Holden Monaro CV8 2003 2002 Review

Holden has released its Series II facelifted Monaro, adding VY Commodore upgrades to the popular Commodore-based coupe in time for the 2003 model year. Major modifications include an all-new interior, more power for the 5.7-litre V8 and different alloy wheels. Prices increase roughly 1.5 percent on both the supercharged six-cylinder and V8 models.

Little is changed externally, apart from new five-spoke alloy wheels and the new Purple Haze & Vespers metallic paint colours, exclusive to Monaro Series II. Monaro's interior gets the VY Commodore dashboard and fascia treatment, with updated controls and graphics, a large-screen radio readout and a new steering wheel with four alloy-look spokes.

Series II Monaro gets new interior colour schemes, incorporating leather trim and stitching on steering wheel, park brake and transmission shifters.

The CV8 Monaro gets a more powerful 5.7-litre V8 engine with power up 10 kilowatts to 235kW thanks largely to a new exhaust system. Torque is up 5 Newton-metres to 465Nm. The twin tip exhaust has been tuned for a more distinctive V8 burble.

The supercharged V6 version's service intervals are up to 15,000km from 10,000km, along with a "dampolator" to iron out harsh vibrations and allow a freer revving engine character.

Specification adjustments across the range include a new Blaupunkt stereo system and a mobile phone power outlet. The CV8 model gets two additional cupholders and rear park assist (optional on CV6).

Because of the minor nature of the mechanical changes, very little has changed dynamically with Monaro Series II. Certainly, this road tester was hard pressed to identify the extra 10kW of power, though a more accurate timing device would probably record a tenth or two of improvement on standing start acceleration.

BOTTOM LINE:
Can't help but want one. It'll take a fully-fledged card-carrying member of the Lion-brand fan club to pick the latest Series III Monaro from the pack. Indeed, save for a couple of new colour choices, there are very few visual clues to set the latest version of Australia's only big coupe apart. And your seat of the pants dynamometer will also have to be finely honed to pick the extra 10kW the Gen III 5.7lt eight has been gifted, along with the VY Series II SV8 and SS four doors and SS ute.

That said, we're fans of the Monaro here at CarPoint and we'll use any excuse to park our bums in one for a week or so.

The official release kit states the Monaro gets detailed changes such as new, taller seats complete with safer, active head restraints, as well as trim and paint system upgrades. As noted above, there are also new colour options -- arguably the 'loudest' is the exclusive-to-Munro, brilliant blue, Impulse. The hue comes complete with blue leather and Alcantara highlights in the still-for-four cabin. No prizes for guessing what colour the test car was...

For this tester's money the exterior treatment gets a big thumbs up, but the interior is a little over the top. I'll take mine in plain old boring black, thanks.

The Monaro (V8 only, from Series III onwards) still suffers in initial urge from the Gen III's paucity of low down torque. Those extra kilowatts Holden has dialled in would be better placed at 1500rpm, rather that at the 5600 peak the handbook reveals. Add moonshot gearing (sixth in the manual box is next to useless at anything under 130kmh) and you end up with a near-6.0lt muscle car that struggles to pull away from standstill in second gear.

Autos are a popular, no cost option for Monaro buyers -- the somewhat ponderous six-speed manual box isn't for everyone. If the engine had twice the torque at cruise revs, the long loping throws might be seen as endearing. As it is you learn to accommodate the gearbox's idiosyncrasies, but never learn to love it...

This is especially so when you go searching for a snap third-second change to keep up the pace in the twisties, and get... Well, second... Eventually.

Perhaps the most 'talkative' of the big Holdens, however, the Monaro delivers good turn-in and substantial levels of grip. Unlike the other fast Commodores, via the seat of the pants this car seems to have more chassis grip, rather than sheer stick due to wide rubber. Direction changes are just a touch sharper, too.

Holden has chosen to equip the 245kW cars with a front strut-brace, though whether this yields detectable changes to front-end precision is debatable. The original Monaro was better than the equivalent Commodore and the gap remains. Certainly looks the business when you lift the bonnet, though.

Driving the Monaro, I couldn't help but compare it to another two-door I had the pleasure to drive recently. Over 20-years young, the original Porsche Series One 928 was a supercar in its day and perversely remains one of my favourites (Even though later 928s were critically acclaimed as better things!).

With a big capacity V8 up front and similarly recalcitrant manual box, the original 'other' Porsche has the same big car 'Get outta my way I'm coming through' feel as the Holden. The automotive translation of why use a scalpel when an axe is perfectly adequate!

Alright, alright, it's a boy thing... But could you have imagined even comparing a Holden to a Porsche (albeit a 25 year old one) just a few years ago?