Six-Cylinder, Australian, Classic Quiz

The HR Holden was manufactured from mid-1966 until early 1968. It was a restyled version of the HD which sold from February 1965 - April 1966 and lost market share. For the first time since the early 50s Holden's market share had been less than 50% with Falcon and Valiant combined making up to 40% of the remainder of the market. The HR was a success and pushed market share back over 50%.

Four body styles were available: four-door sedan, four-door wagon, utility ('ute') and panel van. The base model had no model name but the most popular model was the 'Special' (it has a heater and radio). The 'Premier' (woodgrain interior finish, two-tone horn) was the top-of-the-line version.

The HR was powered by the 'red' Holden engine, which debuted in the popular EH model in late 1963. Two sizes were offered: 161 or 186 cubic inches. The gearbox was either a three on the tree (with no synchromesh on first gear), a 'Powerglide' two-speed automatic or a four-speed (that came from Opel). The wheelbase was 2692 mm (106"), its length was slightly longer than its predecessors at 4600mm (181 in), and it weighed 1220-1260 kg (2600 to 2800 pounds) depending on the model.

When introduced by Ford Australia in 1960, the Ford Falcon XK was the first real competitor to the Holden. Previously Ford had imported or assembled larger American V8 models or small British models like the Prefect and the Anglia (though the Zephyr was almost as big as the Falcon and it had a six-cylinder but underpowered engine). The American launch of the Falcon as a 'compact' was the size Ford Australia was looking for in what became the standard "Family Six" (-cylinder) class that would dominate the market.

The XK model was manufactured in Geelong near Melbourne with some differences to the original American model: heavy-duty rear suspension, a higher rear axle ratio and larger 6.50 x 13-inch tyres. It became an instant success. It looked modern compared with the contemporary FB series Holden (which still had tail fins) plus the Falcon had an optional automatic transmission which was not offered on the corresponding Holden. Two engines were offered; a 144 cu in (2,360 cc) inline-six, which produced 67 kW (90 hp); and an optional 170 cu in (2,786 cc) version, which produced 75 kW (101 hp). The latter was the most popular but both were more powerful than the Holden FB's 138 cu in (2,261 cc) inline-six, which produced 56 kW (75 hp). However, the XK was plagued with poor gearboxes and weak front suspension components. Still, 68 000 units were sold compared with 147 000 Holdens over the same period.

In 1962, the XK Falcon was introduced (pictured). Ostensibly this model was released to address the mechanical problems associated with the XK, particularly the front suspension and the gearbox. There was a new grille to indicate it was a new model plus a revised, 'squared off' roofline which was promoted as the "Thunderbird roofline" as a marketing tool rather than offering any real practical advantage. The new model was a success as it started to eat into Holden's market share and caused Holden to bring forward their next model, the EJ which could match the Falcon in modern styling.

In the post-WWII Australian market, Chrysler struggled to compete with Holden and Ford which imported both larger American and smaller British models for their line-up. In 1951 Chrysler bought out TJ Richards a local Adelaide firm that had been building car bodies since 1913. They also consolidated a consortium of 18 independent importers of Chrysler-Dodge-De Soto Distributors (Australia) to form Chrysler Australia but only had the larger American products.

In 1956, they made an Australian market-specific Chrysler model that was an adaptation of the 1956 Plymouth style front end married to the wrap-around rear window and fins of the basic 1954 American body and marketed as a Chrysler Royal (AP1 - for the first Australian production). They could not add a smaller model until Chrysler bought the French manufacturer Simca and fully imported their smaller four-cylinder sedan in 1958.

The problem was solved in 1960 when in the US Plymouth introduced its Plymouth Valiant range, sold as a compact in the US but viewed as a full-size car in Australia. Initially, 1000 units were shipped to Australia in CKD kits (completely knocked down - only assembled in Australia). However some local adaptations were made - Larger 14-inch wheels for improved ground clearance, larger fuel tank at 55 litres and some of the electrical components sourced locally. Additionally, only the larger 225 cubic-inch motor was used in Australian models.

Manufacturing of a revised model started in Australia in March 1962. In May 1963 the AP Valiant was launched with significant differences from the US model equivalent: flat rear window, higher boot lid and distinctive grille. A station wagon was added being a full 18 inches (46 cm) longer than the Holden equivalent. In 1965 the AP6 (pictured) was released. This model included a US-style grille, a full-width dashboard and the addition of a 180 HP, 273ci V8 despite the famous 225ci slant six being 25% more powerful than its two main competitors. Valiants never overtook Holdens or Falcons in the sales race but in 1966 over 50,000 Valiants were sold, being over 25% of the total Australian market.

