(Submitted by bootiebike)
Years of being a gear head and of reading this blog have left me aware both of vintage American car-truck hybrids and of American car buffs’ appreciation of the evergreen Australian ute. So when I bumped into this HR ute, the first I’d seen in years, in the car park outside a vintage clothing fair, I knew I had to take pictures and share them with my fellow CC-ers. As is the case for many fans of the American El Camino, the sight of it brought me back to my late ’70s youth, when these were the bangers of choice for first-time drivers like myself.
The HR Holden was made from mid-1966 until early 1968. It was a facelifted version the previous ‘HD’ model (CC has an item on the HD wagon). Many people didn’t like the styling of the HD, and it was a relative failure, so General Motors-Holden must have been relieved when the HR turned out to be a success.
‘Relative failure’ should be understood in the context of the Holden’s dominance of the Australian market in the 1950s and ’60s. For a while it had around 50% of the market, and for a long time its only real competition came from the Ford Falcon and Chrysler Valiant. I can remember how in the early seventies one could look down the street and see that two of every three parked cars were Holdens, Falcons or Valiants of various vintages; of those, most were Holdens.
The HR was available in four body styles: four door sedan, four door wagon, utility (‘coupe utility’ or ‘ute’) and panel van. Above the basic trim level, which was very basic indeed, one could opt for the ‘special’ and ‘Premier’ versions. The Special name was replaced by the iconic ‘Kingswood’ moniker on subsequent models.
The HR was powered by the ‘red’ Holden engine, of 161 or 186 cubic inches. The red engine debuted in the popular EH model in late 1963. The red engine was made in 138, 149, 161, 179, 186 and 202 cubic inch sizes. Most had a single Bendix-Stromberg downdraft carburettor, but tuned versions were available in certain models over the years. Only when Australia moved to unleaded fuel in 1986 were this engine and its derivatives replaced by the Nissan RB straight-six.
The transmission in the HR was either a three on the tree (with no synchro on first), a Powerglide automatic or, for the first time, a four speed (sourced from Opel). Ball joints replaced kingpins and front disc brakes became available, but suspension was conventional, with control arms up front, leaf springs at rear, and recirculating ball steering. The wheelbase was 2692 mm (106”), and it weighed roughly 1220-1260 kg (2600 to 2800 pounds). The build quality of Holdens from this era was variable, and they often rusted well and without delay.
The coupe utility, or ‘ute’, always was very popular, especially in rural areas, and vintage utes are now much sought after. The HR ute shared a new front clip with the other models in the HR range, but the rest of the body was the same as the superseded HD ute. The same applies to the panel van.
This example appears to have its original registration plates, but those wheels are non-original; ditto the T Bar shift and the seat upholstery.
This sedan has been quietly rusting away in a carport in Rozelle, Sydney, for as long as I can remember. It has non-original registration plates which (I guess) date to the mid-1990s. Its a Special, with 186 cubic inch engine and Powerglide.
I think that aftermarket side trim looks anachronistic on a 1966-67 model. I’m surprised no one has snapped it up this ripe old HR–I imagine the (likely elderly and eccentric, judging by the premises) owner has rebuffed many offers. Hopefully someone can persuade them to change their mind.
Related reading:
Curbside Classic: 1965-66 HD Holden Special Station Sedan: The Down Under, 3/4 Scale 1962 Oldsmobile
As a euro lad the Holden was always something exciting and very very rare thing for me. Few weeks ago travelling through the suburban area of Novi Sad / Serbia I saw a late ’90’s white UTE (Opel Senator like) with original aussie reg.plate parked roadside in a courtyard… That was the third Holden seen alive… And at least the fifth aussie reg.plated car until now in Europe. Thanks for posting. Hopefully some other genuine Holden articles shall be added in the future.
The so called T-Bar automatic shift as non original feature reminds me to one of my pals 1964 Opel Rekord where the manual transmission has been replaced by an Opel’s (probably ZF) early ’90’s automatic transmission as the engine stood the same old InLine4 with carburetor.
Caught an orange HR ute last weekend. Nice to see an increased antipodean presence, bootiebike. Looking forward to more.
