Holden Torana

HB Introduced in May 1967 to replace the HA series Vauxhall Viva in the Australian market, the first Torana model was a mildly facelifted HB series Vauxhall Viva. It featured a two-door body, 12-inch (305-mm) wheels, and a 56-bhp 1.2-litre four-cylinder engine mated to a four-speed gearbox. A Borg-Warner Model 35 three-speed automatic transmission was optional. Drum brakes were fitted front and rear, with power-assisted front disc brakes optional. In terms of styling, the only points of visual difference between Viva and Torana were in the grille and headlamps, the rear tail panel (no registration plate recess), the deletion of the Viva's dashboard air vents, the wheel trims, and the badging. Holden's HB Torana sedan was produced in three model specifications: Torana, Torana S, and Torana SL ... these models effectively mirrored the concurrent larger HR Holden sedans with their three-tiered specification of Standard, Special, and Premier. A 'sports' option package was released in October 1967, called the 'Brabham' Torana, named in honour of the Australian race driver, Sir Jack Brabham, who at the time was the reigning F1 World Champion and Australian of the Year for 1966. The Brabham Torana's engine featured twin CD Zenith-Stromberg carburettors fitted with individual sports air cleaners. Together with a low-restriction exhaust system, power was boosted to . The Brabham option (available only with manual transmission on Torana S or Torana SL) also included wider wheel rims and red-wall tyres, power-assisted front disc brakes, black body accents, and subtle 'Brabham' identification badges attached to the leading edges of the front fenders and to the rear boot lid. In early 1968, a "Series 70" engine option (equivalent to the '90' option for the British Vauxhall Viva) was added. This engine had a higher compression ratio and higher-lift camshaft (adapted from the Brabham option engine) and a single CD Zenith-Stromberg carburettor, which boosted output to . Power-assisted front disc brakes were standardised with this engine, whilst availability of the automatic transmission option shifted exclusively to the "Series 70" engine option (no longer available with the standard engine). In September 1968, the '69 Torana' was released, sometimes called the HB Series II. This featured locally made body panels, replacing the imported bodies of the original HB. The model lineup now included a four-door sedan—some media claimed this design was developed in Australia, with four-door bodies shipped back to the UK to be constructed and sold as the Viva saloon. However, the Vauxpedia website, after extensive research with Vauxhall, maintains that the four-door was designed in England, to compete with Ford's four-door Escort, and both Holden and Vauxhall made their own body panels for their respective Torana and Viva versions. A collapsible steering column was now fitted, together with a new recessed instrument cluster, new indicator switch, and new steering wheel borrowed from the contemporary full-sized Holden HK-series. These local components replaced the previously imported Vauxhall items. A consequence of using these local components was the loss of the stalk-operated headlight dip switch and horn. The dip switch ended up on the floor, as was the case for full-sized Holdens. Dual-circuit brakes were now standard on all models, though power-assisted front disc brakes were still optional with the standard engine. The Brabham Torana became an independent model in its own right—(option XS5) based upon the Torana S two-door sedan—complete with bold specific 'Brabham Torana' badging front and rear and on the flanks, and new black accent body decoration. Its interior specification included a sports steering wheel (from the contemporary Holden HK Monaro GTS) and uniquely comprehensive dash instrumentation with tachometer and three supplementary gauges. The HB Torana continued until late 1969. Total production was 16,318 with imported panels and 20,243 with the locally manufactured bodies. == Second generation ==

LC The next generation of Holden Torana, the LC-series, appeared in October 1969 and was made available with a range of a four-cylinder or six-cylinder engines. The inline six had a capacity of 138 cu in (badged as the '2250'); a 161 cu in engine (badged as the '2600') was optional. The six-cylinder cars had a longer wheelbase (100 inches against the of four-cylinder models), a more aggressively styled and longer nose to accommodate the larger engines, and offered a choice of three-speed column shift or four-speed floor shift manual transmissions or the new locally GM-manufactured 'Trimatic' three-speed automatic transmission with column or floor shift. A bench front seat was available for some column shift models. The LC Torana won Wheels magazine's Car of the Year award for 1969. The four-cylinder engine was initially of 1,159 cc, and offered either . The more powerful Brabham Torana engine was not carried over to the LC-series and the model itself was also discontinued. In July 1971, a bigger overhead cam 1.6-litre engine with was added; this engine was also sourced from Vauxhall in the UK. The 1600 OHC engine option also included a strengthened gearbox. Body styles were based upon