September 3, 2020

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The car would have been a great 160 plus mph package with the slightly heavier V8 sitting back a bit in the chassis relative to the venerable Holden ‘Red’ six. Ultimately the L34’s debut at Bathurst was unsuccessful with several issues plaguing the teams, several due to oil surge and driveline problems, with the number 1 HDT car failing in a cloud of smoke with a holed piston. Depending upon your source there are some differences, but here we go all the same, he says with trepidation, ‘taxi’ enthusiasts are far more rabid then we open-wheeler nutbags. Tailpiece: ‘The Beast’- HDT Sports Sedan, the ultimate V8 LJ Torana XU1, Colin Bond, Warwick Farm, May 1973…, This race meeting must have been one of the last open ones at Warwick Farm. The modifications included alloy wheels, new suspension, brake calipers, … The solution was simple, build a V8 variant of the XU1. There was not the budget/resources to, say, develop, prepare and race Monaro’s on tarmac and Torana’s on dirt, that choice would have been the optimal one. Whilst the Torana’s were continually developed they simply lacked the mumbo to win at the Mountain. All the development work on the L34 had delivered speed and at Bathurst in 1974, Peter Brock and Brian Sampson in the HDT L34 lead the race by a large margin. This meant a longer wheelbase and, initially, a four-door body. The lack of distinction in regulation of production cars at this point allowed Holden to modify the XU-1 in more ways than one. When tested again at Calder by Brock on 31 May 1972, running a 2.78:1 diff and Detroit Locker it was a second a lap quicker than a normal XU1 driven by Colin Bond at the same test. A9X When the LX Torana road model was introduced in 1976, it came with a new hatchback variant. Out of the entire championship series, 15 of the 48 drivers were Toranas. Mark. I’m always a tad nervous of doing Touring Car articles as it’s not my strength! It was a no brainer. Hodgson and Gocentas, Phase 4, rally and date unknown (unattributed). Larry drove and tested for the HDT in 1972, mainly competing in Rallycross, his primary race program that season was driving Garry Campbell’s Elfin 600 B/E Ford ANF2 car to the national Australian Formula 2 title. They delved into their parts bins and packaged existing hardware- engines, gearboxes and chassis underpinnings into very attractive packages. Tested by Brock at Calder where it was a ‘bit of a pig’ and then taken back to Queens Avenue, Auburn for attention to the suspension- spring rates, shocks and suspension bushes. The test-bed car was registered for road use and carried the Victorian number-plate KSN-116 and was first raced by Bond as shown here at Bathurst. The Holden Dealer Team debuted a Sports Sedan in 1973, the car using a Repco Holden Formula 5000 engine in a Holden LJ Torana body. Torana racer/engineer Lee Nicholle had this to say about the prospects/charcteristics of XU1 V8’s on ‘The Nostalgia Forum’. It’s a shame really as the spec of the XU1 V8 would have been sweet- slinky, small (floppy in race terms) body, 308cid 300 bhp’ish V8, M21 4 speed box, Detroit locker diff, 6×13 inch Globe Sprintmaster wheels, long-range fuel tanks and aerodynamic aids. ‘Series Production’ were essentially showroom stock cars, the class to which the Bathurst 500 was run. The aim was to have an engine that produced at least 300 horsepower, with the possibility of more. Digby Cooke qualified the Monaro 2nd, DNF with Trevor and Neil Mason 21st in the race won by the Colin Bond/Tony Roberts HDT GTS350 (S Jek), Cooke/Bowden Monaro 350GTS Bathurst 1970 Q2 and DNF gearbox, Bathurst below (S Jek). Inevitably motor racing played it’s usual part in the corporate brand building of the manufacturers and ‘moving metal’ of these new machines or rather the more modestly specified brothers of the race intended cars. Fill in your details below or click an icon to log in: You are commenting using your WordPress.com account. I must upload it some time. In creating the first ‘race variant’ of the Torana- the 1970 LC , ohv, 186 cid six-cylinder engined GTR XU1 Harry Firth and his small team including long time mechanic, Ian Tate, driver Peter Brock and GMH created the first in a series of the best all round competition ‘taxis’ in Australia. Mawer alloy wheels clear, a crowd pleaser, the car was too basic in spec by then to be a winner even in the hands of Brock and Bond. ( Log Out /  And with the LX came an opportunity to upgrade and re-homologate the racecar, rectifying the issues … The prototype of the car is the beastie Bondie is wheeling around Bathurst in the opening photo, it was put together in late 1971 using a cast-off HDT Series Prod LC XU1 raced by the team in 1970/71. (note the Repco parts bin comment earlier in the article). The problem was, whilst there was an Australian Manufacturers Championship, run over rounds at Sandown, Bathurst, Surfers Paradise, Adelaide, Phillip Island (depending upon the year) the only race that mattered to the punters watching the Teev at home was the Bathurst 500- and Ford had a mortgage on that classic with their mighty, four door, 351 cid V8 engined Falcon GTHO’s. While the SL/R5000 was being raced, the L34 racing variant was developed and enough cars sold via dealerships to allow this newly released version to compete. 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