Jump to content

Holden Torana

From Alfawiki
Holden Torana
Company typeCar model series
IndustryAutomotive
Founded1967
Headquarters
Australia
Area served
Australia, New Zealand, South Korea
ProductsMid-sized cars (sedans, two-door and four-door), sports packages

HB

Introduced in May 1967 as a successor to the HA series Vauxhall Viva in the Australian market, the inaugural Torana was essentially a lightly updated HB series Vauxhall Viva. It came with a two-door configuration, 12-inch wheels, and a 1.2-litre four-cylinder engine producing 56 bhp, mated to a four-speed manual transmission; a Borg-Warner three-speed automatic was offered as an alternative. Standard braking consisted of drum brakes, with power-assisted front discs available as an upgrade. Distinctive styling elements from the Viva included modifications to the grille, headlights, rear tail panel, dashboard air vents, wheel trims, and badges—primarily reflecting badge engineering. The HB Torana sedan was sold in three trim levels: Torana, Torana S, and Torana SL, corresponding to Holden's HR series Standard, Special, and Premier variants.

In October 1967, Holden launched the 'Brabham' Torana sports package, named to honor Australian Formula One World Champion Sir Jack Brabham. This option incorporated twin CD Zenith-Stromberg carburettors each with separate air filters and a low-restriction exhaust system, elevating output to . Offered exclusively with manual transmissions on Torana S or SL trims, it also featured wider rims equipped with red-wall tyres, power-assisted front disc brakes, black body accents, and distinctive 'Brabham' badges on the front fenders and boot lid.

By early 1968, the "Series 70" engine option was introduced—similar to the British Viva '90'—boasting higher compression and a camshaft derived from the Brabham engine but fitted with a single carburettor delivering . Power-assisted front disc brakes became standard equipment with this engine variant; however, automatic transmissions were only available with this option.

The September 1968 update known as the '69 Torana' (HB Series II) saw the replacement of imported body panels with locally produced ones. The range expanded to include a four-door sedan; although some sources claimed it was an Australian design later exported to the UK as the Viva saloon, evidence suggests it was designed in England to rival Ford's Escort. Both Holden and Vauxhall manufactured their own body panels for their respective versions. New features included a collapsible steering column, recessed instrument cluster, updated indicator switch, and steering wheel sourced from the HK Holden series—all substituting previously imported parts. These revisions resulted in relocating the headlight dip switch to the floor. Dual-circuit braking systems became standard across all models while power-assisted front discs remained optional on base engine variants.

The Brabham model transitioned into a standalone option (XS5), based on the Torana S two-door sedan and showcasing prominent 'Brabham Torana' badging along with black accent decals. Interior enhancements comprised a sports steering wheel borrowed from the HK Monaro GTS and comprehensive instrumentation featuring a tachometer plus three auxiliary gauges.

Production of HB Toranas concluded in late 1969 after manufacturing 16,318 units using imported panels and 20,243 units fitted with domestically produced bodies.


LC

The LC-series Holden Torana debuted in October 1969 offering both four-cylinder and six-cylinder powertrains. Six-cylinder choices included a 138 cu in ('2250') engine alongside an optional 161 cu in ('2600'). Models equipped with six-cylinder engines featured an extended 100-inch wheelbase compared to 95.8 inches for four-cylinder versions, along with an elongated front end to accommodate larger engines. Transmission options consisted of a three-speed column-shift manual, four-speed floor-shift manual, or the newly introduced GM-built three-speed 'Trimatic' automatic available with either column or floor shift. Certain column-shift variants also offered a front bench seat configuration. The LC Torana earned Wheels magazine’s Car of the Year accolade in 1969.

Initially, the four-cylinder unit was a 1,159 cc engine generating either 56 or 69 hp. The Brabham Torana’s engine was discontinued with this generation. In July 1971, a more potent 1.6-litre overhead camshaft engine producing 80 hp was introduced; this unit originated from Vauxhall UK and was paired with an upgraded gearbox.