Leyland Australia was an Australian subsidiary of British Leyland. They tried to build a car comparable with the big three by slotting a 2200cc six-cylinder motor into a reskinned Austin 1800 and calling the models the Tasman and the Kimberly but only had limited success. They decided to get serious and build a car as big as the Big Three's conventional 'family sixes'. The result was the P76 - a full-size six-cylinder car built on a 'standard' wheelbase of 111 inches. It was roomy with a cavernous boot (It was actually marketed with the ability to swallow a 55-gallon (44 Imp. gals) drum.

Designed by Michelotti, the styling was questionable, and to save money it shared engineering components with (British Leyland's) Rover's SD1 (Rover 3500 in the US), which itself was considered a failure. Nevertheless, the car had some innovations including strut front suspension, rack and pinion steering and disc brakes. The problem was the base-level motor which was a 2.6 litre stretched version of the 2.2 litre motor from the previous model. It was not powerful enough to pull such a big car and most buyers opted for the much better 4.4L V8 which was a larger version of the Rover 3.5 litre motor which in turn originated from Buick. The motor had an aluminium block which resulted in the P76 weighing 500 pounds (220 kg) less than its competitors. Still, buyers were scared off by having to upgrade to the V8. The car did enough to win the "Wheels" Car Of The Year Award and its marketing campaign focused on "Anything But Average."

However, a combination of component supply problems, quality control issues on the assembly line, and most of all the the first energy crisis all conspired against it. With 18 000 cars only sold in two years, it more or less broke Leyland Australia.

Holden can trace its origins back to 1852 when James Alexander Holden established a saddlery business in Adelaide. In 1910, the company began assembling principally Chevrolet and Pontiac automobiles and became known as Holden Motor Body Builders. During the Great Depression, the Holden family sold their interest to General Motors but retained operating the business. After WWII the Australian government wanted to establish an Australian automobile manufacturing industry, in part to be able to provide jobs for returned servicemen and an influx of immigrants. Incentives were offered to those companies that could do so.

Holden's Managing Director Lawrence Hartnett set out to determine what would be the ideal Australian car as many of the overseas vehicles being sold in Australia had not been designed for the rugged Australian conditions. A local model was devised based on a smaller version of the US 1949 Chevrolet with shared mechanicals. It was deliberately designed and marketed to sit between the large American (V8) cars and the smaller four-cylinder British cars that were the most popular types at that time. The design was a four-door sedan that seated six. It was powered by a 132.5 cubic inch (2.15 L) American Chevrolet-based six-cylinder OHV engine, with a column-shifted three-speed manual gearbox. The choice of a six-cylinder motor was to inform the Australian motor industry for the next 50 years. Four-cylinder motors were not considered powerful enough to power the new standard in Australian-sized automobiles nor did they need a V8 as they were smaller and lighter than what became known as Yank Tanks.

Australian Prime Minister, Ben Chifley launched the 48-215 on 29th November 1948. It was Australia's first mass-produced car. The car was simple, rugged, developed 60 hp, and had a top speed of 80 mph (130 km/h) which made it more powerful than most of its competitors. It had reasonable fuel economy and at £733 ($1466) was affordable. It quickly became Australia's best-selling car.

Up until 1966, Ford Australia had imported right-hand drive American Fairlanes which were one size bigger than the best-selling Falcon and these cars were marketed as upmarket models with additional standard features that were optional on the family-sized sedan. The ZA series first made in 1977, were the first Australian-made Fairlanes. They had the wheelbase extended by 130mm to give more room in the cabin which was essentially otherwise the same as the Falcon cabin, had a longer tail courtesy of using the same moulds as the American Fairlanes and placed four headlights in the grill to distinguish the front end from the equivalent Falcon. Ford sold 9000 of these in a year, enough to invest more in the design to differentiate them further from the Falcon models.

In the ZC series pictured, made between 1969-70, New front guards with vertically stacked twin headlights gave the impression the car was much longer than the Falcon. All early model Fairlanes came with the same base motor as the Falcon, a 200-cubic-inch (3.3 L) six-cylinder engine but the higher-spec Fairlane 500 had the 289-cubic-inch (4.74 L) V8 as an option. In the ZC series, these were bored out to become the 221-cubic-inch (3.62 L) and the 289 302-cubic-inch (4.95 L) V8 (also offered to the Falcon as options). The ZC also had air conditioning offered as an option, a first for a Ford model

In 1973, a more luxurious model, the LTD was introduced to complement the Fairlane in the luxury sector. These two models ran in parallel with the Falcon until 2007 when falling sales made the separate models commercially non-viable.

