Australian Car History - Holden (Part 3)

This is part 3 of my Holden history. This will not cover as many of the models as I said in the previous part as there is too much content for a single post. Therefore this part will cover the period from 1965 to 1971. Part 4 will then cover the cars from 1972 to the introduction of the Commodore.

1965-1966: Holden HD
The HD had a completely new body, making it wider and longer than the previous Holden’s. Engineered entirely in Australia, the new model offered substantial increases in passenger and load space. Equipment levels were higher and self-adjusting brakes were fitted. Furthermore, disc brakes were offered as a factory-fitted option for the first time.

Although in later years, the HD would probably be the least favourably remembered Holden, the early demand was exceptionally high. During the first few months HD sales actually outstripped those of the record-breaking EH. The introduction price was $2320.

Holden achieved its best sales month on record, with over 19,000 HD’s registered during May 1965. Nearly 20,000 Holdens are exported during the year of production.

The most interesting mechanical feature was the more powerful ‘X2′ engine. Available as an option for all models, it developed 140hp (25hp up on standard) by virtue of twin carburettors, a modified camshaft, new manifolds and a low-restriction exhaust system. On the transmission front, the Hydramatic three-speed automatic was replaced by the Powerglide two-speed.

With a choice of three engines, two gearboxes and an expanded options lists (which included the latest fashion, the vinyl roof), the HD gave the Holden buyer the greatest choice yet. Unfortunately, the new model’s early promise was not realised. A downturn in the market was compounded by a general cooling of public affection for the relatively avant-garde appearance of the HD.

The styling was either loved or hated with people giving the shape of the front quarter panels the name of “Kidney Cutters”. Others gave the HD the nickname of the “Horribly Designed”.

A total of 178,927 HD’s were built.

1966-1967: Holden HR
If the HD was called the “Horribly Designed”, then the HR was called the “Hastily Revised”. This was a common quote for most journalists at the time.

When sales of the HD started to wane, Holden hit back hard with the HR. Although the body changes looked mild, they involved reworking the roofline and changing almost all the exterior panels to give a sleeker, more modern profile. Car–buyers responded by making the HR one of the biggest– selling Holden’s of all. Exterior changes were also effected at both ends, with a new grille with squared–off headlight surrounds at the front and ‘tower type’ lights at the rear. The introduction price was $2167.

The Holden’s performance was improved by virtue of enlarged versions of the “Red Motor” with higher compression ratios. The X2 option was carried over from the HD but was further tweaked boosting power by 5hp over the previous X2, making it the most powerful Holden engine to date. Other HR changes included a slightly widened track, a wider rear windscreen and plusher cabin trimmings, including a woodgrain finish for the Premier’s interior.

Options included power steering, front–wheel disc brakes and a limited–slip differential. Six months after the launch, all HRs were given a safety upgrade with the addition of front seat belts, windscreen washers, reverse lights, sunvisors and a shatterproof interior rear–vision mirror. The fitting of seat belts as standard was the forerunner of many significant safety–related features pioneered by Holden in Australia.

From June 1967, a new ‘186S’ engine became available as an option. Boasting the same output as the X2 engine it replaced, this two–barrel single carburettor engine delivered its power more smoothly and featured Holden’s first automatic choke. At the same time a floor–shift four–speed manual gearbox was offered as an $85 factory option.

A total of 252,352 HR’s were built.

1967-1969: Holden HB Torana
While the HB Torana was the first small Holden, it was not GM-H’s first small car, as they had previously assembled and marketed the Vauxhall HA Viva. When the HA was due to be replaced with the HB Viva in 1967, GM-H decided to increase the local content and badge it as a Holden. The word “Torana” means “to fly” in an Aboriginal language and was the first Aboriginal name used by Holden. The Series 1 tag was not official GM-H coding but was used to differentiate this car from the later 1969 Torana.

Externally, the main difference between the English HB Viva and the Australian HB Torana was Vauxhall’s use of rectangular headlights and matching grille (the Holden’s headlights were round). The car showed its European heritage with two rear number plate lights (to accommodate the wider UK number plates), secondary km/h scale on the speedo and the multi function stalk with horn, headlight flasher, high / low beam and blinkers. The model range consisted of one body style only, a two door sedan, in three trim levels: the Torana, the Torana S and the Torana SL. The introduction price was between $1800 and $1900.

