Changing tack in Australian motor sport, Holden released the LC Torana GTR XU-1 in 1970, with performance-enhanced drivetrain and handling.

The Brabham option (available only with manual transmission on Torana S or Torana SL) also included wider wheel rims and red-wall tyres, power-assisted front disc brakes, black body accents, and subtle 'Brabham' identification badges attached to the leading edges of the front fenders and to the rear boot lid.

Its interior specification included a sports steering wheel (from the contemporary Holden HK Monaro GTS) and uniquely comprehensive dash instrumentation with tachometer and three supplementary gauges.

All LC Toranas shared a new body shape rear of the 'B' pillar, but shared windscreen and front doors carried over from the HB-series (modified with the recessed door handles now required by Australian Design Rules [ADRs]; further to this, all LC four-cylinder cars carried over HB body panels forward of the 'A' pillar.

However, the highlight purpose of the Torana GTR XU-1 was to keep the Holden brand competitive against the larger and more powerful Ford Falcon GT-HO in the Hardie-Ferodo 500 (Bathurst) endurance race that some consider to be the jewel in the crown of Australian motorsport.

The LC Torana GTR XU-1 was equipped with a 160 hp (119 kW), 186-cu in (3-litre) six-cylinder engine, fitted with three Zenith-Stromberg CD-150 carburettors, cast-iron headers, a performance cylinder head and camshaft, and the heavy-duty Australian-designed four-speed manual gearboxes (available in a number of different ratios) replacing the weaker Opel units.

It soon gained popularity in Australian motor sport and successfully replaced the V8 Monaro GTS 350 as Holden's frontline track race car in 1970, winning many touring car and rally events, but for the famed Bathurst 500-mile (800 km) race which Ford won in 1970 and 1971 with its XW Phase Two and XY Phase Three Falcon GT-HOs, respectively.

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 not available as an option on the standard GTR).

Also 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 135 mph (217 km/h).

In the somewhat wet 1972 Hardie-Ferodo 500, the lightweight HDT Torana GTR XU-1 was able to finally claim victory against the heavyweight GT-HO, driven solo for 500 miles (800 km) by Peter Brock.

This was due to the 'supercar scare' of 1972, which involved vast political pressure being placed upon Holden, Ford, and Chrysler to abandon their proposed specially built 'Bathurst Supercars', such as the V8 GTR XU-1.

A total of 81,813 LJ Toranas were built by Holden in Australia, with some exported to New Zealand, but only in six-cylinder form, as the similar 130OHV and 1760OHV four-cylinder Vauxhall Viva HC range was also sold there.

A smaller 1492-cc engine, imported directly from Opel Germany, was fitted to deliver better fuel economy than its Hyundai and Kia competitors, but sales did not recover with only 992 cars sold in two years.

It resembled other GM products of its generation, notably the Opel Rekord D and particularly in overall size and profile, the closely related FE series Vauxhall Victor.

The New Zealand government, though, imposed a 60% sales tax (a post-first oil crisis measure) on cars with engines over 2.7 litres just as GM launched the LH in mid-'74, and only a few of each were built.

Power outputs (from now on specified in kilowatts, as part of Australia's metrication programme) changed as: When the LX Torana was introduced, it featured a choice of four-, six-, and eight-cylinder engines.

[21] The A9X visually resembled the L34-optioned LH model, but with the addition of a rear-facing bonnet scoop designed to increase airflow into the engine bay (carburettor) to produce maximum power in motor racing applications.

After being rushed into Group C touring car racing, Peter Brock gave the A9X a dream debut by winning the 1977 Hang Ten 400 at Sandown.

However, after he put his Torana on pole position, the A9X ultimately lost its debut Bathurst race in 1977 to the Ford Falcons of Allan Moffat and Colin Bond.

A 'Deluxe Pack' was an option that allowed the UC Torana SL to compete with Ford's TE Cortina Ghia, which comprised laminated windscreen, tinted side and rear windows, intermittent wipers, radio/cassette player, cloth trim, sports instrumentation, and bumper overriders.

At one point, design consideration was given to a five-door hatchback version of the UC Torana, which had a similar side profile to the Rover SD1 and rode an extended wheelbase.

However, due to the car itself being outdated when compared to the new Japanese opposition (notably the Chrysler Sigma, Datsun Bluebird, and Mazda 626), Holden decided on an easier route by simply introducing the Starfire engine into the VC-series of Commodore sedans and wagons.

The GTR-X had a wedge-shaped fibreglass body featuring a hatchback rear access, and the prototype cars had LC Torana GTR XU-1 mechanical components.

It is achieved by concealed headlights, sharp windshield rake, recessed parking and turning lights, and flush petrol filler access and door handles.

The picture of this orange car can be seen in Norm Darwin's book release of the Torana, but the name and location of the owner is kept secret to prevent possible theft.

In 1977, Recaro built a concept car for the 1977 Sydney Motor Show; the vehicle was based on a Holden Torana LX SS Hatchback.

Recaro commissioned a special tanner in West Germany to produce sufficient hides to upholster all seats in a unique green colour that was to be a feature of the car's paintwork.

In 2004, Holden released a luminous, hot pink or "ManGenta" medium-sized, rear-drive concept car called the Torana TT36 (Twin Turbo; 3.6-litre V6).

[citation needed] By applying twin KO4 Warner turbochargers, an air-to-air intercooler, and variable valve actuation to its Alloytec 190, then dropping the compression to 9.0:1, Holden engineers were able to deliver a power peak of 280 kW (375 hp) and no less than 480Nm of torque, with 90% available from just 1600 rpm.

[citation needed] The prototype first visited the National Motor Museum at Birdwood in the Adelaide Hills in early 2008 and has returned on several occasions, most recently in September 2019.