the previous HB-series, but the new six-cylinder cars were of a significantly different external appearance. All LC Toranas shared a new body shape rear of the 'B' pillar, but shared windscreen and front doors carried over from the HB-series (modified with the recessed door handles now required by Australian Design Rules [ADRs]; further to this, all LC four-cylinder cars carried over HB body panels forward of the 'A' pillar. The LC-series was available in two-door and four-door versions of base (four-cylinder only), S, or SL specification, as well as a two-door sports model called the GTR. The new Torana GTR effectively replaced the previous series' Brabham Torana, but raised the performance level significantly with its uniquely specified '2600S' six-cylinder engine. As for general features, a three-person front bench seat became available as an option for four-door S and SL six-cylinder models. Later in production (July 1971), the 161-ci engine was replaced with a larger 173-ci version (badged as the '2850') which also made it into the last of the LC GTR cars as the '2850S'. In August 1970, the first ultra-performance Torana, the GTR XU-1, was developed by Holden along with Harry Firth of the Holden Dealer Team for competing in Series Production touring car racing within Australia, as well as in off-road rallying and rallycross events. However, the main purpose of the Torana GTR XU-1 was to keep the Holden brand competitive against the larger and more powerful Ford Falcon GT-HO in the Hardie-Ferodo 500 (Bathurst) endurance race that some consider to be the jewel in the crown of Australian motorsport. The LC Torana GTR XU-1 was equipped with a , 186-cu in (3-litre) six-cylinder engine, fitted with three Zenith-Stromberg CD-150 carburettors, cast-iron headers, a performance cylinder head and camshaft, and the heavy-duty Australian-designed four-speed manual gearboxes (available in a number of different ratios) replacing the weaker Opel units. This car also featured an underbody front chassis air dam, a rear bobtail spoiler, wider steel wheel rims, and front disc brakes as standard equipment. The Torana GTR XU-1 proved to be a strong performer on both the road and track due to its favourable power/weight ratio. It soon gained popularity in Australian motor sport and successfully replaced the V8 Monaro GTS 350 as Holden's frontline track race car in 1970, winning many touring car and rally events, but for the famed Bathurst race which Ford won in 1970 and 1971 with its XW Phase Two and XY Phase Three Falcon GT-HOs, respectively. Holden built a total of 74,627 LC Toranas. File:1971 Holden Torana (LC) Deluxe 1200 4-door sedan (2015-07-15) 02.jpg|Holden LC Torana Deluxe 1200 4-door File:1970 LC Torana 4 Cylinder.jpg|Holden LC Torana SL four-cylinder 2-door File:Holden Torana LC S (16276113181).jpg|Holden LC Torana S 2600 4-door File:1970 LC Indy Orange==.JPG|Holden LC Torana GTR File:Holden LC Torana GTR XU-1.jpg|Holden LC Torana GTR XU-1 LJ In February 1972, the facelifted LJ Torana was introduced with the six-cylinder models more visually associated with the larger Holden HQ series. Many mechanical components were carried over from the LC-series, with some changes to the choice of engines. The four-cylinder Torana retained its Vauxhall designed 1200OHV and 1600OHC engines, but was now also available with a 1300cc OHV unit. The base two-door car was now simply called the Torana 1200, while the 1300 engine equipped the Torana Deluxe model in either two-door or four-door form. The optional 1600 OHC engine was later in the year to be increased in capacity, badged as the 1760 OHC. Otherwise, the 2250 and 2850 engines carried over into the revised six-cylinder Torana models, and the 3300 engine (known as the 202 in the HQ range) was adopted as the engine for the LJ Torana GTR sedan. Gearbox choices remained the same across the range. A race-bred version of the 3300 engine was also fitted to the LJ Torana GTR XU-1, producing . The XU-1 was also equipped with larger CD-175 Zenith-Stromberg triple carburettors, as well as a new close-ratio four-speed Australian-made transmission (which was not available as an option on the standard GTR). Also available on the 'Bathurst Special' was an even closer-ratio gearbox and the taller (reduced from 3.36:1 to 3.08:1) rear axle final drive ratio from the standard GTR which increased top speed to . This gave the nimble XU-1 the power boost it needed to seriously challenge the powerful Ford Falcon GTHO Phase III, which had won the 1971 Hardie-Ferodo 500 production-car endurance race held annually at Bathurst. In the wet conditions of the 1972 Hardie-Ferodo 500, the lightweight HDT Torana GTR XU-1 was able to finally claim victory against the Ford GTHO, the XU-1 driven solo for by Peter Brock. This would be the start of the 'Peter Perfect'/Torana legend, and the first of five Bathurst wins for the Torana in its 10-year racing career at Bathurst. The Holden Dealer Team also developed a , 308ci V8-powered version of the GTR XU-1, often referred to as The Beast. The V8 Torana did race in Sports Sedan racing in the hands of Brock and Colin Bond, and was extensively road tested by HDT boss Harry Firth and young team engineer/driver Larry Perkins, but the car never