Holden GTS
| Company type | Subsidiary |
|---|---|
| Industry | Automotive |
| Founded | 1856 |
| Founder | James Alexander Holden |
| Headquarters | Port Melbourne, Victoria , Australia |
Area served | Australia, New Zealand, Middle East, United Kingdom, United States, South Africa |
| Products | Automobiles |
| Parent | General Motors |
The Holden Monaro ( ) represents a vehicle produced by General Motors' Australian branch, Holden. It utilizes a front-engine, rear-wheel-drive layout and was available as a two-door coupé between 1968 and 1976, then again from 2001 to 2006, as well as a four-door sedan from 1973 to 1979.
There were three distinct generations of the Monaro coupe: the first encompassed the HK, HT, and HG series (1968–1971); the second included HQ, HJ, HX, and HZ series (1971–1979); and the third covered VX, VY, and VZ series (2001–2006).
Between 1970 and 1973, General Motors South Africa (GMSA) also assembled the first generation using CKD kits imported from Australia.
The third generation found markets abroad under different names: Chevrolet Lumina in the Middle East, Vauxhall Monaro in the United Kingdom, and Pontiac GTO in the United States. Additionally, HSV (Holden Special Vehicles) produced high-performance versions in Australia from 2001 to 2006 without retaining the Monaro name.
HK
Named after the Monaro area, Holden launched the HK coupé in July 1968 as a two-door pillarless hardtop with three variants: base, GTS, and GTS 327. The GTS trim featured comprehensive instrumentation including a tachometer positioned on the centre console; however, its location was not ideal due to obstruction from the steering wheel.
The base Monaro was equipped with a standard straight-6 engine or optional straight-6 upgrades (the GTS standardised on the more powerful 186'S' engine). Both base and GTS trims offered an optional Chevrolet-sourced V8. The exclusive Monaro GTS 327 housed a Chevrolet V8 rated at , paired exclusively with a four-speed manual gearbox.
Its design blended distinctive styling with GM's "coke bottle" curves similar to those seen on contemporary Chevrolet Camaro, Corvair, and Nova coupés. Initially, Holden engineers doubted that the engine bay could accommodate the 327 Chevrolet V8, which accelerated development of Australia's first homegrown V8 engines—the and Holden V8s. However, delays in this project led to revisiting the engine bay dimensions, confirming that imported Chevrolet engines would fit.
The HK Monaro GTS327 earned Holden's inaugural victory at the 1968 Hardie-Ferodo 500, driven by Bruce McPhee and Barry Mulholland; McPhee also secured pole position and recorded the fastest lap. In the 1969 Australian Touring Car Championship, Norm Beechey piloted a HK Monaro GTS327 to third place overall and won the final two rounds of the five-race competition.
Early in 1969, Wheels named the HK Monaro as its Car of the Year for 1968.
HT
In June 1969, Holden introduced the updated HT Monaro to replace the HK model. The 'GTS 327' was succeeded by the 'GTS 350', featuring a Chevrolet 350 in³ V8 instead of the previous 327 in³ unit. This enhancement was in response to Ford Australia's launch of the XW Falcon GTHO Phase I that same year. An automatic version of the 'GTS 350' was offered with a less powerful 350 in³ engine paired with a two-speed Powerglide transmission. The HT update also marked retirement of the imported 5.0-litre Chevrolet V8s in favor of Holden’s locally manufactured 4.2-litre 253 and 5.0-litre 308 V8s. Later on, a new three-speed Trimatic automatic transmission became available except for on 'GTS 350' models.
Distinguishing features of the HT Monaro compared to its HK predecessor included plastic grilles replacing metal ones, taillights split into two sections separated by a black panel, an instrument cluster integrating a round speedometer with the tachometer, rubber front suspension bushes instead of sintered bronze ones, and larger taillights with wrap-around indicators. The body stripes shifted from an offset design on HK models to twin broad central stripes on HTs; additionally, twin bonnet air scoops were added without functional airflow benefits.
The HT Monaro GTS350 demonstrated strong performance in Series Production racing events. The Holden Dealer Team (HDT), established in 1969 by former Ford Works Team manager Harry Firth, campaigned with this model. At the 1969 Hardie-Ferodo 500 race, HDT’s lead car driven by Colin Bond and Tony Roberts achieved victory; Bruce McPhee and Barry Mulholland finished second driving a Falcon GTHO, while Des West alongside rookie Peter Brock secured third place.
