Holden Torana: Inventive Aussie compact was born to fly!

HB Torana (1967-1969)

The original Torana was based on the latest HB Vauxhall Viva, which fortuitously offered everything Holden wanted for its pioneering leap into a small car class dominated by imports.

GM-H had previously sold the locally-assembled HA Vauxhall Viva in this segment, but when its HB replacement was due in 1967 it chose to not only make it part of the Holden range but also rename it ‘Torana’ which means ‘to fly’ in some Aboriginal dialects.

This was an inspired decision in more ways than one. It represented the first production Holden with an indigenous model name. And the meaning of its name was prophetic as the Torana was destined to soar to great heights, not only in showroom sales but also competition.

The most noticeable difference between the HB Torana and HB Viva was the Aussie car’s use of round rather than rectangular headlights. Its clean styling with signature ‘Coke bottle’ hip in the rear quarters, combined with ample interior and boot space, ensured it sold well and laid the foundation for Torana’s bright future.
Image: Holden

Mechanically the HB Torana was all but identical to its British sibling, with its four-link live rear axle and four-coil suspension being a first for Holden and a portent of things to come.

The HB offered good performance by 1967 small car standards, powered by a 56bhp 1.2-litre inline four-cylinder engine paired with a full-synchro four-speed manual gearbox and ‘sporty’ floor-shift. Not surprisingly, buyers rarely ticked a three-speed automatic option on the order form.

The model range consisted of Torana, Torana S and Torana SL, all based on the same two-door sedan body style with front bucket seats.

The ‘hot’ Brabham Torana added twin-carbs, shorter diff ratio, wider wheels, unique body stripes/black paint-outs, gold Brabham badges etc. Torana’s emphasis on sporty performance would grow with future models.
Image: Holden

Late in 1967, Holden perhaps drew inspiration from image-enhancing association with racing luminaries in the 1960s like Ford with Lotus and Shelby, or BMC with John Cooper, by releasing the ‘Brabham Torana’ option package.

In 1968 Holden introduced the more powerful ‘Series 70’ 69bhp engine option and a facelifted HB Torana Series 2 range, which included a new four-door body style. This was proudly designed and developed in Australia, with no HB Vauxhall equivalent being sold in the UK.

It also pointed to future Torana design and manufacturing, with increasing use of componentry shared with concurrent full-size Holdens to increase local content and amortise costs across two model lines.

Holden created a new market segment for compact six-cylinder sedans with the release of its handsome LC Torana range. The skillful integration of new 'compact' styling and 'full-size' drivetrain was a masterstroke.
Image: Holden

LC Torana (1969-1972)

The HB Torana gave GM-H a more solid foothold in the emerging small car market of the late ‘60s. However, it was never going to satisfy growing demand for a more compact Holden with the six-cylinder performance that most Australian car buyers preferred.

That consumer demand was going to increase, given a new generation of post-war baby boomers who by the late 1960s were in their early to mid-20s, increasingly cashed-up and looking for cool cars to buy. Holden identified this fundamental shift in late 1960s consumer attitudes in its LC Torana engineering report: 

“In recent years, Australian car buying habits have undergone revolutionary changes. Growing community affluence has spread new car ownership to an ever-widening cross-section of the public and stimulated significant shifts in consumer preferences.

“The ‘standard package’ car is simply out of date in the Australian context. Australian consumers now expect to be able to choose combinations of engines, transmissions, body types and creature comforts to their own taste - a fact GM-H acknowledged two years ago with introduction of its policy of ‘personalised transportation.’

“A notable development has been the strong growth in demand for smaller cars, typically four cylinder types. There have been a number of reasons for this, among them considerations of fuel economy, ease of handling in congested city traffic and increasing demand from young car buyers.

Little Big Wheels. Top-shelf SL trim in the LC Torana’s four-cylinder range offered Premier levels of luxury appointments. Note continuation of HB front sheet-metal but with new grille design.
Image: Holden

“One result of these trends has been the emergence of a gap between the small four-cylinder sector and the ‘traditional’ sixes. GM-H believes that this represents an area of unsatisfied demand, a growth sector of considerable potential. To cater for it, the LC Torana series introduces an entirely new car concept - the six cylinder compact.

