The closure of the National Holden Museum saw many lots go under the hammer achieving some astonishing prices.
They said it would be memorable and it was. They said records would be set and they were. But alongside the celebration was a sense of sadness that something so intrinsic to the nation’s motoring heritage could not have been kept intact.
The National Holden Museum had operated continuously at its Echuca location since 1993, with over 50 vehicles and thousands of memorabilia items available for display. Prior to that it had been located in the Melbourne suburb of Bayswater, after being founded in 1984.
The museum’s most recent operators, Mark and Tony Galea, had been involved for eight years with the ever-changing array of Holdens. They had also been guardians to vast displays of Holden heritage material including mocked up cars and cut down versions of engines and components.
The Galeas, who share a surname but aren’t related, say they did try finding an operator who would take on the display as a going concern, but eventually the decision was made to call in specialist auctioneers Burns & Co.
Day one was devoted to memorabilia and mechanical components, plus a few developmental mules and styling mockups which sparked surprisingly little interest. An A9X mock up that should have had bidders clamouring was instead sold in rapid fashion for just $1000.
Among the more fascinating and portable early lots was a swag of blueprints for the never-built XU2 Torana and a display of engineering documents for the A9X. Those lots made $1600 and $1500 respectively.*
Just perfect to hang in the Holden Cave, a GTR-X Concept banner went for just $550, while a double sided enamel dealer sign for over the door made $3750.
Into day 2 and proceedings began with none of the promised frantic bidding. Highlights of the early session were a nice HB Torana at $12,250 and part-restored HQ GTS two-door that managed to just top $60,000.
The pace then quickened when an unremarkable HK GTS327 hit $250,000 and an early 2106 Holden ute reached $83,000. Still, the aura of predictability reigned until the arrival of the ute’s sister car – an FJ Special sedan showing fewer than 20,000 documented miles.
In at that point came the serious money, with a hammer price of $102,000 a harbinger for other record sales.
First amongst these was the most perfect Brougham (an HG) that auctioneer Ashley Burns could recall seeing. It made, before premium, an astonishing $116,000.
Next came a mega rare combination of Monaro body and Caprice front metal. One of three such cars built and the only known survivor, the HJ Statesman Caprice Coupe made $147,000 plus premium.
That just left the HQ GTS350 coupe, a superstar lot at any auction and made more significant by its surroundings. The perfectly presented two-door, with authenticity confirmed, was expected to burst easily through $200,000. Few anticipated how quickly it would reach and then exceed $300,000, eventually reaching a hammer price of $315,000 for a premium inclusive price of $346,185.
That beat by a margin of $71,000 the GTS327, setting a record for a 350 Monaro without competition history that should stand for some time.
In all, the Echuca sale generated over $2.8 million and confirmed the nation’s love for all things Holden refuses to diminish.
Back in soggy Melbourne, the Donington Classic auction was being held on the same day as the Holdens were sold and may have suffered as a result.
The listings were interesting and varied though, including some dealer stock Aston-Martins of which only one sold on the day. A group of Brisbane-based cars opened the sale, including a replica of Jaguar’s long-dead XJ13 Le Mans prototype. There was success but some, including the XJ13, were referred.
Vintage cars from a large Melbourne collection were unreserved and did brisk business. Best of the vintage era cars was a remarkable 1927 Lancia Lambda Tourer that attracted lots of interest and a winning bid of $170,000.
Other Italian classics to sell included a restorable 1951 Alfa Romeo at $120,000 and very rare Lancia Flavia Zagato coupe at just $34,000.
*All prices subject to confirmation and Buyer Premium.
CLIMBER OR SLIDER? – MGB 1962-80
It has been said before but is worth repeating: MGB values mirror the health of the entire market for classic models.
Since the values of older models began being tracked in this country some 40 years ago, MGB fortunes have been monitored and used as coalmine canaries to predict change.
Right now, things for the market steady but okay, with excellent Australian assembled 1965-73 Roadsters at $30,000 or less but still up a little on their Pandemic prices.
GT versions available from 1965 until 1980 and are more volatile, with early four-cylinder versions a little cheaper than they were but later ‘rubber nose’ cars a little dearer. V8 versions remain capable of $60,000.
MGBs remain familiar sights on Australian roads, where continuing appeal stems from familiarity, simplicity and unhindered parts supply.
