Holden Sunbird

Holden Torana

Company type	Automobile model series
Industry	Automotive
Founded	May 1967 (1967-05)
Headquarters	Australia
Area served	Australia, New Zealand, South Korea
Products	Compact cars (sedans, coupes, wagons)

HB

Introduced in May 1967 to succeed the HA series Vauxhall Viva in the Australian market, the inaugural Torana was essentially a modestly updated HB series Vauxhall Viva. This model featured a two-door configuration, 12-inch wheels, and was powered by a 1.2-litre four-cylinder engine delivering 56 bhp, paired with a standard four-speed manual transmission or an optional Borg-Warner three-speed automatic. Standard braking consisted of drum brakes, with the option to upgrade to power-assisted front disc brakes. The visual distinctions from the Viva were minimal and limited to elements such as the grille, headlights, rear panel, removal of dashboard vents, wheel trims, and branding—primarily an exercise in badge engineering. The HB Torana sedan was offered in three trim levels: Torana, Torana S, and Torana SL, which corresponded to Holden’s HR sedan lineup of Standard, Special, and Premier.

In October 1967, a performance-oriented package called 'Brabham' was launched to honor Australian Formula One World Champion Sir Jack Brabham. This package included twin CD Zenith-Stromberg carburettors with sporty air filters and a low-restriction exhaust system that increased output to 79 bhp. Available exclusively with manual transmission on Torana S or SL variants, it also came equipped with wider wheels fitted with red-wall tyres, power-assisted front disc brakes, blacked-out body accents, and unique 'Brabham' emblems.

Early in 1968, an additional engine option named "Series 70" was introduced. This variant featured a higher compression ratio and a camshaft with increased lift derived from the Brabham engine but utilized a single CD Zenith-Stromberg carburettor producing 69 bhp. Power-assisted front disc brakes became standard for this engine version, which also was the only one offered with an automatic transmission.

The September 1968 update known as the '69 Torana' (HB Series II) marked the introduction of locally manufactured body panels replacing previously imported ones. A four-door sedan variant was added; while some reports suggested it was designed in Australia and subsequently exported to the UK as the Viva saloon, evidence indicates that the design originated in England with both Holden and Vauxhall fabricating their own panels. Additional enhancements included a collapsible steering column, a recessed instrument cluster, a new indicator switch, and adoption of the steering wheel from the full-sized Holden HK series—replacing imported components but relocating the headlight dip switch to the floor. Dual-circuit braking systems became standard across all models; however, power-assisted front discs remained optional for base engines. The Brabham Torana evolved into its own model (option XS5), based on the two-door Torana S sedan, featuring prominent badging and black trim accents. Interior improvements comprised a sports steering wheel sourced from the Holden HK Monaro GTS and comprehensive instrumentation including a tachometer plus three auxiliary gauges.

Production of the HB Torana continued until late 1969, totaling 16,318 units built with imported panels and 20,243 assembled using locally produced bodywork.

LC

Released in October 1969, the LC series Holden Torana expanded its engine lineup to include both four-cylinder and six-cylinder options. The six-cylinder variants consisted of a 138 cubic inch ('2250') engine and an optional larger 161 cubic inch ('2600') unit. Six-cylinder models featured an extended wheelbase measuring 100 inches compared to 95.8 inches for four-cylinder versions, along with a lengthened front end to accommodate the bigger engines. Transmission choices encompassed three-speed column-shift or four-speed floor-shift manuals as well as the newly introduced GM-built 'Trimatic' three-speed automatic. Certain column-shift configurations offered a front bench seat arrangement. The LC Torana earned Wheels magazine’s Car of the Year accolade in 1969.

The base four-cylinder initially displaced 1,159 cc and produced either 56 or 69 hp. The Brabham Torana engine was discontinued with this generation. In July 1971, Holden introduced a 1.6-litre overhead camshaft engine sourced from Vauxhall UK that delivered 80 hp and featured an upgraded gearbox for improved durability.