The first one looks very Azzurro Achille, doesn’t it ?
CC effect. Saw a baby Audi In exactly the same blue today. So cute.
These only ever seemed to come in this blue, white or that pale green!
Nice Ute ! .
I rather like the side trims , they look like the ones used by BMC to dress up their tired old models in the 1960’s .
-Nate
I think those were a dealer-installed option, made by some aftermarket company. You used to see them on a lot of different cars in the sixties. They hung on among the older set, kinda like padded vinyl roofs on new Cadillacs.
The worst example of this side trim I ever saw was on a Datsun 180B/510. Imagine it on that curvy body! I’ve got a photo somewhere….
Seen it on a HT sedan looked ridiculous, the style is 50s Austin A55 A95 and suited the swage lines on those cars, not suited to Holdens at all.
Great article. As usual, as a ‘yank’, looking at this Holden you get a feeling of dejavu. The styling ‘language’ is obviously GM, the front end and body very reminiscent of an early Chevy II. The rear is a little less Chevy and more Pontiac. I also see some Fomoco influence in the rear–reminds me of ’66/67 Comet.
The styling of the HD-HR bodies is pure 1964 Opel Kapitan with front and back styling tweaked for local tastes. Note the ute retains the HD taillights.
The Opel is so much more sophisticated in the style detailing. I actually prefer the HD to the HR. I think the kidney killing front end is better looking. But I I like the HR rear lights more, so I spend my life in constant turmoil over the issue.
Very sophisticated. HD vs. HR? I’d rather have the Opel!
It’s too bad the Kapitan was never offered here in North America. I believe it would’ve shown American car buyers that Opel offered bigger cars for those who needed or wanted.
I’ve always been a fan of big Opels, certainly the ones I know myself. The Admiral and Diplomat from the seventies and the Senator models from the eighties and early nineties.
An acquaintance of our family had an Admiral like the one pictured below. His one was dark brown with a vinyl top. With a straight six and an automatic. I was very impressed back then. So big (to me), smooth, comfortable, silent and luxurious. Very well built, excellent price/quality ratio. All in all: a perfect mixture between the best of the US and Germany in those days.
Another nice Opel that missed a chance at the North American car market.
The Opel Diplomat shown on your photo was originally supposed to be the basis for the 1G RWD Cadillac Seville here in the US but due to the Opel’s incompatibilities in building such a car in the Cadillac league, GM had decided to utilized a modified stretched platform of the RWD 1975-79 Chevrolet Nova instead.
That’s too bad. I like both German engineering, and Australian. Germany has the Autobahn, which has (or had) no set speed limit, which required engines to be made for faster revving and faster top speed, while Australia’s road system, except for major cities, is rough and unforgiving, requiring chassis and suspension systems to be built strong in order to withstand constant poundings from potholes and gravel, etc. If only our American built cars were built to the same specs as cars from both countries.
Pedro, the one above is an Admiral, the “lesser god”. The Opel Diplomat (the top dog) had vertical head lights and was also available with GM’s American 5.4 liter V8.
Völlig vollgasfest, jawohl ! (Fully WOT-proof, yes sir !)
@ Pedro. You’re sure due to “Opel’s incompatibilities” ? These cars were VERY well built. Tight fits, superb fit and finish and such. No squeaks, no rattles.
Um, no Pedro. The problem was that Opel’s body people worked to much finer tolerances than Fisher Body could handle. So Collectible Automobile said in their feature on the first-gen Seville. I can look up the feature and quote the author if you like.
By Opel’s incompatibilities with Cadillac does not necessarily imply that Opel was inferior built than Cadillacs. By incompatibilities I meant that GM felt that the Opel Diplomat platform was shorter and cannot be stretched to the point Cadillac specified for the 1G Seville platform so the 1975-79 Chevrolet Nova platform was instead used to save cost. Opel Admiral, Diplomat or Kapitan as to whatever trim and options they might be were still the same exact car based on the body design and platform much like the same period Chevrolet Impala were to the Caprice Classic.
