Nice job mate. To accurately date the block next to the time clock on the rear right side there will be a cast in code like 6h1. 6 day of august 1971. The best external oil pump feed is to place a 3/4' thick plate over the original oil pump mounting face. Tapped for a 12 an fitting. And relieve the internal radius . Like you have done. Tap the front oil gallery with a 1/4" plug. Prevents the press im plug poping out. Next tip is to cresent the upper bearing register in the block and to drill an extra feed hole in the upper bearing. Creates extra flow to the rod bearings. Does not matter what happens with the external pressure or flow. Ive had great sucess with just a wet sump. Big internal pickup. Baffled trap door sump.
One good tip I've read about,is to use a hydraulic roller cam ,but with solid lifters set at .005" lash,less lifter weight,more roller life,better harmonics,better valve control/less aggressive ramps, and without having to use monster valve springs
I noticed you have a blow out through the bore on number 1 cylinder. this was a very common problem with high HP, and boring them to .0060 th or more. We used to throw these blocks out at that stage.
YOU MAKE SURE your gudgeon pins are fully floating! The 202 earned a reputaion for piston failure because the gudgeon was so much closer to the very hot piston crown compared to the shorter stroke earlier Red Motors. This was the main reason race engine builders went back to the 186 after 202s destroyed their gudgeons & pistons. Ensure your conrods/big ends vent up to the underside of your pistons. The gudgeons only recieve oil from crank fling, so bore the rods for bronze small end bushes & get plenty of cooling oil up to them. Never heard of cam flex in a Holden. Generally, the cam tunnel has to be enlarged to allow fitment of big boxy lobes on roller cams. Steel is actually a lot more flexible than very stiff cast iron as was used in all factory red motor camshafts. But it pits & chips, so steel is best. Lose as much weight out of the valve train as you safely can & you won't need super stiff valve springs which might (but I doubt it) cause cam twist/flex. Countless thousands of Holden 6 powered touring cars managed OK with widened/enlarged sumps, proper baffles & windage trays. An expensive complex dry sump system should not be needed unless you're racing an open wheeler on high speed open curve circuits with super sticky tyres. Talk to Group N Torana racers to get the best sump design. The EH sump is very similar to the LC/LJ sump & Torana racers will have decent race prepped sumps kicking around.
From what my father told me as a young fellow he said the red 202 engine was the worst one as they are the shorter stroke engine they had a habit of pulling tops off pistons and they run 🏃♀️ out of legs in the top end of the rev range in his EH panel van he built a highly modified 186s block witch ran a really rare genuine Bathurst cam triple Webbers steel crank balanced and blueprinted this was back in the day he also said the only other holden six engine that was any good was the 12 port black block 3.3 engine with it’s better crank and head and rods electronic dizzy
@@theworkshopmechanicchannel3296 The next time someone suggests the 202 is unworthy of love or investment, remind them it was a humble little Holden 202 in an LJ Torana that clobbered all the best XY GTHO Falcons in Australia at Bathurst in 1972. There are, unfortunately, great legions of ignorant dolts who know nothing & think they know everything because they grew up in a world of RB 30s & Barras. They don't know how good it feels to have the fastest car in town powered by a sensationally hot Holden 6. They don't know 6 cylinder Holdens broke records all over Aust for decades. From what you've dislosed in your commentary, this 202 will churn out at least 350 BHP if everything works as it should. Keep the weight down in the EH & you'll have a very rapid car.
@@jb7591 The most embarassing event in Aust Motor Racing History is the result of Bathurst 1972. For that simple fact alone, I wouldn't be seen dead in an E49 or a GTHO. I'd feel like a fool every time I saw an XU-1. The totally ridiculous aspect to that tragic event for Ford lovers is the fact those GTHOs that got beat at Bathurst by a factory stock series production 202 XU-1 were PHASE THREES! To cap it off, the Toranas only had Aussie 4Speeds, tiny Banjo diffs & feeble little 10 spline axles! I can still remember the GT Falcon ads on the TV from 1971. It had footage of an XY GT towing a boat over a then modern long freeway bridge. I'm sure the Falcon GT made a good tow rig. However, whenever I've needed to go anywhere in a hurry, I've used hotted up Holden sixes which were cheap to build, revved like mad, didn't turn my car into a heavy weight barge & delivered excellent fuel economy with SUs. The old Holden Six is a great little engine that responds very nicely to a little bit of love & a good one in the right car will scare the hell out of most V8 Falcons.
