Post by whcaprice on Sept 9, 2007 17:14:27 GMT 9.5
Holden Torana LJ
In 1972, Holden introduced the LJ Torana, bringing the Torana family in line with the mid 1971 introduction of the HQ Holden series.
Very few changes were actually made to the LJ. Many components from the LC were shared, and some components of the HQ were included into the LJ. The LJ basically offered improved handling and noise suppression on the LC.
The major change to the Torana was a choice of engine. The base level engine remained at 2250cc, but the 2600cc was replaced by a 2850cc engine as per the HQ Holden sedan. An optional 3300cc engine was also offered, with gearbox choices remaining the same across the series.
The LJ included impact absorbing sun visors, adjustable head restraints, and a steering column and trim borrowed from the HQ. The 6 cylinder model even resembled the HQ in looks, particularly with the use of a recessed plastic grille. Other changes included a three piece tail light assembly, dash layout, improved suspension springs and shocks for a smoother ride, and slightly redesigned seating.
As part of the dash redesign, the heater controls were relocated. The ignition column was borrowed from the HQ. On the GTR, the positions of some gauges were moved around. The radio was mounted in the centre of the dash, enabling more convenient access to the driver.
Holden’s focus was on improving the safety of the Torana. The redesign of the dash, and the seats, was intended in the event of a crash, to make it safer for the driver and passengers. These design changes made it easier for the driver to make adjustments whilst wearing a seatbelt, and the seats themselves offered more lateral support.
The basic model line up was the same as the late LC. The 4 cylinder engine was available as a two door sedan, and the two or four door Deluxe sedan. The 6 cylinder engine was available as a two or four door Torana S series, and the four door SL series sedan. The GTR remained as a two door option, and the GTR XU-1 was also in production at that time.
The GTR XU-1 was undergoing regular racing and therefore constant development, until the decisive version was released in September 1972. By this time, it had alloy wheels, tubular extractors, and stronger rear axels. Whilst exact figures were never published, the XU-1 allegedly possessed over 200bhp, and in 1972 with Peter Brock driving, the GTR XU-1 won the Bathurst 500.
The LJ XU-1 Torana was also released, with a 3300cc engine, again with three carbys and a four speed Australian made transmission.
Notably, both the LC and LJ Toranas were sold in New Zealand. However, they were only available in the 6 cylinder version as the Vauxhall Viva was also sold there.
In 1973, the 3300cc engine was offered as an option on the S and SL models. Previously, the 3300cc engine was exclusive to the GTR. The 56bhp 1200 engine was discontinued at the same time to be taken over by the Torana 1300.
All up, the production of the LJ Torana reached 81,453. Whilst more the LJ provided more of a facelift to the LC than any true vehicle improvements, it did see so many increased safety measures that as a model, it can not be ignored.
In 1972, Holden introduced the LJ Torana, bringing the Torana family in line with the mid 1971 introduction of the HQ Holden series.
Very few changes were actually made to the LJ. Many components from the LC were shared, and some components of the HQ were included into the LJ. The LJ basically offered improved handling and noise suppression on the LC.
The major change to the Torana was a choice of engine. The base level engine remained at 2250cc, but the 2600cc was replaced by a 2850cc engine as per the HQ Holden sedan. An optional 3300cc engine was also offered, with gearbox choices remaining the same across the series.
The LJ included impact absorbing sun visors, adjustable head restraints, and a steering column and trim borrowed from the HQ. The 6 cylinder model even resembled the HQ in looks, particularly with the use of a recessed plastic grille. Other changes included a three piece tail light assembly, dash layout, improved suspension springs and shocks for a smoother ride, and slightly redesigned seating.
As part of the dash redesign, the heater controls were relocated. The ignition column was borrowed from the HQ. On the GTR, the positions of some gauges were moved around. The radio was mounted in the centre of the dash, enabling more convenient access to the driver.
Holden’s focus was on improving the safety of the Torana. The redesign of the dash, and the seats, was intended in the event of a crash, to make it safer for the driver and passengers. These design changes made it easier for the driver to make adjustments whilst wearing a seatbelt, and the seats themselves offered more lateral support.
The basic model line up was the same as the late LC. The 4 cylinder engine was available as a two door sedan, and the two or four door Deluxe sedan. The 6 cylinder engine was available as a two or four door Torana S series, and the four door SL series sedan. The GTR remained as a two door option, and the GTR XU-1 was also in production at that time.
The GTR XU-1 was undergoing regular racing and therefore constant development, until the decisive version was released in September 1972. By this time, it had alloy wheels, tubular extractors, and stronger rear axels. Whilst exact figures were never published, the XU-1 allegedly possessed over 200bhp, and in 1972 with Peter Brock driving, the GTR XU-1 won the Bathurst 500.
The LJ XU-1 Torana was also released, with a 3300cc engine, again with three carbys and a four speed Australian made transmission.
Notably, both the LC and LJ Toranas were sold in New Zealand. However, they were only available in the 6 cylinder version as the Vauxhall Viva was also sold there.
In 1973, the 3300cc engine was offered as an option on the S and SL models. Previously, the 3300cc engine was exclusive to the GTR. The 56bhp 1200 engine was discontinued at the same time to be taken over by the Torana 1300.
All up, the production of the LJ Torana reached 81,453. Whilst more the LJ provided more of a facelift to the LC than any true vehicle improvements, it did see so many increased safety measures that as a model, it can not be ignored.