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Holden Torana LJ & TA
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1972 - 1974 (TA to 1975) |
Country: |
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Engine: |
4 & 6 cyl. |
Capacity: |
1200cc - 3300cc |
Power: |
42kw (1200) to 142kw (GTR XU-1) |
Transmission: |
3/4 spd. man; 3 spd. Trimatic |
Top Speed: |
see Tech
Specs |
Number Built: |
81,453 (11,304 TA) |
Collectability: |
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The LJ Torana of February 1972 was a facelift of the
LC, and offered more refinement with better handling,
suspension revisions and greatly improved noise supression.
Most obvious was the fact that the LJ had borrowed heavily
from the HQ parts bin, items shared between the two cars
including the steering column and wheel, adjustable head
restraints and impact absorbing sun visors.
The handsome wrap around tail lights introduced with
the LC were now seperated into 3 distinct assemblies.
The dashboard would receive considerable revision, although
the instruments themselves were carried over from the
LC.
The radio was mounted (more conveniently) in the
centre of the dash, while mechanically the suspension
springs and shocks were improved to give the LJ a superior
ride.
Engine capacities were also increased, the 1300
DeLuxe now sporting a 1256cc engine, although the base
four-cylinder unit remained the underwhelming 1159cc
wheezer.
The "Standard" six remained as the
2250cc, alhough you could now option either a 2600cc
or 2850cc engine, while the GTR and GTR XU-1 received
the 3300cc 202ci six.
Holden went to considerable effort to increase the safety
of the LJ, the dash re-design aimed squarely at making
the car safer for the occupants in the event of an accident.
The energy absorbing sun visors and adjustable head restraints
carried over from the HQ were complimented with the inclusion
of better front seats offering greater lateral support,
and even the heater controls were redesigned to ensure
the driver could better make adjustments while wearing
a seat belt.
Most Aussie drivers preferred a six cylinder, but the
4 cylinder versions remained good sellers, and was a
market segment the General could not afford to ignore.
GM having recently taken over Isuzu, the plan was to
manufacture a "world car", but this was still some 12
months away. The decision was taken to facelift the 4
cylinder LJ models as a stop-gap measure, thus ensuring
continued availability of 4 cylinder
models until the arrival of the much anticipated Gemini.
The last TA came off the assembly line in March 1975. |