Powered by an 1159cc 4 cylinder OHV engine, transmitting through a four speed floor shift all synchro gearbox, it was quite a good little performer by 1967 standards and was very well received when introduced. The suspension was another first for Holden, with coils all round, a four link setup and rack and pinion steering up front (also Holden’s first).

When the HB series was first introduced, the 56bhp engine was the only powerplant available. This was remedied in late 1967 with the addition of the Brabham version and early in 1968 with the Series 70 engine option. The Brabham was an option package available for both S and SL models and was equipped with twin carbs. It was a 79bhp version of the same basic 1159cc Vauxhall four cylinder engine. Other inclusions were power front disc brakes, wider (four inch) road wheels and tyres and a lower ratio (4.125:1) differential. Brabham Toranas were identified by a broad centre GT style stripe, blacked out rear tail light panel, small Brabham badges on the front guards and a mahogany gear knob with the Brabham motif (auto transmission was not available with this engine).

HB SERIES 2
Introduced as the ‘1969 Torana’, the HB Series 2 was actually released in September 1968 and was a minor upgrade of the first HB. Even though it appeared almost identical, the new version featured plenty of new components as well as an increase in local content. The four door S and SL sedans were a new addition to the range and the Brabham became a separate, two door only model (option number XS5). The four door body was an entirely Australian development and exhibited an increase in overall body strength.

Exterior changes were limited to badgework, some relocated and some new. A coachline pinstripe was used on the SL model and only one number plate light was fitted to the rear bumper (previously there were two). Interior changes were more obvious, with the introduction of a collapsible steering column and steering wheel (similar to that on the HK) and new round, recessed instruments.

The Brabham model for the Series 2 was revised with a stripe across the nose and along the sill as well as blacked out window frames and tail light panel. Comprehensive instrumentation including a tachometer as well as oil pressure, fuel, water temperature and amp gauges completed the package.

A total of 36,561 HB Torana’s were produced.

1968-1969: Holden HK
The all–new Holden HK was the most ambitious series to date, bringing a large array of additional models and new mechanical features including an imported V8 engine. The HK also introduced the soon–to–be famous “Kingswood” name for the volume–selling model.

The HK was bigger, lower, heavier and more rounded in appearance. The two major model additions were the Brougham luxury variant and the Monaro sports coupe. The V8 engine was available on all models and proved such a success that a significant number of Holden buyers are still specifying bent iron engines today.

The base model HK sedan was called Belmont and the model formerly called “Special” became “Kingswood”. The upmarket Premier was retained (and featured a different roofline to lesser models) and, in July 1968, an extended version of the HK sedan, the Brougham, was released. It was over 20 cm longer than the Premier and featured the Chevrolet–built ‘307’ V8 engine, automatic transmission, power steering and the most plush Holden interior yet. The introduction price was $2215.

July 1968 also brought the Monaro sports coupe. Based on the HK sedan (and similar in wheelbase and overall length), the pillarless Monaro was the first local vehicle of its type and won Holden a legion of new fans. The three Monaro models included the potent “Bathurst–bred” GTS 327, fitted with a US–built, 5.3–litre V8 engine. With the HK, Holden offered a larger choice of models, engines, transmissions and options than had previously been seen in a mass–produced Australian car. Safety features fitted to all models included an energy–absorbing steering column (another local first) and a dual circuit braking system.

A total of 199,039 HK’s were built.

1969-1970: Holden HT
The HT series introduced a production version of the Aussie V8, which had earlier been exhibited in the spectacular Holden Hurricane experimental car. The locally designed and built V8 came in two versions: the 253ci (4.2–litre) and 308ci (5–litre). The 308 was standard on the stretched Brougham but initially the imported 307 was fitted to other 5–litre HT models. Both versions of the Aussie V8 were praised for their low overall weight, compactness and smoothness. Demand was strong. The introduction price was $2326.

Although the HT’s styling changes were minor, they resulted in a cleaner–looking design. The model brought wraparound rear light clusters and the redesigned grilles (with different designs for different models) made use of new ABS plastic. There were also flatter rear flanks, which eliminated the ‘hip’ at the rear roof pillar and resulted in a wider back window.

Other features included an increase in track width, improved suspension, a new instrument panel and synchromesh on all forward gears for all manual models. A new windscreen wiper system with an articulated wiper blade provided greater visibility and all other safety features introduced with the HK — including the telescoping steering column and dual master brake system — were carried over.

