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Thread: what do u think about the LJ Torana

  1. #46
    Join Date
    Dec 2006
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    8
    think a six pack challenger T/A in an aussie body, nice combination.

  2. #47
    Join Date
    Jun 2005
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    4,031
    Unfortunately I couldn't furnish any pictures of the LC Holden Torana XU-2 V8 built by HDT and detailed in my post below. However I've found a for-sale replica of this very car on the web which contains some small pics which will give Torana novices an idea of the vehicle in question

    http://www.australianmusclecarsales.com.au/muscle/79020

    Both the 1969 LC Torana and 1972 LJ facelift was in essence a restyled version of the Vauxhall Viva HB, a small sedan that competed against the original 1968-on UK Ford Escort. Viva engines were I-4s ranging from 1.15 litres to 1.76

    1st-gen Torana LC/LJ were structurally similar to Viva (UK readers might recognise the shared doors and windscreen eg) but differed visually from the Vauxhall in two ways. They wore a restyled fastback rear end as opposed to the distinctly notchback Viva. They also incorporated a stretched nose and longer wb of 101.5" which was extended from the firewall forward to accomodate the longer Holden I-6 in sizes from 2.25 litres to 3.3

    Therein lay the appeal of the Torana concept; a still light and compact car featuring a 6cyl engine twice the capacity (and power) of the original Viva. At triple the size of Viva's biggest engine, Torana's envisaged 308cid (5 litre) V8 would have only added to its appeal ..

    Quote Originally Posted by nota View Post
    As many would know, the LJ Torana was slated to get Holden's 308cid V8 as a factory fitment in the stilborn 1972 Torana XU-2 model, which in fact received production approval from Holden before it was canned at literally the last minute

    Here's what the XU-2's designer Harry Firth of HDT fame had to say in AMC magazine Issue # 9, about excess weight via the inclusion of the all-iron 308, which is presumably a fair bit heavier than the all-alloy LS2

    (unfortunately no scanner so you guys miss out on the great pics and I'll have to type out the bastard .. gasp!)

    Harry Firth:
    "..the XU-2 [HDT-built LC, 1st proto] was fired up & first driven on the road on Christmas Day, 1971 after six weeks of work. Immediately the car felt much better than the six-cylinder version, especially in terms of the weight over the front axle, because the V8 engine was shorter and mounted lower and further back than the six. The front to rear weight distribution ratio was much better than the XU-1 and overall the car only weighed 50 lbs (22 kg) more than the six-cylinder car"

    nb: XU-2 vehicle weight approx 2480lbs (1122kg) in race trim <edit

    _________________


    Ian Tate on performance (quoted from AMC mag)
    (HDT's chief mechanic, who built the original proto and in 1972 had use of one of the three Holden-built LJ-V8 prototypes .. a pink one! .. for use as a road car)

    "I thought I'd better have a go while I had it, because we all knew this was a bit of history being made at the time. That thing was a serious weapon. It didn't have any vices as a road car. It was just sensational. The engine in the pink car was a 308 with about 250hp (186kw). It would idle so smoothly at the lights you could barely hear the thing running and you just accelerated away, in top gear most places. It was so light

    "I never got to test that pink car on the strip but I built a V8 LJ Torana to exactly the same specifications for a young guy who used to compete at the street drags out at Calder and he used to do 12.9s - 13 secs every run on street tyres [nb: 6" x 13" wheels]. He was only ever beaten to 100mph (160km/h) by one car which was a '56 Chev with a supercharged big block in it"


    _______________

    AMC # 9: Interview with Perkins
    "Six times Bathurst winner Larry Perkins is one of many Aussie racing greats who cut his teeth at HDT under Harry Firth. Before jetting off to Europe to start his rapid climb to Formula One, the 22 year old was heavily involved in the XU-1 V8 program which included some memorable long haul testing.

    Larry Perkins:
    "I drove the very first Holden V8 Torana in the world. I was working for Harry Firth as a mechanic in 1972 and we had the job of jamming this V8 in one, which we did. I asked Harry if I could drive it home when we got it finished. I said 'come on Harry, I've done all the hard work' so he let me drive it home. I remember doing some enormously stupid speed up the street I was living in so yeah, I know all about that car


    LP, re high-speed road testing in the race proto between racetracks, Melbourne-Bathurst & Melbourne-Adelaide:
    "I don't remember the Bathurst trip in much detail, although I do remember holding it flat for a long way out near West Wyalong. I also remember doing the same on the way to Adelaide between Nhill (Vic) and Bordertown (SA). I ran it absolutely flat out for a long stretch and it was going like buggery

    "It had plenty of mumbo. That was back in the days of miles per hour and I can remember I kept looking down (at the speed readout) and thinking geez, this thing's doing more than 150mph! Harry left that side of the development (high-speed road testing) of the car up to me so I had to draw up my own boundaries and I extended them right to the edge. It was no trouble winding her right out and it felt fantastic. I'll never forget it

    "It was such a small car and such a light car. That's why it could easily achieve such high speeds. There was nothing to it in terms of frontal area."


    _____________

    Harry on Larry:
    "Larry was pulled over by the police just outside Ballarat in Victoria where they clocked him at 130 mph having just driven from Melbourne to Adelaide [500 miles one-way?], raced the car and driven it back again. Luckily the cops were members of the Police Motor Sports Club of which I was a patron. They let him go ..

    "Larry was given the task of driving it to Bathurst for the Easter meeting. This was back in the days when there was no open road speed limits and although I told him to take it easy I was well aware that he would not do as instructed. However this was a blessing in disguise as I could never have told him to take it out and hold it at 7,000 rpm in top gear on a public highway - in a car which had no compliace plate or proper registration and an illegal motor that didn't meet ADRs (Australian Design Rules)!

    "However I believe he did just that wherever the road allowed him to, so for around 30 miles (50 km) he held it at top speed out near West Wyalong in NSW which was a pretty fair test. I know this for a fact because, unknown to him, I was following in at 125 mph in my 'special' GTS Monaro and he was pulling away far into the distance at what must have been 160 mph (250 km/h) plus!

    "I remind you that the LC prototype's engine was just a normally assembled 308ci V8 with proposed XU-2 parts [approx 290 hp) and not balanced (other than a separate clutch check) which was driven on the road and the track for a period of nine months from February to October 1972. This included high speed road testing like Larry was doing, plus the 200 miles (320km) covered at Easter Bathurst in actual racing conditions [easily won its Sports Sedan race on road-spec tyres!] where it achieved 7,000 rpm in top gear pulling a 2.78 diff on Conrod Straight - which equates to just under 170 mph (272 km/h).

    "Not being blueprinted or with anything special in the internals, I limited the drivers to 6,000 rpm at that meeting for most of the time, even though Tony Roberts exceeded 7,000 rpm in top on the 2.78 diff ratio when driving in practice!

    "Frank Kilfoyle also did a rally test in the car. In rally conditions it produced 130 mph plus (210 km/h) in 3rd gear on dirt roads.

    "As produced for public sale, the car would have done 0-145 mph (230 km/h) in top gear. You could start in top gear easily and it returned up to 30 mpg on strict highway cruising. We would have limited the performance of the production car (ie showroom version) with valve lifters and ignition points which bounced at around 5,000 rpm. Even so, it still did 145 mph in this trim and could do 0-100 mph (160 km/h) and stop again in around 20 seconds. It would have been a hell of a car."
    pic #1 is the original XU-2 raced at Bathurst (road registered KSN 116) and pictured in 1972, all others are the replica
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    Last edited by nota; 03-09-2007 at 07:29 AM.

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