Such is the nature and design of the ‘B’ that a car introduced more than 60 years ago can still be viable as everyday transport, dealing easily with 100km/h running and dealing with occasional exposure to a twisting, bumpy backroad.
Most have four-speed manual transmission – a few automatics were sold – and some come with factory overdrive that makes sustained high speeds more comfortable and economical.
Australia saw its first British built MGBs in 1964 and began assembling them here in 1967. A Mark 2 version followed in 1969 and local production ceased in 1973. That didn’t stop the flow of MGs though, with cars coming in via the USA and SE Asia until the model was withdrawn in 1980.
US-spec cars with detuned engines, huge rubber bumpers and jacked up suspensions cannot match the appeal of earlier steel bumper cars and the money they generate in our market remains consistently below the price of steel bumper cars.
MGB GT coupes with a fixed roof and rear hatchback weren’t officially sold in Australia, yet several hundred have arrived as dealer or personal imports.
Asking prices for GTs did surge significantly some years ago but that trend has largely abated. Due to scarcity, a rubber bumper GT in excellent condition may match the value of steel bumper cars.
Buying a worn or neglected MGB isn’t the financial disaster it could be with less popular models. Hundreds of suppliers worldwide provide replacements for pretty much any component and restorers with the funds to buy and freight large components are able to source complete body shells from British Motor Heritage suppliers.
HOW THE PRICES MOVED:
2010
B Roadster1962-73 $4500 – $19,500
B Roadster1974-80 $4000 – $16,500
B GT Coupe1965-73 $3700 – $17,500
B GT Coupe1974-80 $3000 – $15,500
2015
B Roadster1962-73 $4500 – $19,500
B Roadster1974-80 $4000 – $16,500
B GT Coupe1965-73 $3700 – $16,500
B GT Coupe1974-80 $4000 – $17,500
2018
B Roadster1962-73 $4500 – $24,500
B Roadster1974-80 $4000 – $16,500
B GT Coupe1965-73 $4000 – $21,000
B GT Coupe1974-80 $4000 – $17,500
2022
B Roadster1962-73 $7500 – $26,500
B Roadster1974-80 $6000 – $22,500
B GT Coupe1965-73 $8000 – $34,000
B GT Coupe1974-80 I/D – $28,500
2024
B Roadster1962-73 $11,000 – $29,500
B Roadster1974-80 $8500 – $26,500
B GT Coupe1965-73 I/D – $33,000
B GT Coupe1974-80 I/D – $30,000
CLIMBER OR SLIDER? – HOLDEN TORANA V8
As the race for supremacy in the Australian performance car market raged, Holden had a struggle on its hands.
Ford was very much the pack leader; its Falcon GT big and brash in a way Holden’s more attractive Monaro could never quite match. Holden’s XU-1 Torana was a brilliant competition car in many forms of motor sport, but it wouldn’t rattle windows in the way the Fords, with their rumbling Cleveland V8s could.
1974 brought a different kind of Holden; the LH Torana. About the same size as the ‘family’ EH from a decade earlier, the LH was intended to use six-cylinder engines but also able to accommodate a V8.
4.2 and 5.0-litre engines were available in the LH body, with the bigger motor available only in sporty SL/R5000s. These came with manual or automatic transmission and in specialised L34 guise with modifications to make them viable for competition.
Then in 1976, Holden did the totally unexpected and produced a three door Hatch version of the Torana, including a brand new performance version with SS identification.
It was available with 4.2 or 5.0-litre engines, downgraded due to more arduous emission controls, however the SS would not need to carry Holden’s flag into the motorsport arena. That task was left to the very specialised A9X derivative.
Basic V8 Toranas in stock condition have become harder to find than genuine SL/R5000s due to many being transformed into replicas of the high performance versions.
An SS 5.0-litre Hatch stands a stronger chance of survival than lesser versions of the two-door, again because more basic cars have so often been ‘cloned.’
It is therefore vital that buyers confirm a car’s authenticity before making a decision to buy, or how much to pay.
A 3.3-litre SL Hatch with a V8 transplant and some A9X flares is just that and needs to be valued accordingly. Twenty years into the future when choices are being made about preserving or ‘recycling’ older motor vehicles, the ones with genuine and documented heritage will stand the best chance of survival.
Restoring a tired but structurally sound Torana V8 remains not only possible but financially viable. Several suppliers are producing replica panels in steel and fibreglass, there are lights and glass and body rubbers and even some remanufactured trim parts.
