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This is the current revision of this page, as edited by Cewbot (talk | contribs) at 07:14, 15 February 2024 (Maintain {{WPBS}}: 3 WikiProject templates. Keep majority rating "C" in {{WPBS}}. Remove 2 same ratings as {{WPBS}} in {{WikiProject Australia}}, {{WikiProject Automobiles}}.). The present address (URL) is a permanent link to this version.

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Image for article uploaded

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I have uploaded an image of a 1971 Torana – the portrait I took for advertising it for sale, infact. I'm not really sure where in the article to place it though, as it seems like it'd interfere with the infobox, so I'll leave that to someone more familiar with these car articles. Oh and the colours came out rather saturated, but feel free to alter them if you have the skills/software to do so. The image is here: Image:Holdentorana1971.jpg Cheers, Qirex 11:56, 5 January 2006 (UTC)[reply]

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What it says on the tin. Zaktoo 00:59, 30 April 2007 (UTC)[reply]

SL/R or SLR

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1977 LX Torana SLR 5000 (A9X).

Going by stickers on LH & LX Torana "SLRs", an LH Torana is an SL/R and an LX is an SLR. Re the Wikimedia Torana image with SL/R badging - back a look at the other end of this so called LX Torana. Wikimedia Torana image with SL/R badging - front shows that it is in fact an LH. Hence the SL/R stickers. GTHO (talk) 04:00, 5 August 2009 (UTC)[reply]

Okay, I never checked the front, point taken. 50 Years of Holden nonetheless still lists both LH and LX cars as "SL/R". A possible answer lies in the stylistaion of "SLR 5000" on the rear spoiler: the silver background ends at the top parts of the letters. A slash would rise above this, and so would not look right. I only believe this is a possibility because all other "SL/whatever" models included the slash until the late-1980s when the slash was removed (i.e. SL/X to SLX). Do you have an old brochure? OSX (talk • contributions) 05:16, 5 August 2009 (UTC)[reply]
I'd love to have a brochure to support my case but, alas, I don't. But please have a look at [1] and[2] which both show an LX with "SLR 5000" along the bottom of the doors. As an aside, any idea how we get those two Wikimedia Commons images changed so that they are captioned correctly as "LH" rather than "LX"? GTHO (talk) 03:49, 6 August 2009 (UTC)[reply]
I've already edited the description pages, and they are now in the LH Torana category. You should automatically be logged in at the Commons because you have a Wikipedia account (Commons is basically Wikipedia images). If not, creating a Commons GTHO account would take 10 seconds. As for the filenames (i.e. the heading), these cannot be changed so easily. The file rename feature at Commons is really compromised, so I am waiting for a better method to be implemented before I "spam" the place with rename requests. OSX (talk • contributions) 04:23, 6 August 2009 (UTC)[reply]
The Holden Heritage 14th Edition uses the terms SL/R for both LH and LX. Again, I am not saying you're wrong, but I am just trying to find out what the correct name actually was. "The A9X option was introduced to homologate improvements for the touring car circuit and was available on SL/R 5000 and 5.0 litre SS models built from 1977 onwards."
And to complicate matters further, the LH "Holden Torana 'SLR 5000'" is written just like that in the LH SL/R 5000 brochure (May 1975, T97/R). All badging clearly shows the slash, yet all text references omit this. OSX (talk • contributions) 00:35, 8 August 2009 (UTC)[reply]
1974 Holden Torana (LH) SL/R 5000 L34 sedan
All SL/Rs should include the slash. Only the LX decals don't use the slash as mentioned here previously. Although Holden used both SL/R & SLR in advertising, the official terminology is SL/R. If you need any more details regarding this, please visit www.GMH-Torana.com.au. Grant.. —Preceding unsigned comment added by 203.9.185.243 (talk) 04:48, 1 September 2010 (UTC)[reply]
Can you please provide a pointer re exactly where at www.GMH-Torana.com.au the SLR v SL/R information resides. GTHO (talk) 00:05, 4 September 2010 (UTC)[reply]

The image in the LH section described as LH SL/R 5000 can't be an LH as it has round headlights, it's a great image and would look great in the LX section, it might be good if someone with the editing experience required could move it? Need Peace —Preceding unsigned comment added by 220.237.67.10 (talk) 14:32, 22 May 2011 (UTC)[reply]

Hi, the image in question has been renamed. It is actually an LH, but it is an SL/R 5000 L34, of which only 263 were built. Of the LH series, only L34s were fitted with circular headlights. OSX (talk • contributions) 10:02, 23 May 2011 (UTC)[reply]

XU-2

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The XU-2 was never a LJ based product, rather it was used by GM-H for the V8 LX Torana prototypes.Space alligator (talk) 10:15, 12 November 2013 (UTC)[reply]

