Holden GTRX

Holden Torana

Company type	Automobile model
Industry	Automotive
Founded	May 1967 (1967-05)
Headquarters	Australia
Products	Mid-size cars (sedans, coupes, station wagons)

HB

Debuting in May 1967 as a successor to the HA series Vauxhall Viva in Australia, the initial Torana was essentially a slightly updated HB Vauxhall Viva. It came with a two-door body style, 12-inch wheels, and a 1.2-litre four-cylinder engine delivering 56 bhp, paired with a four-speed manual transmission; an automatic gearbox was offered as an option. Standard braking consisted of drum brakes, while power-assisted front disc brakes were available as an upgrade. The visual distinctions from the Viva were minimal, limited to changes in the grille, headlights, rear tail panel, dashboard vents, wheel covers, and badges—primarily a case of badge engineering. The HB Torana sedan was marketed in three trim levels: Torana, Torana S, and Torana SL, which corresponded to Holden's HR sedans' Standard, Special, and Premier versions.

In October 1967, a sportier variant named the 'Brabham' Torana was introduced, honoring Australian Formula One World Champion Sir Jack Brabham. This model featured twin carburettors and a low-restriction exhaust system that increased output to 79 bhp. It also included wider rims fitted with red-wall tyres, power-assisted front disc brakes, black exterior accents, and distinctive 'Brabham' badging. This package was exclusively available on manual-transmission Torana S or SL versions.

Early in 1968, the "Series 70" engine option appeared, offering higher compression and a single carburettor configuration producing 69 bhp. With this engine came standard power-assisted front disc brakes; the automatic transmission was only offered with this variant.

The '69 Torana' (HB Series II), launched in September 1968, incorporated body panels manufactured locally rather than imported ones and introduced a four-door sedan model. Although some believed the four-door design originated in Australia and was exported to the UK as the Viva saloon, investigations reveal it was designed in England with separate Holden and Vauxhall panels produced domestically. Enhancements included a collapsible steering column, recessed instrument cluster, updated indicator switch, and steering wheel borrowed from the full-sized HK Holden series. Dual-circuit braking became standard while power-assisted front discs remained optional on base engines. The Brabham Torana evolved into a standalone model based on the two-door Torana S sedan featuring unique badging and black detailing. Inside, it boasted a sports steering wheel from the HK Monaro GTS and comprehensive gauges including a tachometer.

Production of HB Toranas reached 16,318 units with imported panels and 20,243 units utilizing locally produced bodies by late 1969.

LC

Launched in October 1969, the LC-series Holden Torana offered both four-cylinder and six-cylinder engine options. The six-cylinder variants included a 138 cubic inch ('2250') engine and an optional larger 161 cubic inch ('2600') unit. Six-cylinder models featured an extended wheelbase of 100 inches compared to 95.8 inches for the four-cylinder versions, along with a lengthened front end to accommodate bigger engines. Transmission choices comprised three-speed column-shift manual, four-speed floor-shift manual, or the newly developed local 'Trimatic' three-speed automatic. Certain column-shift models came equipped with a front bench seat. The LC Torana earned Wheels magazine's Car of the Year award for 1969.

Initially, the four-cylinder engine displaced 1,159 cc producing either 56 or 69 hp. The former Brabham Torana engine was discontinued at this time. In July 1971, Holden introduced a larger 1.6-litre overhead camshaft engine sourced from Vauxhall UK delivering 80 hp; this was paired with a reinforced gearbox.

Body configurations mirrored those of the HB series; however, six-cylinder variants displayed unique front-end styling cues. All LC Toranas shared new rear body panels but retained HB-series windscreens and front doors modified to meet ADR standards. Available trims included base (four-cylinder only), S, SL, along with two-door GTR sports models—the GTR replacing the Brabham Torana by featuring a high-performance '2600S' six-cylinder engine.

A three-person front bench seat became an optional feature on four-door S and SL six-cylinder versions. In July 1971, the 161-cubic inch engine was superseded by a larger 173-cubic inch '2850' unit also utilized in later LC GTR '2850S' editions.