“The LC sixes combine the advantages of six-cylinder performance and flexibility with compact size. They offer the best of both worlds - small enough to be personal cars, yet adequately powered for economical family motoring.”

LC Torana GTR brought Monaro GTS-style excitement and exquisite detailing to the new six-cylinder compact class it created with bold colours, GTS steering wheel, full instrumentation, front guard flutes, side stripes, wide wheels, unique 2600 S engine and more. 
Image: Holden

Holden indeed created “an entirely new car concept” when it released the LC Torana generation in 1969. Utilising the existing HB Torana floor-pan with strengthened and uprated HB suspension, Holden designers extended the wheelbase ahead of the windscreen to accommodate its inline six.

So, in creating Australia’s first “six cylinder compact” the LC Torana effectively became two model ranges – four-cylinder and six-cylinder.

The four-cylinder range, which no longer offered the Brabham option, carried over the HB’s mechanicals and shorter wheelbase, along with its front sheet-metal which was seamlessly integrated with the LC’s new rear styling.

The six-cylinder range’s styling was new from nose to tail and cleverly shared its drivetrains (engines now identified by displacement in cubic centimetres) with the concurrent full-size HT Holden range, offering the choice of standard 2250 (138cid) and optional 2600 (161cid) sixes plus GM-H’s new Tri-Matic option.

LC GTR XU-1 replaced the full-size V8 Monaro as Holden’s competition car. Hot triple-carb 186, upgraded brakes, larger fuel tank, front/rear spoilers and unique body decals created a pocket rocket that claimed the Australian Rally Championship in its first season. XU-1s won four straight ARC titles from 1971 to 1974.
Image: Holden

This sharing of major components proved not only cost-effective, but also blessed the Torana six with an athletic power-to-weight ratio that would ensure its ‘giant killer’ success in competition use.

The first taste of this strategy came in 1969 with the overtly sporty and beautifully detailed Torana GTR with uprated 2600 S engine, followed in August 1970 by an optional package designed with competition in mind called the GTR XU-1.

In 1971 the four-cylinder range was enhanced with a new Vauxhall-sourced 1.6-litre OHC engine, while the six-cylinder models shared drivetrains with Holden’s latest full-size HQ range.

This included the Torana’s optional 2600 six being replaced by a larger 2850 (173cid) version (and hotter 2850 S for the GTR) plus Holden’s new ‘Aussie’ four-speed gearbox replacing the ageing Opel-sourced equivalent.

When you’re hot - you’re hot! Holden promoted Torana’s competition breeding at every opportunity, as seen in this advertisement featuring the new LJ GTR. Holden produced small batches of LJ XU-1 ‘Bathurst specials’ in 1972 and 1973, with Peter Brock winning the 1972 event in a giant-killing performance against Ford’s dominant Falcon GT-HOs.
Image: Holden

LJ Torana (1972-1974)

The LJ was essentially a facelift and refinement of the LC series, with increased use of componentry from the HQ parts bin.

This included HQ interior trim materials and other cabin features, including a steering wheel and column assembly as part of a new dash layout.

Handling and ride quality were improved along with revision of the seating design to provide more lateral support.

Like their LC predecessors, the four-cylinder LJ Toranas lived in the shadow of their more glamorous six-cylinder siblings. They also faced formidable competition from myriad Japanese rivals.
Image: Holden

The four-cylinder range saw another increase in engine size, now topped by a Vauxhall-sourced 1760cc OHC inclined or ‘slant’ inline four.

The six-cylinder range comprised two and four-door Torana S, four-door SL and two-door GTR, with the hot XU-1 being upgraded from a GTR option to a regular production model. The two-barrel GTR and triple-carb XU-1 both received larger engines, courtesy of the HQ’s premium 3300 (202cid) six.

Although the all-new LH Torana was released in March 1974, Holden continued production of a facelifted LJ-based four-cylinder Torana to provide a stop-gap until the new TX Gemini was released in March 1975. Called the TA series, its production run lasted only 12 months.