In January 1970 at Surfers Paradise’s Rothmans 12 Hour race, Bond and Roberts again triumphed behind the wheel of their HDT Monaro. Norm Beechey upgraded to an HT GTS350 and captured Holden's first Australian Touring Car Championship (ATCC) title in 1970 by winning three out of seven rounds held at Bathurst, Sandown, and Lakeside circuits. Beechey’s Monaro—bored out from its original 5.7 litres to six litres—outpaced competitors including Ian Geoghegan’s Ford Mustang and Allan Moffat’s Mustang Boss 302 Trans-Am. Despite encountering engine failure at Symmons Plains among other challenges, Beechey maintained strong overall standings.
Beechey continued campaigning his "Trans-Aus" Monaro for two additional seasons but faced ongoing reliability difficulties. He finished fifth in the 1971 ATCC with one victory but struggled during the 1972 championship before withdrawing early due to mechanical failures. Following heightened concerns about high-performance vehicles at the end of 1972—the so-called Supercar scare—CAMS ceased Improved Production class racing and introduced Group C touring cars regulations that effectively excluded the Monaro from competition.
HG
Launched on 26 July 1970, the HG Monaro represented the final version of the original coupé design, showcasing cleaner styling and updated exterior detailing. It introduced distinctive "sidewinder" stripes that extended along the upper edge of the fenders, beneath the windows, and terminated just before the rear pillar. The "Monaro" emblem was positioned on both rear pillars across all variants. The HG GTS models featured black-filled "GTS" badges and blacked-out rocker panels; specifically, the GTS 350 sported striking "sidewinder" stripes complemented by a black bonnet scoop. The "GTS 350" decals were enlarged and placed prominently on the fenders and boot lid. Wheel arch moldings were eliminated from every model. For the GTS 350, the Chevrolet 350 badge was replaced with a bold "350" decal, accompanied by a blackout treatment over the bonnet air vents. The GTS badges were recolored black and relocated to the passenger side of both the grille and boot. Additionally, taillights were streamlined and the grille received a redesign.
From a mechanical standpoint, most specifications remained consistent with the HT series, except for the Monaro GTS (non-350), which was equipped with softened suspension to enhance ride comfort; manual transmission HG GTS 350 variants retained the HT GTS 350 suspension setup. Upgrades included thicker front disc brakes modeled after the HT GTS 350 design, now standard across all V8 and six-cylinder GTS models. The HG represented the conclusion of this generation and marked the final use of the original body shell.
Export program
Beginning in 1970, General Motors South Africa (GMSA) assembled HT Holden Monaro GTS coupes at their Port Elizabeth facility using imported components. Between 1971 and 1973, the HG Monaro was locally assembled and marketed as the Chevrolet SS, despite the HQ series being introduced elsewhere during this time. Throughout this period, GMSA predominantly branded vehicles under Chevrolet.
The Chevrolet SS featured distinctive front-end styling with quad headlights and large turn signals positioned above the bumper along the fender edges. Both Holden Monaro and Chevrolet SS variants were offered with Holden’s 308 in³ (5.0L) engine as well as Chevrolet’s 350 in³ (5.7L) V8 options. South African sales figures reached 1,828 units for Monaros and 1,182 units for Chevrolet SS models.
HQ
The HQ series introduced an entirely new body style in July 1971, unveiling the Monaro 'LS' variant which featured four headlights and chrome trim rings shared with the Holden Premier sedan. The Monaro GTS discontinued six-cylinder engines, offering locally produced or optional V8s alongside a top-tier GTS350 coupe powered by an imported Chevrolet V8.
The base Monaro’s engine capacity increased to , while the LS model provided a range from a six-cylinder to a V8 option. The redesigned coupe incorporated a larger rear window and more angular quarter windows; although initially perceived as less sporty than its predecessors, it has since been recognized as an iconic Australian design. Tail lamps consisted of rectangular dual units integrated into the rear bumper, reminiscent of those found on the 1969 Chevrolet Bel Air/Biscayne and stylistically similar to the 1970–72 Chevrolet Chevelle.
Up until 1973, exterior graphics were absent from HQ Monaro GTS models. The L48 Chevy V8 delivered at 4,800 rpm and torque at 3,200 rpm, paired with an optional Turbo-Hydramatic 400 three-speed automatic transmission. The availability of this engine in higher-end Statesman sedans combined with competition from Holden Torana GTR XU-1 inline-six models in touring car racing diminished the muscle car reputation of the Monaro GTS.
