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holden 6

Started by _pacey1977_ , Jun 16 2009 10:31 PM

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36 replies to this topic

#26 _2runa_

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Posted 18 June 2009 - 09:22 PM

Guys while Rodomo was at work i got a couple of picks of what is under the sheet :tease:

Sorry to spoil your secret :spoton:

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#27 _mello92_

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Posted 18 June 2009 - 09:27 PM

^ hahahaha LOL!

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#28 dattoman

Do I feel lucky? Well, do ya, punk?

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Posted 18 June 2009 - 09:48 PM

13.2 was the best I managed with mine

Before boost

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#29 _2runa_

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Posted 18 June 2009 - 11:14 PM

This was the last pic that I took with a thermo camara before i left, his secret appears to be Cryogenics: Deep Freeze, Deep Secret?

Engine blocks that are treated prior to final honing will benefit from reduced friction, which will increase horsepower and torque. :<_<:

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#30 _NZ Toranaman_

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Posted 19 June 2009 - 05:53 AM

its all good so any one here got a holden 6 thats make 250hp plus with heap of work of course and also list what cam you guys are use my new holden 6 will be using a comp cam grind soild cam that is with tripple 45 dcoe carbys.

As I said earlier mine is putting out more than 250 hp at the flywheel on the street and isn't really that modded apart from the mods I did to the standard Holden parts the only aftermarket is a 12-port YT but it took some tinkering to get it to perform and make all the bits work in unison to produce what I had hoped for. the cam is only .483" lift so you don't need a monster lift and it produces excellent torque from 2500rpm with the real power coming on strong at around 4000rpm. I have had a 465 4-barrel on this engine and it made impressive low end power but failed to impress like the webers up top.

Hope this helps?
Graham

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#31 FastEHHolden

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Posted 19 June 2009 - 09:42 AM

http://www.gmh-toran.......&hl=general

Link to the article i was refering too...an awful lot of work to do to a stock head.

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#32 _sloshy_

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Posted 22 June 2009 - 10:10 AM

http://www.aussiev8....st-n-202-a.html

similar thread

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#33 greens nice

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Posted 22 June 2009 - 03:37 PM

^^^^^
i wouldnt listen to the stuff that smitty guy was saying.
nothing adds up

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#34 ozyozyozy

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Posted 23 June 2009 - 08:41 PM

lj historic tourers, some of them have around 260hp at the treads n/a. alot of work went into them to make them hold together, talking $$$$. but they piss. there was a turbo`d 202 self built with over 500hp at the tyres. this is in the perth area.

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#35 _Drag lc_

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Posted 27 June 2009 - 06:45 AM

yeah i agree with greens nice not much ads up.

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#36 _Bomber Watson_

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Posted 27 June 2009 - 10:03 AM

XU-1 spec cam making power at 8k?

:wtf:

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#37 _doucmyuc_

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Posted 01 July 2009 - 12:05 AM

XU-1 spec cam making power at 8k?

I doubt the head is even capabale of flowing good numbers at that sort of RPM :spoton:

The problem with the factory cast head, even when YT modified is that they simply dont carry enough port velocity to fill the cylinder. From my research the alloy 6 heads are quoted good for flowing up to 270cube feet, which is about 270-280 HP on most dynoes. You can run low lift cams to try and increase vacuum below the valve, or fill the port walls to increase port velocity, or cut the valves right back to give it every little bit of velocity right to the cylinder, but they just dont carry the numbers :cry:

To get them flowing in the range of 400hp on pump fuel, i think some serious work would be needed to be done. Things like smaller valves, narrow or longer (width vs depth) ports, taller ports (greater velocity when hitting the valves) and really have to have a custom head job!

As Greg has said above, detonation is a big issue. For every compression point you crank the engine up - your looking at roughly 3% HP increase. For that 3% increase you may need to bank your timing off 2-3 degrees. The holden 6's arent able to run too close to 16 degree burn in stock form as it is, adding more and more compression and tryign to tune your ignition closest to 16degrees after top dead centre is like playing with fire (excuse the pun). For those that might not know, 16degrees past top dead is the calculated point of peak cylinder pressure, and that point at which in theory peak torque can be generated in the stroke.

I've heard people talk about special cam grinds that are magic on speedway engines and secret grinds from crow etc. When you start playing with cam timing to bring the cam on later in the RPM range to try and get better flow, you reduce your dynamic compression. The trade off for the little extra flow you get at high rpm, mathematically, isnt worth it for the dynamic compression you loose on these engines.

I say 240-260HP on a well worked 12port head. Any more and the wheels dyno is telling fibs. Its always a fight against design :cry: