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Informations about Holden cars

Holden, officially GM Holden Ltd is an Australian automaker based in Port Melbourne, Victoria, originally independent but now a subsidiary of General Motors (GM).[2] The automotive marque is one of GM’s “alpha” brands, taking charge of vehicle operations for General Motors in Australasia, and on behalf on GM hold partial ownership of GM Daewoo in South Korea.[3]

Over the years, Holden has offered a broad range of vehicles. The vast majority of such being locally produced, with supplementary models sourced from various parts of the General Motors empire. Some of these cars have been assembled locally; others have been imported. In the past, Holden has offered rebadged Nissan and Toyota models in sharing arrangements.[4]

Holden cars are manufactured at Elizabeth, South Australia, while engines are produced at Port Melbourne, Victoria.[2] Historically, production or assembly plants were operated in all mainland states of Australia, including Woodville, South Australia (body production only) Pagewood, New South Wales, Dandenong, Victoria, Acacia Ridge, Queensland and Mosman Park, Western Australia. Consolidation of all car production at Elizabeth, South Australia was completed in 1988, although some assembly operations continued at Dandenong until the mid-1990s.[4] Since 1926, the Holden New Zealand subsidiary operated an assembly plant based in Petone, New Zealand. However, manufacturing operations ceased after an announcement made on April 26, 1990 to phase out local production, and import vehicles duty free.

Early history

In 1852 James Alexander Holden immigrated to South Australia from England, and established J.A Holden & Co in 1856, a saddlery business in Adelaide. Edward Holden, James’ son, entered the firm in 1905, with a genuine interest in automobiles. From there, the firm evolved through various partnerships and in 1908, as Holden and Frost, moved into the business of minor repairs to car upholstery. The company began producing complete motorcycle sidecar bodies from 1913, and Edward experimented with fitting bodies on different types of carriages. After 1917, wartime trade restrictions led the company to commence full-scale production of vehicle body shells.

J.A Holden incorporated a new company in 1919, Holden’s Motor Body Builders Ltd (HMBB). HMBB made bodies to suit a number of chassis imported from different manufacturers, such as Buick and Dodge. Then in 1931 General Motors purchased the business and formed General Motors–Holden’s Ltd. Since then two name changes have occurred, the first being in 1998 when it was renamed Holden Ltd, and then in May 2005 when it became officially known as GM Holden Ltd.

Australia’s own car

After the end of World War II, the Australian Government took steps to encourage an Australian automotive industry. While it is widely accepted that General Motors was the only automobile manufacturer to accept the challenge to build “Australia’s Own Car”, both Ford and General Motors provided studies to the Australian Government of the day. Ford’s long and complex document listed the impact and employment effects of a Ford based vehicle and associated infrastructure, whereas GM’s was a simple three page list, showing each member of parliament and what each member would receive in “financial aid”.

Holden’s managing director Laurence Hartnett was particularly enthusiastic about developing and building an Australian car. This led to the development of the 48-215 (also unofficially called the FX), which was launched in 1948. The mid-size 48-215 was fitted with a 132.5 cubic inch (2171 cc) engine, and its design was based on a rejected post war Chevrolet proposal. General Motors rejected the design because the size it was deemed being too small for the United States market.

1950s: domination of the Australian market

During the 1950s, Holden dominated the Australian marketplace, offering buyers a unique combination of style, comfort, performance, economy, and value for money that no competitor could match. Less expensive four-cylinder cars did not offer Holden’s rugged ability in country areas. Another factor in Holden’s success, was the large investment in production capacity, which allowed Holden to take advantage of post-war demand for motor cars. 48-215 sedans were produced in parallel with the 50-2106 coupe utility from 1951, which became known colloquially as the “Holden Ute”, which became a ubiquitous sight in Australian rural areas, as the workhorse of choice for a generation of primary producers. Production continued with minor running changes until 1953, when it was replaced by the facelifted FJ model.

The FJ was the first major change to the Holden since its 1948 introduction. Over time it gained an iconic status, and remains one of Australia’s most recognisable automotive symbols. A new horizontally slatted radiator grille dominated the front-end of the FJ, along with other trim changes, although no changes were made to the body panels. Holden paid homage to the FJ, with the Efijy concept car at the 2005 Australian International Motor Show in Sydney.