While body styles were largely based on those from the HB series, six-cylinder cars received distinctive external styling cues. All LC models incorporated new rear body panels extending from the 'B' pillar rearward; windshields and front doors were retained but modified to comply with Australian Design Rules (ADRs). Four-cylinder vehicles maintained HB body panels forward of the 'A' pillar. Trim levels included base (four-cylinder only), S, SL, and a two-door sports GTR model which replaced the Brabham Torana by featuring an enhanced '2600S' six-cylinder engine.

An optional three-person front bench seat became available on four-door S and SL six-cylinder variants. In July 1971, the 161-ci engine was upgraded to a larger 173-ci '2850', which also appeared in late-production LC GTRs badged as '2850S'.

In August 1970, Holden partnered with Harry Firth of the Holden Dealer Team to create the high-performance Torana GTR XU-1 aimed at Australian touring car racing and rally competitions. Its purpose was to rival Ford's Falcon GT-HO in prestigious events such as the Hardie-Ferodo 500 endurance race.

The GTR XU-1 was powered by a robust 160 hp 186-cu in (3-litre) six-cylinder engine equipped with three Zenith-Stromberg carburettors, cast-iron exhaust headers, performance cylinder head and camshaft upgrades, along with rugged Australian-designed four-speed manual transmissions replacing less durable Opel units. It featured aerodynamic enhancements including an underbody front air dam and rear bobtail spoiler, wider steel rims for improved grip, and standard front disc brakes. Its favorable power-to-weight ratio contributed to strong performance on both road circuits and racetracks. This model supplanted the V8 Monaro GTS 350 as Holden’s primary race vehicle in 1970 and secured numerous victories despite Ford winning Bathurst races in both 1970 and 1971.

Overall production of LC Toranas reached 74,627 units.

LJ

The updated LJ Torana debuted in February 1972, featuring six-cylinder variants styled to resemble the larger Holden HQ lineup. Most mechanical parts were carried over from the LC series, though engine choices were revised. The four-cylinder Toranas continued to use Vauxhall-designed 1200 OHV and 1600 OHC engines, with the addition of a new 1300cc OHV option. The entry-level two-door was named Torana 1200, while the Torana Deluxe, powered by the 1300 engine, was available in both two- and four-door configurations. Later, the 1600 OHC engine was increased to 1760 OHC displacement. Six-cylinder engines included the 2250 and 2850 options, with the LJ Torana GTR sedan powered by a 3300 engine (known as the 202 in the HQ series). Transmission choices remained unchanged.

The performance-focused LJ Torana GTR XU-1 was equipped with a modified 3300 engine delivering , featuring triple CD-175 Zenith-Stromberg carburettors and a new close-ratio four-speed Australian gearbox not found in standard GTR models. The 'Bathurst Special' variant offered an even tighter ratio gearbox coupled with a taller rear axle ratio (from 3.36:1 to 3.08:1), enhancing its top speed to . This upgraded XU-1 posed a serious challenge to the dominant Ford Falcon GTHO Phase III at the 1971 Hardie-Ferodo 500 endurance race.

During the rainy conditions of the 1972 Hardie-Ferodo 500, the lightweight HDT Torana GTR XU-1 triumphed over the GT-HO, driven solo by Peter Brock. This victory initiated the celebrated 'Peter Perfect'/Torana era, which would yield five Bathurst wins over ten years.

The Holden Dealer Team engineered a prototype GTR XU-1 powered by a 308ci V8 engine, frequently misidentified as the GTR XU-2. This car was driven by Brock and Colin Bond, tested under the supervision of HDT leader Harry Firth and engineer/driver Larry Perkins. However, it never entered production due to the 1972 'supercar scare'. Political intervention compelled Holden, Ford, and Chrysler to cease development of their 'Bathurst Supercars,' postponing Holden’s V8 Torana launch until the LH series arrived in 1974.