In 1973, paint-outs on bonnet and boot lids were introduced alongside a four-door Monaro GTS sedan to differentiate it from Kingswood sedans built on a different platform. Following 1973, "350" decals were removed in favor of a generic 'V8' badge on boot lids. By 1974, manual transmissions for GTS350 models were discontinued and automatic sales declined before engine options were eventually phased out.
A two-door base Monaro from 1972 gained fame as the MFP Pursuit Special driven by the Nightrider character in the film Mad Max.
HJ
Launched in October 1974, the HJ Monaro underwent a notable redesign along with a streamlined model lineup. Its front fascia took inspiration from the 1970–1972 Chevrolet Monte Carlo. The 350 V8 engine and the entry-level Monaro coupé were both discontinued. The Monaro GTS continued to be available as either a coupé or sedan, equipped with a choice of the 253in3 V8 or the optional 308in3 V8 engines. Meanwhile, the Monaro LS coupé retained its 3.3-litre six-cylinder powerplant.
The HJ Monaro GTS series eliminated body paint-outs; however, for the first time, buyers could opt for front and rear spoilers.
The HJ Monaro LS coupé is considered one of Australia's rarest production vehicles, with just 337 units manufactured. Production of the HJ Monaro GTS coupé ceased in 1976 due to waning sales, with a total of 606 units produced.
HX
Introduced in July 1976, the HX Monaro GTS sedan received minor updates to comply with new emissions standards. It was distinguished by black painted accents that contrasted sharply with vibrant body colours and offered bumpers finished in either chrome or body colour.
- Limited Edition
In 1975, Holden had excess HJ coupe panels and utilized them to create the Limited Edition (LE), which debuted on 27 September 1976. More than 600 body shells assembled late in 1975 were updated to HX specifications because of production delays. LE models were exclusively finished in metallic LE Red and combined features from both the Monaro GTS and Statesman Caprice, including an eight-track stereo system. Priced at AUD$11,500, a total of 580 units were built at the Pagewood facility.
The LE was notable for its distinctive honeycomb wheels sourced from the US, resembling those found on the second-generation Pontiac Firebird. These wheels were constructed from plastic mouldings over steel rims and painted gold. Its pillarless hardtop front styling was reminiscent of a scaled-down version of the 1971 US Chevrolet Caprice.
HZ
Although the Monaro nameplate continued into 1977 with the HX Monaro GTS sedan, the coupé was discontinued and the Monaro badge was dropped from the new Holden HZ lineup. Introducing Radial Tuned Suspension technology, Holden released a sporty variant named Holden GTS on 5 October 1977. This HZ model featured a four-headlight grille design, front and rear air dams, four-wheel disc brakes, sports wheels, and came standard with a 4.2-litre V8 engine. The optional 5.0-litre V8 became standard equipment by June 1978. Following the launch of the mid/full-size Commodore VB sedan in October 1978—which also offered a V8 option—the GTS model's production concluded in January 1979 after approximately 1,438 units were built.
The strong market reception for both six-cylinder and V8 versions of the VB Commodore led to the discontinuation of full-size HZ Holdens by 1980. Nevertheless, components of the H-series persisted within Holden WB commercial vehicles and refreshed Statesman WB luxury sedans that remained in production until January 1985.
Third generation (2001–2006)
Following a quarter-century absence of a full-size Holden coupe, the Monaro reappeared in November 2001 after significant enthusiasm from both media and consumers towards the VT Commodore-based Holden Coupé concept showcased at the 1998 Australian International Motor Show. The third-generation Monaro was manufactured from 2001 through to 2006.
V2
Following a development period of 22 months and an investment of A$60 million, Holden unveiled the V2-series Monaro, which was derived from the VX-series Commodore. The lineup included the CV6, equipped with a supercharged 3.8 L V6 engine paired with a 4-speed automatic transmission (production ceased in August 2004), and the CV8, which housed a 5.7 L LS1 V8 engine offering either a 6-speed manual or 4-speed automatic gearbox. The Series 2 iteration appeared in January 2003, featuring an updated dashboard borrowed from the newer VY-series, refreshed alloy wheel designs, and new paint and trim selections. Due to lackluster sales, the CV6 was discontinued—CV8 production exceeded CV6 by roughly ten times—coinciding with the release of the VY Series 2-based V2 Series 3 model in 2004.
