| FX | FJ | FE | FC | FB | EK | EJ | EH | HD | HR |
|---|
(Number Built: 120,402)
Back in 1948 Australia was a country tired of wartime privations and keen to enjoy American-style freedom of movement. Only one in eight Australians owned a car, but by 1956 it was closer to one in four - Holden was largely responsible for the increase.
On the 29th of November 1948, 1200 men and women, including the Prime Minister of the day, Ben Chifley, stood around a humble-looking ivory-coloured motor car. The car appeared from behind silver curtains to the strains of a ten-piece orchestra and the crowd greeted it with loud applause.
This first Holden, the 48-215, had been launched. It was a completely new six-cylinder sedan destined to become Australia's first successfully mass-produced six seater car and the one that launched the Australian industry. Adapted from a Detroit design, the 48-215 (and later commonly called the FX) had advanced design features including a monococque 4.4 metre body. It was powered by a powerful 2.17 litre six which could achieve up to 30 mpg, coupled to a 3 speed column shift gearbox and produced a top speed of 80mph. The engine became the much celebrated 'grey engine' (because the entire long motor was finished in grey paint) that survived up to the EJ model. The car had an exceptional performance for a low-cost vehicle with an added bonus of good dust sealing and rough road ride qualities. The torquey engine could propel the car from walking pace to full speed in top gear with no drama, a feature which set it apart from the high-revving British cars which appeared on the scene in Australia after the war.
Early production was fraught with problems and it wasn't until a year later that output reached 1000 cars per month. Initially the vast majority of sales were to the fleet market; governments, business and taxi companies, all keen to replace their pre-war American cars with the latest, high-profile newcomer. At a cost of 733 pounds ($1,466) it was very competitive with similarly priced British 'fours' which could not compete with the rugged suspension components needed for the potholed dirt roads of the time.
Standard austere features included one key-operated drivers door lock, no chrome mouldings, no heater, one sunvisor, flipper windows, adjustable air scoop between the bonnet and windscreen, one tail-light and no turn indicators. The interior was trimmed in either leather or wollen body cloth, while a PVC material was introduced in mid 1951. Options of the day included an 'Air Chief 5' radio, a rear venetian blind, lefthand side sun-visor, a locking petrol cap and a heavy duty oil bath air-cleaner. The exterior body colour range was limited to four: Convoy Grey, Seine Blue, Gawler Cream and Black.
During the model life of the FX, many small improvements were made - change from lever-type shock absorbers to modern telescopic variety with wider rear springs. This suspension was dubbed 'Air-ride'.
The first Holden ute (50-2106) appeared on the scene in 1951 and was snapped up by urban businesses and the man on the land. 1953 saw the release of a 'Business Sedan' (48-215-257 taxi version). This set the scene for Holden #2, the famous FJ.
(Number Built: 169,969)
Enter, the legendary FJ Holden, into the 'Rockin' 50s'. With its jukebox-style grille and small chrome fins it epitomised the rock and rolling 1950s better than the austere original model and is now one of the revered symbols of Australiana.
Although keeping the same body shell, the FJ Holden was different from the 48-215 by way of more features, more chrome and a larger range of options. The FJ used the same powertrain as the 48-215 with some mechanical refinements. Excellent ground clearance, good ride, rugged drivetrain, energetic performance, comfortable seating for six, low maintenance, fuel economy and unbeatable value for money ($2296 for the 225 Special) all contibuted to the immense success of the model and easily made it the biggest selling car of its day. (170,000 were produced between 1953 and 1956.)
Gone was the vertical grille and in its place, a more 'Chevy' looking replacement. Cone shaped hubcaps, new bright metal body decorations, 5.90 x 15 tyres, new bumpers and small fins placed on the rear mudguards were the main external changes. One thing the FJ did improve upon was the much greater list of options.The 'Special' featured armrests, deluxe leather seat trim, front door courtesy switches, chrome instrument surrounds, black knobs with chrome inserts, dash facia grille extending to glovebox, rear passenger assist straps, window winders, cigarette lighter and for the first time a two-tone finish.
The model range expanded to 5: FJ 215 - Standard sedan, FJ 217 - Business sedan, FJ 225 - Special sedan, FJ 2106 - Utility and FJ 2104 - Panel van. An FJ station wagon reached the prototype stage but did not proceed to production because of tooling up costs - GM-H couldn't build enough of the models they already had anyway!
The FJ had a big impact on the race track, reaching nearly 200 km/hr after being carefully tweaked by race mechanics. It also paved the way for an export trade with 321 cars being sent to NZ by the end of 1954.
