The LX was sold as a low cost Torana S, only in sedan form, and the cheapest hatch was the SL. The sporty version of the sedan was still named SL/R, but the sports version was tagged SS - a title which still continues to the present day with the quick commodore varients. The SL/R 5000 came with huge lettering on the rear wing proclaiming just that: 'SL/R 5000'. The message was repeated on the doors, though many buyers opted to only go for the wing decals. The L34 option package was not sold in the LX series cars. Instead, from September 1977, a package coded A9X was added to both the SL/R 5000 series and the 5-litre SS hatches.
Obvioulsy aimed at Bathurst, option A9X - which is probably the most desireable of all Holden performance packages consisted of; wheel arch flares similar to those of the L34, a huge bonnet scoop, a warmed over engine to L31 specs (leaveing a lot of scope for addtional improvements without contraveneing touring car regs), heavy duty radiator and electric fan, and the M21 gearbox (some had Bong Warner Super T10).
Probably the most interesting change was the fitment of a super strong 10 bolt Salisbury diff - often called the large Salisbury. Indeed, so large was the diff that a different rear floor plan pressing had to be installed under the A9X to make room for it. That pan is used on all UC seriesTorana's, makeing the popular for conversion to street cars. Rear disc brakes came up as part of the package with the large Salisbury.
On a slightly more mundane note, the Torana four cylinder sedan was renamed Sunbird late in 1976 in an attempt to differentiate it from the rest of the range (the Sunbird harch didn't arrive untill a few months later). The most significant feature of the Sunbird was the significantly revised suspension which was given the tag radial tuned suspention (RTS). These cars cornered in a fashion never before seen in Aussie family machines.
Having inserted a toe gently into the water with RTS on the Sunbird, Holden realised that the public liked what it felt with the improved handling and added the system to the rest of the LX range a few months later; in fact, RTS was installed across the complete Holden passenger car range over the next year or so.
There's little doubt in the minds of the enthusiests that the last of the LX V8's with their raial tuned suspention, tough salisbury diff and four wheel disc's are the pick of the ex-factory Torana's.
The fact is that the General was still smarting from the l972 super car super scare. With the A9X being so obviously superior to any of its Torana predecessors, some of the heavies were anxious about too much publicity. That August release date wasn't any kind of fluke: this car was needed for Bathurst. But too much publicity was not needed. So the General's men decided to play it extra cool. This wildest, most competent, most exciting of all V8 Holden Toranas was slipped ever so quietly on to the market. Not only was there no release for the press. There wasn't even a printed press release, and road test cars weren't exactly a dime a dozen. The Generals publicity machine was more than happy for the HZ Holden to be credited as the first production GMH car to be offered with four wheel discs, In fact, though, the HZ wasn't released until October 1977.
Why did GMH choose the name "A9X" to describe such a sensational car ? We have already talked about " XU-2 " and " L34 ". Well, " A9X " has no special significance at all. It was just one of a long series of code names available exclusively to GMH, which has A-prefixes just as Chevrolet has Z-prefixes. In GM's confusing international alphabetical scheme, A9X is a kind of Aussie equivalent to Z28. The A9X Torana was simply a limited run production model incorporating the Bathurst equipment. In GMH terms this was the " performance equipment package ". While the A9X was actually part of the LX range of Toranas, it pioneered the UC-type rear floor pan, enabling it to carry GMH's new Salisbury rear axle plus disc brakes. To this day street machiners have found it all but impossible to fit UC rear disks to an LX Torana. So perhaps it makes more sense to think of the A9X as a kind of hybrid LX/UC. Another UC feature that first appeared on A9X was the direct mounting of the steering gear on to the chassis; All that numbing rubber was given the shove and Torana steering got back much of the feeling of the old XU-l days..
Any one who had switched from the driver's seat of an XU-l in to that of a stock SL/R 5000 would obviously have felt the difference. If sheet metal and the number of cylinders were the only concerns, then maybe the newer car seemed OK. But those who liked to drive hard and fast on serious roads, who loved to jump into the machine for the unadulterated ecstasy of driving it, could see the SLR 5000 only as a terrible let down. Put that same driver into an A9X and the response would be incredulity. The power was far superior. The handling and braking were greatly superior. The whole feeling of integrity in the A9X suggested that here was a purpose built grand tourer racer rather than a family sedan with a big engine and go faster stripes.