Body styles followed closely those of the preceding HB series; however, six-cylinder models displayed unique styling cues. All LC Toranas shared a redesigned rear body section aft of the 'B' pillar but retained HB-series windscreens and front doors (modified to include recessed handles complying with Australian Design Rules). Four-cylinder LC variants preserved HB body panels ahead of the 'A' pillar. Available as two- or four-door sedans, trim levels comprised base (four-cylinder only), S, SL, and a two-door sports-oriented GTR model. The GTR replaced the Brabham Torana and featured a specially tuned '2600S' six-cylinder powerplant.

Subsequent updates introduced an optional three-person front bench seat for four-door S and SL six-cylinder variants. In July 1971, the original 161-cu in engine was superseded by a larger 173-cu in ('2850'), which appeared in final LC GTR vehicles badged as '2850S'.

In August 1970, Holden collaborated with Harry Firth of the Holden Dealer Team to develop the high-performance Torana GTR XU-1 aimed at Series Production touring car racing as well as rallying and rallycross competitions. Created to challenge Ford Falcon GT-HO models in Australia’s premier Bathurst endurance race, it housed a 160 hp 186-cu in (3-litre) six-cylinder engine equipped with triple Zenith-Stromberg carburettors alongside performance cylinder head and camshaft upgrades. Additional enhancements included cast-iron headers and robust Australian-designed four-speed manual gearboxes replacing less durable Opel units. Aerodynamic improvements featured an underbody front air dam and rear bobtail spoiler; wider steel wheels were fitted along with standard front disc brakes. Thanks to its advantageous power-to-weight ratio, the GTR XU-1 proved highly competitive on both road circuits and rally stages, becoming Holden’s primary race car from 1970 onward by supplanting the V8 Monaro GTS 350. While it achieved numerous successes across touring car and rally events, it fell short against Ford Falcon GT-HOs at Bathurst in both 1970 and 1971.

Total LC Torana production reached 74,627 units.

LJ

In February 1972, the updated LJ Torana was launched, featuring six-cylinder variants styled to match the larger Holden HQ lineup. Most mechanical parts were carried over from the LC series, with engine revisions including the continued use of the Vauxhall-designed 1200 OHV and 1600 OHC four-cylinder units, alongside the introduction of a new 1300cc OHV engine. The entry-level two-door was designated Torana 1200, while the Deluxe model, equipped with the 1300 engine, was offered in both two- and four-door configurations. Later on, the 1600 OHC engine's displacement was increased to 1760 OHC. Updated six-cylinder engines (2250 and 2850) remained available, and the LJ Torana GTR sedan was powered by the 3300 engine (known as the 202 in the HQ series). Transmission choices stayed largely unchanged.

The race-oriented LJ Torana GTR XU-1 came with a specially tuned 3300 engine delivering , fitted with larger CD-175 Zenith-Stromberg triple carburettors and a newly developed close-ratio four-speed gearbox manufactured in Australia, which was not offered on standard GTRs. The 'Bathurst Special' version featured an even closer-ratio transmission and a taller rear axle ratio of 3.08:1, increasing its top speed to . This performance allowed the XU-1 to compete effectively against the dominant Ford Falcon GTHO Phase III, winner of the 1971 Hardie-Ferodo 500 at Bathurst.

During the rain-soaked 1972 Hardie-Ferodo 500, the lightweight HDT Torana GTR XU-1 triumphed over the heavier GT-HO model, driven solo for by Peter Brock. This victory launched both Brock’s 'Peter Perfect' reputation and the Torana’s legacy, leading to five Bathurst wins over ten years.

The Holden Dealer Team developed a V8-powered (308ci) version of the GTR XU-1, frequently confused with the GTR XU-2. Although this model competed in Group B Sports Sedans races driven by Brock and Colin Bond and underwent extensive testing by HDT management, it remained a prototype due to the 1972 'supercar scare'. Following intense media scrutiny and political pressure, Holden, Ford, and Chrysler ceased production of high-performance "Bathurst Supercars," postponing Holden’s V8 Torana introduction until the LH series appeared in 1974.