(Number Built: 155,161)
By the mid 1950s, the Holden had become the market leader. With the FJ GM-H had reached its first milestone of a quarter million cars. However, the company could not rest on its laurels - eight years is long enough for a design which first appeared in the 1940s. It was time for something completely different.
In July 1956 a replacement arrived in the form of the Holden FE. It was a more modern, Australian designed body which was bigger, roomier and incorporated a longer wheel-base, wider track, lower, and running on 13 inch wheels which gave it improved handling. Other upgrades include a 12 volt electrical system replacing the previous 6 volt system, hydraulically operated clutch, lockable glovebox, wider rear window and a one-piece windscreen which gave a 40% improvement in all round visibility. Steering was improved with a new design, fully sealed, recirculating-ball steering box and new linkages, a front stabiliser bar added, wider wheel rims (4.5 inches) shod with 6.40 x 13 tyres. Clutch and brake pedals were changed from floor mounted to pendant type.
The well proven 'grey' motor was reworked with the help of an increased compression ratio (6.8 : 1) and larger valves and stiffer piston crowns to produce 70bhp. It was just as well, as the FE was heavier to move around than the FJ.
Many new colour schemes were made available with this model as well as redesigned seating and better sound insulation. The dash was all new with a large centre-mounted radio speaker grille, full-circle horn ring, relocated instruments and controls and a larger, lockable glovebox. Specials had blinkers as standard equipment with the rear blinker flashing the stop light. Options included reversing lights, windscreen washers, and front screen demister.
Seven distinct models were now available including, at last in 1957, a station wagon dubbed the 'station sedan'. Sales figures went from strength to strength.
(Number Built: 191,724)
The FC Holden was an improved version of the FE and made its debut in May 1958. It was a time when Holden sales had reached dizzy heights, hitting a 50.3% market share. By now it was well known that Holden had established the practice of introducing a model, then following it with a 'look-a-like' facelift a short time later.
The changes over the FE were not great but enough to give the impression of a smoother and more refined car. Changes included a larger thicker grille with bolder vertical and horizontal bars incorporating the parking lights (all models) and blinkers (Specials) at either end of the lower bar, more body decoration including diecast chrome fins on the rear guards, and extra brightwork to side panels for the Specials. Interiors had better seat and door trims, new vertical-bar radio-speaker grille, half circle horn ring and a black instrument surround. Two-toned paint styling on Specials was made possible by stainless steel side flash trims separating colours. Over the period of this model 3 different permutations of car colour were employed.
Mechanically, the FC was unchanged from the FE other than modifications to the engine's camshaft and compression ratio to give more torque and slightly more power. Minor improvements were made to the suspension, brakes, gearchange linkages and steering box.
Model line-up included: FC 215 - Standard sedan, FC 217 -Business sedan, FC 225 - Special sedan, FC 219 - Std. Station sedan, FC 229 - Special Station sedan, FC 2106 - Utility and FC 2104 - Panel van.
The FC notched up the 500,000th Holden and the 10,000th export. Performance, ruggedness and excellent value for money ($2,220) were still major drawcards.
(Number Built: 174,747)
And so begins the 'fabulous sixties'. American culture, as seen in the finned and chrome-encrusted Chevs, Cadillacs, Plymouths and the like, had a great influence on Holden's designs and marketing department at the time.
The FB was released in January 1960, just two weeks before the arrival of Ford's XK Falcon. To many the FB holden was a case of losing the plot. It gave buyers the first 'real' fins, (the FC's ones being add ons) flash new American dashboard with speedo featuring an orange-coloured curved indicator band instead of a needle pointer and wrap-around windscreen with dog-leg windscreen pillars and sloping rear glass - 27% overall glass area over the FC. In addition to these modern features, the FB also sported a lower and flatter bonnet line, no longer having a hint of the classic V shape of the late 1930's. A more efficient interior layout increased usable room. A fully drained plenum chamber that collected air from a full-width intake vent between the front windscreen and rear edge of the bonnet improved drastically the ventillation through the car. Options like the 'Warmaride' heater/demister, radio added to the plush Americanised environment. The Special had copious stainless mouldings on side panels and C-pillars.
Mechanical changes for the FB were mainly unchanged from earlier models other than an increased body length (140mm), heavier rated coils in the front suspension, widened rear leaf springs and upgraded brakes. Clutch pedal effort was reduced by 20%. The trusty 'grey' engine was bored out by 1/16th of an inch to take the capacity to 136cu in. a boost of 4% - three or more bhp (74bhp) and 10lb/ft of torque(120ft/lb). Due to the car's increased weight, performance remained the same. Electrics featured a larger- capacity battery and a four-brush starter motor
Six models completed the range with the deletion of the Business sedan - the Panel van got a higher roof. The FB was also significant in that it was the first model for which left-hand drive export versions were produced.