While the FJ was little changed from the 48-215, shrewd marketing, including strategic price cuts kept vehicle sales steady, until a completely redesigned model—the FE was launched in 1956. Mechanical components carried over from the FJ, but the contemporary appearance was all-new. This time round, the car was offered as a station wagon as well as a sedan. Strong sales continued, with Holden achieving a remarkable feat of over 50% market share.

1960s: response to the challenge of competition

The 1960s marked a time of change for Holden. For the first time, they faced serious competition, as their major competitors finally sourced cars from overseas and built at production capacity, allowing them to make a serious challenge to Holden’s dominance. The decade opened with Holden offering their third major new model, the FB. Styling was inspired by 1957 Chevrolets, with tailfins and a wrap around windshield with “dog leg” A-pillars. By the time Holden introduced the FB in 1960, many considered the appearance to be dated, as it was based on a three-year-old Chevrolet design. Much of the motoring industry at the time noted that the adopted styling did not translate well to the more compact Holden. The FB became the first Holden adapted for left-hand drive markets, enhancing its export potential.

In 1960, Ford unveiled the new Falcon to the Australian market. This came only months after its introduction in the United States, and only soon after Holden introduced the FB. In terms of styling, the Falcon’s headlights were incorporated into the radiator grille, and there was the availability of automatic transmission. To Holden’s advantage, the Falcon suffered from serious durability weaknesses, particularly in the front suspension, which Holden soon exploited. Early tests reinforced that the car was not well suited for Australian conditions, and Falcon customers discovered the same problems.

In response to the Falcon, Holden introduced the facelifted EK in 1961, featuring two-tone paintwork, chrome trim, and the welcomed availability of automatic transmission. The EH, premiering in 1963, featured the new Red motor, which improved vehicle performance over the previous Grey motor.

In February 1965 Holden introduced the HD, which was quickly updated by the facelifted HR in April 1966 because the car’s styling did not resonate favourably with the market. The HR had new front and rear styling, higher capacity engines and Holden sold in excess of 250,000 units over the two-year production run. In 1968, Holden introduced its next major new model, the HK. Certain specification levels of the new model included Holden’s first V8 engine, a Chevrolet engine imported from the United States. A long-wheelbase prestige model—the Brougham was born off the HK, and the first full-size two-door Holden, the Monaro was also based upon the HK sedan. The name “Monaro” is an Aboriginal word meaning “higher ground” or “higher plain”. The main-stream Holden Special, was rebranded the Kingswood, and a basic fleet model was introduced, known as the Belmont.

A facelift of the HK, known as the HT was introduced in 1969. The exterior changes included a new radiator grille, the first Holden grille to be manufactured from plastic, new rear doors on sedans (with larger windows) and new rear styling, with a larger rear window, boot lid and tail lights. A major engineering feat for Holden was the introduction of the first Australian designed and mass produced V8 engine, available in two capacities: 253 cubic inch (4.2 L) and 308 cubic inch (5.0 L). The 253 cubic inch engine was marketed as Australia’s first “small V8″, and Holden predicted that the V8 would become as popular in the Australian market as in the United States.

The following year, Holden offered the HG: a lightly facelifted car, with a revised radiator grille, tail lights, interior trim and colours. The HG’s major selling point was the introduction of the new Tri-Matic three-speed automatic transmission, which Holden commenced manufacturing at their Woodville, South Australia factory.

Despite the arrival of serious competitors in the 1960s, namely the Ford Falcon, Chrysler Valiant and the introduction of Japanese cars, Holden’s locally-produced large six- and eight-cylinder cars remained Australia’s top-selling vehicles. Sales were boosted in exports, with the Kingswood sedan, station wagon and utility body styles being exported and assembled abroad to places such as Indonesia, Trinidad and Tobago and South Africa where the vehicles were badged as the Chevrolet Kommando.

1970s: from “Australia’s Own” to the “World Car”

The 1970s opened with the launch of the new HQ series, often considered the most important new model since the original Holden 48-215. When HQ was introduced, Holden produced all of its range of passenger cars in Australia, and every model in the range was a unique Australian design. However, by the end of the decade, Holden was in transition, producing cars based on overseas designs.

