First published in the November 2004 issue of Street Machine

For a British lad like me, two litres is the start of something big, so a 5.7-litre, V8 Monaro is out there. A long way.

I’ve driven Jags, Beemers and other big European stuff but they’re expensive options. This is mainstream. Holden will sell ten times more Commodores than Monaros but even so — and even at the new $60,490 asking — this is real-world motoring.

So what does VZ mean in Monaro country? It means cams with more valve overlap for better low to mid-range torque, it means a new twin exhaust system, and it means 260kW of power and 500Nm of torque — up 15kW and 35Nm.

It also means bonnet scoops which will start a few arguments since they do nothing. Holden boss Denny Mooney stated that he didn’t want them but customer research revealed you guys did. I like ’em, and I like the new, stacked park lights and projector beam fog lights up front too.

Inside, the major detail change is a pair of gauges atop the centre console — oil pressure and volts — in a cheap-looking plastic surround. I’d like them to be turned more towards the driver, too.

Despite an increase in weight (up 50kg) and the repositioning of the fuel tank forward of the rear axle (for US crash testing, leading to the twin exhaust) suspension remains as before. The new tank allowed a rear deflector to be re-designed to reduce rear lift at speed, and required a new filler location — it’s now on the rear quarter flank.

The make-over cost Holden $15million and it aims to shift around 300 VZ Monaros a month. Sales in other markets — the Pontiac GTO for Seppos and the Vauxhall Monaro in Pomgolia — should recover the outlay.

Leather seats and leather-wrapped gear knob, handbrake and steering wheel create a sense of occasion when you climb in. Turn the key and you really hear the new exhaust. There’s a good growl and it spits back on the over-run — clearly intentional in these days of precise fuel management.

Out of the blocks, it goes like a cat with a cracker up its clacker — but spin the tyres and it bogs down badly. No it doesn’t — that’s the traction control cutting in. It backs off the throttle until grip is regained, then lets you go again. Switch the control off and you can make plenty of smoke.

Around some fast ‘country roads’ on Holden’s Lang Lang proving ground, the revised T56 manual ’box revealed its character: five go gears and an overdrive. All gears bar fourth are now shorter for better drive. All you have to bother about is not being in sixth when you want to accelerate. For the rest, just make sure you’re between 2000rpm – 5600rpm. That backs up the claim that 93 per cent of peak torque is available between 2300-5300rpm.

The auto ’box is sweet — it hangs onto gears as you’d want it to and changes nicely. It’s the same auto fitted to HSVs and light commercial Holdens to deal with the increased torque in the VZ Monaro. But I can’t help wondering why I’d go for the auto over the manual. In a car like this, I want to feel more involved in driving it.

Suspension feels pretty soft over undulating bumps but it never got badly upset. An over-ambitious right foot could provoke nastiness from the tail but powering out of corners there’s plenty of grip and — more importantly — plenty of feedback about what’s going on.

Even on a wet slalom course I was able to push as hard as I wanted without losing it. Any fool could over-step the mark and get it loose but you get pretty big warnings of what to expect.

If it does all go wrong, the new ABS system works a treat. Biting on the biggest brakes in Holden’s line-up (320mm front; 286mm rear, all ventilated) the system hauls the Monaro up cleanly and without the foot-pounding that earlier systems gave, which upset some drivers.

Overall, it’s a satisfying package. Lots of V8 grunt, strong handling and I think the new hero colour, Turismo (teal blue mica), will gain some fans. Lend me 60 grand, guv!

Specs