Holden filled its need for a compact model by first importing the British Vauxhall Viva in 1965. In 1967 when a new model was released in Britain, it was sold in Australia and rebadged as a Holden Torana. There were some changes made to this model in Australia (Holden claims the four-door version was their design, England's Vauxhall disputes this).

Regardless, the 1200cc motor was pitifully inadequate for Australian conditions so a hastily manufactured Australian model was produced in 1969 (with a longer nose to accommodate the standard 2.85L and 3.3L inline six-cylinder Holden motors), though the 1200 four-cylinder was retained and a Vauxhall sourced 1.6L OHC four was added. The new model shared sheet metal with the previous model up to the A-pillar but was significantly different from the windscreen back. Additionally, the wheelbase was increased by 4 inches (110 mm) in the six-cylinder models to accommodate the larger motor.

Because the six-cylinder version weighed only 960kg, it was found to be very competitive on the racetrack matching its bigger brother the 350 ci Monaro when the 3.3 L six-cylinder was suitably modified.

Holden launched a GTR model and soon after an even more powerful GTR XU-1 (Pictured). This car had a triple-carb version of the Torana's 186 cubic-inch six producing 160 hp, with a body kit featuring a spoiler, mag wheels and graphics. The XU-1 had been built with the race track in mind and geared towards the Bathurst 1000km race for touring cars annually. In 1972, Peter Brock won the endurance race over more favoured rivals who drove Holden and Falcon V8s. Later models received a larger 202 cubic-inch six with 190 HP and a Torana won the prestigious race again in 1976, 1978 and 1979.

Toyota had been assembling cars in kit form after they bought the Australian Manufacturing Industries plant in Port Melbourne in 1963. When their smaller cars like the Corolla started to make inroads into the market, these models were subsequently made in Australia. Their biggest model, the Crown was approximately the same size as a typical Australian family six, (4.6 metres long, Wheelbase - 2,690 mm (105.9 in), 2.6L straight six engine) but it did not sell well compared with Australian counterparts.

It was well-appointed with many extra features. It was marketed as a luxury car - whether this was intentional as the manufacturer did not think they could sell as well as a Valiant or whether it was a shrewd move to get any slice of the family market was not clear, but it sold well in this niche. It was quiet, relatively luxurious and was reliable - ironically taking sales away from the Volvo and other larger European manufacturers rather than the Australian-made equivalent models.

The integrated front and rear bumpers were considered controversial at the time and a fuss was made in the media that it was a car with no bumpers. (It was only forty years ahead of its time.) The Crown was superseded by the Cressida which became available in early 1977. It was slightly smaller but still pitched as a 'luxury' car.

When Holden released its HK Holden family-six model in 1968, now called the Kingswood, it also released a two-door coupe model and marketed it separately as the Monaro. The base model had exactly the same specification as the Kingswood but a GTS version was available which included a retuned version of the 186 ci inline six and called the 186S (S for sport). This model had minor changes including a tachometer, (non-functional) scoops on the bonnet, 'racing' paint colours and body stripes (which could be deleted on request).

A 5.4L / 327ci model Chevrolet motor was offered as an option (then called a GTS 327) and later Holden built its own 5.0 L (308 cu in) V8 and 5.7 L (350 cu in) V8 motors.

The car's success on the Australian racetrack (winning the prestigious Hardie-Ferodo 500 in 1968) guaranteed its success. However, while it was, along with the Ford Falcon GT-HO, Australia's muscle car when the V8 was under the bonnet, the most popular configuration was the GTS model with the six-cylinder 186S motor.

The HT and HG facelifted models followed and then in 1971 the HQ Kingswood meant all-new panels, so there was an HQ Monaro which was arguably the prettiest Holden ever Australian car. The HJ followed but production ceased in 1976 due to the non-viability of the brand with low numbers sold. The brand was briefly revived in 2001-2005 when many of the cars were exported to South Africa and the Middle East as Chevrolets and in the US as Pontiacs. As there are few around anymore, any Monaro seen in Australia became a collector's item.