@Old Pete, THX for clarifying that one up. YES I immediately remembered the story was written on Collectible Automobiles and read that very interesting article. In addition, I also have that Cadillac Seville book published by Motorbooks back during the 1990s mentioning that same quote as well.
to me that Opel has a more sophisticated looking greenhouse with narrower a-pillars, etc. In fact, the Opel has a definite Chevelle look about it, which would figure since they both came out around ’64.
These big Opels were called the KAD-series: Kapitän-Admiral-Diplomat.
There were two generations, the 1964-1968 first gen and the 1969-1977 second gen. In 1964 the Diplomat (the highest trim level) became available with a Chevrolet 283 V8 and from 1966 onwards with Chevrolet’s 327 V8 (So all second gen V8 Diplomats have the 327).
All Diplomats with the 327 could do 200+ km/h. Here’s a first gen Diplomat :
(the red one above is a second gen)
It’s too bad these big Opels were never offered here in North America. I would’ve preferred a Kapitan over a Kadett any day.
The styling theme is similar, but lots of details are different.
What a waste of resources to have the American, British, German and Australian branches of GM all developing and producing similar sized cars that shared almost nothing! But I guess everyone thought their own design was best.
As an aside, are all Vauxhalls rebadged Opels these days, or does Vauxhall do anything unique?
I see the Dodge featured recently in fact they could be twins.
T bar is from a VB-VC Holden Commodore, circa 1978-82. Wheels are also from the Commodore, but slightly later.
The stud pattern ( lug nut PCD) differ ‘twixt the HR & the Commodore, so I’m guessing that the HR utes has Commodore brakes under it.
And counting down till Bryce makes his usual spurious claims about a widened Opel.
There is a family resemblence. No more than that.
10.9.8.7…………….
The HD and subsequent HR were built on the narrower EH floorpan the widening of the body to full 6 seater capacity was achieved by using curved side window glass(a first for GMH) and very thin doors, in all honesty they werent much of a car and seen as a step down from the big UK Vauxhalls which having owned and driven both I can attest to but they came in wagon very cheap compared to a Velox/Cresta so my family had one.
By George he’s got it!
Not quite Kiwibryce, The floor pans on EH and HD/HR are very different, with the HD/HR having a slightly wider and flatter floor with a smaller/lower transmission mound than the more voluptuous contours of the EH. all models above shared the same track, and front steering assemblies are inter-changeable, making an up-grade to ball joints and disc brakes for your older EH easy.The monocoque rear (chassis) rails are also common in section, profile and spacing to all three models.The EH floor-pan is also shorter than HD/HR and houses a totally different ,shape and smaller capacity fuel tank! The spare wheel compartment floor is also bigger in HD/HR.The HD/HR cars were better cars over-all than EHs with better suspension and disc brakes,and more passenger space, but the EH with less weight and the engine set back into the fire handled better on the racetrack.
If the Holden HR was sold in North America, I’ve never seen it. It’s a good looking vehicle, better looking than the American vehicles of the time. And because it was built and tested in Australia, for Australian road conditions I can imagine it would prove to be more than a match for our cars. 🙂
I enjoy looking over the detailing on these, which are so different from stuff from the US in those years.
It looks like a cross between a Vauxhall and mid-60’s Valiant.
If the 4th-from-last photo was by a professional, it has a problem, & it isn’t the car. It makes me want to flee the scene post-haste.
A question: I see the codes HD, HR, etc. bandied about here. Was this internal company nomenclature, or could buyers find these out as well at the time? Same goes for Toyota.
Whats the problem with the photo out of curiosity?
Perhaps it’s only a snapshot & she’s hamming it up. But that mix of colors, ugh! Maybe it makes sense to fashionistas, but not to me.
Back in the seventies we wore colour. Only ‘old fogies” or “shiny-bums’ dressed in black and white.
She’s not that bad looking to me, but YMMV.
Both. The codes were used internally at Holden and by the press of the time as
well eg “First test of Holden new HQ range:
Here in Aus, we use them like Americans use model years. We wouldn’t say
its a ’71 Holden. We’d say its a HG ( ended production in June or so) or it’s a HQ, released in July 1971. Very different cars.
