Holden FE-FC

Those buyers were almost invariably male, married with children and living in a house they were struggling to pay off. Yet more than 100,000 Australians annually were prepared to outlay the equivalent of a year's income to put a new Holden in the garage of their suburban bungalow.

Within a decade of the car's appearance, Holden ownership had become almost an obsession. There were other competent, six-cylinder cars in the market - Ford's Zephyr and the Austin Westminster to name the most obvious - but nothing came close to matching the Holden's mix of performance, mechanical simplicity and overriding practicality.

The restyled FE that arrived in July 1956 immediately made the FJ look ancient but its looks weren't matched by comparable advances in technology. While the 2.2-litre 'grey' engine developed an extra 7kW of power the FE's extra 61kg ensured no appreciable gain in performance. There were also new recirculating ball steering and 12 volt electrics replacing the FJ's six-volt system.

A major FE advance was the availability of a station wagon with 1.9m of load space once the rear seat was folded.

A controversial feature was the reduction in wheel size from15 to 13in. While the FE's front suspension was significantly improved, the smaller wheels and tyres affected its ability to absorb surface irregularities with the same aplomb as the roly-poly FJ.

In May 1958 came the FC version and an immediate surge of buyer interest. Early Holdens that had served their owners for almost a decade were up for replacement and trade-ins helped push FC sales to more than 10,000 per month. Mechanical modifications barely rated a mention in GM-H publicity material that was more concerned with chrome and colour choice but performance was definitely improved. Most significant was the FC's higher compression ratio that, in combination with camshaft modifications, produced a more responsive and slightly more efficient engine.

Special models came with a distinctive chromed side flash that complemented the extensive range of two-tone colour combinations. Further boosting FC individuality and GM-H profits was a wide range of official NASCO accessories that ranged from a heater or radio to wheel spats and bonnet mascots. Also available from independent suppliers were numerous engine enhancements including twin carburettors, four-speed gearbox conversions (using the robust MG T Series transmission) and a 'camping body' that turned the bench seats into a double bed.

ON THE ROAD
Rounding a corner in pouring rain on a dark rural road and finding a narrow timber bridge rapidly approaching is bad enough at any time, but try it in an FC Holden being pushed by a heavily laden trailer. Slamming the spindly gearlever upwards into second washes off a bit of speed before you aim for the centre of the slick woodwork and hold on while the rudimentary suspension rises to the challenge before depositing you unscathed and a little amazed on the other side.

That memory dates back more than 30 years but generated a lasting impression of the FC Holden as a car I'd still be prepared to drive almost anywhere with great confidence.

Brian Jayasingha who has owned our featured FC since finding it in 1979 rusted and unloved near the Victorian rural city of Shepparton agrees.

"When I got the car it was just about perfect except that the floor had rusted," Jayasingha recalled. "Using the floor from another car that had been written off by a tram I fixed the rust and then drove the car without a problem for years before pulling it completely to bits for a full restoration."

First gear in the standard transmission doesn't have synchromesh, so FE-FC owners need to learn double-declutch downshifting or rely on the engine's considerable torque to negotiate slow bends or very steep hills. FCs have a slightly improved compression ratio but run acceptably on 91 octane ULP.

Acceleration from rest is muted by the engine's reluctance to rev - peak torque arrives at an amazingly low 1200rpm and the 52kW of maximum power at 4000 - and odd gear ratios that fling the car to 30mph (48km/h) in four seconds but see it take more than 19sec to make 60mph (96km/h). In gear performance is fine at city speeds, with 40-65km/h occupying 5.6sec. Just don't pull out to pass a B Double on the highway unless you've got lots of space to spare - 80-110km/h takes an agonizing 19.8sec.

Spinning the wheel from lock-to-lock in an FE requires 3.8 turns but FCs reduced this to 3.2. Neither model feels especially under-geared in the steering department and rear-wheel slides on loose surfaces are easy to control. Shock absorber condition is crucial to ride quality and control of 'bump steer' when cornering, while worn rear shackle rubbers produce clunks under acceleration or braking and disconcerting lateral movement in bends.

Fuel economy is a subjective issue in cars of this age but for the purposes of comparison (ital) Wheels magazine in 1958 averaged 10.7L/100km while (ital) The Motor in Britain was less frugal at 12.1L/100km.