In August 1970, Holden collaborated with Harry Firth of the Holden Dealer Team to develop the GTR XU-1 specifically for Australian Series Production touring car racing and rally competitions. Designed to rival Ford Falcon GT-HO models at Bathurst endurance events, this version housed a potent 160 hp 186-cubic inch (3-litre) six-cylinder engine equipped with triple Zenith-Stromberg carburettors, performance cylinder head and camshaft upgrades, cast-iron exhaust headers, and Australian heavy-duty four-speed manual transmissions replacing weaker Opel units. Additional features included an underbody front air dam, rear bobtail spoiler, wider steel wheels, and standard front disc brakes. The GTR XU-1’s advantageous power-to-weight ratio established it as a formidable competitor on road and track circuits; it supplanted the V8 Monaro GTS 350 as Holden’s primary race car by 1970 and secured numerous victories—although Ford claimed Bathurst wins in both 1970 and 1971.

Overall production of LC Toranas totaled 74,627 units.

LJ

The LJ Torana, updated in February 1972, adopted a refreshed appearance that brought the six-cylinder variants into visual harmony with the larger Holden HQ lineup. While many mechanical components from the LC series were retained, the engine range saw revisions. Four-cylinder models continued to use Vauxhall's 1200 OHV and 1600 OHC engines, and a new 1300cc OHV engine was introduced. The entry-level two-door was designated Torana 1200, whereas the Deluxe trim incorporated the 1300 engine available in both two- and four-door configurations. Subsequently, the 1600 OHC engine was increased to 1760cc. Six-cylinder powerplants from earlier versions remained, with the 3300 cc (202 ci) engine powering the LJ Torana GTR sedan. Transmission choices stayed consistent throughout the lineup.

The race-oriented 3300 cc engine in the LJ Torana GTR XU-1 delivered , featuring enhanced triple carburettors and a newly developed Australian-made close-ratio four-speed gearbox exclusive to this model. The 'Bathurst Special' edition included an even closer-ratio gearbox paired with a taller rear axle ratio, elevating its maximum speed to . This upgraded XU-1 competed directly with the formidable Ford Falcon GTHO Phase III, which had dominated the 1971 Hardie-Ferodo 500 endurance event.

During the rainy conditions of the 1972 Hardie-Ferodo 500, Peter Brock piloted the lightweight HDT Torana GTR XU-1 solo to victory over heavier GT-HO competitors. This triumph launched the renowned 'Peter Perfect'/Torana legacy and was one of five Bathurst wins for the Torana throughout its decade-long motorsport history.

The Holden Dealer Team engineered a V8-powered GTR XU-1 prototype featuring a 308 ci engine, commonly but incorrectly referred to as the GTR XU-2. Driven by Brock and Colin Bond in Sports Sedan competitions and extensively tested by HDT's Harry Firth and Larry Perkins, this V8 variant never entered production due to the 1972 'supercar scare'. Political pressure compelled Holden, Ford, and Chrysler to suspend their high-performance Bathurst supercar projects, postponing Holden’s V8 Torana introduction until the LH series debut in 1974.

A total of 81,813 LJ Toranas were manufactured in Australia, with six-cylinder versions exported to New Zealand, where similar four-cylinder Vauxhall Viva HC models were marketed. The 2850S variant, equipped with bucket seats and either a four-speed floor-shift manual or three-speed automatic Trimatic transmission, was dispatched as CKD kits to New Zealand starting in 1973 for local assembly. This marked the inaugural production of Kiwi-built Toranas.

South Korea

Between September 1972 and 1976, GM Korea assembled and sold the LJ Torana under the name Chevrolet 1700 (excluding the wagon) using CKD kits supplied by Holden Australia. Unlike the Torana lineup, the Chevrolet 1700 offered a five-door station wagon version. It was powered by a locally produced 1698cc four-cylinder engine shared with the Opel Rekord B. Sales were limited to just 8,105 units, primarily due to steep government taxes on engines over 1.5 litres and concerns regarding fuel efficiency and suspension suitability for Korean road conditions.