In July 2003, Holden released a limited edition CV8-R, limited to 350 units all coated in Turbine Mica grey metallic. A subsequent CV8-R version emerged in May 2004 (based on the Series 3 CV8), restricted to 320 examples finished exclusively in Pulse Red. This edition was distinguished by features such as 18" five-spoke machined alloy wheels, smoked lighting units, a “Holden By Design” electric sunroof, satin finish on the centre fascia, a unique instrument cluster illuminated with white dials, and leather-wrapped steering wheel, handbrake, and gear selectors. The sports seats and door panels were upholstered in anthracite perforated leather accented with black stitching.
VZ
On 12 September 2004, Holden launched the VZ Monaro CV8, which delivered a power boost of 15 kW over its V2 predecessor. Initially available in four paint hues—Phantom, Devil, Turismo, and Quicksilver—a fifth shade named Fusion was later introduced for the final CV8-Z production run. Enhancements included a premium 10-speaker audio setup with dual subwoofers, redesigned front and rear bumpers, a dual exhaust configuration, and other refinements. The updated rear bumper design, dual exhausts, and hood air intakes were subsequently adapted for use on the export Pontiac GTO. In July 2005, Holden declared that production would conclude by early 2006, leading to the launch of the special edition CV8-Z with a total production of 1,605 units.
The last Holden Monaro coupé sold for A$187,355.55 to Emerald businessman Darryl Mattingley via eBay, with all proceeds donated to the Leukaemia Foundation.
The CV8-Z served as the final chapter for the Monaro line, reminiscent of the LE coupé’s farewell in the late 1970s. In its March 2006 issue, Wheels magazine conducted a comparison test against the Ford Mustang GT and Nissan 350Z, commending it as "a class act that deserves an encore." Alongside standard colour options, the CV8-Z featured an exclusive Fusion orange/gold metallic finish paired with matching leather upholstery. Distinctive characteristics included a sunroof, darkened taillights, black accents on the bonnet scoop, engraved wheels, and unique badging both inside and outside. Tony Hyde—Holden’s chief engineer who retired in 2007—regarded his involvement with modern Monaros as his most significant accomplishment and maintained his Monaro alongside his classic Corvette collection.
Badge-engineered Monaro Variants (2001–2006)
The Monaro chassis served as the foundation for several concept vehicles and was adapted by various manufacturers worldwide, including HSV in Australia, Chevrolet in the Middle East, Pontiac across North America, and Vauxhall Motors in the United Kingdom.
HSV Coupé
The HSV Coupé represented a performance-focused model produced by Holden Special Vehicles between 2001 and 2006. It was derived from the Monaro V2 series but did not carry the Monaro badge.
Initially assembled at Holden’s Elizabeth plant before final completion at HSV’s Clayton facility, this lineup debuted with two variants: the GTO and the GTS. The base GTO was powered by a Chevrolet LS1 V8 engine, whereas the GTS employed a Callaway C4B V8 delivering . The GTS distinguished itself through contrasting accents on its bumpers and side skirts.
The GTO’s output was boosted to during the Series II update in March 2003, and further enhanced to with the Series III revision in September 2003. This latter update also introduced an upgraded exhaust system and improved dashboard instrumentation. A limited-run GTO LE edition was available between September 2003 and July 2004.
Following the Series III release, the GTS became available solely by special order before being discontinued in 2004. That May, HSV unveiled the Coupe4, a luxury-oriented variant essentially based on the GTO but featuring HSV’s inaugural all-wheel-drive system, priced at A$89,950. Due to limitations of the drivetrain configuration, it retained the older LS1 V8 engine. The AWD setup was developed internally rather than adapted from existing Holden components. Approximately 134 units were produced, including exports to New Zealand, with color options such as Phantom Black, Quicksilver, and Sting Red.
The October 2004 VZ series facelift brought the GTO’s engine in line with other Holden Special Vehicles Z Series models by introducing an LS2 V8 rated at , paired with increased torque—an engine also found in the C6 Corvette. Additional refinements included relocating the fuel tank to the boot, dual exhausts, bonnet scoops, and updated transmission options.