Virtually everything mechanical is available as well; most of it used but occasionally as new old stock. If a car is very scarce, retaining original major components is important.
HOW THE PRICES MOVED:
2010
LH-LX Torana SL V81974-78 $4000 – $17,500
LH-LX Torana SL/R1974-78 $7000 – $21,500
LH-LX Torana SL/R 50001974-78 $10,500 – $36,000
LX Torana V8 Hatch1977-78 $6500 – $32,000
LX Torana SS V8 Hatch1977-78 $9500 – $52,500
2015
LH-LX Torana SL V81974-78 $5500 – $26,500
LH-LX Torana SL/R 4.21974-78 $7000 – $30,000
LH-LX Torana SL/R 50001974-78 $14,500 – $47,000
LX Torana V8 Hatch1977-78 $7500 – $37,000
LX Torana SS V8 Hatch1977-78 $9500 – $48,500
2024
LH-LX Torana SL V81974-78 $22,500 – $65,000
LH Torana SL/R 4.21974-78I/D – $115,000
LH-LX Torana SL/R 50001974-78 $55,000 – $165,000
LX Torana SL V8 Hatch1977-78 $28,500 – $100,000
LX Torana SS 4.2 Hatch1976-78 I/D – $135,000
LX Torana SS 5.0 Hatch1976-78 I/D – $185,000
PICKING AN AMERICAN PERSONAL CAR
Throughout history there have been cars bought not for any practical reason, just the sheer enjoyment of driving. But who devised the first ‘Personal Car’ is hard to decide.
Was it Harry Stutz in 1915 with his Bearcat, or EL Cord with the front-drive 1930s Sportsman? Probably not, because these were two-seat sports cars not the sporty looking hardtops that typify the genre.
Also, the Stutz and Cord cost much more than was affordable by middle class motorists at the time; the kind of people who in later generations would fuel the battle between models like those reviewed here.
The 1960s-70s Personal Car would typically be built on a chassis a few inches (60-100mm) shy of being full-sized. They would notionally be four seaters, however only the occupants seated closest to the steering wheel and dash enjoyed any kind of superior comfort.
Performance was more important to the Personal Car buyer than price and manufacturers knew that. Contenders in the crowded market segment were promoted as indulgences; intended to signify the buyer’s social and occupational success.
Features would often include air conditioning, power mirrors and door locks. The seats would adjust electrically and come with distinctive trim in leather or cloth.
The cars chosen here all have V8 engines, but there is no reason why a six-cylinder, which could get the business done in terms of performance, wouldn’t qualify as a Personal Car. A couple of stand-out contenders might be the maligned Chevrolet Corvair Monza and 1980s Buick GN Turbo. So, which of these or our featured cars would you choose?
FORD THUNDERBIRD 1958-66
Ford claims to have coined the term ‘Personal Car’ and quite likely it did, but not with the 1955-57 Thunderbird. That honour more likely goes to the 1939 Lincoln Continental that was created as a one off for the personal use of Edsel Ford.
Fifteen years later when devising the T-Bird as a rival to Chevrolet’s Corvette, the description was again adopted. Then, three years after that a version with true Personal Car credentials was launched.
These square-edged beasts had four seats and came as a hardtop or convertible. They did the job and even featured in a Beach Boys’ song until replaced in 1961 by the ‘Bullet Bird’. These cars had front guards that tapered to a point and tail-lamps intended to echo the glowing exhaust of a jet engine.
‘Flair Birds’ which followed in 1964 returned T-Bird styling to a more conservative place but held onto the notion of combining performance with luxury. The performance part was enhanced for 1966 with inclusion of an optional Q-Code, 7.0-litre V8 and 256kW.
Australia has been home for years to a wide range of four-seat T-Birds, with 1964-66 Hardtops the easiest to find and, at less than $40,000, the most affordable.
BUICK RIVIERA 1963-73
Three distinct designs characterise the Riviera’s first decade of existence and ensured ongoing acceptance amongst buyers of Personal Cars. Shaped initially by General Motors’ styling guru, Bill Mitchell, the Riviera in the space of a decade transformed from almost iconic to marginally idiotic while keeping customers flooding into Buick showrooms.Rivieras were fast and well equipped, geared for 200km/h, with power seats and windows standard, but disc brakes available only as an option. Early cars led their class with seven litre engines and 242kW, climbing to a peak in 1971 of 268kW.