High performance and competition success were themes enthusiastically embraced by Holden in building excitement around the launch of its all-new LH Torana range, topped by the SL/R 5000.
Image: Holden

LH Torana (1974-1976)

The all-new LH Torana was Holden’s first all-Australian medium car and a bold departure from previous Toranas, which had been based on variations of the UK Vauxhall chassis.

Apart from an imported Opel four-cylinder engine, all body and mechanical components were designed and manufactured in Australia, with the LH sharing many with its larger HQ series sibling. Holden historian Terry Bebbington aptly describes it as “virtually an HQ built on a smaller scale.”

Available only as a four-door sedan, the LH Torana’s 2586mm wheelbase was 46mm longer than the LC/LJ series it replaced. Suspension was Holden’s signature twin-wishbone/coil spring arrangement up front with the equally familiar four-link live axle/coil spring rear and 13-inch wheels.

Holden persisted with a four-cylinder offering in the LH series. The Torana 1900 laid the foundation for future LX and Sunbird models that prioritised fuel economy over performance.
Image: Holden

The LH was also heavier, wider, longer and lower than its predecessor, resulting in perceptions of a much larger car than it was.

Its marketing slogan “Torana 6/v8 - the car for its time” also highlighted that this was the first Torana available with a choice of six and eight-cylinder engines. In fact, it was also the first Holden to offer the choice of four, six and eight-cylinder engines in one model - one of few in the world to do so.

The sole four-cylinder offering was the new Torana 1900, powered by an imported Opel 1.9-litre cam-in-head inline four. With unique four-section grille and round headlights, it was available in S or SL trim.

The L34 option (left) enhanced the LH SL/R 5000’s touring car racing credentials, with a Repco-modified V8, marginally stronger rear axles, bigger brakes, larger 14-inch wheels, round headlights and bolt-on fiberglass wheel-arch flares to shroud wide racing tyres. The L34 enjoyed great success, including ATCC and ManChamp titles plus two Bathurst 1000 wins, the first by Peter Brock/Brian Sampson in 1975. 
Images: Holden and autopics.com.au

The six-cylinder/V8 models, with singular grille and rectangular headlights, continued to share drivetrains with the HQ comprising 2850 (173cid) and 3300 (202cid) sixes, 4.2-litre (253cid) and 5.0-litre (308cid) V8s with a choice of manual and automatic transmissions.

There were three trim levels comprising Torana S, Torana SL and Torana SL/R. If the latter was optioned with the top-shelf 5.0-litre V8 it was called the Torana SL/R 5000, exclusively equipped with the close-ratio M21 four-speed gearbox, large front and rear spoilers and SL/R 5000 logos on the rear spoiler and front guards.

The SL/R 5000 served as the basis of a competition-focused ‘L34’ option released in mid-1974, primarily designed for local touring car racing (above).

Holden also released limited-edition, value-packed LH models in 1975, including the six-cylinder G-Pak and four-cylinder Plus 4.

New three-door hatchback gave the LX Torana wider appeal than its LH predecessor, during a local boom in sales of recreational vehicles (RVs). Holden was obviously keen to promote the hatchback's versatility in the great outdoors, particularly the rear seat which could fold flat to create 'a neat little camper and handy carry-all.'
Image: Holden

LX Torana/Sunbird (1976-1978)

The LX series was more than just a mild exterior/interior facelift of the LH. It also expanded buyer choice with the addition of a stylish new three-door hatchback body style, complete with a ‘Hatch-Hutch’ tent offered as a camping accessory.

Externally the most notable change was a switch from the LH’s rectangular headlights to round units, a design feature previously seen on the Torana 1900 and Bathurst-winning L34. Interior upgrades included a modern headlight dip-switch/flasher controlled by a steering column stalk.

The LX four-door continued the LH’s four-cylinder and six/V8 model hierarchy, with the only change being discontinuation of the competition-focused L34 option for the SL/R 5000.

