easily;)Quote:
Originally Posted by Disco Mick
cheers phil.
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easily;)Quote:
Originally Posted by Disco Mick
cheers phil.
Not trying to be offensive here. I just don't see the 202 bottom end as being particularly strong. I reckon it'll need a lot of work to cope with those power levels for any length of time.
Probably steel rods and crank, steel main caps and a bottom end girdle. Extra external oil galleries plumbed in. The cooling will be an issue too as the red 202 always had a problem with keeping the rear cylinders cool due to the thicker bores and reduced water jacket. That was just with N/A combinations. The more power you make the more heat goes with it. Maybe this was sorted in lhe later blue or black motors.
The last hot holden 6 I built was about 15 years back so I guess a lot might have changed since then.
Cheers
Michael
i never said it was a red;) blue/black blocks are far better. it dose have whats left of a red crank though.
there are a few die hard holden 6 turbo fans left and most of them are having good success with their motors.
Owner: Mick Car: 1962 Holden EJ
Engine: Holden 202 6 Cyl. STD Crank, Starfire Rods, 12-Port Head, Custom Cam, Roller Rockers, Garret T04 Turbo, Deom 750 Carb
Driveline: GM PowerGlide with full Manual Shuft, TCE Convertor, Ford 9" with mini spool, 28-spline Axles, 4.11 Diff Gears
Performance: 11.87 @ 109mph (Pump Fuel with Street Radials) (Western Sydney International Dragway)
j.ZED Holden 6
Hi, Just wanted to show everyone my car. Its a LX Turbocharged 202 Torana. It has run 11.1 @ 121mph down the quarter mile at Willowbank. I recently raced the car at the 6 Banger Nationals at Warwick and also the Spring top fuel Championships at Willowbank. The photos are of my husband racing my car and the videos are of my racing the car. The car still has a lot more in it as we are still running pump fuel, We could race using C16 race fuel and nitrous however we still have not left with full boost off the line yet. Its not too bad for a little 202. Enjoy
ive been watching turbo holden 6's for years, and i cant seam to get that idea out of my head, there is something about the noise they make. the EH would not be a daily driver more of a cruise car.
cheers phil
Hi Diana,Quote:
Originally Posted by Lotz-A-Landies
I still haven't had time to contact the previous owners to ask the question, yet the figures you present in this thread certainly are close to what I'm seeing on the tacho, and given the obvious care with which this vehicle was rebuilt, the 3.54's would be highly likely. The 2 previous owners who did the majority of the rebuild were particularly careful and meticulous. One look at the vehicle tells you that.
I'm unaware of a difference between auto and manual Strombergs, yet the possibility of a difference wouldn't suprise me.
My plan is to lose the Stromberg at the earliest possible convenience, I've acquired a rebuilt and slightly modified 34 ADM Weber and Redline Roadmaster manifold which will be fitted as soon as I get the adaptor plate sorted out.
I'm also adding Wildcat extractors to allow the engine to breathe a bit better.
The exhaust was being changed anyway, to allow me to fit another fuel tank on the passenger side, so finding the Wildcats was a bonus.
A few weeks ago I fitted a Bosch HEI distributor and a set of Brisk Premium LGS spark plugs, this mod alone is giving me approximately 50-60klm more distance range from a tank of fuel. Next mod along those lines, is the inclusion of a Crane Cams HI 6 CDI and PS91 coil, which should make things highly interesting.
Basically, the HI 6 delivers 12 sparks per trigger event @ 2400 millijoules below 3000 rpm, as opposed to 1 single spark per trigger event that we are all used to.
My interest lies in combining the Brisk Premium LGS spark plugs to that equation, for these plugs are multispark items as well, they deliver about 10 sparks per trigger event, so doing the math, 12x10=120 sparks per trigger event.
Sounds all a bit too good to be true, so I asked the Brisk distributor and he says it should work, though he knows of nobody else who has taken this step.
I figure that given the known output of the HI 6, and my current tacho readings, I'll be basically in the multispark area of the CDI discharge at all times when at highway speeds.
Can you see what I'm attempting here?
Regards,
Ross.
Quote:
Originally Posted by Seriestwo
I've had to begrudgingly cancel the Turbo 202 plans and stay on track with the standard engine mods that I had on the drawing board in the first place, the measurements told me that I'd have to cut into the passenger side footwell far too much than I'm comfortable with.
The blokes who rebuilt this vehicle did a great job, and to cut it up would be a crime. I'd certainly not want to offend them by hacking up all their good work.
While it would have been fun to have forged ahead, common sense has prevailed and I reason that I should still be able to have plenty of fun with the engine mods I've already got slated.
After taking all the required measurements, and looking at the overall hassle, I've opted to give the Turbo engine a miss.
I even looked at a replacement firewall, which would have basically been cut up to suit, and when I saw that the passenger side footwell would have lost 1/3 rd of it's area, sense prevailed.
My passengers all whinge about the heat now, so imagining the extra heat thrown off the turbine, and nowhere to put their feet, sort of hoses down the idea. I do plan to address the heat and noise issue a bit further down the track, just to make it a bit more comfortable for my passengers.
I love driving my Land Rover around, it's my every day car, and I plan on keeping it forever, so rather than limit it's useability, I'll shuffle my feet and go back to plan "A", and continue modifying the standard engine to allow it to breathe a bit better.
Ho hum....
I still cant see that you would need to install a new firewall, there is lots of space in the engine bay to be able to get an exhaust manifold made to fit. If they can put a turbo in a pulsar without cutting anytihng you should be able to fit one in a land rover engine bay.Quote:
Originally Posted by navigation2000
In the long run it would save you alot of money not having the turbo fitted because you wont have to muck around with oil lines, water lines, intercooler and piping, dump pipes, manifold modifaction, induction modifaction, heat shielding, brake modifications and last but not least mod plating to allow a turbo to be registed.
Think of all the extra thousands you have now saved, and in the long run you have also saved your driveline from imminent death.
My series 2 has a holden 179 with a 202 head that it running 160psi in each cylinder, but I need to change the cam to allow more timing as I cannot advance the timing due to it pinging even on 98ron pump fuel. I too have now broken a series 3 gearbox as it is really whining and grinding on all gears but 4th so if you know anyone is brisbane who wants to get rid of a series 3 gearbox that works, let me know.
Good luck with the build mate.
Buy it and an old Holden to keep it company:cool::cool::cool::cool:
Andrew
have you considered a cheapie JAP blower/supercharger?
can be had cheap and put out 5-6p boost
rod hadfield used to do a GM blower kit for a 202.
instant power with a blower,no lag
and im sure you can intercool it and fit the WHOOSH thingy.:D
That would be a rocket!Quote:
Originally Posted by seriesly
https://www.aulro.com/afvb/images/im...09/03/1293.jpg