Following Holden’s July 2005 announcement of Monaro production cessation, HSV released another limited-edition GTO LE in April 2006 featuring three different body color and stripe combinations across 100 units. The final limited run—the Signature Coupe—was launched in August 2006 with just 70 units produced at a price of A$83,990 plus on-road costs. This edition incorporated premium AP racing brakes with six-piston front calipers, cross-drilled rotors, 19-inch multi-spoke wheels inspired by the GTS-R concept, a sunroof, and exclusive paint finishes.
Additional Variants
In 2002, independent manufacturer Corsa Specialised Vehicles (CSV) introduced its own Monaro-based model called the Mondo—Italian for "world." Built on the VX Commodore V2 series Monaro platform, it offered three distinct GT versions differentiated by engine output.
In 2003, German automaker Bitter Cars showcased a redesigned Monaro known as the CD II, intended to be powered by a V12 engine; however, this concept never advanced to production.
International Sales
The third-generation Monaro was marketed internationally under different badges: it appeared as the Chevrolet Lumina Coupé in left-hand drive Middle Eastern markets and as the Pontiac GTO in North America, reviving an iconic muscle car nameplate. Despite this effort, sales in the US were disappointing, resulting in its discontinuation by 2006, although some unsold vehicles remained available into 2007.
Pontiac GTO
Introduced in 2004, the Pontiac GTO's styling was derived from the VY series 2 Holden Monaro. It received a redesign in 2005 to match the refreshed VZ series Monaro appearance. Customer opinions noted its uninspired aesthetics, which led to the inclusion of dual hood scoops on the 2005 VZ variant, intended to recall the muscle car era of the late 1960s; these scoops provide airflow to cool the engine bay but do not supply air directly to the engine. While Australian publications often criticized these scoops for disrupting the vehicle's sleek silhouette, American outlets were generally more favorable. The 2005–2006 GTO was powered by a LS2 6.0 L V8 engine delivering 298 kW (400 hp). Similar powertrains were featured in the Australian HSV Coupé GTO Z series and the UK Monaro VXR.
Holden produced a total of 40,808 GTO units, marking the last Monaro-based model built by the company.
Vauxhall Monaro
In the United Kingdom, the Monaro was marketed as the Vauxhall Monaro, earning Top Gear magazine's accolade for best muscle car in 2004. Prior to its discontinuation, Vauxhall released a limited-run model named the VXR 500. This edition incorporated a Harrop supercharger on the GM 6.0 L LS2 engine, fitted by dealer Greens of Rainham in collaboration with tuning specialists Wortec, elevating output to and torque to 677 N·m (500 lbf·ft). A shortened gear linkage facilitated faster gear changes, enabling acceleration from 0 to 62 mph (100 km/h) in just 4.8 seconds.
Following the cessation of Monaro production, Vauxhall introduced the HSV Clubsport R8 four-door sedan in 2007 as its replacement, sold under the Vauxhall VXR8 badge.
1980s VH project
During the early 1980s, Holden considered reviving the Monaro nameplate by merging elements from the Holden VH Commodore and Opel Monza. Although a Monza was imported into Australia through Peter Brock, this initiative was ultimately abandoned as Holden shifted focus toward engineering improvements for vehicles such as the Statesman and Gemini, alongside launching the JB Camira.
1998 Coupé
The "Monica" concept appeared at the 1998 Sydney Motor Show, signifying Holden's return to producing two-door coupés after a two-decade hiatus. Built on the VT platform—which itself was based on the European Opel Omega B—the concept quickly earned media nicknames associating it with the Monaro name. Strong public enthusiasm encouraged Holden to proceed with production, leading to the release of the third-generation Monaro (V2 series) in 2001, utilizing an updated version of the Holden VX Commodore platform.
2002 HRT 427
Revealed at the 2002 Sydney Motor Show, the HRT 427 showcased a modified Monaro body shell featuring an aluminium double A-arm front suspension replacing the original MacPherson strut setup. Weight-saving measures included a carbon fibre bonnet and magnesium alloy wheels, reducing overall mass to 1575 kg (3472 lb). Its name reflected its powerful (7.0-litre) V8 engine based on GM's LS7 architecture from the Corvette C5-R, producing at 6,000 rpm. This engine was developed by Melbourne’s John Sidney Racing team, renowned for achievements in Australian Sprintcar and NASCAR competitions. The drivetrain featured a custom-built Tremec T-56 M12 six-speed manual gearbox paired with a robust clutch rated for 900 N·m torque, enabling acceleration from zero to 100 km/h in 4.4 seconds and attaining a top speed of . Additional components included six-piston brakes from AP Racing, ram air intake system, Motec instrumentation, two Sparco Pro 2000 seats, and a partial roll cage.
