At just 24 years of age, Nick Grima might seem quite young for a street machiner, but he’s actually something of an old hand, having owned this EK Holden since he was 16. “It was my first car,” says Nick, “and I’ve wanted to build a tough EK for as long as I can remember.”

First published in the July 2026 issue of Street Machine

Given that he grew up surrounded by them, that’s kind of understandable. Nick estimates that well over a dozen EKs have passed through the hands of the broader Grima family over the years, with around 10 currently in the fleet. “It’s great having a car-mad family,” says Nick. “I was brought up around so many tough Holdens and Chevys. We all have the same interests and always have lots to talk about.”

There was no shortage of knowledgeable family members eager to chip in whenever Nick needed it during the EK’s three-year build. However, his father Phil and brother James really went above and beyond, and Nick says the car would not be where it is today without their input. Nick’s fiancée, Isabella, also spent many an hour working alongside him, including rolling up her sleeves for the laborious task of sanding and prepping the paint between coats.

Other than a trip to the engineer for certification, the EK never left the shed for the entirety of the build. “This not only saved me a lot of money,” says Nick, “but I also learnt many new skills.”

Engine work was one of those. Just before the build kicked off, Nick’s uncle Tony was selling the 327-cube Chev out of his lilac EK that he’s currently rebuilding, so they struck a deal. Originally built by Rodney – another of Nick’s uncles – the small-block had been fitted with a GM EFI set-up in Tony’s car, but Nick decided to change things up. “I’ve always liked the old-school look of a tunnel ram and twin fours,” he says, so the EFI made way for an Edelbrock intake and two Holley 600 double-pumpers. For good measure, a bigger camshaft was slid up the middle, and All Cylinder Heads gave the Edelbrock heads the once-over.

Once the mill was nestled in the EK’s bay, Nick grabbed the welder and pieced together the custom extractors from a box of mandrel bends off eBay. “I got my inspiration from the headers on my uncle Rodney’s EK,” he explains. When making the rest of the exhaust system, Nick used ratchet straps to hold the diff up hard against the chassis rails, to ensure nothing will ever hit.

Other items of interest in the engine bay include V6 Conversions bonnet hinges, the wiper motor being relocated under the dash, and the HQ Holden-spec alloy radiator with twin thermos. Heading rearwards, there’s a 4200rpm-stall Dominator converter, a built TH350, and a 4.11:1-equipped nine-inch that Nick’s cousin Wayne narrowed.

To get the EK hunkered down while retaining ample ground clearance, the transmission tunnel was raised and the entire floor rearward of the back seat was cut out. Not having to work around factory sheet metal allowed the pick-up points for the modified Australian Rod & Custom triangulated four-link to be positioned where they needed to be for optimal geometry. Nick then fabricated a new, higher floor, which left tonnes of room for three-inch pipes over the diff, loads of boot space, and a fully functional back seat. “It sits low and doesn’t scrape,” he says. “Nothing hangs below the sills, which was my goal.”

The front was upgraded by bolting in a Southern Chassis Works IFS. The trick double-A-arm assembly employs a BMW power rack, paired to an Astra electric pump that is mounted up under the passenger-side front guard, along with the trans cooler.

Hidden under the driver-side guard is a VH40 booster for the front brakes, which consist of VS Commodore calipers clamping EL Falcon discs. Rear brakes are unassisted HQ drums.

Another of the skills Nick picked during the build was panel and paint. “Did it all myself,” he says proudly. “I went through in a few spots when rubbing back the clear and had to repaint a couple of panels.” Nonetheless, for a complete novice, the high quality of the EK’s body and paint is a massive credit to Nick.

With the car turning out way better than anticipated, Nick decided to get Astor Metals to redo a heap of chrome, while Danny’s Moulding Restorations & Polishing rejuvenated all the moulds. “This was the first thing I’d had to spend real money on,” he says. “I’m so happy, though; I couldn’t believe the dents they were able to get out. So many were bent and twisted, and they came back mint!”

Having his brother James of JC Motor Trimming – one of Sydney’s premier auto trimmers – working by his side was a godsend for Nick. “James helped out massively throughout the build, especially with the trim,” he says.

The interior may have that smooth, leather look about it, but it’s actually high-quality vinyl. “It doesn’t do all the horrible things natural leather does,” says Nick. “It’s easy to look after and is long lasting.”

Since it was finished in 2025, the EK has appeared at the Sydney Hot Rod & Custom Auto Expo, and it made the Top 60 at Street Machine Summernats 38 earlier this year. “Making it into the Elite Hall at Summernats was a dream come true,” says Nick. “I was rapt, especially given the quality of cars in there, plus the fact that most of them were shop builds.”

With more than 2500km now on the EK’s clock, Nick is adamant that Meguiar’s MotorEx in May was the car’s last big show. “As much as I like showing it, I enjoy driving it more, taking it to the drags and having fun,” he says. “Every opportunity I get is an excuse to take it out for a drive.”

With that kind of attitude, Nick seems intent on making his stylish, home-built EK a regular sight on Sydney’s streets.

NICK GRIMA
1962 HOLDEN EK SPECIAL

THANKS
Southern Chassis Works; Danny’s Moulding Restorations & Polishing; Australian Rod & Custom; Astor Metals; All Cylinder Heads; massive thanks to my dad, brother James and fiancée Isabella; Tony Grima; Rodney Grima; Wayne Grima; Benno; everyone else who helped out.