made it past the prototype stage. This was due to the 'supercar scare' of 1972, which involved vast political pressure being placed upon Holden, Ford, and Chrysler to abandon their proposed specially built 'Bathurst Supercars', such as the V8 GTR XU-1. This was the result of some media reporting concerns about the public having access to such high powered cars. In effect, all three manufacturers (Holden, Ford and Chrysler) bowed to this pressure, and Holden postponed its introduction of a V8 Torana for two years until the release of the larger LH series Torana in 1974. A total of 81,813 LJ Toranas were built by Holden in Australia, with some exported to New Zealand, but only in six-cylinder form, as the similar 130OHV and 1760OHV four-cylinder Vauxhall Viva HC range was also sold there. The 2850S model, with bucket seats and four-speed floor shift or console shift Trimatic three-speed automatic, was also shipped to New Zealand in CKD kit form for local assembly from 1973, becoming the first Kiwi-built Torana. South Korea In South Korea the LJ Torana was built and sold by GM Korea as the Chevrolet 1700 , with the exception of the wagon, from CKD kits supplied directly by Holden Australia between September 1972 and 1976. Unlike the Torana, the 1700 was also available as a five-door station wagon. Powered by a 1698-cc four-cylinder engine used in the Opel Reckord B which GM Korea was also building and selling at the same time. The 1700 sold poorly on the Korean market with only 8105 units produced. The main deterrent to sales was the high government taxes imposed by the government in relation to this class of vehicle - the automobile taxation system of South Korea greatly favours engines of less than 1.5 litres displacement. The car was also perceived to suffer from high fuel consumption, while the suspension was seen as unsuitable for Korean roads. File:Holden Torana LJ 4-cylinder c.1972-74 (Australia) (16796652125).jpg|Holden LJ Torana 4 2-door File:Holden LJ Torana 6 S 2 Door.jpg|Holden LJ Torana 6 S 2-door File:1972-1974 Holden LJ Torana S sedan 03.jpg|Holden LJ Torana 6 S 4-door File:1973-1974 Holden LJ Torana GTR 2-door sedan 01.jpg|Holden LJ Torana GTR File:1972 LJ Lone Oranger==.JPG|Holden LJ Torana GTR XU-1 File:Saehan Camina Wagon extracted.jpg|Saehan Caravan ambulance TA In 1974, the six-cylinder LJ Torana was replaced by the new mid-sized body six- and eight-cylinder LH Torana series. To fill the gap before the March 1975 release of the four-cylinder GM world T-car Holden Gemini, the short-wheelbase four-cylinder (1.3- and 1.8-litre) LJ models were given a basic facelift incorporating a body-colour plastic-moulded front grille assembly and revamped rear light lenses. This car was released in February 1974 on the Australian market only, in both two- and four-door forms, as the TA Torana. It was only produced for 11 months with a total production run of 11,304 units. == Third generation ==

LH The introduction of the UC Torana in March 1978 brought the end of V8 power and of the sporting SL/R variant in the Torana range of cars. The UC series featured a significantly altered frontal appearance (The UCs had square headlamps and a smoother front end), and a completely new interior dash layout. Torana was now rationalised to a choice of two equipment levels and two six-cylinder engines, the 2.85-litre and the 3.3-litre. A 'Deluxe Pack' was an option that allowed the UC Torana SL to compete with Ford's TE Cortina Ghia, which comprised laminated windscreen, tinted side and rear windows, intermittent wipers, radio/cassette player, cloth trim, sports instrumentation, and bumper overriders. While the V8 was discontinued in the UC, a factory-sanctioned dealer option of a turbo was offered. This was called the UC SL/T. These were mainly ordered through Suttons in NSW, but one is known to have been ordered through Zupps in Queensland. These were produced in small production runs of five cars and only 33 were built. Only one is known to exist today; it was ordered through Zupps. The Holden Sunbird was also updated to UC specifications and continued to sell well as a 1.9-litre four-cylinder car, sharing its body architecture with the UC Torana sedan and hatchback. The UC Sunbird expanded into three trim levels: base (manual only), SL, and SL/E. It did very well in New Zealand, where it was assembled, particularly in fleets, where it competed with the Ford Cortina and a variety of Japanese D-segment models. Early UC Sunbirds retained the 1.9-litre Opel engine used in the LX. Later UC models (from September 1978) had the locally produced 1,892-cc Starfire Four engine that was also installed into the Australian-produced versions of the Toyota Corona and in four-cylinder versions of the Holden Commodore. This motor was a cut-down version of the long-running Holden six-cylinder engine. The hatchbacks were deleted in 1979, leaving only the sedans for the 1980 model year. The last Australian Sunbird was built in September 1980. The Sunbird was replaced initially by a four-cylinder version of the Holden Commodore, before the arrival of its natural, albeit smaller, successor, the Holden Camira, from 1982. At one point, design consideration was given to a five-door hatchback version of the UC Torana, which had a similar side profile to the Rover SD1 and rode an extended wheelbase. The idea never got past the clay-modelling stage, probably in most part due to the impending introduction of the GM V-Car, the Commodore. After release of the VB Commodore in November 1978, it soon became clear to GM-H that the Torana was too similar in size to the incoming car. == Torana concept cars ==