A total of 81,813 LJ Toranas were manufactured in Australia; some six-cylinder variants were exported to New Zealand. The comparable four-cylinder Vauxhall Viva HC range (130OHV and 1760OHV) was also marketed there. Beginning in 1973, the 2850S model—with bucket seats and offered with either a four-speed floor shifter or three-speed Trimatic automatic—was provided as CKD kits for assembly locally, marking New Zealand’s first domestically produced Torana.

South Korea

Between September 1972 and 1976, GM Korea assembled and sold the LJ Torana under the name Chevrolet 1700, excluding wagon versions, using CKD kits supplied by Holden Australia. Unlike the Torana lineup, this model included a five-door station wagon variant and was powered by a 1698cc four-cylinder engine sourced from the Opel Rekord B, also produced by GM Korea. Sales were limited to just 8,105 units due primarily to steep government taxes favoring engines below 1.5 liters, concerns over fuel economy, and suspension designs ill-suited for Korean road conditions.

TA

In 1974, Holden replaced the six-cylinder LJ Torana with the mid-sized LH series offering six- and eight-cylinder engines. To fill the interim period before launching the four-cylinder Holden Gemini in March 1975, short-wheelbase four-cylinder LJ models (with 1.3- and 1.8-litre engines) received a modest facelift featuring a body-coloured plastic front grille and revised rear light clusters. Released exclusively in Australia in February 1974, this TA Torana was available as two- or four-door variants and produced for only eleven months, totaling 11,304 units.

LH

Launched in March 1974, the LH lineup introduced an entirely redesigned mid-sized four-door sedan body. Despite its larger external dimensions, the interior space was considered somewhat confined by mid-1970s standards. The design incorporated styling influences from General Motors vehicles such as the Opel Rekord D and Vauxhall Victor FE. This series uniquely offered a range of powertrains including an inline-four (1.9-litre Opel), inline-six (2.85- and 3.3-litre Holden 'red' six-cylinder engines), and V8 options (4.2- and 5.0-litre Holden V8s). Versions with lower compression ratios were created specifically for export markets.

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

The premium SL/R 5000 sedan was equipped with a restrained 5.0-litre V8 engine. A special limited edition known as the 'L34 Option'—produced in only 263 units—featured a higher-compression engine reinforced for racing endurance, along with distinctive bolt-on wheel arch extensions designed to accommodate larger wheels.

Although the L34 demonstrated impressive speed, it was prone to mechanical fragility in Australian touring car competitions before being replaced by the A9X package in the LX series of 1977. The A9X utilized an improved iteration of the L34 engine developed by Repco. The LH L34 secured victories at Bathurst in both 1975 and 1976.

However, Harry Firth, leader of the Holden Dealer Team, criticized Holden's decision to develop the SL/R’s V8 on Repco’s dynamometer, which led to oil surge complications causing engine failures during testing and racing in 1974—a setback he argued could have been prevented if an earlier HDT-developed V8 had been employed.

Although prototype wagon and hatchback variants were created, they never reached production. Total LH production amounted to 70,184 units. Special editions like the Plus 4 and G-Pak targeted buyers seeking sportier options; the Plus 4, released in September 1974, aimed to stimulate sales of the slower-selling four-cylinder models, while the G-Pak, introduced in February 1975, featured a 3.3-litre inline-six paired with a four-speed manual gearbox, performance-oriented instruments, and front disc brakes.

In New Zealand, assembly encountered difficulties due to government-imposed sales taxes on engines exceeding 2.7 litres after the initial oil crisis. This resulted in limited production of six-cylinder models before their withdrawal and subsequent reintroduction exclusively with smaller Opel engines. Six-cylinder variants were never produced locally again except as rare imports. Additionally, GM New Zealand manufactured a local Plus 4 sports edition boasting cosmetic enhancements such as vibrant paintwork, unique wheel trims, black striping, and fully blacked-out interiors.