TA

In 1974, Holden replaced the six-cylinder LJ Torana with the mid-sized LH series featuring six- and eight-cylinder powertrains. To fill the market gap before launching the four-cylinder GM global T-car Holden Gemini in March 1975, short-wheelbase four-cylinder LJ models underwent a modest facelift. This update included a body-coloured plastic front grille and revised rear light assemblies. Released exclusively in Australia in February 1974 as the TA Torana, it was available solely as two- or four-door sedans and remained in production for just eleven months with a total output of 11,304 units.

LH

Launched in March 1974, the LH series introduced a fresh mid-size four-door sedan body style to the Torana lineup. Despite its larger exterior dimensions, the interior room remained relatively modest compared to other mid-1970s vehicles. The design bore resemblances to GM’s Opel Rekord D and Vauxhall Victor FE models. Notably, this generation offered a unique range of engines within the same body: a 1.9-litre Opel inline-four, Holden’s "red" inline-sixes at 2.85 and 3.3 litres, and V8 options of 4.2 and 5.0 litres. Versions with lower compression ratios were tailored for export markets.

In the Philippines, the LH was marketed under the name "Holden 1900".

The top-tier LH Torana SL/R 5000 sedan came equipped with a modestly tuned 5.0-litre V8 engine. A limited run of 263 units, known as the 'L34 Option', was specially engineered for Bathurst competition with a high-compression engine and reinforced components to enhance durability and performance. Distinctive bolt-on wheel arch flares were fitted to accommodate wider racing tires.

While the L34 variant demonstrated impressive speed on the Australian touring car circuit, it suffered from reliability issues and was eventually replaced by the A9X package in the 1977 LX series. The A9X featured upgrades such as a more robust differential and suspension improvements but largely maintained a stock appearance. The LH SL/R powered by the L34 engine secured Bathurst victories in 1975 (Peter Brock/Brian Sampson) and 1976 (Bob Morris/John Fitzpatrick).

Harry Firth, leader of the Holden Dealer Team, criticized Holden’s decision to develop the SL/R’s V8 engine using Repco’s dynamometer, which caused oil surge problems resulting in engine failures during races in 1974. He contended that employing his previously developed V8 would have prevented these mechanical issues.

Although prototypes for wagon and hatchback versions were created, they never reached production. Overall LH production totaled around 70,184 units. Special editions included the Plus 4 and G-Pak models—the Plus 4 aimed at increasing four-cylinder sales starting September 1974; the G-Pak debuted in February 1975 featuring a sportier setup with a 3.3-litre inline-six, four-speed manual gearbox, upgraded instrumentation, and front disc brakes.

In New Zealand, assembly encountered difficulties when GM New Zealand planned six-cylinder variants offering various seating and transmission configurations. However, a newly introduced government tax of 60% on engines exceeding 2.7 litres in mid-1974 led to limited production of these models before they were withdrawn and replaced exclusively by smaller Opel four-cylinder versions. Subsequently, six-cylinder models ceased local manufacture and became uncommon imports. GM New Zealand also produced a locally tailored Plus 4 edition that included cosmetic upgrades such as vibrant paint schemes and distinctive trim.

LX

Debuting in February 1976, the LX series presented a subtle facelift that replaced the LH’s rectangular headlights with round units, applied black trim around side windows instead of body-colored surrounds, and featured an enlarged Holden badge on the front grille. Alongside the existing four-door sedan, a two-door hatchback was introduced; however, this hatchback was not offered with the 1,897 cc Opel engine. In July 1976, engine outputs were lowered to comply with new ADR27A emissions regulations, coinciding with Australia’s transition to metric power ratings expressed in kilowatts:

• 2.85 L inline-six: decreased from 118 hp to 58 kW
• 3.3 L inline-six: reduced from 135 hp to 64 kW
• 4.2 L V8: dropped from 185 hp to 83 kW
• 5.0 L V8: lowered from 240 hp to 126 kW