Torana GTR-X }} The Torana GTR-X was designed during the era of the LC series, and was seriously considered for production in the early 1970s. The GTR-X had a wedge-shaped fibreglass body featuring a hatchback rear access, and the prototype cars had LC Torana GTR XU-1 mechanical components. The GTR-X looks similar to iconic sports cars of the 1970s, such as the Maserati Khamsin and the Porsche 924. It weighed and has a top speed of . The Torana GTR-X in production would have been the first Holden car to be factory fitted with four-wheel disc brakes. When Holden released a promotional brochure about the GTR-X, they said, "Its long, sleek hood is accentuated by a low, wedge-shaped grille. The body line sweeps up at the rear to an elevated tail light assembly. Simplicity is the keynote. It is achieved by concealed headlights, sharp windshield rake, recessed parking and turning lights, and flush petrol filler access and door handles. Front and rear bumpers assume the contour of the body. To identify the car, the GTR-X identification is contained within a crisp black and orange stripe running parallel to the rocker panel". The Torana GTR-X was highly developed by Holden from concept, and though brochures, photography and promotional films were produced to show how serious they were in putting the car into production, the company was ultimately unable to justify the high cost of committing itself to production given the size of the Australian population then. The only existing complete prototype GTR-X car was originally white, but painted silver in the mid '70s. It had UC Torana SL/E wheels fitted and a few other cosmetic changes (bonnet badge, etc.) made in an attempt by Holden to update the car for the times and "restore it". During this period, it toured motor museums around Australia. In 2003, the car was returned to its original colour and build condition by Car Shine in Melbourne, prior to being shipped to the General Motors Technical Center in Michigan for their celebration of automotive design spanning 75 years. This car is now on display at the National Motor Museum, Birdwood South Australia. One other pre-production GTR-X is in the hands of a former long-time Holden employee, along with the body mould jig to make more fibreglass bodies. Whether this car will ever be finished is unknown due to the age of the owner. The picture of this orange car can be seen in Norm Darwin's book release of the Torana, but the name and location of the owner is kept secret to prevent possible theft. Torana Mystere In 1977, Recaro built a concept car for the 1977 Sydney Motor Show; the vehicle was based on a Holden Torana LX SS Hatchback. Appearing on the front cover of the October 1977 Modern Motor magazine, the concept was put together by the Recaro Australia managing director David Bones and marketing director Robin Luck (a former editor of Modern Motor). The vehicle was designed and built by Arcadipane Automotive (Peter Arcadipane), featuring a 'Monza' style front end coupled with a rear end that had been shortened by some 355 mm and was powered by a 308-cu in V8 backed up by an M21 four-speed manual transmission. The plan was to release the vehicle once two key issues were ironed out, those being; confirmation of GMH's backing for mechanical warranty and getting the cost of the vehicle below $15,000. In addition to the body modifications, the key unique feature of the vehicle was its interior. Recaro commissioned a special tanner in West Germany to produce sufficient hides to upholster all seats in a unique green colour that was to be a feature of the car's paintwork. The cost of this full leather interior, however, formed a significant challenge in meeting the $15,000 target price. Only one Mystere was produced. The vehicle has survived and is owned by an enthusiast in Melbourne. Torana TT36 In 2004, Holden released a luminous, hot pink or "ManGenta" medium-sized, rear-drive concept car called the Torana TT36 (Twin Turbo; 3.6-litre V6). The project was originally named XP54, reflecting the acronym 'eXperimental Project' and coded 54 in recognition of Holden's so-called Studio 54 design workshop in the outer suburbs of Melbourne. The model was said to debut a new platform for General Motors and previewed the look of the 2006 VE Commodore. By applying twin KO4 Warner turbochargers, an air-to-air intercooler, and variable valve actuation to its Alloytec 190, then dropping the compression to 9.0:1, Holden engineers were able to deliver a power peak of and no less than 480Nm of torque, with 90% available from just 1600 rpm. The prototype first visited the National Motor Museum at Birdwood in the Adelaide Hills in early 2008 and has returned on several occasions, most recently in September 2019. File:Holden_Torana_TT36.jpg | Holden TT36 Torana. File:Holden Torana TT36 Roof.JPG | The TT36's clear roof. == References ==