The HT model choice included sedans, wagons, Monaro coupes, the Brougham luxury saloon, plus utility and panel van versions. Demand for the Monaro continued to run well ahead of supply. In August 1969, the extremely potent 5.7–litre Chevrolet 350 V8 was offered with the limited–build “Bathurst Pack” Monaro GTS.

A long list of options gave HT buyers a choice of five engines and four gearboxes, a limited–slip differential, “Superlift” shock absorbers, front–wheel disc brakes, power steering, power windows, bucket seats, reclining seats, refrigerated air–conditioning, ‘rally’ wheels and a vinyl roof.

A total of 183,402 HT’s were built.

1969-1972: Holden LC Torana
The HB Torana was replaced by the LC (which stood for “Light Car”) in October 1969. A much better car than its predecessor, it did however share the same floorpan - although on 6 cylinder models the wheelbase was lengthened. Its timing could not have been better, particuarly as Australia at the time was dominated by six cylinder Holden, Falcon and Valiant family sedans.

The two most important aspects to the LC were the all new body - vastly more handsome than the humble HB, and the addition of Australian content - most importantly the 6 cylinder engine. In fact, only a handful of underbody parts were carried over from the HB. The existing HB Torana was put on the rack, and acquired an additional 10 inches (254mm) in overall length, most of which was ahead of the front doors.

A close inspection of the angles used by the designers gave a reasonably good insight into what the yet un-released HQ Holden would look like. From every angle the LC looked fantastic, the rear-end treatment of particular note for its longer wrap-around tail lights and fuel-filler cap conveniently located between the tail lights. To many it seemed the perfect alternative to the large family sedan, particularly given the HK Holdens had grown somewhat in size. When compared to the ever popular EH Holden, the HK was shown up to be overweight and rather lethargic.

There were eight models available in the LC lineup, including both two and four-door models. In its cheapest form, the LC six was a two-door model equipped with drum brakes all round and a three-speed “on the tree” column shift. The introduction price was $1828.

Engines available ranged from the small 4 cylinders (1200cc & 1600cc) to the 6 cylinder Red Motor (2250cc, 2640cc and the 3050cc). The GTR XU-1 was the only model to feature the 3050cc (186ci) motor.

As all Torana models were fitted with bucket seats, it made sense to option the Opel floor mounted four speed manual. Those that did found their new steed could cover the standing quarter in less than 19 seconds, running on to a little over 90 mph. If you could afford the extra money, then the GTR represented great value. At just $2778 the two-door only GTR gave you the larger (re-worked) 161 engine and Opel box as standard, along with front disc brakes, heavy duty suspension (firmer springs, shock absorbers and an front anti-roll bar), full instrumentation, striking stylistic details which included louvres on the front fenders, handsome two-piece wheel covers and bold paint colours.

The LC Torana took out the prestigous Wheels “Car Of The Year Award” in 1969. The advent of the GTR and GTR XU-1 models saw Australian police use these as pursuit vehicles, building a reputation that helped the LC Torana become the best selling light car in Australia both in 1970 and 1971. The manual tansmission for the GTR was borrowed from the GTS Monaro, as was the Monaro wood rimmed steering wheel.

A total of 74,627 LC Torana’s were produced.

1970-1971: Holden HG
The Holden HG was the final refinement of the HK/HT series and introduced the Australian–built, three–speed Trimatic automatic transmission to the ‘full–size’ Holden. The model range was as before, with sedans, wagons, Monaro coupes and light commercial models in several levels of specification, plus the Brougham luxury saloon.

The Trimatic transmission was standard on the Brougham and available on all other models, except the Monaro GTS 350, which was offered with four–speed manual or the regular two–speed Powerglide automatic. As well as a more elaborate ABS plastic grille and ‘cleaner’ body decorations, the HG had new safety features, colours and trim designs. Improved disc brakes were now fitted to all V8 models.

The suspension system of the Monaro GTS was modified for greater comfort. This was possible because race duties had been taken over by the smaller Torana, so the Monaro was no longer sold in “Bathurst” trim. All HG changes, including the optional Trimatic transmission and choice of five locally produced engines, were offered on the big–selling range of Holden light commercial vehicles.

That concludes part 3 of my Holden history. As I said at the beginning, the next part will cover the period from 1972 to the introduction of the Commodore.

Hope you enjoyed!