Although to many observers it was an awkward package, its competitive price ($2,214) and new Dulon acrylic lacquer paint options (Magic-Mirror-Finish) helped GM-H continue with the 50% + market it had enjoyed from previous years.
(Number Built: 150,214)
May 1961 saw the FB superseded by the EK series. Essentially it was a face-lift once again to introduce Holden's first automatic transmission. Until the arrival of the Falcon with its Fordomatic option, GM-H hadn't considered offering automatic transmission on its mainstream models. That attitude changed in 1961 with the announcement of its own variant - the 3-speed Hydra-Matic, available on only on Special models. It was manufactured by GM in Detroit and had already been proven in many US and UK vehicles. This was Australians first taste of motoring without the once obligatory gearshift, giving performance and economy not far short of that of the manual-shift vehicles. Modern Motor magazine said on the day: "The Hydra-Matic is the most efficient automatic drive we have struck so far. Hydra-Matic is very, very sensitive to the demands the driver makes on it."
EK refinements included revised interior trim, new exterior badges and mouldings (rear-side colour flash of the FC and FB was deleted), electric windscreen wipers replacing the old vacuum unit, new fresh-air/heating unit , new ventilation air intake located forward of the windscreen and a new grille with eight vertical bars instead of six. Parking lights were incorporated into the top grille bar.
Despite these improvements, and the new automatic, the EK managed only 150,214 sales, confirming the inroads both Ford and Chrysler and their US derived 'compact sixes' had made into the market. The EK was priced at $2,212. A Government initiated 'credit squeeze' saw total car sales drop from 310,000 in 1960 to 238,000 during 1961. This latter influence was negated partially by GM-H with its 20% only, in-house deposit requirement on sales where the general market was asking 33% of the money up front.
The EK stayed in production just over a year before the more modern EJ model gave GM-H a worthy competitor for the Falcon in the styling stakes. The other rival to the EK was the R Series Valiant which out-shone both Ford and Holden in performance.
(Number Built: 154811)
Enter the first classic '60s-style' Holden, completely new from ground up. The all-new body had the same wheelbase as the FB/EK but was 2 inches lower at 4ft 10in in height, wider and shorter than the EK but retained the same ground clearance. This was the EJ, a design then widely considered the best to date. Holden had responded to the critic,s who had called for a more modern styling, by abandoning the 'fins and wrap around windscreen' generation. This overall lower profile with squared off hindquarters and small tail-light clusters in addition to its reputation for ruggedness, high ground clearance and good inside space contributed to increased sales over the FB/EK series. The wagon had a rear cargo tray over 2 metres long.
The EJ range introduced the name 'Premier' which, for the greater part of two decades, would be identified with luxurious Holdens - GM-H had entered the luxury car market! Featuring automatic transmission (no manual option), leather-covered bucket seats, rear seat with fold down arm rest, a heater, wool carpets, whitewall tyres, metallic paint (Theatre Grey, Euroa Gold, Hotham Blue, and Wimmera Green) and Warmaride fresh air/heater, glovebox light, boot light, handbrake warning light, day/night interior mirror, dual horns, arm rests on 4 doors, two-speed wipers, windscreen washers, chrome steel wheel trims, chromed scuff plates, hood ornament, the Premier priced at $2838 was in reality the best equiped Holden to date. Other NASCO accessories were also available to further individualise the vehicle.
The engine and drive train were carried over, with no increase in power or torque. Braking did receive a major upgrade with duo-servo units replacing units utilised since 1948. Strengthened front suspension, an improved Hydra-Matic transmission and installation of seat belt anchorages were the only other major structural and mechanical changes.
The model range increased to seven: EJ 215 - Standard sedan ($2,102), EJ 219 - Standard station sedan, EJ 225 - Special sedan ($2220), EJ 229 - Special station sedan, EJ 235 - Premier sedan, EJ 2106 - Utility, EJ 2104 - Panel van.
In its production run it included the millionth car with total sale amounting to 154,811.
1963 EH Holden
(Number Built: 256,959)
To many people the EH is the pinacle of Holden's achievement. In 1963 there were few cars built anywhere in the world which offered such an impressive combination of style, power, refinement, ruggedness and value for money.
The EH was launched in August 1963 in direct competition with the recently released Ford Falcon and was the eighth Holden model since 1948. It was an important milestone in the history of the Holden car. With more than 250,000 sold in 18 months it became the fastest selling Australian car ever. Based on the popular EJ, the new 'Power Swept' style EH incorporated a new-look roofline and clever styling which, to most eyes, improved its looks from every angle. The EH was square-shouldered and aggressive in comparison with the previous EJ model.