HQ was thoroughly re-engineered, featuring a perimeter frame and semi-monocoque construction. This provided a level of refinement not seen in this class of vehicle before. Other firsts included wide 60 inch (1500 mm) track, all coil suspension, an extended wheelbase for station wagons, utilities and panel vans, and a new prestige brand: Statesman, which like the station wagons and utilities, had the benefit of the longer wheelbase. The HQ framework spawned a new generation of two-door Monaros, and despite the introduction of the similar sized competitors, the HQ became the number one selling Holden of all time, accumulating an astonishing 485,650 sales in just three years.

In 1975, Holden introduced the Gemini, the Australian version of the “T-Car”, based on the Opel Kadett C. Not only was Gemini an overseas design, but it was developed jointly with Isuzu, GM’s Japanese affiliate. This was recognised with a badge on the rear of the car stating it was a “Holden-Isuzu”. The new car was powered by an Isuzu 1.6 litre four-cylinder engine, and styling was based on the that of the Kadett. Fast becoming a popular car, the Gemini rapidly attained sales leadership in its class, and the nameplate lived on until 1987.

Holden’s most popular car to date the Commodore, was first seen in 1978 with the introduction of the VB. Holden’s new family car was loosely based on the Opel Rekord E bodyshell, but with the front grafted on from the Opel Senator to accommodate the larger Holden six-cylinder and V8 engines. Initially, Commodore maintained Holden’s sales leadership in Australia. However, some of the compromises resulting from the adoption of a design intended for another market hampered Commodore’s acceptance. In particular, Commodore was narrower than its predecessor and the Falcon rival, which meant that it was less accommodating for three rear seat passengers. The Commodore was perceived as being smaller than Falcon, which costed Holden sales. The width problem was not resolved until the introduction of the wider VN in 1988, which became the first full-size Commodore.

1980s: toughest decade

The 1980s were a challenging time for Holden, with the Australian car industry experiencing difficulties. The Australian Government intervened to endeavour to revive the industry, with the establishment of the Button car plan, named after John Button, the Federal Industry Minister. The Button car plan aimed to improve viability by encouraging the industry to focus on producing larger (and more economic) volumes of fewer models, as well as providing incentives for exports.

Holden experienced financial challenges as profitability fell in the face of declining sales of the Commodore and Gemini models. The competition from Ford intensified, with the popular new Laser, a compact car based on the Mazda 323, and their updated Falcon. Also, other Australian manufacturers; Toyota, Nissan and Mitsubishi Motors were gaining market share.

Holden released the Camira in 1982, which was Holden’s version of the “J-Car”. After a good sales start, Camira sales faltered, as buyers considered the 1.6 litre engine to have inadequate power, and the car’s reputation was tarnished by below average build and ride quality problems.

In 1985, Holden’s parent, General Motors reorganised and recapitalised the business. At this time, the engine manufacturing and car manufacturing divisions were separated. The engine manufacturing business was successful, building four-cylinder GM Family II engines for use in cars built overseas. Holden became the source of engines for the Vauxhall Cavalier and the Opel Ascona built in Europe. In the same year, the Barina supermini was launched, becoming Holden’s first truly small car. The rebadged Suzuki Swift, allowed Holden to broaden their market appeal.

Holden began to sell rebadged Nissan Pulsar hatchbacks as the Holden Astra in 1985, as a result of a deal struck with Nissan. When Nissan released a new model Pulsar (with an Astra clone) in 1987, it was powered by the GM Family II engine which powered the Camira. This arrangement ceased in 1988, when Holden entered a new alliance with Toyota. The joint venture formed a new company: United Australian Automobile Industries (UAAI). In 1989, Holden began selling rebadged versions of Toyota’s Corolla and Camry, as the Holden Nova and Apollo, while Toyota sold the Commodore as the Toyota Lexcen. Toyota’s adaption of the Commodore was named after Ben Lexcen, the designer of Australia II which won the 1983 America’s Cup, wresting the trophy from the United States for the first time in the competition’s history. This badge engineering scheme did not resonate well with buyers, even though rival Ford had been successful with its Laser and Telstar models, which were facelifeted versions of Mazda’s 323 and 626, respectively.

