Post by whcaprice on Sept 9, 2007 17:15:04 GMT 9.5
Holden Torana LC
On 28 October 1969, Holden replaced the HB Torana with the much improved LC model. Whilst continuing with the same floor plan as the HB (and therefore, the same floor plan as the Vauxhall VA), Holden made significant and much needed improvements, making the LC Torana the best selling light car in 1970 and 1971 consecutively. The LC was so improved that it set new handling and braking standards for the light car.
The design for the LC actually began in 1966 with clay models. At that time, over 60 different grille/headlight combinations were attempted before the final product was decided upon. When produced, the dash, controls, and suspension were duplicated from the HB (Series 2), albeit with slight strengthening.
The most obvious improvement to the LC was the choice of the 4 cylinder or the Australian 6 cylinder engine. Admittedly, the 6 cylinder models required a slight adjustment to the floor plan with more length in the wheel base – meaning a 26.7cm increase in length on the 4 cylinder models. The front wheels were literally extended forward for an increase in bonnet space. The 6 cylinder had a capacity of 2250cc, with a three or four speed manual gearbox or a three speed automatic transmission.
The other obvious enhancement was in the sleeker body design. In particular, the rear of the vehicle was notable for the wrap around tail lights with the fuel cap located between the slightly longer tail lights. Both S or SL trim was offered, with the option of bench or bucket seats.
In total, eight models were available under the LC banner. These included both two and four door models, the LC GTR series, and the GTR-X series. All the LC models had an excellent power to weight ratio.
The GTR series was two door, with the more powerful 2600cc engine, four speed Opel manual transmission, SL trim, bold paint choices, hand woven wheel covers, sports suspension, and louvres on the front fenders. Standard features included front anti-roll bar, front disc brakes, and firmer springs and shock absorbers. The GTRs also stole particular influences from the GTS Monaro, including the manual transmission and the steering wheel rimmed with wood. The instruments were similar to those on the HB Series 2 Brabham.
Another interesting point is that at that time, these vehicles were used as police pursuit vehicles. Initially the Australian police considered the GT Falcon, but the inferior fuel economy was not worth the very slight increase in performance.
The GTR XU-1 was developed when Harry Firth was employed by Holden to build an inexpensive yet winning Bathurst 500 model to take over from the Monaro GTS 350. It was the first genuine performance Torana. It was built and raced in 1970. Under the sports sedan class, Tony Roberts drove under the guise of the Holder Dealer Team with an 186ci (3L) engine. The vehicle actually had three Stromberg CD-150 carbys, an Opel four speed gearbox, and a 161ci head to increase compression. With a manufacturing cost of $3148, Holden released it for sale on 19 August 1970. With stiff suspension, rack and pinion steering, rear spoiler, and wider steel rims as standard, it was not exactly a family favorite, but Don Holland winning at Bathurst (c class) in 1970 proved they were on a winner.
Holden also experimented with the GTR-X, a true sports car. This is the Torana with the greatest reputation. It included XU-1 components with an 186ci engine and a low slung, sleek, wedge shaped two door fiberglass body. Full instrumentation was standard, and at 1043kg it was said to have reached 210km/h top speed during testing. Sadly, after only a few examples were produced, the project was shelved due to the massive cost of production given the small Australian population.
For any would-be restorers, as interest today is only for the 6 cylinder Torana LC models, it’s worth noting again that the wheel base in the 6 cylinder was longer than the 4 cylinder model and therefore it is necessary to start with the 6 cylinder wheel base.
All up, the production of the LC Torana reached 74,627 (with 1,633 XU-1s). A vast improvement on its predecessor HB, the LC Torana won Wheels Car of the Year in 1969. For the Torana family, it was only just the beginning.
On 28 October 1969, Holden replaced the HB Torana with the much improved LC model. Whilst continuing with the same floor plan as the HB (and therefore, the same floor plan as the Vauxhall VA), Holden made significant and much needed improvements, making the LC Torana the best selling light car in 1970 and 1971 consecutively. The LC was so improved that it set new handling and braking standards for the light car.
The design for the LC actually began in 1966 with clay models. At that time, over 60 different grille/headlight combinations were attempted before the final product was decided upon. When produced, the dash, controls, and suspension were duplicated from the HB (Series 2), albeit with slight strengthening.
The most obvious improvement to the LC was the choice of the 4 cylinder or the Australian 6 cylinder engine. Admittedly, the 6 cylinder models required a slight adjustment to the floor plan with more length in the wheel base – meaning a 26.7cm increase in length on the 4 cylinder models. The front wheels were literally extended forward for an increase in bonnet space. The 6 cylinder had a capacity of 2250cc, with a three or four speed manual gearbox or a three speed automatic transmission.
The other obvious enhancement was in the sleeker body design. In particular, the rear of the vehicle was notable for the wrap around tail lights with the fuel cap located between the slightly longer tail lights. Both S or SL trim was offered, with the option of bench or bucket seats.
In total, eight models were available under the LC banner. These included both two and four door models, the LC GTR series, and the GTR-X series. All the LC models had an excellent power to weight ratio.
The GTR series was two door, with the more powerful 2600cc engine, four speed Opel manual transmission, SL trim, bold paint choices, hand woven wheel covers, sports suspension, and louvres on the front fenders. Standard features included front anti-roll bar, front disc brakes, and firmer springs and shock absorbers. The GTRs also stole particular influences from the GTS Monaro, including the manual transmission and the steering wheel rimmed with wood. The instruments were similar to those on the HB Series 2 Brabham.
Another interesting point is that at that time, these vehicles were used as police pursuit vehicles. Initially the Australian police considered the GT Falcon, but the inferior fuel economy was not worth the very slight increase in performance.
The GTR XU-1 was developed when Harry Firth was employed by Holden to build an inexpensive yet winning Bathurst 500 model to take over from the Monaro GTS 350. It was the first genuine performance Torana. It was built and raced in 1970. Under the sports sedan class, Tony Roberts drove under the guise of the Holder Dealer Team with an 186ci (3L) engine. The vehicle actually had three Stromberg CD-150 carbys, an Opel four speed gearbox, and a 161ci head to increase compression. With a manufacturing cost of $3148, Holden released it for sale on 19 August 1970. With stiff suspension, rack and pinion steering, rear spoiler, and wider steel rims as standard, it was not exactly a family favorite, but Don Holland winning at Bathurst (c class) in 1970 proved they were on a winner.
Holden also experimented with the GTR-X, a true sports car. This is the Torana with the greatest reputation. It included XU-1 components with an 186ci engine and a low slung, sleek, wedge shaped two door fiberglass body. Full instrumentation was standard, and at 1043kg it was said to have reached 210km/h top speed during testing. Sadly, after only a few examples were produced, the project was shelved due to the massive cost of production given the small Australian population.
For any would-be restorers, as interest today is only for the 6 cylinder Torana LC models, it’s worth noting again that the wheel base in the 6 cylinder was longer than the 4 cylinder model and therefore it is necessary to start with the 6 cylinder wheel base.
All up, the production of the LC Torana reached 74,627 (with 1,633 XU-1s). A vast improvement on its predecessor HB, the LC Torana won Wheels Car of the Year in 1969. For the Torana family, it was only just the beginning.