Originally aimed at rivaling high-performance models like the Porsche 911 GT2, Holden found that manufacturing this sophisticated HRT 427 model in limited quantities at its initial A$215,000 price was unfeasible. As a result, production was halted and all customer deposits reimbursed.
Only two street-legal HRT 427 vehicles were completed alongside four race-prepared versions constructed by Garry Rogers Motorsport for events such as the short-lived Bathurst 24 Hour race and Australian Nations Cup Championship. Each race car carried an estimated build cost near A$500,000. The road cars reportedly delivered and of torque respectively. One example remains part of Holden’s concept collection while another was sold in April 2008 to collector Shawn Ryan. Media outlets mistakenly reported a combined sale price of A$920,000 for this vehicle alongside Holden’s first HSV VS GTS-R model; however, the actual amount for just the HRT 427 was $710,000 before commission fees. In June 2010, it changed hands again at auction in Sydney for A$350,000. The quartet of racing machines have since entered private ownership following regulatory changes that ended their competitive careers.
The technological advancements and design ethos of the HRT 427 influenced HSV’s commemorative W427 sedan launched in 2008 celebrating two decades of HSV heritage and inspired a more accessible racing coupé variant introduced in 2004—the HSV GTS-R.
2004 Convertible
The Holden Monaro four-seat convertible, known by the codename Marilyn, was a unique concept car crafted in 2002 by TWR Engineering, with an estimated expenditure of A$2 million. It was displayed at the 2004 Sydney Motor Show but was never planned for commercial production.
2004 HSV GTS-R
Unveiled at the 2004 Sydney Motor Show, the HSV GTS-R concept, internally referred to as P120, was developed specifically for a single-make racing competition rather than street driving. Its design featured an aggressive front airdam, xenon headlights, LED tail lights, an active carbon fiber rear spoiler, and a diffuser. The vehicle was powered by a tuned Chevrolet LS2 V8 engine delivering 335 kW and equipped with carbon ceramic brakes, a rollcage, side-exit exhausts, and 19-inch ROH alloy wheels. This concept did not advance to production.
2008 Coupé 60
Celebrating Holden’s 60th anniversary, this concept based on the VE Commodore was revealed at the 2008 Melbourne Motorshow. Constructed at a cost of A$2.5 million, it paid homage to Holden’s design legacy but was never intended for manufacturing.
2013 VF project
In 2013, a digital visualization of a "VF Monaro" emerged online, created by design agency Dsine International alongside Holden designers Simon Gow and Peter Hughes. The concept remained unrealized largely due to the dominance of the fifth-generation Chevrolet Camaro—built on the same GM Zeta platform as the VE-VF Commodore—in the relevant market segment.
Motorsport
Garry Rogers Motorsport (GRM) engineered two Monaro GT racecars powered by an Australian-produced variant of the 427 cubic inch Corvette C5-R engine to compete in the Australian Nations Cup Championship. These vehicles achieved victories in both the 2002 Bathurst 24 Hour and 2003 Bathurst 24 Hour endurance events. Frequently confused with the track adaptation of the HRT 427, GRM’s racing initiative—managed at the time by Holden Motorsport Manager John Stevenson—was announced several months prior to the public debut of the HRT 427.
The initial GRM car, painted in striking 'nuclear banana' yellow, completed testing laps at Calder Park and Winton circuits while initially bearing race number "427". It was also presented at the Bathurst 1000 event just one week before the HRT 427’s official launch at the 2002 Sydney Motor Show. To highlight their competing 24 Hour race without detracting from the HRT 427 reveal, driver Garth Tander performed a wet lap around Mt Panorama using his GRM V8 Supercar number "34", switching back to "427" for the endurance race itself.
The HRT 427 secured victories in both its inaugural and final competitions. The driver lineup of Garth Tander, Steven Richards, Cameron McConville, and Nathan Pretty claimed triumph at the 2002 Bathurst 24 Hour event. Additionally, James Brock—son of famed racer Peter Brock—piloted the third and final GRM-built 427 Monaro to victory in the concluding race of the 2004 Nations Cup held at South Australia's Mallala Circuit.