Perhaps the greatest Australian example of a car's sucess being determined by an advertising campaign is the Valiant Charger which was available from 1971-78. Based on the full-size Valiant sedan, unlike the Ford and Holden two-door models, the Valiant charger was actually shortened to give it its sporty look. From the windscreen forward, this was a full-size Valiant but the wheelbase was shortened by six inches and the all-new back deck was done cheaply by using flat glass for the rear screen and shared doors from the long-wheelbase Hardtop. Some new panels were necessary, but cost-saving tricks were employed eg the boot lid was a shortened version of the standard full-size item. This made the car 300 pounds (130 kg) lighter than the sedan and was even $100 cheaper than the sedan equivalent.

The sports car image was enhanced with the optional E49 package which mated a four-speed gearbox to a tweaked 265 ci (4.3L) 302 HP engine with three twin-choke Weber carbs. This made it the most powerful naturally-aspirated six-cylinder engine in the world.

The Charger's TV advertising campaign was one of the most successful Australian advertising campaigns of all time with the catchy "Hey Charger!" slogan and the V-for-victory sign used multiple times in the same ad. The Charger made up over 50 percent of all Valiant sales This had never been achieved in Australia in a coupe or hardtop compared with the base model sedan.

The US stopped producing the Falcon in 1970, and while by this stage there was not much similarity between the American and Australian Falcon, it did allow the Australian engineers to have more say in the design of the Australian Falcon. In 1972 the XA Falcon was released which looked nothing like any previous Falcon produced in either country. The car was available in four specification levels: Falcon, Falcon 500, Futura and Fairmont. Later a Muscle car GT model was added. A 3.3L (200ci) 6-cyl (130 bhp) engine was standard on the base and 500 models but it was nearly always optioned up to the 4.1L (250ci) 6-cyl (155 bhp) version available as standard on the Futura and Fairmont. A 4.9L (302ci) V8 (240 bhp) and 5.8L (351ci) V8 (260 bhp) were available as options (The GT got a 5.8L (351ci) V8 (300 bhp) engine as standard). Of the big three, Ford sold more V8s as a proportion of overall engines.

The big news with the release of the XA was the release of the two-door Falcon Hardtop (pictured). This was the same car as the Falcon as far back as the front windscreen but with a sleek rear end that did not look unlike the rear end of a US Torino. It was marketed to the youth rather than the family market. Mechanically, it was identical to the Falcon. It did have more colour choices. The Hardtop was marketed as a sports car while the Falcon sedan continued to be sold as a 'family six'. The ploy worked with the two models attracting two different demographics: The youth market snapped up the Hardtop, with a higher proportion opting for the V8 options and the Falcon sedan did not drop market share to the Hardtop. The Hardtop continued into the XB and XC model lines but by then it was hard to justify the production costs for a car that sold less than 9000 in its final year. The upside is the Hardtops have become collectors cars with most models selling between $50-100 thousand and north of $135 thousand for a V8 Fairmont or GT.

The Holden Commodore was first released in 1978. It was an Australian design based on GM's German Opel but it was adapted for Australian conditions with Australian mechanicals including the trusty (2850cc and 3300 six-cylinder Red motors and beefed up suspension). It was a response to the 1973 oil crisis where the global public demanded smaller cars. The Commodore was smaller than the full-size Holden sedan (now called the Kingswood) but not by much in overall length 190.3 inches (4834mm) vs 4,705mm (185.2in) but the wheelbase was (2668mm / 105 in) compared with the Holden's 2837 mm / 111 inch. The three Holden models (Kingswood, Commodore, Torana) were to be sold alongside each other but it became apparent the Commodore was a huge success, (It won "Wheels" Car of the Year in 1978) with the Kingswood being discontinued as well as the six-cylinder Torana leaving only the four-cylinder model which in turn was dropped in favour of the GM J-Car which in Australia was called the Camira.

The original Commodore was facelifted several times over the next 11 years with the biggest change being the dropping of the traditional Holden red motor in favour of a Nissan 3.0L motor in 1986, needed to meet emission standards. Sales actually increased as the motor was more powerful and more economical than previous motors.

In 1989 the VN Commodore (pictured) was released as the first major change in model. It was now bigger (in wheelbase and overall length) to match the Falcon's dimensions and the Nissan motor was gone, replaced by an Australian 3.8 L V6 based on a US Buick V8. While the motor was unsophisticated it was more powerful than the Falcon's 4.2L six-cylinder and it helped Holden regain the number one spot in sales. This model Commodore won the "Wheels" Car of the Year in 1989.

Two further generations of Commodores were produced but it was clear SUVs were replacing sedans as the most popular body style choice of vehicle. In 2017, all three Australian manufacturers ceased making cars in Australia with imported Japanese SUVs and utility vehicles dominating the market. It was a sad year.