LX Sunbird

In November 1976, Holden renamed its four-cylinder LX Torana as the LX Sunbird to indicate compliance with emissions standards. The power output of the Opel engine was reduced from 102 to 96 horsepower. Following this change, the four-cylinder variants were branded as Sunbirds, while the six- and eight-cylinder models retained the Torana name. The LX Sunbird was available in a single trim level, offering either a four-speed manual or a three-speed automatic transmission. It featured subtle design updates such as a vertical-bar grille and chrome wheel covers, and was offered in both four-door sedan and three-door hatchback configurations—unlike the earlier brief run of the four-cylinder Torana hatchback.

Notably, the Sunbird introduced Holden’s inaugural handling enhancement package called the radial-tuned suspension (RTS), which was subsequently extended to the entire LX Torana lineup.

A9X option

The LX series saw the introduction of the exclusive high-performance A9X Option in 1977, designed specifically for Australian Touring Car competition, particularly the Bathurst 1000. This option was available on the 5.0-litre V8 SLR 5000 sedan and SS hatchback models. The A9X shared visual similarities with the L34 LH variant but added a rear-facing bonnet scoop to improve airflow during racing events. Although the engine specifications remained unchanged, enhancements included rear disc brakes, reinforced axles, and a durable '10 bolt' differential.

Peter Brock debuted the A9X with a victory at the 1977 Hang Ten 400; however, he was defeated by Ford Falcons at that year’s Bathurst race. The A9X underwent further development and dominated Australian touring car racing throughout 1978 and 1979. During this period, Brock and Bob Morris secured Australian Touring Car Championships, while Brock alongside Jim Richards achieved consecutive Bathurst 1000 wins. Remarkably, Brock and Richards won the 1979 Bathurst by a record margin of six laps, with Brock setting a new touring-car lap record on the final circuit.

Production of LX Toranas totaled 65,977 units. An A9X model recently fetched $500,000 at auction, with projections suggesting it could surpass $1 million by mid-2021.

UC

The UC Torana debuted in March 1978, marking the discontinuation of V8 engines and the SL/R variant. It featured a refreshed front-end design and an updated dashboard layout inside. The model range was simplified to two six-cylinder engine options: a 2.85-litre and a 3.3-litre, offered across two trim levels. An optional 'Deluxe Pack' equipped the SL trim to rival Ford’s TE Cortina Ghia by adding features such as laminated windscreen glass, tinted windows, intermittent wipers, a radio/cassette player, sports gauges, and bumper overriders. Although factory V8 offerings ceased, a factory-approved turbocharged dealer option (UC SL/T) was produced in extremely limited numbers—only 33 units—primarily through Suttons in New South Wales; just one example ordered via Zupps Queensland is known to survive.

The Holden Sunbird transitioned to UC specifications as a 1.9-litre four-cylinder vehicle sharing its body structure with UC Torana sedans and hatchbacks. Offered in base (manual transmission only), SL, and SL/E trims, it performed competitively within New Zealand fleet markets against rivals like Ford Cortina and Japanese D-segment models.

UC variants featured square-shaped headlamps and a more streamlined front fascia. Early LX and UC Sunbirds utilized a 1.9-litre Opel engine; later UC models switched to a locally manufactured 1,892 cc Starfire Four engine—a downsized derivative of Holden’s six-cylinder unit also employed in Australian Toyota Corona and Commodore four-cylinder versions. Hatchback versions were discontinued in 1979, leaving only sedans available for 1980 before production ended in September that year. The Sunbird was succeeded by a four-cylinder Holden Commodore prior to the Camira’s launch in 1982.

A five-door hatchback version of the UC Torana was conceptualized but never progressed beyond clay modeling due to the impending introduction of the Commodore. After the VB Commodore’s release in November 1978 revealed significant size overlap with the Torana range, GM-H withdrew the UC Torana from sale in 1979 but continued producing UC Sunbirds through 1980 with the Starfire engine replacing the Opel unit.

