HOLDEN TORANA LC-LJ

HOLDEN RECKONED IT WAS A NO-BRAINER THAT AUSSIES IN LOVE WITH SIXES WOULD LOVE THEM IN THE COMPACT TORANA AS WELL. SPOT ON!

When Holden’s larger and more aggressive LC Torana appeared in October 1969 the range included models aimed deliberately at buyers in the under-30 age range. While four-cylinder versions still sold well it was the six-cylinder engine that would keep Torana sales surging in the face of Japanese competition.

Holden was the first Australian car-maker to put six-cylinder engines into a medium-sized body. The smaller, lighter Torana used less fuel than a full-sized Holden, yet with bench seats front and rear could still accommodate six decent-sized occupants.

Even with the lowest-spec 2250cc engine, the Torana

Six delivered 70kW through its three-on-the-tree manual transmission. The 2.6-litre ‘161’ engine produced 114hp (85kW ) and could be specified with a four-speed manual change or Holden’s new Trimatic.

After two years and selling almost 75,000 cars the LC was mildly restyled and re-labelled as the LJ. With a plastic grille and three-piece tail-lights the revamped Torana drew inspiration from the North American Chevrolet Camaro and full-sized HQ Holden range.

Engines were enlarged again and although the 3.3-litre ‘202’ was reserved for GTR and XU-1 models the 88kW ‘2850’ SL still delivered decent performance, especially when fitted with four-speed transmission, optional disc brakes and wider GTR wheels. A new range of colours helped boost the Torana’s appeal to younger buyers and sustain used values.

Road testers complained about the nose-heavy understeer, exacerbated by steering that was heavy, slow and imprecise.

However, the Torana’s diverse motor sporting record provides ample evidence that the factory-spec chassis could be significantly improved.

Trim quality and longevity were also concerns for Torana buyers and subsequent owners. The seats even from new were flat, slippery and uncomfortable; a situation that could only be remedied by spending big on some after-market ‘sports’ seats. Ventilation was another issue and lack of airflow was pretty unforgivable in an Australian car.

Two-door ‘S’ and ‘SL’ models have been endangered ever since the 2005 boom in performance car values made ‘replica’ XU-1s a worthwhile thing to own. Of course, this trend also had the effect of bolstering demand for untouched cars. Owners who refused to compromise their Toranas’ authenticity reaped benefits as values increased substantially.

Top-quality examples of both series will exceed $40,000 and even neglected cars needing full restoration manage $15,000.