In total, Holden manufactured 81,813 LJ Toranas domestically, exporting six-cylinder variants to New Zealand, where comparable four-cylinder Vauxhall Viva HC models were also sold. The 2850S, equipped with bucket seats and available with either a four-speed floor-shift manual or Trimatic three-speed automatic transmission, was supplied as CKD kits for assembly locally from 1973—marking New Zealand’s first domestically built Torana.

South Korea

Between September 1972 and 1976, GM Korea assembled and marketed the LJ Torana as the Chevrolet 1700 (excluding wagon versions) using CKD kits imported from Holden Australia. Unlike the Torana lineup, the Chevrolet 1700 included a five-door station wagon variant. It was powered by a 1698cc four-cylinder engine shared with the Opel Rekord B, also manufactured by GM Korea. Sales were limited to just 8,105 units due to heavy government taxes favoring engines below 1.5 liters and concerns over fuel consumption and suspension suitability for Korean road conditions.

TA

In 1974, the LJ's six-cylinder models were succeeded by the mid-sized LH series featuring six- and eight-cylinder engines. To maintain market presence until the four-cylinder Holden Gemini launched in March 1975, short-wheelbase four-cylinder LJ models (offered with 1.3- and 1.8-litre engines) received a modest update including a body-coloured plastic front grille and redesigned rear lights. Released exclusively in Australia in February 1974 under the TA Torana nameplate, these were available as two- or four-door versions with a limited production of only 11,304 units over an eleven-month period.

LH

Introduced in March 1974, the LH series brought forth a new mid-sized four-door sedan design that was larger but still somewhat cramped compared to mid-1970s standards. Its styling drew inspiration from GM’s Opel Rekord D and Vauxhall Victor FE. The LH uniquely offered a range of engines including an inline-four, inline-six, and V8 options: a 1.9-litre Opel four-cylinder; Holden’s 'red' six-cylinder engines in 2.85- and 3.3-litre displacements; and V8 units available in 4.2- and 5.0-litre capacities. Versions with lower compression ratios were developed specifically for export markets.

Among its export destinations was the Philippines, where it was sold under the name "Holden 1900."

The LH Torana SL/R 5000 sedan represented the highest performance variant, equipped with a standard 5.0-litre V8 engine. A limited edition 'L34 Option' model, produced in just 263 units, featured a high-compression engine reinforced for racing durability, along with distinctive bolt-on wheel arch extensions designed to accommodate wider competition wheels.

While the L34 demonstrated impressive speed in Australian touring car events, it was prone to mechanical fragility. It was eventually replaced by the A9X package in the LX series starting in 1977, which introduced enhancements such as a more robust differential and suspension upgrades but retained most standard components. The LH L34 achieved notable success by winning the Bathurst 1000 races in both 1975 and 1976.

Harry Firth, leader of the Holden Dealer Team, observed that the use of Repco-developed V8 engines caused oil surge issues that led to race retirements in 1974. He believed that their internally developed HDT V8 could have prevented these problems but was not adopted by Holden.

Although prototype wagon and hatchback variants were created, they never reached production. Total manufacturing of the LH model amounted to 70,184 vehicles.

Special editions such as the Plus 4 and G-Pak targeted sportier market niches; Plus 4 aimed to increase sales of the slower-selling four-cylinder models from September 1974 onward, while G-Pak debuted in February 1975 featuring a more powerful six-cylinder engine combined with four-speed manual transmissions, sport-oriented gauges, and front disc brakes.

In New Zealand, assembly faced difficulties due to a government-imposed sales tax of 60% on engines exceeding 2.7 litres following the oil crisis. This tax hindered sales of six-cylinder variants initially intended for local assembly. Consequently, GM New Zealand temporarily withdrew the LH before reintroducing it equipped solely with the Opel-based four-cylinder engine paired with manual or automatic gearboxes to reduce tax burdens. Six-cylinder models were discontinued locally except for rare imports. A New Zealand-specific Plus 4 edition mirrored Australian cosmetic updates without altering mechanical components.

