Post by whcaprice on Sept 9, 2007 17:13:09 GMT 9.5
Holden Torana LH
In March 1974, Holden produced the first all Australian medium sized car with the Torana LH. “Its keynote is versatility. LH is designed for those buyers who want an alternative to full-size vehicles but whose needs would not be satisfied by a small car.” So stated GMH’s Managing Director, Damon Martin.
However, was the LH an improvement on the Torana lineage, or a completely different category of car? Whilst all previous Toranas had been improvements on the Vauxhall lineage, the Torana LH was more of medium sized HQ Kingswood.
Other than the Opel 1900 4 cylinder engine, the LH contained mechanical and body parts all by Australian design and build. It was the first Holden series, and in fact one of the few vehicles in the world, to be offered in 4, 6 and 8 cylinder versions. The 6 cylinder achieved the majority of the LH sales.
The LH utilized the LJ’s excellent power to weight ratio, good handling, reliability and solid build. However, the improvements to the body allowed more interior room and other improvements included bolt on sheet metal panels (rather than welded panels) on the front, with strengthened bumper bars installed.
The 4 cylinder models had a different grille compared to the 6 and V8 versions. The 4 cylinders also had round headlights, whereas the other versions had rectangular headlights (except the L34 which had the same lights as the 4 cylinder).
The engine in the LH moved from the four cylinder 1900cc engine up to the six cylinder 2250 (export only), 2850 and 3300cc engines. The V8s were either a 4.2 or 5.0 liter power plant. An exclusive option to the LH was the L34 5.0 liter engine.
The LH was solely available as a four door sedan. There were three trim levels – the basic Torana S, then the SL, and rounded up with the Torana SL/R (Sports Luxury/Racing). Both the S and SL were available in virtually any configuration (up to 4.2L). The SL/R was standard with 3300cc and optional 4.2L V8 or 5.0L V8.
Front and rear spoilers and decals denoted the SL/R 5000 – the SL/R optioned with a 5.0L V8 engine. This version of the LH was also known as the GTR XU-2, particularly in its preproduction stages. This is the most collectable version of the Torana LH model.
In mid 1974, for tour car racing and Bathurst in particular, Holden released the SL/R 5000 L34 option. This version could be identified by more body armor, bigger steel rally wheels and bolt on wheel arch flares. However, it was the engine that really flew! Improvements were made to improve the racing use durability. Standard 5.0 liter, with stronger rods and pistons, bigger valves and modified ports on the heads, two piece tubular exhaust headers, and twin coil/twin point ignition. The standard Rochester Q-jet carburetor was modified with a manual choke.
Under the SL/R 5000 L34 option, a High Output package was also available. This package supplied full racetrack gear, cooler for the engine oil, larger camshaft, and a 780cfm vacuum secondary Holley carby.
In the 1974 Bathurst classic, the L34 took second and third place, and it scored consecutive top three placings in 1975 and 1976. 1975 actually saw the first all-Holden winner’s podium, to be repeated again with another Torana trifecta in 1976!
After the racing success of Torana, interest in the 4 cylinder Torana LH waned, with an emphasis placed on the 6 cylinder and V8 versions. In order to draw attention back to the 4 cylinder models, Holden offered a Plus 4 pack, painted in gaudy red, green or yellow.
Interestingly, a wagon version of the Torana LH was researched and a prototype was produced. However, no further steps were taken to make the wagon LH a reality.
All up, the production of the LH Torana reached the total number (for all models) of 70,184. And finally, as proved in the ’74 – ’76 racing seasons, the LH babies could truly fly!
In March 1974, Holden produced the first all Australian medium sized car with the Torana LH. “Its keynote is versatility. LH is designed for those buyers who want an alternative to full-size vehicles but whose needs would not be satisfied by a small car.” So stated GMH’s Managing Director, Damon Martin.
However, was the LH an improvement on the Torana lineage, or a completely different category of car? Whilst all previous Toranas had been improvements on the Vauxhall lineage, the Torana LH was more of medium sized HQ Kingswood.
Other than the Opel 1900 4 cylinder engine, the LH contained mechanical and body parts all by Australian design and build. It was the first Holden series, and in fact one of the few vehicles in the world, to be offered in 4, 6 and 8 cylinder versions. The 6 cylinder achieved the majority of the LH sales.
The LH utilized the LJ’s excellent power to weight ratio, good handling, reliability and solid build. However, the improvements to the body allowed more interior room and other improvements included bolt on sheet metal panels (rather than welded panels) on the front, with strengthened bumper bars installed.
The 4 cylinder models had a different grille compared to the 6 and V8 versions. The 4 cylinders also had round headlights, whereas the other versions had rectangular headlights (except the L34 which had the same lights as the 4 cylinder).
The engine in the LH moved from the four cylinder 1900cc engine up to the six cylinder 2250 (export only), 2850 and 3300cc engines. The V8s were either a 4.2 or 5.0 liter power plant. An exclusive option to the LH was the L34 5.0 liter engine.
The LH was solely available as a four door sedan. There were three trim levels – the basic Torana S, then the SL, and rounded up with the Torana SL/R (Sports Luxury/Racing). Both the S and SL were available in virtually any configuration (up to 4.2L). The SL/R was standard with 3300cc and optional 4.2L V8 or 5.0L V8.
Front and rear spoilers and decals denoted the SL/R 5000 – the SL/R optioned with a 5.0L V8 engine. This version of the LH was also known as the GTR XU-2, particularly in its preproduction stages. This is the most collectable version of the Torana LH model.
In mid 1974, for tour car racing and Bathurst in particular, Holden released the SL/R 5000 L34 option. This version could be identified by more body armor, bigger steel rally wheels and bolt on wheel arch flares. However, it was the engine that really flew! Improvements were made to improve the racing use durability. Standard 5.0 liter, with stronger rods and pistons, bigger valves and modified ports on the heads, two piece tubular exhaust headers, and twin coil/twin point ignition. The standard Rochester Q-jet carburetor was modified with a manual choke.
Under the SL/R 5000 L34 option, a High Output package was also available. This package supplied full racetrack gear, cooler for the engine oil, larger camshaft, and a 780cfm vacuum secondary Holley carby.
In the 1974 Bathurst classic, the L34 took second and third place, and it scored consecutive top three placings in 1975 and 1976. 1975 actually saw the first all-Holden winner’s podium, to be repeated again with another Torana trifecta in 1976!
After the racing success of Torana, interest in the 4 cylinder Torana LH waned, with an emphasis placed on the 6 cylinder and V8 versions. In order to draw attention back to the 4 cylinder models, Holden offered a Plus 4 pack, painted in gaudy red, green or yellow.
Interestingly, a wagon version of the Torana LH was researched and a prototype was produced. However, no further steps were taken to make the wagon LH a reality.
All up, the production of the LH Torana reached the total number (for all models) of 70,184. And finally, as proved in the ’74 – ’76 racing seasons, the LH babies could truly fly!