Holden HK Release

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HK Holden

HK Holden V8

HK Holden V8

HK Holden Belmont, Premier and Brougham
Wind the clock back to 1968. Ford had grabbed the initiative in styling with the high-rear-hip styling with the XR Falcon - a US design that capitalised on the phenomenal success of the Mustang. The HR Holden was a real looker, but it was not a design that could take Holden into the 1970s.

GM-H designers remained original, but did borrow a few styling ideas from the Blue Oval. And the most obvious was the adoption of the high rear hip style. By 1970 it seemed Chrysler were the only manufacturer that would "go it alone", sticking with an unhipped rear end styling.

On the HK Holden, the designers employed the full upswept treatment and the top of the range car, the Premier, went one better with four headlights. Even so, the styling was not as radical as many had predicted. The big news was, of course, the 5 litre V8 engine which gave GM the largest and most powerful unit in the popular car stakes.

Holden Engine Range



The five litre (307 cubic inch) engine punched out a respectable 210 bhp at 4600 rpm to give it quite an edge on the 289 c.i. Ford mill which produced 200 bhp and Chrysler's 273 cube mill with its 195 bhp. The range of six cylinder units was not altered, again a surprise to many moroting journalists of the time that expected a much revised lineup.

The six range consisted of the 161 with 114 bhp, the 186 with 126 bhp and the 186S with 145 bhp. Three models were available; the Premier with its distinctive four headlights, the middle of the range Kingswood and the basic Belmont. All incorporated completely new styling and other than the significant inclusion of the big bore V8, the main interest from the punters of 1968 centred on the many safety features.

Probably the most important of these was the dual circuit brake system and the energy absorbing steering column. The dual brake system employed separate front and rear hydraulic lines fed by a dual reservoir master cylinder. The steering column, of the telescopic design, collapsed under severe impact thus providing a high degree of safety to the driver.

Drums All Round - But Much Better Than The Past



The drum brakes, considered by many to have been a weak point in on previous models, were thankfully revised. Although still drum on the lower end models, they were increased from a nine inch diameter to ten inches, the linings were bonded instead of rivetted and the drums were heavier for better heat dissipation and reduced fade. The lining area was increased from 123.8 square inches to 138 square inches and the handbrake location was moved to the left of the steering column for easier operation.

The disc brake diameter was also increased, from ten inches to 10.7 inches and the pad thickness was increased by half an inch. Further safety features included: recessed sun-visor mountings, spring loaded "sheer-type" rear vision mirror mountings which snapped the mirror away on impact, improved instrument panel padding, safety door armrests incorporating lift high door handles, safety flanges on both rims of road wheels, rear seat belt anchorages, and front parking and turn indicators which were re-located to the extremities of the front valance panel and were visible from the side.

Longer and Wider



The wheelbase was increased by five inches to 111 inches and the track was increased by 2.22 inches to 57.12 inches, and the designers provided much better weight distribution to the rear axle. The suspension system also received attention with heavier front and rear springs, the latter employing an additional leaf. The centre of gravity was lowered and larger 14" wheels, fitted 6.95 x 14 low profile tyres giae far better road handling and cornering ability.

The steering ratio was been increased from 16.8:1 to 20:1 giving a turning circle of 36.5 ft. and retaining less turns lock to lock than rival six cylinder cars; a fast ratio 16.7:1 was optional for cars equipped with power steering. Rear axle ratios were 3.55:1 for manual transmission models, 3.36:1 for the six cylinder automatic and a limited slip differential 2.78:1 for the V8 automatic - no manual shift was available with the V8 at release but things were to change as Holden set their sights on a V8 rival for the GT Falcon - and that car was the awesome HK Monaro.

The 307ci V8



New design, better safety, much improved handling and more creature comfort. But for all that, the big news was the top of the line 307 c.i. V8 which was available as an option on any of the models, even the Belmont. For the time, an engine developing 210 bhp was spectacular. Better still the torque rating was 300 ft. lbs. at 2400 rpm and the compression ratio was 8.75:1. The short stroke (bore/stroke measurement was 3.875 x 3.25 inches) overhead valve unit utilised hydraulic valve lifters, a Rochester 2GV two barrel downdraft carburettor, automatic choke, positive crankcase ventilation and a five main bearing crankshaft.

The exhaust system was of the reverse flow type using a double sheet aluminised muffler with a resonant chamber and incorporating an asbestos liner. Yes, asbestos. But this was a time before for the word mesothelioma had entered the common vocabulary, and the reason it was used was that Holden wanted to ensure the maximum life from the exhaust - leastwise on a cost vs. benefit basis. At release, the 5 litre V8 was only available coupled to a new heavy duty Powerglide two speed unit, with limited slip differential.

Buyers of cars in the six cylinder range had a wide choice of transmission options; there was the standard three speed (3-on-the-tree) manual column change, an then new all-synchromesh three speed column change, a four speed all-synchromesh floor change and the two speed Powerglide automatic (standard with the V8 engine). Styling wise, the tail-light treatment was very much influenced by the US Pontiac with horizontally placed lights running across onto the boot lid. This treatment was not retained on the station wagons where vertical tail-lights remained the style, different to the HR but similarly styled.

A Huge Range Of Options



1968 had certainly become the year of the 'optional car' with GM-H, much more than any previous year. Buyers had an unprecedented range of options from which to choose; engines, transmissions, trim, black and white vinyl roofs, disc or drum brakes, power operated windows, air-conditioning, and a first for GM, factory fitted mag wheels. Reclining or fixed bucket seats were offered as an option throughout the range, or alternatively there was the "notch back" bench seat with wide, dividing arm rests.

The optional heater/demister units were relocated in the engine compartment for quietness and petrol tanks of all models were increased in capacity from 11.5 gallons to 16.5 gallons. An optional alternative of the two speed Powerglide transmission was to have been a floor mounted, between seats console with a stubby positive action gearshift but this was removed from at launch - only to be included later. We can only assume there were some problems that prevented this being available on the initial models.

HK Station Wagons



The station wagon range was also available in either Premier, Kingswood or Belmont models and, compared with the previous HR series, load compartment height was increased by three inches and width by 0.4 inches to give a total cargo area of 70 cubic feet. A new "Easaway" seat control system allowed for effortless rear seat conversion which provided almost seven feet of flat sleeping, or cargo carrying, space. The range of optional equipment carried over to the wagons and was further supplemented by a power-operated tailgate window.

Also see: Holden HK Review | Holden HK Specifications | Holden Red Motor | Holden Heritage
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