HQ-WB ONE TONNE UTILITY
WHEN A STANDARD UTE WASN'T BIG ENOUGH THE ONE TONNER CAME TO THE TRADIES RESCUE
Throughout the 1970s, and a bit beyond, One Tonne Holden utilities (aka ‘The Tonner’) were king of Australia’s commercial vehicle world. Today as a workhorse and plaything they remain universally loved and instantly recognised.
Today’s market divides into stock and modified with some blurring of the boundaries. Here we aren’t talking about six-cylinder cars that have been converted to V8 power or acquired front panels from a Statesman. Top-quality, show winning Tonners will have absorbed a fortune in build costs and can sell for more than $50,000. However, this is a fickle and competitive market and all that’s needed to diminish long-term value is a poor-quality respray or some nasty fibreglass body embellishments.
The Tonner in original form used front sheet metal that was similar but not entirely identical to the HQ passenger range. Unlike the wagon-based pickups, these were sold as a cab/chassis and sat on a super-tough chassis with leaf rear springs instead of the passenger models’ coils.
Luxury wasn’t a priority, so electric windows and power steering were rarely fitted. The occasional one will come with an under-dash air-conditioner and some owners have fitted bucket seats in place of the standard three-seat bench.
Most were built with 3.3-litre six-cylinder engines, however 4.2 and 5.0 litre V8s were available. Slipping a Liquid Petroleum Gas tank under the tray wasn’t difficult and LPG-equipped utes will save up to 30 per cent in fuel costs.
WB versions were launched in 1980 to maintain Holden’s grip on the commercial vehicle market once the Commodore arrived. Later versions almost always were six-cylinder and WB V8s available only via special order.
Three-speed manual transmission was standard, with a four-speed floor shift or Trimatic automatic as options. Some manual versions will by now have been modified to accept five-speed Toyota gearboxes which further improve performance and economy.
A limited slip differential was optional but a desirable addition because rear wheel grip when unladen is marginal.
The majority of new Tonners were sold with dealer-sourced alloy trays and some retain that original tray to this day. Timber trays without sides are popular with owners whose utes have retired from serious work, while others will add a ‘lazy’ extra axle and equip theirs as a two-tonne tipper.
Demand ensures that even early and untidy vehicles will command decent money, so expect to pay $10,000 for a metal-tray six-cylinder in ordinary condition. Investing around $25,000 buys a late-1970s model in excellent condition with V8 power with highly modified examples at double that sum.
Mechanical woes depend on which engine is fitted and distance travelled. Some of these hard-working Holdens are on their third engine and have clocked a million kilometres. Phenomenal klicks can also contribute to some alarming body issues and a Tonner that rattles and creaks noticeably is best left alone.