Ford did the same thing XA-B-C, etc
Nice ute yep the wheels are Commodore police issue and the brakes and most likely the entire power train has been swapped it all fits the later Commodore Trimatics had a left side shifter entry point making it impossible to use the column auto shifter, I used a Torana trans to replace the Hydramatic in my EH so was able to use the original shift linkage and a HQ inhibitor switch, just had to relabel the quadrant.
These were the first model my dads outfit sold they only took up the Holden franchise when it was announced Chevrolet assembly would be ending in NZ, my dad bought a red HR Holden special wagon 186 3speed tree shift on its first family holiday the entire heater assembly fell out onto the front floor but at least it had a fan forced heater our previous car a 64 Vauxhall Velox had only flow thru though the car itself was more comfortable to ride in ans according to my dad faster and had syncro on first gear,
Ive owned two HRs myself so I know how he felt about the lack of power and the gear sack my first one was a rust out bought for parts the second a get out of town bomb I drove from Narrabri NSW to Bamera SA via Sheparton VIC sold it two weeks later and bought a Charger the HR was knackered fuming and running real hot something Holdens really dont like.
A question nobody asked: Why did Holden develop the Red six instead of just using the Vauxhall six? The Vauxhall already came in larger sizes, more comparable with the Ford and Chrysler sixes.
And Bryce, how does a 3.3 litre Vauxhall compare with a Holden 202 to drive? I know what a 202 is like in an HQ and an HZ.
Much livelier but the Vauxhalls were designed for British motoways so higher top and cruising speed was expected, Holdens were slower and more agricultural, My 3.3 Velox could pull 85mph in second gear a 202 HQ Belmont I had could only do 95mph flat out on level ground, Vauxhalls were more softly sprung so didnt cope as well with bad roads but were better highway cars. NZ Traffic police used Vauxhalls untill the advent of the V8 HG Holden, Regular police were issued Holden Belmonts for patrol duty, the 253 manual Holdens could pace a 3.3 Cresta and replaced them for traffic duty being readily available when Vauxhall assembly ended here in 71
GMH assembled CKD Vauxhalls in Aussie but Holdens were Aussie/US collaborations so the Chevy2 was debored into the red motor of 179 cubes, Aussie Vauxhalls stopped at the 63 PBX model though it was built through to 68 and cost more than a Holden, cross pollination wasnt the done thing back then at least not obviously. Remember Vauxhall and Chevrolet utes in the 50s sold for more and were considered upmarket to the local Holden so the under dog couldnt be seen using imported parts.
Check your facts Bryce. The 179 Holden “Red” motor was not a debored
Chevy II.
1) Starter motor is on the other side.
2) Red motor has external oil pump. Chevy II is internal.
3)Oil filter, distributor & fuel pump are in different locations between the two engines.
There are some common engineering & styling cues, granted. To call the red motor a debored Chevy II engine is plain wrong
I wonder why Holden didn’t use the then brand new Chev straight 6, rather than go to the expense of developing the Red motor.
Only reason I can think of is capicity. The Red motor was intoduced at 149 & 179 CID. The Chevy II six is 194 & 230 CID.
That said, a smaller bore/ shorter stroke in the Chev motor would be cheaper & easier than tooling up for a new engine.
Sure there was the 152 CID 4 cyl Chevy II motor, but back then the number of cylinders was much more important than it is now. A 4 cyl Holden would have been viewed as much inferior.
Holden also developed it’s own V8s. The only company here in Aus to do so.
Came in 253 & 308 CID versions. Again it would have been cheaper to cast
the SBC locally. The Holden is lighter than the SBC, much of that, I suspect is
because every 253/308 had an alumium intake, rather than just the hi po
ones as in the USA.
From the 2bbl intake, this is a 253, circa 1971-80
Holden had to do something like the red motor the grey was hopelessly outdated and underpowered by 1958 the red came out of the same school of design as the rest of the Holden with finishing touches carried out in Aussie so Chevrolet engineers certainly had imput , The HR was the first model Holden fitted with a Chevrolet 6 and sold under the Chevrolet brand in South Africa prior to that they were sold as Holdens. GM NA said NO to the Aussie V8 but GMH went ahead anyway the 253 uses 186/202 pistons and I think rods to save on costs and tooling but the SBC 350 remained an option thru the HQ model years.