In 1984, Holden introduced the VK Commodore, with significantly styling changes from the previous VH. The next update for the Commodore appeared in 1986 with the VL, which had new front and rear styling. Controversially, the VL was powered by the Nissan RB30 3.0 litre six-cylinder engine, and electronically controlled four-speed automatic transmission. The change to the Nissan engine was necessitated by the legal requirement that all new cars sold in Australia from 1986 had to run on unleaded petrol. It was not feasible to convert the six-cylinder engine to run on unleaded fuel, and the Nissan engine was chosen as representing the best engine available. However, due to the changing exchange rates over the life of the VL, the cost of the Nissan engines doubled. The final phase of the Commodore’s recovery strategy sat in the hands of the 1988 VN, which was significantly wider than before. The VN was powered by the American-designed 3.8 litre Buick V6 engine.

1990s: comeback years

This decade saw Holden’s transformation continue. By the end of the decade, Holden was a confident and successful participant in the Australian car industry, as well as having a place on the world automotive stage. Besides manufacturing Australia’s bestselling car, which was exported in significant numbers, many of the Holden’s locally produced engines continued to be sent abroad to power cars made outside of Australia. In this decade, Holden adopted a new trend, where they imported a range of cars to allowing them to offer a full range of competitive vehicles.

In 1990 Holden revitalised the wide-body Commodore, which was significantly more successful than its predecessor. The defunct Statesman brand was reintroduced, however the models were sold as the Holden Statesman and Caprice correspondingly. As well as the prestige variants, the Ute made a welcome return. Local production of the Buick sourced 3.8 litre V6 engine commenced to provide power for the Commodore range, and the 5.0 litre V8 engine was later replaced in 1999. Strong Commodore sales were contributed by the fact that Ford had numerous problems with their new EA Falcon which they introduced in 1988.

The UAAI “badge engineered” cars fared poorly, although the Holden Commodore, Toyota Camry and Corolla were all successful when sold under their original nameplates. Potential customers could see the “copies” were thinly disguised versions of popular cars, and instead purchased the vehicles from the original manufacturer. In 1996, UAAI was dissolved, and Holden recommenced sourcing product offerings from within GM rather than from competitors. The Toyota sourced Nova and Apollo were replaced with the Holden Astra and Vectra, which imported from Opel in Europe. Assembly of Vectra commenced at Elizabeth, South Australia and these cars were exported to Japan and South America. However, the Vectra did not achieve sufficient sales in Australia to justify local assembly, and reverted to being fully imported in 1999. In 1994, the Opel Corsa replaced the already available Suzuki Swift as the source for the Holden Barina.

In August 1997 the all-new VT Commodore was introduced, and was the outcome of an AU$600 million development programme which spanned over half a decade. The new model sported a rounded exterior body shell, improved dynamics and many ‘firsts’ for an Australian-built car. A stronger body structure contributed to gains in crash safety, and in late 1997, just months after its introduction was crowned Wheels Car of the Year. A revived Monaro, based on the Holden VT Commodore, attracted wide attention since being shown as a concept car at Australian motor shows, and drew a large waiting list after it was put into production. The revived Monaro was released to the Australian market in October 2001, and ceased production in 2005.

2000s: Daewoo and the all-new Commodore

Holden’s trend of importing many of their models from Opel in Germany continued throughout the first half of the 2000s. But to increase profitability, Holden has now looked to the GM-owned Daewoo in South Korea for replacements. Holden had already established close research and design links with Daewoo, with which it provides the large Statesman model. In 2005, the Opel-sourced Holden Barina was replaced by the Daewoo Kalos, which continued to be marketed under the Barina nameplate. The entry-level Holden Astra Classic was replaced by the Holden Viva, which is based on the Daewoo Lacetti. However the European-sourced Astra nameplate continued, but was marketed as a more upmarket model. In 2006 Holden begun selling the Holden Captiva, a Crossover SUV which is manufactured by Daewoo with Australian-built versions of the Alloytec V6 engine. The third Holden model to be replaced with a South Korean alternative was the Vectra, being surpassed by the mid-size Epica in April 2007.

The 1997 VT Commodore received its first major update in 2002 with the VY, and in 2006, Holden launched the all-new VE. VE came to be the first Commodore model with all-Australian origins, as opposed to previous generations’ Opel sourced platforms, which had been adapted both mechanically and in size for the local market.