Plans for an updated 'UD' model resembling the Opel Ascona B were developed as prototypes but ultimately cancelled due to mounting competition from Japanese imports such as Chrysler Sigma and Mazda 626. Instead, Holden integrated the Starfire engine into VC-series Commodores.

Holden’s four-cylinder offering in the mid-sized segment transitioned to the Camira in 1982 based on GM’s front-wheel-drive J-Car platform. The Starfire engine remained in use until the VH Commodore generation and persisted within New Zealand’s VK Commodore lineup.

Approximately 55,000 units of UC series Toranas and Sunbirds were manufactured.

Torana GTR-X

Conceived during the LC series period, the Torana GTR-X was seriously evaluated for production in the early 1970s. Its design featured a wedge-shaped fibreglass body with rear hatchback access, while mechanically it utilized components from the LC Torana GTR XU-1.

The styling bore similarities to notable 1970s sports cars such as the Maserati Khamsin and Porsche 924. The GTR-X had a curb weight of and could achieve a maximum velocity of . Notably, it was poised to become the first Holden model equipped from the factory with four-wheel disc brakes.

Holden’s marketing materials emphasized its aerodynamic profile: an elongated bonnet coupled with a low, wedge-style grille; hidden headlamps; sharply angled windshield; flush-mounted fuel filler and door handles; and integrated bumpers. A distinctive black and orange stripe along the rocker panel served as its visual identifier.

Despite substantial development efforts—including brochures, photographic campaigns, and promotional films—Holden ultimately decided against production, primarily due to the high manufacturing costs compared to the relatively small Australian market at that time.

The sole complete prototype, initially painted white and later silver in the mid-1970s with UC Torana SL/E wheels and minor modifications, was exhibited in various Australian automotive museums before undergoing restoration to its original specification in 2003. Following this, it was displayed at General Motors Technical Center in Michigan and currently resides at the National Motor Museum in Birdwood, South Australia.

Another pre-production GTR-X along with its fibreglass body mould jig remains in possession of a former Holden staff member; however, completion prospects are uncertain given the owner’s advanced age. This orange-colored prototype is documented, though owner information remains confidential for security reasons.

Torana Mystere

In 1977, Recaro introduced a concept vehicle based on the Holden Torana LX SS Hatchback for the Sydney Motor Show. Overseen by Recaro Australia’s David Bones and marketing director Robin Luck, the Mystere was crafted by Peter Arcadipane of Arcadipane Automotive. It showcased a 'Monza'-inspired front fascia and featured a rear section shortened by 355 mm. Power came from a 308-cubic-inch V8 engine paired with an M21 four-speed manual gearbox.

Recaro’s plan was to launch the Mystere contingent upon securing GMH’s mechanical warranty backing and reducing production costs below $15,000. One of its standout features was a full leather interior upholstered in exclusive green hides sourced from a German tannery, which heavily influenced the targeted price point.

Only a single Mystere was ever built, which remains privately owned in Melbourne.

Torana TT36

Holden revealed the Torana TT36 concept in 2004—a rear-wheel-drive five-door hatchback powered by a 3.6-litre twin-turbocharged HFV6 engine built on GM’s Zeta platform. Designed by Ewan Kingsbury and originally designated XP54 during development, this concept previewed design cues and technological advancements later incorporated into the 2006 VE Commodore.

The powertrain featured twin KO4 Warner turbochargers, an air-to-air intercooler system, and variable valve timing technology, producing 280 kW of power and 480 Nm of torque, with 90% torque availability starting at just 1600 rpm. Since 2008, this prototype has been exhibited several times at the National Motor Museum in Birdwood.

External links

• Holden Torana official site (archived)
• Holden Torana GTR XU-1 archive
• NSW Torana Club – History and Technical Details
• Holden Concept Vehicles archive
• TT36 Media Coverage archive
• Holden Torana specifications and images
• Discussion forum for GTR-X and Holden Hurricane models
• Holden LJ Torana brochure Sourced from Unique Cars and Parts, July 2008
• Holden LH Torana brochure Sourced from Unique Cars and Parts, July 2008