& Show Specials
This single prototype, unglamorous as it is, was the only FJ wagon constructed. It still exists in the hands of a private collector. When the FJ model was replaced with the substantially different FE model, a full range of body styles were made available.
It appears to have definite visual similarities with the Vauxhalls of the era, as well as the Opel Kapitan. The roofline appears quite close to that of the 1962 EJ and it's successor the wildly-successful 1963 EH.
HOLDEN is displayed quite clearly across the front lip of the bonnet.
Perhaps this was a design study considered to replace the EH, but was found not to be necessary due to it's huge sales in such a short span of time. The EH was eventually replaced with the less-than-loved HD model, which featured all-new styling, rather a facelift.
Click on the picture for a rear view of the EF Holden
This car was developed to showcase many improvements and innovations that were to be introduced to mainstream Holden models over time. Most importantly, it contained a working model of Holden's new V8, in 4.2 litre form.
Other firsts for the Hurricane were a closed-circuit TV rear-view mirror, immobiliser, alloy wheels and sequential indicators.
While being a working prototype and R&D vehicle, the car's beautiful shape and build quality enabled it to draw quite a crowd at the motor shows of the day!
Behind is a display showcasing Wheels Magazine's Car of the Year 1969 - the Holden Monaro.
Produced in a vibrant orange, the car now resides in Holden's Melbourne headquarters. Sadly, it has been repainted an unremarkable while, with 15" steel wheels and 1986 VL Commodore wheelcovers.
Instead, it became a victim of the soullessness of accountants and bean counters. They surmised that the GTR-X would need to be produced for at least 10 years for Holden to make reasonable money on it. And with a projected release date of 1973, it was just going to be too much. Little did they know that the design would have remained fresh and appealing for many years after its competitors, such as the Datsun 240Z, had moved into a different class of car - away from the affordable sports hatch and into lazy grand touring.
They said the market wasn't right for a sports car. Then, when the similarly-specced Datsun was released and sold well, Holden were convinced they couldn't compete. Although few moves were in place to actually begin manufacture, orders were being taken and brochures were printed when Holden pulled the plug.
Reports vary on how many were produced. Certainly three bodyshells were made. The car in the photos was fitted with an LC-model Torana-spec GTR-XU1 engine, a 2850cc six with triple-Stromberg carburettors and a high-lift camshaft.
While the chassis was similar to that of the LC-Torana, the body shell was a resin-filled fibreglass unit, with an integrated roll cage. Every line from the chrome-tipped, shark-like nose, to the under-bumper airdam to the roofline that just melts away into the tail, the car screamed FAST.
Rumours abound about the fate of the second bodyshell. Some say it was never finished, while others believe it was fitted with the 253ci (4.2 litre) version of Holden's V8 engine. Scarily, if the 253 fit, then so would the 308 (5.0 litre) as their dimensions were identical. Was it crashed in testing? Was it barrier crashed? Or was it never complete? Perhaps we will never know the true story.
The third bodyshell remained at Holdens for some time, but is believed to have been in the hands of a private owner for many years now. Rotting away in a shed? Or in a state of restoration, waiting to slice through the air once again. Time will tell...
The only complete GTR-X is now housed at the National Motor Museum, in the town of Birdwood, South Australia. No longer in original trim, the GTR-X is now silver and sports upmarket UC-model Torana SL/E 13" alloy rims, although it is known to have had chrome steel Torana wheels with plastic UC-base model centre caps as well.
Restored, albeit not faithfully, I have lost count of the amount of times I have stood by it at the Museum, dreaming of driving it, dreaming of owning not that one, but one of the many hundreds Holden should have built... but didn't.
Holden's solitary rotary (aside from the Mazda-constructed Roadpacer) was an interesting vehicle. Dubbed, "The Green Lizard", it takes styling cues from Vauxhall and Opel's sports range, and has what appear to be US-influenced tailights.
The Green Lizard
Alas, it was not to be. The coatings of the rotors were found to be unreliable, and the car, regardless of it's rotary/non-rotary status, was never produced. It's a shame GM got adept at letting cars like this slip through it's corporate fingers, as the integrated bumpers and overall smooth shape were far in advanced of it's time.