Enter Sandman

Back to where it all began
The Sandman legacy can be traced back to the 1972 Sydney motor show and the debut of the dazzling Ewe't concept. Based on the HQ-series Holden ute, the sporty marketing device was never intended for production, but like the V2 Coupe three decades later, was eventually built to satisfy overwhelming interest from an enthused car-buying public.

The Ewe’t arrived with metallic silver duco, a white interior and a Statesman Caprice fascia. Motivation came from a 5.7-litre Chevrolet V8 matched to a three-speed auto, while equipment included power steering, air-conditioning, power windows, disc brakes, 'polycast' Honeycomb wheels and GTS fluted guards.

The dark blue pin-striping and decals across the show car’s profile and tailgate would almost continue to production, though many of the interior's high-end options wouldn’t; the first Sandman more closely resembling its GTS sibling.

Also drawn from the GTS were the Ewe't's three-spoke steering wheel, push-button radio and bucket seats; the latter clad with woollen inlays, which again feature optionally on the VF-series 40 years on.

As the HQ-series neared the end of its production run in 1974, the first Sandman hit local showrooms. Marketed at upwardly mobile young guys with a penchant for surfing, the ute and panel van range was offered with six or eight-cylinder power and drew styling cues from the SS and GTS range and a two-seat layout with floor-shift (manual or automatic) transmissions only. It also had a slathering of decals and pin-striping reminiscent of the Ewe't show car.

However, with the HJ-series just nine months away, the HQ-series Sandman was a short-lived (and now very rare) example of the species.

The HJ-series released in (September) 1974 had styling many at the time said made for an "unhappy marriage" between the HQ's smooth rear-end and the HJ's squared-off nose. The Kingswood-based Sandman ute and 'Holden'-based panel van again brought many of GTS features to the fore, including vented guards, chrome wing mirrors and white-needle GTS instrumentation.

As emissions laws tightened, the mildly reworked HX-series arrived in (July) 1976. With it came the refreshed Sandman range which added lurid pin-striping, perhaps as compensation for the asthmatic low-compression engine range (thankfully, like the HJ before it, was a 'delete option'). With terrible fuel economy and a decrease in power and torque the HX-series Sandman range also omitted the black-out window frames, black Lucas wing mirrors and fluted guards of the GTS.

The HX-series didn't last long, and was replaced by the HZ in (October) 1977. Radial Tuned Suspension (RTS) improved the handling offered by the previous models' front wishbone arrangement, though the commercial-derived Sandman models retained the leaf-sprung live axle at the rear.

Looks wise, the HZ-series Sandman was a treat. The quad headlights of the Premier and GTS featured alongside a blacked-out grille and body-coloured wing mirrors. The fluted guards of the GTS were not available from factory, and the six-cylinder engine also removed from the list, with 4.2 and 5.0-litre V8 engines the only options.

In 1979 the Sandman ute was dropped from the line-up, although the panel van continued until the end of the HZ-series' run in 1980.

There were plans for a WB-series Sandman, with L32 / M21 driveline combination (4.2-litre V8 and four-speed manual) and bucket seats with cloth inlays, but none were produced.

Will's two-owner 1975 'Jamaica Lime' Sandman ute features a 4.2-litre V8 and four-speed manual transmission. The 'nude' option HJ-series model has no sticker pack (save for the 'Sandman' decal on the B-pillar) and was purchased witout air-conditioning, power steering or a radio. Will says his Sandman ute has been a trusty workhorse and is still used on a weekly basis.

The here and now

Aptly making its debut at the Bells Beach Rip Curl Pro surf competition, the 2015 Sandman range is a limited edition pack offered on Ute and Sportwagon variants.

The modern-day Sandman ute has decals on its flanks, and much like the original HQ is offered with six or eight-cylinder power and with the choice of six-speed manual or automatic transmission from the Commodore SV6 and SS V-Series models.

On-sale this month (june 2015) priced at $2950 the Sandman pack adds 20-inch gloss black alloy wheels, Sandman-inspired decals, sunshades, floor mats and dashboard stitching, black fender vents, grille and roof rails, and retro accessories including orange sheep skin seat inlays and a rear shag-pile rug (wagon variants only).

There are three colour choices: Heron White (pictured), Nitrate Silver and Phantom Black.

Sampled alongside an original HJ Sandman, the VF feels light-years ahead, from remote start (on automatic models only) to unheard of features in the ‘70s like climate and cruise control. With power to burn, the look and feel by comparison is as distinct as night and day.

The HJ is something of a chore to drive. The clutch offers virtually no assistance, the brake pedal pressure varies with repetition and the throttle requires a steady touch when cold to prevent stalling. Even trying to maintain a straight-line is hard work, as the mechanical worm and recirculating ball tends to track into cambers and ruts, and is diabolically stiff at car-park speeds.

The shift of the old Holden's four-speed manual is imprecise; the linkages feel slack from 40 years' use, though with a little practice slot positively into place. But in spite of the lack of adjustment offered from the seat and steering column the ergonomics aren't too bad. The wheel and pedals are placed conformably within reach, though first gear and reverse almost require a trip to the passenger seat.

Outward visibility is especially good with a great view offered around the car, thanks primarily to slender A-pillars and the wide rear windscreen. By comparison the modern Sandman's thick pillars, small mirrors and pronounced sails, make lane-changing a tricky process (thankfully blind-spot monitoring is offered standard on the variant tested).

Will's Sandman Ute has never had its engine rebuilt, and after 40 years and a pretty average LPG conversion is a little ‘tappet’ and tired. That said, what's left of the 138kW and 354Nm is still quite accessible, with only a couple of thousand RPM required to keep with the flow of traffic.

We love the V8 burble from the single exhaust, but the lack of any real sound insulation at freeway speeds highlights just how far the humble Holden utility has come since 1974.

Not surprisingly the VF Commodore feels tight, but not as light as the old HJ. With a kerb weight of 1749kg it's around 420kg heavier than the Jamaica Lime beast, and stiffer over bumps thanks to lowered FE2 sports suspension and 20-inch wheels (the HJ sports 14-inch GTS Rally Rims). In an interesting side note, the old HJ boasts a payload rating 99kg higher than the SS V's 651kg.

The 6.0-litre engine is obviously more potent with six forward ratios minimising parasitic mechanical losses as it accelerates from standstill. Despite this, the bigger engine is quite lazy in its lower reaches and needs around 4500rpm on board to really develop any substance. It's a characteristic largely aimed at improving average fuel economy which we might add was pretty good at 11.2L/100km.

1975 Holden HJ Sandman Ute pricing and specifications:
Price: $4125 (approx. price when new, plus on-road costs)
Engine: 4.2-litre eight-cylinder petrol
Output: 138kW / 354Nm
Transmission: Four-speed manual
Fuel: 10.4L/100km (approx.)
CO2: 355g/km (approx.)
Safety Rating: N/A