The rear drum brakes on all previous Toranas had displayed some tendency to locking and the V8 cars were worse in this respect, due mainly to additional weight transfer. But the A9X stopped as well as it went. The front spoiler incorporated special vents that piped cool air directly onto the front callipers handy to know when you were winding down Conrod at close on 260 clicks. Even if you were only dreaming at the time ! Because the L34 version of the 308 didn't meet AD827A (which came in to effect in l976 ), the A9X had to make do with the old L31. But Bathurst entrants could use the L34 because it was already homologated.
You sometimes find yourself wondering about priorities down at Fishermen's Bend. Obviously race victories have always been close to the top, of the list, because the A9X became the first production Holden to use electric cooling fans in place of the traditional power robbing, noisy belt driven one. So the technology was obviously there in l977. This use of an electric fan actually a Davis Craig unit was the sole engine mod, but it was sufficient to give the A9X quite a performance lift over a stock LX-SS 5.O Equipped with a 3.08 diff. The A9X Torana could put away the standing quarter in 15.2 on a half reasonable day. The taller 2.6 gears later to become common fitment in 5.0 litre Commodores, added half a second to this time but made highway crusing even more relaxing. The Bathurst cars used the taller ratio to give them a serious top speed down the chute. This gearing gave an impressive 44.8 km/h for every 1000 rpm in fourth, meaning 268.8 km/h in the race going versions if 5500 became 6000 during the heat of Bathurst ! Equipped with 2.6 rear gears the standard " A9X ran to 97 km/h in its 2.54 first at the usable 5500 redline. Second (1.83) gave a superb l35, while third (l.38) really stoked the fire with l79, not all that far behind top whack in fourth in a stock LH/LX SL/R 5000. Top gear needed a long stretch of road, but a true 2l0 km/h at just on 4700 rpm wasn't out of the question.
That electric fan plus longer legs and maybe some assistance from the bonnet mounted air scoop sure made a difference up top. These figures are for an M21 equipped car but some A9Xs came with the Borgwarner T 10. The T 10 was an extra cost option however, intended mainly for competition use. In essence the A9Xs scored UC style phase two RTS. Needless to say, however, it was with the bias on handling rather than ride. Up front the A9X featured new upper control arms, new geometry plus suitably revised shocker mountings and, of course, direct mounting of the steering to the chassis. At the rear were new upper and lower control arm pivots and shocker mounts. There were a couple of subtle interior changes. The excellent Torana full foam buckets were mounted slightly higher, presumably so that John Harvey and his mates could get a better view of the corners and the rapidly approaching Fords . The A9X option came without a radio. This wasn't skimping. Rather it was an honest acknowledgment of the car's intended purpose. It was a road going racer in the best tradition of XU-1. Radio ? Who needed a radio. It was nice enough just to listen to the sweet roar of the exhaust and the sweet, sweet sounds of success.The performance Torana had emerged from its 1974-77 hibernation and stood, once again at the pinnacle of desirable Oz hot shots.
In l977 there was no Falcon GT to compete for glory and no Chrysler Charger that belonged even in the same car park. The A9X was always destined to be a classic. It became one of those rare cars that achieved classic status within its own launch time! In August 1977 close on $11,000 seemed to some people like lots of cash to hand over for a fast Torana. But history has judged that amount to have been cheap indeed. Just try finding a mint A9X in 1997 for a mere $11,000. Incidentally, only about 380 genuine A9Xs were built. Don't part with your hard earned cash until you've verified that the Torana you're thinking of buying is what is says' to be.
MODEL CODE BODY ENGINE
Torana S 8UG69 four-door four cylinder
Torana SL 8UH69 four-door four cylinder
Torana SL 8UH77 three-door four cylinder
Torana S 8VB69 four-door six cylinder
Torana SL 8VC69 four-door six cylinder
Torana S 8VB69 four-door V8
Torana SL 8VC69 four-door V8
Torana SL 8VC77 three-door six cylinder
Torana SL 8VC77 three-door V8
Torana SL/R 3300 8VD69 four-door six cylinder
Torana SL/R 4200 8VD69 four-door V8
Torana SL/R 5000 8VD69 four-door V8
Torana A9X 8VD69 four-door V8
Torana SS 8VD77 three-door V8
Torana A9X 8VD77 three-door V8
-LX Torana released February 1976.
-Sunbird sedan released November 1976 with RTS.
-RTS fitted to Torana from May 1977.
-Sunbird hatch released May 1977.
Transmissions:
-Three speed manual column shift.
-Four speed manual floor shift.
-Four speed manual Borg Warner Super T10 optional on A9X.
-Three speed automatic, column or floor change.