LX

The LX generation debuted in February 1976 featuring subtle styling updates including a shift from rectangular to round headlights, black window surrounds replacing body-coloured trim, and a larger Holden emblem on the front grille. Alongside the existing four-door sedan came a new two-door hatchback; however, the hatchback was not offered with the 1,897 cc Opel engine. In July 1976, compliance with new ADR27A emission standards led to significant reductions in engine power outputs (measured in kilowatts) across all variants:

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

LX Sunbird

In November 1976, Holden repositioned its four-cylinder Torana model as the LX Sunbird to meet emissions requirements, cutting power from 102 to 96 hp. From this point forward, all four-cylinder vehicles were branded as Sunbirds while six- and eight-cylinder models continued under the Torana nameplate. The LX Sunbird was available as a single-trim four-door sedan and three-door hatchback featuring subtle trim distinctions such as a vertical-bar grille and unique chrome wheel covers. Transmission choices included a four-speed manual or three-speed automatic unit. Notably, this model marked Holden’s first introduction of an enhanced handling package called 'radial-tuned suspension' (RTS), initially offered on both sedan and hatchback versions before being extended throughout the LX Torana lineup.

A9X variant

Introduced in 1977, the LX series featured the exclusive high-performance A9X variant, designed specifically for Australian Touring Car competition, with a focus on the Bathurst 1000. This option was offered on the 5.0-litre V8 SLR 5000 sedan and SS hatchback models. While visually similar to the L34 LH variant, the A9X incorporated a rear-facing bonnet scoop to improve carburettor airflow, boosting racing performance. The engine specifications remained unchanged, but enhancements included rear disc brakes, reinforced axles, and a sturdy '10 bolt' differential.

Peter Brock unveiled the A9X by winning the 1977 Hang Ten 400; however, he was defeated at the 1977 Bathurst event by Ford Falcons. Subsequent improvements enabled the A9X to dominate over the following two seasons: Brock and Bob Morris secured the Australian Touring Car Championships in 1978 and 1979, while Brock alongside Jim Richards clinched Bathurst victories in both years. Notably, the 1979 Bathurst triumph was achieved with a record six-lap margin, during which Brock established a new touring-car lap record.

In total, 65,977 LX Toranas were manufactured. Today, A9X models are highly sought after by collectors; one example sold for $500,000, and by mid-2021, auction estimates predicted values exceeding $1 million.

UC

Manufactured from March 1978 until September 1980, the UC Torana signified the conclusion of V8 engines and SL/R trims within the range. It presented refreshed front-end styling accompanied by a redesigned dashboard interior. The lineup was streamlined to two six-cylinder engine options: 2.85-litre and 3.3-litre variants, offered across two trim levels. An optional 'Deluxe Pack' enhanced the UC SL to rival Ford’s TE Cortina Ghia by adding features such as laminated windscreen glass, tinted side windows, intermittent windshield wipers, radio/cassette player, cloth upholstery, sports gauges, and bumper overriders. Although V8 powertrains were phased out, a factory-sanctioned turbocharged dealer option (UC SL/T) was produced in very limited quantities (33 units), primarily through Suttons in New South Wales.

The Holden Sunbird also received UC updates and continued as a 1.9-litre four-cylinder model sharing its body design with UC Torana sedans and hatchbacks. It was available in three trims: base (manual transmission only), SL, and SL/E. The Sunbird performed competitively within New Zealand fleet markets against rivals such as the Ford Cortina and various Japanese imports.

