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Thread: Exhaust system LR to Holden manifold

  1. #1
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    Exhaust system LR to Holden manifold

    Hi all,

    what have people done with the holden 186 connecting to original LR exhaust system?
    I am thinking of buying the original LR exhaust system for the end tail pipe (incl muffler) plus the centre (intermediate) pipe and then having someone make up the manifold (Holden 186) to LR connection (front section).

    Also is the LR exhaust system for the S2/2a the same as S1, people are selling S2 but hardly anyone for the series one?
    D4 2011
    S1 1955 SWB

  2. #2
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    From what I remember the Landy system is restrictive, you'd be better off getting a custom 2" system installed.
    That's what my uncle did back in the 80's with his 186 conversion on his S3.

    Actually prior to that he ditched the 2.25 manifold and exhaust, added a set of Perry headers and 2" exhaust and the old Rover engine came alive.
    When he installed the Holden he mated the 2" system to the Holden manifold.

  3. #3
    Homestar's Avatar
    Homestar is offline Super Moderator & CA manager Gold Subscriber
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    That would work, but Id too just get a new custom system done if it was mine. How much are the pipes youre looking at delivered?


    1977 101 FC - 'Chucky'
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  4. #4
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    I did the same. Just get the exhaust shop to run it from the Holden manifold out.
    Cheers
    Slunnie


    ~ Discovery II "Storm" ~ ~ Series IIa 6cyl ute ~ ~ Series II V8 ute ~

  5. #5
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    Get a pair of the cast split iron headers as used on 186S, GTR Torana and others. Take it to your muffler shop and get twin 2" straight through independent systems run out to the back. Refer to Phil Irving's writings for the justification for this. Phil reckoned that inline 6 sports engines were best tuned as two x three cylinder engines.
    URSUSMAJOR

  6. #6
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    Quote Originally Posted by Bigbjorn View Post
    Get a pair of the cast split iron headers as used on 186S, GTR Torana and others. Take it to your muffler shop and get twin 2" straight through independent systems run out to the back. Refer to Phil Irving's writings for the justification for this. Phil reckoned that inline 6 sports engines were best tuned as two x three cylinder engines.
    For bottom and mid range torque a single pipe is best on a straight six with a conventional firing order.

    I remember HM Headers showing this on a then new G60 Patrol back in the late seventies.
    At the time they supplied the race systems to HDT and Ford and they made a twin pipe system for the Patrol, dynoed it, then converted it to a single dump and compared.
    The single system made more torque and the same power.
    I played the same games with a Jeep system, and timed the climb up Lapstone Hill to compare.

    The 186S/XU1 header is better than the stock manifold though, but using equal length secondaries into a single dump.

  7. #7
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    I would stick with Phil Irving's advice. He has the runs on the board as an engine designer and race car engine builder.
    URSUSMAJOR

  8. #8
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    A big difference between a race engine and 4wd engine Brian

  9. #9
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    Quote Originally Posted by rick130 View Post
    A big difference between a race engine and 4wd engine Brian
    Sports engine as I said. A race inline six is tuned as six single cylinder engines each with its own intake and exhaust tract.
    URSUSMAJOR

  10. #10
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    Quote Originally Posted by Bigbjorn View Post
    I would stick with Phil Irving's advice. He has the runs on the board as an engine designer and race car engine builder.
    He wasn't too bad with Vincent motorcycles either

    Cheers, Mick.
    1974 S3 88 Holden 186.
    1971 S2A 88
    1971 S2A 109 6 cyl. tray back.
    1964 S2A 88 "Starfire Four" engine!
    1972 S3 88 x 2
    1959 S2 88 ARN 111-014
    1959 S2 88 ARN 111-556
    1988 Perentie 110 FFR ARN 48-728 steering now KLR PAS!
    REMLR 88
    1969 BSA Bantam B175

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