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By
DAVID PIKE
The Holden Gemini was GM-H’s version of the parent company’s World
Car, but thankfully it was a version significantly re-engineered for
Australian conditions. Gemini replaced the small TA Torana. Initially
the car should have been an adaption of the German Opel Kadett but GM-H
wanted something more suited to the local market and a joint development
with GM’s Japanese partner Isuzu produced the Australian/Asian version
of the T-car.
In Australia GM-H coded the Holden Gemini the TX, which was
planned as a counter to the steadily growing Japanese domination
of the small car sector. Importantly the Gemini offered a real
alternative to the totally Japanese-developed small cars.
In the planning stages GM-H influenced many areas of the
eventual design. Some of these included improved ventilation,
re-designed door and body seals, suspension settings and brake
specifications. The engine was a 1584cc Isuzu-built motor which
produced about 74.6kW of power at 6000 rpm and revved easily and
with the Gemini’s power-to-weight ratio of 11.7kW/kg resulted in
good performance and a relatively low fuel consumption.
Road tests at launch suggested a figure of 7.4 litres per 100km
was feasible. These tests also indicated good acceleration times,
reaching 100km/h from rest in 12.7 seconds and covering the
standing 400-metre run in 18.7 seconds.
Stopping this 880kg flyer was no problem either. The
power-boosted disc/drum system pulled the Gemini up time and again
without fade, or loss of efficiency. Tests at launch also
suggested that no sign of rear wheel lock-up occurred and straight
line braking was impressive.
GM-H has always made a point of ensuring that car suspension
performed well and this was certainly the case with the Gemini.
The four-link concept adapted to a small car design, with the
upper link removed and a panhard rod fitted to resist lateral
movement of the back axle certainly worked well in the Gemini and
soon gave it a reputation as a very safe handling small car. There
was sufficient spring travel to soak up bumps and corrugations and
the rack and pinion steering was light and direct.
A version of the GM-H three-speed automatic was especially
developed for the Gemini being operated by a central T-bar and the
car pulled well in the mid-range and top end.
The four-speed manual had very close ratios and a light, easy
movement with positive, short travel shifts. Despite the very
conventional design of the Gemini, which made for easier servicing
and lower maintenance costs, it was an appealing car which was
well conceived and relevant to the motoring climate at the time of
its availability.
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