Holden Camira

The Holden Camira is a mid-size car that was produced by Holden between 1982 and 1989. It was Holden's version of GM's J-body family of cars—GM's third "global" car platform, and was heavily based on the European J-body car – the Opel Ascona C. The name "Camira" comes from an Aboriginal word meaning "wind."

After a good initial sales run, Camira sales dropped significantly and the model was discontinued in 1989. The Holden Apollo, a rebadged Toyota Camry, was introduced as the Australian market replacement, with New Zealand instead offering the European-sourced Opel Vectra. In all 151,807 Camiras were built (85,725 JBs; 36,953 JDs; and 29,129 JEs).[1]

JB (1982–1984)

The original Camira, the JB series, was introduced in August 1982 with a major trans-Tasman marketing campaign. The Camira replaced the Sunbird and Torana, although an interim four-cylinder version of the Commodore

JD (1984–1987)

The second series JD Camira, released in November 1984 received a facelift, with a more aerodynamic front-end and the absence of a conventional front grille. The differences were not only cosmetic, the engine was upgraded from 1.6 to a multi-point fuel injected 1.8-litre on the SL/X and SL/E models (the 1.6-litre remained for the SL). These changes combined allowed the engine to deliver 83 kW at 6200 rpm.[4] The new 1.8-litre engine was available with a close-ratio, five-speed manual transmission, as opposed to the regular four-speed unit.

In mid-1986 new emissions regulations required that all cars manufactured in Australia run on unleaded petrol. Firstly, Holden dropped the base 1.6-litre engine. For the 1.8-litre, Holden was forced to engineer another reworking of the engine (all variants prior to this ran on leaded petrol), during which time Holden was operating at a loss. The result was that Holden dropped the multi-point injection for the 1.8-litre and reverted to single-point, akin to a carburettor, and altered the tuning of the engine to suit. A power-robbing catalytic converter was fitted, and power output was reduced by 20 kW to 63 kW.[5]

This engine was also used in Holden's locally manufactured compact car, the LD Astra (1987–1989), a badge engineered Nissan Pulsar (N13; 1987–1991), as well as the Pulsar itself. This was the result of a model sharing alliance between Holden and Nissan at the time, where the Nissan body was used in conjunction with GM powertrains. Running on unleaded petrol, this engine had an output of 79 kW. The Pulsar's 1.8-litre engine contained the same basic internals as the JD Camira's 1.8-litre engine, with the main exception being the block casting and smaller ports/valves on the head, and smaller intake manifold. Both the Camira and Astra/Pulsar engines were powered by a Delco Electronics engine control unit. This caused problems of its own, as with age, the fine tolerance of the circuitry and componentry have a tendency to fail unexpectedly, and on failing, the engine will cease to operate, or operate with a crippling loss of power due to incorrect tuning and fuel delivery. The external engine mounts are better placed on the Pulsar, and hence result in longer engine mount life.

Specification levels

SL, SL/X, and SL/E: as for JB.
Executive: introduced in 1986 as an option pack for the SL/X. The Executive was first seen on the VK Commodore in 1984.
Formula: first seen on the JD model, the Formula pack was optional to any model which had special pin striping and side skirts, this pack sold in limited numbers.

JE (1987–1989)

Released in April 1987, the JE was the final series of Camira.[12] By this time, many of the Camira's early quality problems had been overcome, and Holden now fitted the multi-point fuel-injected 2.0-litre engine to replace the 1.8-litre unit. The 2.0-litre unit delivered 85 kW at 5200 rpm and 176 Nm of torque at 3200 rpm. The automatic transaxle in the JE, the Turbo-Hydramatic 125 C, sported a lockup torque converter. Styling changes were minor from the JD with the addition of a thin grille up front, revised bonnet, larger 14-inch wheels and new wheel trims.