LX

The LX series, launched in February 1976 with updated styling, replaced the LH’s rectangular headlights with round units, added black trim around side windows, and featured a larger Holden badge on the front grille. A two-door hatchback body style was introduced alongside the existing four-door sedan; however, the 1,897-cc Opel engine was not offered in this hatchback variant. In July 1976, engine outputs were lowered to comply with new ADR27A emission regulations, resulting in reduced power figures measured in kilowatts as follows:

• 2.85L inline-six: decreased from 87 kW to 58 kW
• 3.3L inline-six: reduced from 101 kW to 64 kW
• 4.2L V8: dropped from 138 kW to 83 kW
• 5.0L V8: lowered from 179 kW to 126 kW

LX Sunbird

In November 1976, Holden renamed the four-cylinder Torana as the LX Sunbird, reflecting a reduction in power output from 76 kW to 72 kW due to emissions regulations. From this point forward, all four-cylinder versions were sold under the Sunbird name, while six- and eight-cylinder models retained the Torana badge. The LX Sunbird was offered in a single trim level with a choice of either a four-speed manual or a three-speed automatic transmission. It featured subtle styling updates such as a grille with vertical bars and unique chrome wheel covers. Available as a four-door sedan or three-door hatchback, the Sunbird replaced the short-lived four-cylinder LX Torana hatchback. This model also marked the introduction of Holden’s first suspension upgrade package—'radial-tuned suspension' (RTS)—which was later extended across the LX Torana range.

A9X option

The LX range saw the arrival of the limited-edition high-performance 'A9X Option' in 1977, designed primarily for Australian Touring Car competition, including the Bathurst 1000. Offered on the 5.0-litre V8 SLR 5000 sedan and SS hatchback, the A9X bore similarities to the L34 LH variant but incorporated a rear-facing bonnet scoop to enhance carburettor airflow. Although the engine itself remained unchanged, upgrades included rear disc brakes, reinforced axles, and a heavy-duty '10 bolt' differential.

Peter Brock debuted the A9X by winning the 1977 Hang Ten 400; however, he fell short at that year’s Bathurst 1000 against Ford Falcons. The A9X package was further developed and went on to dominate Australian touring car racing in 1978 and 1979, securing Australian Touring Car Championships for Brock and Bob Morris, along with Bathurst victories for Brock and Jim Richards. Remarkably, Brock and Richards won the 1979 Bathurst by an unprecedented six laps, with Brock setting a new lap record for touring cars.

Production of LX Toranas reached a total of 65,977 units. A9X models have become highly sought after by collectors; one recently fetched $500,000 at auction, with values anticipated to surpass $1 million by mid-2021.

UC

Introduced in March 1978, the UC Torana marked the discontinuation of V8 engines and SL/R variants while showcasing a refreshed front-end design and updated dashboard interior. The model range was simplified to two six-cylinder engines (2.85L and 3.3L) across two trim levels. An optional 'Deluxe Pack' positioned the UC SL as a competitor to Ford’s TE Cortina Ghia by adding features such as laminated windscreen glass, tinted windows, sports gauges, and bumper overriders. Though V8 powertrains were dropped, Holden offered a factory-approved turbocharged option (UC SL/T) in very limited numbers—only 33 units produced—with just one surviving example known.

The Holden Sunbird adopted UC specifications as well, performing strongly in markets like New Zealand where it competed against Ford Cortina and Japanese imports. The Sunbird was available with a 1.9-litre four-cylinder engine sharing body components with UC Torana sedans and hatchbacks and came in three trims: base (manual transmission only), SL, and SL/E.