UC models were distinguished by square-shaped headlights and a more streamlined front fascia. Early UC Sunbirds utilized a 1.9-litre Opel engine; later versions switched to a locally produced 1,892-cc Starfire Four engine derived from Holden’s six-cylinder family. Hatchback variants were discontinued in 1979, leaving only sedans available for the final production year of 1980; manufacturing ceased that September. The Sunbird’s successor was initially four-cylinder Commodores before being replaced by the smaller Holden Camira in 1982.

A proposed five-door hatchback variant of the UC Torana featuring an extended wheelbase progressed only as far as clay modeling before being abandoned due to the imminent launch of GM’s V-Car Commodore.

Following the late-1978 introduction of the VB Commodore, GM-Holden recognized significant size overlap between Torana and Commodore models. As a result, Holden discontinued the UC Torana from its lineup by 1979; however, the UC Sunbird persisted through 1980 with its Starfire engine replacing the earlier Opel unit.

Although prototypes of a facelifted 'UD' model resembling an Opel Ascona B were developed, they were ultimately shelved due to rising competition from newer Japanese mid-sized vehicles such as the Chrysler Sigma and Datsun Bluebird. Instead, Holden opted to incorporate the Starfire engine into VC-series Commodores.

The mid-sized four-cylinder market segment transitioned to the Camira in 1982; nonetheless, Starfire engines continued to be used in VH-series Commodores for two additional years and appeared in VK-series models sold in New Zealand.

Cumulatively, just over 55,000 units of UC Toranas and Sunbirds were produced.

Torana GTR-X

Conceived during the LC series period, the Torana GTR-X was a serious contender for production in the early 1970s. Its design featured a wedge-shaped fibreglass body with hatchback rear access, while the prototypes utilized mechanical parts from the LC Torana GTR XU-1.

The GTR-X bore resemblance to notable 1970s sports cars such as the Maserati Khamsin and Porsche 924. Weighing 1043 kg, it was capable of reaching a maximum speed of 210 km/h. Notably, it would have been the first Holden to come equipped from the factory with four-wheel disc brakes.

Holden’s marketing materials emphasized its aerodynamic styling: an elongated hood, a low-profile wedge grille, hidden headlights, a sharply angled windshield, recessed lighting elements, flush-mounted petrol filler and door handles, along with bumpers integrated smoothly into the bodywork. The car sported a distinctive black and orange stripe along the rocker panel featuring the GTR-X emblem.

Despite extensive development efforts that included brochures, photography sessions, and promotional films, Holden decided against production due to prohibitive costs relative to Australia’s market size at that time.

The sole complete prototype—originally painted white but later finished in silver with UC Torana SL/E wheels and minor cosmetic tweaks—was exhibited across Australian motor museums before undergoing restoration to its original specifications 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.

Additionally, a pre-production GTR-X and its fibreglass body mould jig remain in possession of a former Holden staff member; however, completion of this vehicle is uncertain given the owner’s advanced age.

Torana Mystere

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

Plans aimed to launch the Mystere once General Motors Holden's mechanical warranty backing was secured and production costs could be lowered beneath $15,000. A highlight was its full leather interior in a distinctive green shade sourced from a specialist tanner in West Germany; however, this premium trim challenged the targeted price point. Only one unit of the Mystere was ever produced and it remains privately owned in Melbourne.

Torana TT36

Introduced by Holden in 2004, the Torana TT36 was a rear-wheel-drive concept hatchback powered by a 3.6-litre twin-turbo HFV6 engine built on GM’s Zeta platform. Initially designated XP54 (Experimental Project 54), it previewed design cues later incorporated into the 2006 VE Commodore.

The TT36’s powertrain included twin KO4 Warner turbochargers, an air-to-air intercooler, and variable valve timing technology, delivering 280 kW of power and 480 Nm of torque—with 90% of torque accessible from as low as 1600 rpm. This prototype was first displayed at the National Motor Museum in Birdwood, South Australia beginning in 2008 and has been featured there on multiple occasions since then.

Retrieved from "https://www.alfawiki.org/index.php?title=Holden_Torana&oldid=47842"