After Camira production wound up in August 1989, Holden replaced the Camira with the Apollo, a rebadged Toyota Camry, a result of the Button car plan introduced by the Australian Government, which encouraged a reduction in the number of Australian car-makers and models.[13] General Motors New Zealand was not affected by this scheme and instead replaced the Camira with the European-sourced Opel Vectra, which after 1994 was rebadged as the Holden Vectra. Holden continued to produce the Family II engine for export well after the Camira was discontinued. Over three million variants were produced, in 1.6-, 1.8- and 2.0-litre configurations, with the 1.8- and 2.0-litre variants being fuel injected.

Specification levels

The Vacationer, SLi 2000 and the Formula were sold in limited numbers and are subsequently rare today, as were cars built with power windows, central locking and automatic boot lid releases.

SL, SLX, Executive, SLE: as for JB and JD series, except the SLX and SLE nameplates no longer featured the "/" symbol, as in SL/X.
Vacationer: was a special edition, based on the Executive, painted light blue metallic (an HT Monaro colour) (Also sold in white) with red and white decals, SLX trim, and SLE roof racks (wagons).
SLi 2000: was unique to the JE, being a "sports" package based on the SLX. Major differences were the addition of side skirts, a small spoiler and distinctive orange and silver pin striping. In somewhat of a marketing ploy, the SLi was only available in red (with the exception of one white 1988 SLi 2000 purchased from new at Wadsco Motor World in Blenheim, NZ) in the sedan body shell with a five-speed manual transaxle, and with a grey interior from the SLX. Despite its sports-oriented nature, the SLi 2000 was powered by the same Family II engine fitted to all other JEs, hence providing no extra performance.
Formula: was, like the SLi 2000, and could be optioned across the entire sedan range. Skirting and pin striping were also options. Buyers did have the freedom to choose the colour, however all versions had manual transmission and "Formula" headrest inserts.

Common problems

All Camira models suffered from some common problems, which is one of the reasons why the car did not garner significant sales figures.[14]

Rust often became evident underneath the rear windscreen in almost all sedan models. On wagon models, rust usually occurred in the bottom of the rear door due to inadequate water drainage.

Models equipped with a manual transmission had a firewall cracking problem, because the clutch mount tore the firewall mounting structure. This was easily rectified or prevented early on, but advanced stages of cracking were difficult to repair due to the awkward location and the need to weld.

On models fitted with an automatic transmission, the lockup torque converter switch malfunctioned, keeping the torque converter locked in third gear when slowing down and stalling the engine when the car came to standstill. This was due to the poor durability of the plastic switch.

The engine control unit was notorious for problems. Cracks in the printed circuit board often caused the engine to stall at speed if the board bent, for instance through heat expansion.

Engine mount breakages were known to occur, especially when the car was driven roughly. This problem was particularly evident in the later fuel injected engines, because the increased engine power correspondingly increased the stress on the Camira's rubber engine mounts.

The water manifold at the rear of the engine was made of hard polyvinyl chloride (PVC) and splits could occur after many heating and cooling cycles, resulting in a loss of engine coolant.

The cylinder head was prone to warping, especially when the car was driven frequently. This problem was more pronounced in the later fuel injected models, due to increased engine temperatures and greater stress on that component.

The JB and early JD which were carburettor equipped, suffered from premature failure of the "sandwich mount" located between the carburettor and intake manifold.

The instrument panel gauges and their fascias would crack and buckle when exposed to continual sunlight and hot days, more than most makes and models.

The optional alloy wheels on higher-spec models had very sharp internal surfaces, precluding the possibility of fitting inner tubes to rectify any air leaks/punctures.

Models with power steering had issues with power steering pumps being beneath the engine which were easily damaged driving over speed bumps.

manufacturer	Holden
production	1982–1989 151,807 produced
assembly	Adelaide, South Australia, Australia (Elizabeth)
class	Mid-size
predecessor	Holden Sunbird/Torana
successor	Holden Apollo (Australia) Opel Vectra (New Zealand)
platform	GM J platform
layout	Transverse front-engine, front-wheel drive
body style	4-door sedan 5-door station wagon
related	Isuzu Aska Opel Ascona C Vauxhall Cavalier

JB (1982–1984)

Specification levels

JD (1984–1987)

Specification levels

JJ (New Zealand; 1984–1987)

JE (1987–1989)

Specification levels

Common problems

Safety

External links

References