Not sure that the HR was sold as & with a Chevrolet 6 cyl in SA.
HTs & later were. Not sure re the HK.
But are you willing to admit that the red motor is not a debored Chevy II 192/230 engine?
And why was the Grey motor “hopelessly out dated” . Early falcon 6s used 4 main bearings too, ditto the Valiant slant 6.
Both the frod & the Valiant used mechanical lifters too,in some versions. Not sure if those versions reached Australian shores.
Local content is why GMH developed their own stuff, just about everything in a HR was locally made or at least a foreign item but manufactured locally. The Opel 4spd is one exception in HR. There will be some little bits and pieces on the car from overseas but not much.
GMH developed their own V8 as their Engineers reckoned the SBC wouldn’t fit the HD-HK chassis. John Bagshaw insisted upon the 327 so the HK could compete in the ATCC, and then the GMH V8 wasn’t ready for HK release so they made the SBC fit. This involved a special sump, and the engine is mounted on a slight angle to clear the steering box. Remember the HK was very much underway development wise in 1964-5.
The GMH V8 was made in four different capacities as a production engine:
253ci (4.2L).
308ci (5.0L).
304ci (5.0L).
350ci (5.7L).
It was used from HT release in 1969 and was last fitted into VS Holden Utilities mid 2000. That photo is a bit of a bitza, it has a HJ Holden or LH Torana intake manifold on it (water heated with cable throttle) but it has 1971-1973 HQ rocker covers – the rocker covers only have the round impression for the filler at one end. Once LH Torana was released the round impression was in all 4 x corners as LH torana oil filler was on the passenger side front (unless air conditioned). It could also be a HQ engine and someone has added the cable throttle to it. Sump is HQ-WB Holden/Statesman or LH-LX Torana.
South African HK definitely was fitted with Chev 6’s, pretty sure HR was too. HQ and HJ in South Africa got the 250ci and the 250HO engine – the HJ 250HO was the first Holden to get a TH350, we didn’t see it here until mid 1969 as a replacement for the TH400.
What can I say…I love the whole ‘ute’ thing. We never had a generic term for Elkys, Rancheros, Rampages, etc here in the states.
Too bad Pontiac got killed off instead of Buick, because we were all set to get a G8 ute here as well as an all new GTO. Chevrolet could nab the tooling for the commodore and its variants and start cranking them out right here. The SS is based on it, I believe.
Ive read the comments on the Ranchero and El Camino under a tree yesterday. While I still like these cars on some level, these were definitely the ‘Fat Elvis’ versions of both. The last El Caminos here were the perfect size. Having owned fullsize trucks, a minitruck and a Jeep Scrambler which is kind of a truck based ute, I can tell you that a midsize car-based ute makes a HELL of a lot more sense than the mini truck fad ever did. Here’s why:
–Minitrucks and utes aren’t for contractors, moving companies, people who tow huge trailers, etc. Theyre meant to be a manageable sized multi-use vehicle for all around daily driving. More economical than a ‘real’ truck but also more comfortable and less capable. Both are more suited to someone who likes to go camping, or tow a jet ski, or does light hauling. Not loads of cinder blocks or hay bales.
–Utes sacrifice a lot of bed space for a roomier cab. Something that a 6-footer can get comfy in. Every one Ive seen has had a good bit of ‘hidden’ space behind the front seats too, whereas singlecab minis seats are right on the back wall and youre still cramped. Sure you can get a limosine-sized extended cab (which bizarrely keeps the full bed) but now, its even longer than a singlecab shortbed fullsizer. MINItruck….huh?
–the best mpg Ive ever seen from a minitruck was 23-25 out of a stripped 4 cyl shortie Toyota. The pre-Tacoma ones. Basically a tinny econobox with a wheelbarrow out back. My dad ‘claims’ that he got 28 mpg consistent from his company-owned 4.6 crown vic with a trunk full of tools on open highway.