The big news was under the bonnet, where a completely new six-cylinder engine supplied the power, enabling Holden to compete directly with the Falcon and the Valiant in the power and performance stakes. Powered by two completely new motors of '149' and '179' cubic inches in capacity, these motors were state of art, incorporating 7- bearing crankshafts, hydraulic valve lifters, external oil pump and new piston and head design. It was dubbed as the 'Red Engine', after the colour of the painted block. It had a shorter stroke and larger bore and operated with with a higher compression ratio. In '149' form it had 33% more power than the old 'Grey' engine used in all previous Holdens. In '179' form it had 53% more power. Fuel economy was also improved. The '149' gave 100bhp and 95bhp in low compression form. The '179' engine was standard in the Premier and produced 115bhp. Hydra-matic automatic transmission (improved over the EH version in that it gave 4 forward ratios) was offered with the '179' engine.
The vast majority of EH Holdens were Special models but there was also a Standard for the fleet and taxi markets and the leather-trimmed Premier. The EH 'S4', Holden's first hot car was a limited run special, built in pursuit of Bathurst glory and offered uprated brakes, cylinder head modifications, semi-blueprinted engine parts, toughened clutch and tailsharft, different wheels and a bigger fuel tank. Although it didn't succeed at Bathurst (beaten by a Cortina GT) it signalled a corporate interest in motor sport which would grow through the years.
A large number of options were offered including factory-fitted power steering for the first time. NASCO accessories were available to customers, enabling them to individualize their new purchase.
Priced at $2102 in Standard form it was the same price as the EJ and cheaper than the FJ.
(Number Built: 178,927)
When the HD (engineered entirely in Australia) was released in Feb.1965, GM-H had presented yet again a 'all new' body. It was wider and longer than any previous Holden. Sales figures rocketed in the first few months of production, outstripping the record breaking EH, spurred on by higher equipment levels such as self adjusting brakes and factory-fitted discs being offered as an option for the front wheels.
Style wise it was a both innovative and controversial model. On one hand the use of curved side glass and curved side panels meant that Holden had employed up to the minute styling - less received were the leading fender edges around the headlamps, which surgeons attacked as being dangerous in the event of a pedestrian accident.
The HD kept the 'red engine' configurations of the EH ('149' and '179') with a more powerful 'X2' engine being optioned for all models. By virtue of twin Bendix-Stromberg carbs, modified high-profile camshaft, uprated engine bearings, new water heated inlet manifold, and a new low-restriction exhaust system it developed 140 bhp with a compression ratio of 8.8. Other mechanical changes and upgrades to other models included a new 2-speed Powerglide auto transmission (utilising torque converter and strong planetary gear) which would serve Holden for another 6 years, high charge alternator instead of a generator, wider self-adjusting brakes and a new ball-joint front suspension to replace the king-pin type which had been in service since 1948.
The interior didn't miss out either in the upgrading process. Wider seating, two circular instrument cluster, padded dashboard edge, top face radio/demister outlets, fold-down fuse box and colour coded steering wheel and column. Premiers featured new Morrokide upholstery, stainless sill and side window surrounds/dash trimming.
With a choice of three engines, two gearboxes and a huge expanded NASCO and factory options list (including the latest vinyl roof fashion) the HD gave the Holden buyer the greatest choice yet.
(Number Built: 252,352)
Holden hit back hard with the HR (Hastily Rectified) when sales of the HD (Horrribly Designed) started to drop dramatically in 1965 - 2000 a month against the EH. Although the body changes looked mild they actually had increased the track, widened the rear window, reworked the roofline, squared off the headlamp surrounds, moved the indicators from below the bumper to give a quad-headlamp look, replaced the HD's wrap-around tail lamps with stacked units and changed most of the exterior panels and grill to give the car a more sleeker and stable appearance. These changes brought a more than favourable response from buyers, sending production over the quarter million mark, as had been the case with the EH. The interior also got the treatment too - more luxurious trim including wood grain for the Premier, addition of front seat belts, shatterproof interior mirror and windscreen washers. Along with the huge NASCO range of accessories options included power steering, front-wheel disc brakes and a limited-slip differential.
Both engines were given a boost in performance by reboring and raising compression ratios. The '161' gave 114bhp and the '186', 126bhp. Compression ratios were now 9.2 : 1. From June 1967, a new '186S' engine became available as an option, superseding the twin carb X2. It offered a two-barrel single automatic choke carburettor and an all-synchro four-speed Opel gearbox. ($85 factory option)
The HR Holden's production run made it the third largest selling model of all Holdens. Priced at $2,167 it was one of the cheapest Holdens produced.