The 1966 model produced a shape that came close to automotive perfection, but one that didn’t survive more than a couple of seasons, before being ruined by the addition of heavier bumpers and exposed lights. For 1971 came a Riviera that is now known as the Boat-Tail, with a vee-shaped rear section and massive wrap-over rear window. These had as standard a 455 cubic inch engine and needed it because weight since 1963 had increased by 113kg.
Whichever style of Riviera you choose, prices will likely range between $35,000 and $55,000. 1968-70 cars are typically at the cheaper end but top examples of all versions have at times exceeded $60,000.
LINCOLN CONTINENTAL MARK 3-5
Notional successors to Edsel Ford’s original Continental, these overblown two-doors took the Personal Car concept to its absolute extreme.
Even the lighter looking Mark 3 weighed 2.1 tonnes and later versions gained more again. To move them took one of the era’s biggest passenger car engines; a 460 cubic inch (7.5-litre) lump that used 20 litres per 100km. Starting out in 1968 with a claimed 272kW, output was steadily whittled down until 1978, when with stringent emission controls it could claim just 155kW.
Mark 3-5 Continentals that came here as new cars and underwent complex right-hand drive conversions seem largely to have disappeared. That still leaves a good selection of more recent arrivals that have avoided having their dash and steering layouts messed with. .
Early Mark 3s have some collector appeal, as do exceptional cars from the Mark 5 ‘Designer’ series. As for the others, people buy them for presence and to look like J R Ewing of Dallas TV series fame.
These Lincolns started out as the most expensive of Personal Cars yet now are the least costly in this selection. Mark 3s at over $45,000 will usually claim the highest prices, with good examples of the Mark 4 and even Designer Series Mark 5s costing $30-35,000.
PONTIAC GRAND PRIX 1964-66
Pontiac’s Grand Prix had the singular honour of outscoring Ferrari’s 330GT in a magazine contest to decide the best 2+2 coupe in America.
OK, the magazine was US Road & Track and a bit parochial from the start, but the testing team did try to be impartial and the Grand Prix was genuinely superior in some respects to Mr Ferrari’s car.
The basic Grand Prix engine was a 389 V8, as used in Pontiac’s GTO. However, the options list included a 421 cubic inch big block with Tripower triple carburettors that produced 280kW and startling acceleration.
When fitted with the optional four-speed manual transmission and limited slip differential, cars with 421HO engines laid down Ferrari shaming times of 5.8 seconds for the 0-96km/h dash and 14.4 seconds for the standing 400 metres.
The Pontiac also had space in the back seat for three moderately sized passengers – any extras in your 2+2 Ferrari extras had to be very vertically challenged – and a boot big enough to picnic in.
Although over 36,000 Grand Prix two-doors were built during 1966, only 917 were made as manuals and few of any kind have made their way to Australia. Automatics with the smaller motor and in good condition typically make less than $50,000.
CHRYSLER 300 1965-68
Letter Series Chrysler 300s appeared during the 1950s, with 220km/h immediately on tap and more available on banked tracks during frantic Nascar contests.
Moving into the 1960s, alphabetical designations were retained, even though the Hemi engines disappeared and the cars became more conventional.
300s that best fit the Personal Car mould are 300L versions built from 1965-68, with scalloped body sides, a deeply set grille and thick rear pillars suggesting a fastback roofline.
Late-series 300Ls came with concealed headlights and spoke effect sports wheels, plus luxury trim and a 7.4-litre V8 as standard. Power disc front brakes, in accordance with US industry doctrine, remained an option.
Perhaps thanks to their competition heritage, later Letter Series 300s were found to still steer predictably and corner with less wallowing than other cars that qualified for a ‘Personal’ tag.
They weren’t as expensive either, with a two-door version of the 1967 300L costing $4134 against the $4446 Buick wanted for a Riviera.
While lots of Rivieras were imported to Australia, we saw hardly any 1960s Chryslers as new cars. That wouldn’t change until the 1990s when local Mopar specialists got interested in sourcing used ones from the USA and selling them at bargain prices. Survivor aren’t common or cheap anymore, with good Hardtops above $50,000.
Photography: Prime Creative Media/Burns & Co/Donington Auctions/Ford/GM-Buick/Lincoln/GM-Pontiac/Chrysler