Seems that the ute concept in theory SHOULD be a better personal use vehicle than a minitruck or a fullsizer for MOST peoples needs. Even my ’05 Ram seems to have a shade of the ute thinking, in that this generation of Dodge sacrifices a little bed space to give more room in the (regular) cab. Even with the seat all the way back, I can still get a full size toolbox on the cargo tier back there. And yet, most of the times its WAY more ‘truck’ than I need. If Dodge had a ute version of the Magnum available with the Hemi and a 6spd that kept the same wheelbase, Id have been all over it. Mostly muscle car but with enough truck to handle my hauling, it would be perfect. OR, a re-born Scrambler, as Jeep keeps teasing. More offroad capability and ruggedness than any midsize and even most fullsize trucks, with the style and top/doors off fun factor and a 4 1/2 to 5 foot ‘super shortie’ bed would be my ideal rig. Never should sold my Scrambler back in the day!
I agree. Pontiac was something again by the time it was given the axe. I thought Buick should have been killed off instead, or Cadillac. With either name gone, GM had room for something different. I would’ve loved to have seen Holden Australia here in the USA.
Kill Cadillac? No way! Theyre starting to get interesting, what with the CTS-V coupe, and the ATS coupe coming up. Cadillac at least offers a unique product that appeals to a few different demographics. GMC is a complete retread of Chevy’s truck line and totally pointless. And Buick hasn’t sold a car to anyone under 100 years old since the GNX was on the lots.
Speak for yourself. I’m old school when it comes to Cadillacs. I love the Cadillacs of the 1970s and 80s.
Neil, re the colours:
Think “shagadelic baby, yeah!”
The clothes are authentic period – however, I think the working man who bought the ute new would have dressed somewhat more conservatively!
Holden engine sizes – there was also the 173/2850, the rarely-seen little brother to the 202 – except in LJ Toranas. Good on you for remembering the 138/2250 though!
173 was the standard engine in almost all 6cyl HQ models! The only 6cyl HQ’s where it wasn’t standard were Statesman and Monaro LS.
It was also standard in CF Bedford until it was replaced by the 202 later in the 70’s.
And standard fitment to 6cyl HG commercials from about June 1971 to November 1971 when the HQ commercials were released.
Welcome bootiebike and a nice debut article. A nicely restored ute.
CC effect – saw a HR sedan this afternoon, with mags and a few other accessories. Also a couple of years ago at a car show I Dave Bennetts HR that with a Yella Terra head 186 manual was faster to 100mph than a Falcon GT with a 289 4bbl.
The X2 with 2 barrel stromberg went quite well stock, with a stage 3 yella terra they go real well.
Bryce— go really well in a straight line,not around corners.When my maternal grandfather died they sold his Mark 2 Ford Consul ute and my grandmother hadn’t learnt to drive.My father taught her driving and because she was impoverished dad bought her a new Vauxhall Viva.A few years later she remarried and they bought a new Holden HR Premier,white with red bucket seat interior and whitewall tyres,a good looking car.Current Ford and Holden utes have a payload of only approx 600 to 800 kilos,not even a ton or tonne.So not much chop for heavy duty work and for the size of the utes,a surprisingly small load area compared to other medium sized utes.
True Holdens prior to the Torana and Commodore handle like a dog on lino not really an issue in Aussie with the mostly straight roads.
You’ve never driven a HZ Holden then.
Or a HK GTS327 or HT-HG GTS350 manual. These were setup properly to compete as a race car with their road going suspension.
Mate what is your problem with Australia??? Are you like a disgruntled sheep shagger with a massive inferiority complex? Seriously dude it’s sad and embarrassing for yourself and those that think you have any idea what you’re talking about.
Got that right. A mates Dad had a 179 X2 in a HD wagon. Impressed this 8 year old!
Yes Ive driven a HZ a 308 trimatic sedan in green regularly between Dorrigo and Coffs Harbour, and no it did not corner very well at all, yes it was better than the HQ-HJ models but still not much chop.
I like the Holden HR Premier X2. It’s not only the best looking car, but it has the most complete instrument gauge cluster a car should have. Rather than warning lights, like most cars had, it had proper gauges that actually show you what’s going on with the engine.