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Regarding the M20 and M21 gearboxes fitted to LC and LJ

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I dispute the accuracy of following sentence: in the section on the LJ: "...as well as a new close-ratio M20 four-speed Australian-made transmission (commonly known as the Aussie 4-Speed and often incorrectly called an M21)". There was no such thing as a standardised M20 or M21 gearbox across Holden vehicles - it was basically GMH's ordering system for describing whether a vehicle was to be fitted with a "standard" (M20), close-ratio (M21) gearbox, and in some cases, a wide-ratio(M22) gearbox when it came off the production line and delivered to the dealer. However, the choice of actual ratios of a specific gearbox for a specific vehicle, engine and manufacturing year combination. The ONLY way to tell the gearboxes apart was by the gearset "cluster" - a specific set of ratios - of which there were five different clusters available, each with a specific part number; these were: 

 Part No	1st	2nd	3rd	4th
 2813496	3.05	2.19	1.51	1.00
 2813497	2.54	1.83	1.38	1.00
 2820694 	3.74	2.68	1.38	1.00
 2823899	2.54	1.83	1.25	1.00
 9939484	2.32	1.65	1.25	1.00

As for "Aussie gearbox" this could refer to the Australian 4-speed fitted with ANY of these clusters; the "different" gearboxes was the same basic mechanical assembly (case etc) but just the clusters - which were interchangeable - that differed. The only genuine difference was the input shaft, with versions fitted to V8s having a longer shaft, Furthermore there was NO DIFFERENCE to how much power and torque the different clusters could handle - they were basically all heavy-duty especially when compared to the older Opel units which could not handle the torque of the larger capacity or high performance 6-cylinder engines available in the LC and LJ Toranas (and certainly not a V8) and would break.

In the case of the LC Torana, early 6-cylinder models were equipped with an Opel gearbox. As this was the standard gearbox it was therefore the M20. However, it was withdrawn in June 1971 and replaced with an Australian-built item, which was also called the M20 (which continued through to the LJ), even though they were totally different gearboxes with different ratios. Also, from June 1971 the standard cluster for 6-cylinder non-XU1 LC and LJ Toranas was part number 2813496 ((according to my research this was NOT fitted to the XU1 as Holden did not homologate this cluster for racing), which in GMH ordering records the geabox/cluster combination was known as the M20. If the close-ratio cluster 2823899 was chosen (I cannot confirm this was an option, except for the standard GTR) this was then the M21 in ordering information. However that was also the standard cluster for the XU1, so on GMH's ordering information it was the M20, and if the buyer wanted the even closer ratio cluster 9939484 (which featured on the LJ 'Bathurst Special') then that was the M21. As I said above, this is why there was no such thing as a "standard" M20 or M21 gearbox, even within the same basic model for a single manufacturing year.

As far as I can verify these ratios are valid for all of Holden's Australian-made gearboxes fitted for all of their 1970s straight-6 and V8 vehicles from the LC Torana and HQ Kingswood through to the VB Commodore i.e. those fitted with the 'red' motor. These details can be confirmed in Holden factory publications such as "Holden Parts Book M37058" and independent books (of which I have many), including "Holden Torana GTR XU-1 - The History and Technical Specifications" by Fiv Antoniou (ISBN 9780959041200) and many online forums and websites, including the Torana GTR XU1 page on Hot Rods Down Under (https://hotrod.gregwapling.com/torana/torana-gtr-xu1.html), a mostly accurate online resource but unfortunately does not mention clusters nor their product numbers (you need to look up some of the printed literature to confirm this, or trawl through online old Holden forums as it's highly likely some nice person has uploaded this data).

NOTE: Holden's naming practice becomes even more confusing when you took into account other vehicles from the same time, such as the HQ. The 6-cylinder HQ sedan used the same "M20" (i.e. same gearbox and cluster) as non-XU1 LJs built in the same year, but some HQs built with a V8 (i.e. the GTS 350, etc) featured stronger US-made gearboxes such as the Muncie and Saginaw units, which were also called the M20 (for the standard ratios) and M21 (for close ratios)., even though these gearbox were totally different units with different ratios again.

Therefore, as at 11 September 2020, I have modified the quoted text to instead read: "...By now the XU-1 was equipped with the 202-ci engine and larger CD-175 Zenith-Stromberg triple carburettors, as well as a new close-ratio four-speed Australian-made transmission (which was available as an option on the standard GTR). available on the 'Bathurst Special' was an even closer-ratio gearbox and the taller (reduced from 3.36:1 to 3.08:1) rear axle final drive ratio from the standard GTR which increased top speed to 135mph. This gave the nimble XU-1...".

Blammy1 (talk) 17:51, 11 September 2020 (UTC)[reply]

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