UC models featured square-shaped headlamps and smoother front-end styling. Early versions utilized a 1.9L Opel engine; later production switched to a locally manufactured 1,892cc Starfire Four engine—a downsized version of Holden’s six-cylinder that was also used in Toyota Corona and four-cylinder Commodore models. Hatchback variants were discontinued in 1979, leaving only sedans until production ceased in September 1980. The Sunbird was succeeded by four-cylinder Commodores prior to the Camira’s launch in 1982.

Although clay models were developed for a proposed five-door hatchback based on an extended-wheelbase UC platform, this project was shelved due to the impending release of GM’s V-Car Commodore. After the VB Commodore debuted in late 1978—revealing overlapping dimensions with the Torana—GM-H halted UC Torana production by 1979 but continued manufacturing UC Sunbirds through 1980 with local Starfire engines replacing Opel units.

Plans for a facelifted 'UD' variant were considered but ultimately abandoned because of strong competition from more contemporary Japanese models such as the Chrysler Sigma and Mazda 626. Instead, Holden incorporated the Starfire engine into VC Commodores.

The mid-sized segment for four-cylinder vehicles was eventually dominated by the front-wheel-drive Camira from 1982 onward; however, Starfire engines remained available in VH Commodores for an additional two years and persisted in New Zealand’s VK series.

In total, just over 55,000 units combining UC Toranas and Sunbirds were produced.

Torana GTR-X

Conceived during the LC series period, the Torana GTR-X was seriously evaluated for production in the early 1970s. It showcased a wedge-shaped fibreglass body with rear hatchback access and incorporated mechanical parts from the LC Torana GTR XU-1.

Drawing design inspiration from prominent 1970s sports cars such as the Maserati Khamsin and Porsche 924, the GTR-X had a weight of 1043 kg and could reach a maximum speed of 210 km/h. It was set to be the first Holden model equipped with factory-installed four-wheel disc brakes.

Holden highlighted the GTR-X’s aerodynamic styling, featuring an extended hood, a low-profile wedge-shaped grille, hidden headlights, sharply angled windshield, and door handles that sat flush with the bodywork. A distinctive black and orange stripe along the rocker panel identified the car.

Despite thorough development and marketing efforts, Holden decided against production due to high manufacturing expenses and the relatively small Australian market at that time.

The sole complete prototype—initially painted white but later silver for museum exhibitions—was restored to its original state in 2003 and is currently exhibited at the National Motor Museum in Birdwood, South Australia.

Additionally, a second pre-production GTR-X along with its body mould jig remains in possession of a former Holden staff member; however, completion prospects are uncertain given the owner’s advanced age.

Torana Mystere

In 1977, Recaro unveiled a concept vehicle at the Sydney Motor Show based on the Holden Torana LX SS Hatchback. This project was led by Recaro Australia’s managing director David Bones and marketing director Robin Luck, with design and construction by Peter Arcadipane of Arcadipane Automotive.

The Mystere featured a front end styled after the 'Monza', a rear section shortened by 355 mm, and was powered by a 308-cubic-inch V8 engine coupled with an M21 four-speed manual gearbox. The intention was to release this model after obtaining GMH’s mechanical warranty endorsement and reducing costs below $15,000. A notable aspect was its exclusive green full-leather interior, sourced from a West German tannery commissioned by Recaro, which significantly influenced the final pricing.

Only one Mystere was ever produced; it remains owned by a private collector in Melbourne.

Torana TT36

Holden introduced the Torana TT36 concept in 2004—a rear-wheel-drive five-door hatchback equipped with a 3.6-litre twin-turbo HFV6 engine built on the GM Zeta platform. Initially designated XP54 after Holden’s Studio 54 design facility, this concept previewed styling cues later seen on the 2006 VE Commodore.

The powertrain utilized twin KO4 Warner turbochargers, an air-to-air intercooler, and variable valve timing on an Alloytec 190 engine modified to lower compression (9.0:1). This setup produced 280 kW of power and 480 Nm of torque, with 90% of torque accessible from as low as 1600 rpm.

Since 2008, this prototype has been displayed multiple times at the National Motor Museum in Birdwood.