The bench seats fitted as original equipment look like rejects from a railway station waiting room yet offer reasonable support. Two-tone interior trim characterised Special versions but the leather that had previously been optional disappeared. The boot is deep and accommodates plenty of luggage; with the spare wheel remaining accessible even when carrying a full load.

Essential maintenance includes greasing the chassis and especially the kingpin front end every 1600km.

BUYING
With FE-FC production approaching 350,000 and high survival rates, Australia remains well supplied with 1956-59 model Holdens. Unrestored cars are still easily found - rusted wrecks that might offer some usable parts cost $500 and cars in relatively sound condition for $1000 more.

Stepping up to a car that will see regular use - and these old Holdens remain perfectly capable of sustaining the daily grind - should cost between $4500 and $7000. Cars that have been seen their original engines replaced by a later 'red' six, a full-synchromesh three or four-speed gearbox and uprated brakes are more traffic friendly but worth similar money to originals of equivalent quality.

Five-figure money is reserved for heavily modified cars or those in pristine, authentic condition - some of which have reached $15,000. If you're looking for a show-quality car, choose one that is well supplied with genuine accessories and includes the original factory tool kit.

BUYER CHECK POINTS:

BODY
Many of these cars will by now have seen the benefits of at least one restoration and there are enough good examples in the market to allow avoidance of seriously rusted cars. Obvious inspection areas are behind the headlamp 'eyebrows', trailing edges of the front mudguards, door skins and sills. If those sections seem solid and made of metal rather than filler, check the subframe and firewall, jacking points, boot floor and rear spring mountings. The tailgate on utes, vans and wagons should raise and lower easily and without crunching sounds from the hinges. Rechroming will add dramatically to restoration costs so pick a car with brightwork that is complete and in good condition.

ENGINE & TRANSMISSION
Oil leaks are endemic but most are curable with a gasket kit and a few hours' work. Major oil loss from the rear main bearing is more serious but rebuilt engines are available from $2000. Rattles from the valve gear can be sourced to a variety of causes including worn or incorrect lifters and bent pushrods. Overheating is frequently due to water pump wear - new replacements cost around $150 plus $15 for a thermostat. Transmission bearings and other parts are available but it's normally cheaper to spend $500 on a good replacement gearbox. While test-driving, accelerate and decelerate a few times in quick succession to ensure the car doesn't jump out of top gear. Conversion to later-model three or four-speed transmissions is a simple process.

SUSPENSION & BRAKES
Creaking and groaning from beneath the car indicates a variety of problems - most associated with worn rubber components. Complete suspension overhaul kits are available from various suppliers. Some play in the steering is typical but more than 50mm is excessive. A brake pedal that sinks slowly to the floor under constant pressure is symptomatic of a leaking master cylinder but reconditioned replacements cost less than $100 with full brake overhaul kits at around $500.

INTERIOR & ELECTRICAL
Electrical faults are common and long-term owners should consider budgeting around $400 (plus installation) for a new wiring loom. For reliability, Brian Jayasingha recommends replacing the generator with an alternator and converting the wipers to electric operation. Replacement trim materials, rubber components, glass and floor coverings are all available from old Holden specialists but interior chrome, instruments and accessories need to be in good condition as replacements can be hard to find and sometimes costly. Check that the seat moves uniformly on its runners and locks in place.

FAST FACTS

NUMBER BUILT: 155,161 (FE) 191,724 (FC)

BODY: all-steel, unitary construction four-door sedan and station wagon, two-door utility and panel van

ENGINE: 2.17-litre in-line six-cylinder with overhead valves and single downdraft carburettor

POWER & TORQUE: 52kW @ 4000rpm/149Nm @ 1200rpm

PERFORMANCE: 0-96km/h - 19.6sec/0-400m - 21.6sec

TRANSMISSION: three-speed manual

SUSPENSION: Front - independent with wishbones, coil springs, telescopic shock absorbers and anti-roll bar. Rear - semi-elliptic springs with telescopic shock absorbers

BRAKES: drum/drum unassisted

WHEELS & TYRES: steel 13 x 5/640 x 13 crossply

PRICE RANGE: $1000 - $15,000

CLUB CONTACT: FE-FC Holden Clubs in all states Website: www.fefcholden.org.au