A week in a Series III Monaro CV8 automatic has reminded me what a great car it is ...

HOLDEN'S Monaro first appeared in 1969, but I don't remember drooling over that two-door Kingswood, even as a pimple-faced petrol-head. Its icon status was a long time coming, possibly even after the model faded from production in the lead-up to the Commodore era. But the re-incarnated Monaro, introduced a couple of years ago and now in its third series, created an instant sensation. It hasn't taken 15 years for people to realise this is a classic already. The Monaro is a stunning design, all the more alluring for the fact Holden chief designer Mike Simcoe and a bunch of colleagues created it in secret, after hours, as a kind of love job. The shape is so right nothing can improve it, so you rarely see Monaros with the customary wings-and-wheels "enhancements", which would be superfluous. The only thing the factory has changed outside has been the alloy wheel pattern. A week in a Series III Monaro CV8 automatic has reminded me what a great car it is. At $59,350 it might be more expensive than any Commodore, but it is also top value for a handsome V8 sports coupe. A key point is that while Simcoe and his mates designed a great looker, Tony Hyde and the team on the engineering side didn't settle for mere Commodore character and instead put a real sports car under the skin. The fact the Monaro is reaching the mature stage of its model life is surely the reason Holden has piled so much equipment and value into the latest model, released last August. The aluminium 5.7 litre V8 engine remains, but boosted to an output of 245 kiloWatts. Brutal power is available, but the engine is almost as enjoyable turning over quietly on just a whiff of throttle. Transmission is either a six-speed manual or four-speed automatic. Although the auto is outdated beside newer five-speeds with semi-manual control, its shortcomings mostly are masked by the engine's flexibility. On the other hand, a six-speed manual with a heavy clutch just seems like unnecessary hard work. The suspension is all-independent and wheels are 18 inch x 8 inch, fitted with 235/40/R18 Bridgestone tyres. Impressive boots, until you discover the price of replacements. With the final components of the dynamic package being speed-sensitive steering, ventilated disc brakes and electronic traction control, the Monaro performs with assurance in corners. It handles like a sports coupe should, with a near-neutral cornering attitude most of the time and predictability at its limits. Traction control intervenes fairly early to stop wheelspin should the driver apply too much accelerator coming out of a corner. Skilled drivers will find the Monaro's handling more responsive with the traction control switched off, although this is likely to be at speeds inappropriate for public roads. Overall, the dynamics are first-rate. The Monaro is enjoyable when driven hard, yet occupants are not forced to compromise with harsh ride, undue noise or too-sharp steering at normal urban speeds. Satellite navigation and the GPS-linked Holden Assist service are the only significant options for Monaro. It's well equipped. Leather upholstery is standard. Both front seats have eight-way electric adjustment, with three memory settings on the driver's side. The front seats slide forward electrically to ease rear access. The front seat backrests on the Monaro are higher than in the basic Commodore, to incorporate so-called active head restraints, which help prevent whiplash. These are an award-winning safety feature acquired from Saab, a Holden sibling in the General Motors global empire. (The Saab 9.5 also contributed the elegant and natty drink holders, which fold out of the centre fascia.) Befitting Holden's industry-leading approach to safety, the Monaro also features front and side airbags, seatbelt tensioners and belt force limiters. If the vehicle computer detects that the belt tensioners have been triggered in a crash, it automatically stops the engine and fuel pump, unlocks the doors and turns on the interior light. The optional Holden Assist would send an SOS, advising vehicle location and identity. On the comfort and convenience list, Monaros features automatic headlight operation, roadspeed-sensitive wipers, rear parking distance sensors, an automatically-adjusting anti-glare interior mirror, trip computer, separate climate control for left- and right-side passengers and an overhead sunglasses holder. The Blaupunkt audio system has a six-in-dash CD player, 10-speakers, volume adjustment linked to road speed and remote controls on the steering wheel. Although I didn't bother during the test, owners would appreciate the storage of separate, multiple settings in the two ignition keys supplied with the Monaro. Each key, say, for a husband and wife, can memorise their personal settings for air conditioning, sound system, trip computer, speed limit alert, transmission mode, instrument lighting and headlights-off delay. When the key goes in the ignition lock, all these settings are recalled instantly. No more changing the radio station, or cursing your partner for adjusting the air-con to "arctic". None of this is unique, but I'm impressed to find it in a locally-built Holden. Apart from the outdated automatic transmission, complaints are minor. The boot is roomy, but can't be extended through a ski hatch or folding backrests. There are no luggage nets or tie-down loops in the boot, an annoying oversight in a car designed to be driven fast. Back seat entry is still difficult, despite the front-seat electric slider. Bottom line: King of the Sports Cars. Chris

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