The second and final SL/R 5000 benefitted from numerous upgrades during LX production, including Holden’s new Radial Tuned Suspension in 1977.
Images: Holden and autopics.com.au

The new LX three-door hatchback, available only with six or V8 engines, was initially available in two trim levels comprising luxury SL and sporty SS, the latter offering engine choices up to the premium 5.0-litre V8 like its SL/R four-door sibling.

The LX range underwent several major changes during its production life, including the July 1976 introduction of new XT4 engine specifications across the range to comply with new ADR27A anti-smog laws.

New Sunbird effectively replaced the Torana 1900 SL and offered four-cylinder buyers a choice of four-door sedan and three-door hatchback body styles.
Image: Holden

Months later the Torana 1900 sedan range (S and SL) was dropped in favour of a new four-cylinder model called the Sunbird, in response to the ever-rising tide of Japanese rivals flooding the Aussie market. It was available as a sedan or hatchback.

Although based on the 1900, the Sunbird brought an upgraded interior and minor exterior cosmetic enhancements, but its biggest change was being the first model in the LX Torana range to adopt Holden’s new Radial Tuned Suspension (RTS).

Revered A9X option was a logical evolution of the L34, with upgrades including a stronger 10-bolt Salisbury rear axle, rear disc brakes, Borg Warner Super T-10 gearbox (race only), rear-facing bonnet scoop, front brake-cooling ducts, heavy-duty radiator with electric fan and more. The A9X proved utterly dominant, with Peter Brock/Jim Richards winning the 1979 Bathurst 1000 by six laps.
Images: duttongarage.com and autopics.com.au

This was a significant and long-overdue active safety advance, which brought sharper European-style handling response and superior roadholding. In early 1977 this pivotal chassis transformation expanded to include six-cylinder and V8 models, making the RTS-equipped LX Toranas demonstrably superior to their LH ancestors.

In September 1977 Holden released what is arguably the greatest Torana of them all. The legendary A9X option was (like the L34) designed primarily to enhance the performance and durability of the V8 Torana in local Group C touring car racing. It was available only on SL/R 5000 sedans and 5.0-litre SS hatchbacks.

Holden abandoned the Torana’s high performance image when it launched the final UC range in 1978, with more emphasis on 'international style' and engineering refinement.
Image: Holden

UC Torana/Sunbird (1978-1980)

The UC series was the end of the line for Torana given the launch of Holden’s all-new VB Commodore but it ensured the Torana had significant changes in styling, interior, mechanicals and model grades in case the Commodore was not a success.

The front featured new rectangular headlights and an elegant grille design that contributed to a more streamlined appearance. The rear also received conspicuously large taillight clusters for increased safety and a point of difference.

Interior enhancements included a new dash fascia and instrument cluster, HZ-style multi-function steering column stalk, redesigned seats and more rear legroom.

There were also numerous engineering changes, with the biggest being the axing of V8 models. The UC’s unitary body-chassis unit benefitted from weight savings in some areas as a result, which with further RTS refinement resulted in improved power-to-weight ratios and handling balance.

Holden’s new 10-bolt ‘small Salisbury’ diff (with optional rear disc brakes) finally replaced the ageing Banjo unit, which required a new rear floor-pan with revised suspension pick-up points.

Holden’s Starfire 4 engine was effectively a four-cylinder derivative of Holden’s 2.85-litre (173cid) six-cylinder block paired with a newly designed cylinder head and two-barrel carburettor.
Image: Holden

Four-cylinder UC models were Sunbird and Sunbird SL in sedan or hatchback, while the six-cylinder line comprised the sedan-only Torana S and Torana SL (with optional Deluxe package) available in sedan or hatchback.

In late 1978 the Sunbird’s Opel-sourced 1.9-litre four was replaced by GM-H’s homegrown Starfire 4 engine with the same displacement, derived from Holden’s venerable inline six.

New Sunbird SL/E luxury sedan and hatchback variants with the new Starfire engine were added to the four-cylinder range, joined in mid-1979 by a limited-edition Sunbird Deluxe in sedan only.

At the same time production of the UC Torana came to an end, with Sunbird production continuing until its demise in September 1980.

The Torana is a Holden icon and unquestionably a Super Model in the rich history of Australian car manufacturing.