece of their showroom display. HQ Monaros in those days literally stopped traffic with their looks.
Holden already had a race and rally-winner in the guise of its XU-1 so the new Monaro could concentrate on delivering glamour in a market where the other contenders (Ford and Chrysler) were still playing catch up.
Built on the same 2819mm wheelbase as Holden’s sedans, the Monaro two-door was a genuine ‘family’ car with style and performance on its side. The sporty GTS cost less than a Premier-spec LS and was the bigger seller. Unlike HK-HG versions there was no six-cylinder engine option for the GTS, just a choice of three V8s.
Most were sold with locally-made engines, either a 4.2-litre ‘253’ or 5.0-litre ‘308’, but there was also the Chevrolet-sourced 350 as an extra-cost option.
Critics complained that the all-coil HQ didn’t handle with the same precision as earlier cars but acknowledged that its ride and predictability on rougher roads were superior.
Brakes on GTS versions were disc front/drum rear with power assistance. Thanks to soft springs, a panic stop would cause the nose to dip and rear wheels to lock which increased stopping distance. Tweaked springs not only improve handling but also help brake performance.
Inside the GTS were comfy looking seats partially-trimmed in a checkerboard material known as ‘houndstooth’. Access to the rear seat was easy and the view wasn’t obscured too badly by mandatory front head restraints. Mounting points for front seat belts weren’t ideal but inertia reel replacements are now available.
Without the kudos of being a ‘Bathurst’ winner, the 350-engined HQ hasn’t as yet matched the values achieved by HT versions. However, these cars in show condition and with their original engine will top $200,000.
Even 5.0-litre versions of the HQ GTS coupe have become difficult to find and one four-speed manual car has sold for more than $150,000. Automatics are easier to find and can cost $20-30,000 less than a manual, as do cars with 4.2-litre engines.
All of them but especially big-engined and four-speed cars must have their authenticity verified via their build and ID plates which are located in the engine compartment. These will confirm if the car was built as a GTS and that its engine and transmission types are correct.