@@dmc5681 The bronze guides, the resizing of the mains and the boring of the cam bearings, I’m not sure who did that as it was out sourced from my engine builder. What I do know is that it took 2 months. There aren’t many places left that do this.
One of the great things about the Holden six's is how well they lent themselves to modification. Didn't take much to get more go from them.
Nice job mate. To accurately date the block next to the time clock on the rear right side there will be a cast in code like 6h1. 6 day of august 1971. The best external oil pump feed is to place a 3/4' thick plate over the original oil pump mounting face. Tapped for a 12 an fitting. And relieve the internal radius . Like you have done. Tap the front oil gallery with a 1/4" plug. Prevents the press im plug poping out. Next tip is to cresent the upper bearing register in the block and to drill an extra feed hole in the upper bearing. Creates extra flow to the rod bearings. Does not matter what happens with the external pressure or flow. Ive had great sucess with just a wet sump. Big internal pickup. Baffled trap door sump.
The red engine was one of the best motors holden ever made. I'm sure this will be a tough engine when built.
Engine....
I knew straight away before you even said, yep, 71 hq block will be neoprene seal.
One good tip I've read about,is to use a hydraulic roller cam ,but with solid lifters set at .005" lash,less lifter weight,more roller life,better harmonics,better valve control/less aggressive ramps, and without having to use monster valve springs
I noticed you have a blow out through the bore on number 1 cylinder. this was a very common problem with high HP, and boring them to .0060 th or more. We used to throw these blocks out at that stage.
I spoke to my engine guy the other day,
He said he will start on mine once again in the coming weeks
YOU MAKE SURE your gudgeon pins are fully floating! The 202 earned a reputaion for piston failure because the gudgeon was so much closer to the very hot piston crown compared to the shorter stroke earlier Red Motors. This was the main reason race engine builders went back to the 186 after 202s destroyed their gudgeons & pistons.
Ensure your conrods/big ends vent up to the underside of your pistons. The gudgeons only recieve oil from crank fling, so bore the rods for bronze small end bushes & get plenty of cooling oil up to them.
Never heard of cam flex in a Holden. Generally, the cam tunnel has to be enlarged to allow fitment of big boxy lobes on roller cams. Steel is actually a lot more flexible than very stiff cast iron as was used in all factory red motor camshafts. But it pits & chips, so steel is best. Lose as much weight out of the valve train as you safely can & you won't need super stiff valve springs which might (but I doubt it) cause cam twist/flex.
Countless thousands of Holden 6 powered touring cars managed OK with widened/enlarged sumps, proper baffles & windage trays. An expensive complex dry sump system should not be needed unless you're racing an open wheeler on high speed open curve circuits with super sticky tyres. Talk to Group N Torana racers to get the best sump design. The EH sump is very similar to the LC/LJ sump & Torana racers will have decent race prepped sumps kicking around.
Hi everyone
I just realised that the comments section was turned off.
It’s all fixed up.
Cheers.
What sort of hp will it make
From what my father told me as a young fellow he said the red 202 engine was the worst one as they are the shorter stroke engine they had a habit of pulling tops off pistons and they run 🏃♀️ out of legs in the top end of the rev range in his EH panel van he built a highly modified 186s block witch ran a really rare genuine Bathurst cam triple Webbers steel crank balanced and blueprinted this was back in the day he also said the only other holden six engine that was any good was the 12 port black block 3.3 engine with it’s better crank and head and rods electronic dizzy
You must be one in a million that would actually spend serious money on a 202.
There are guys out there that have spent way more than me.
Considering how much trial and error they experienced.
@@theworkshopmechanicchannel3296
The next time someone suggests the 202 is unworthy of love or investment, remind them it was a humble little Holden 202 in an LJ Torana that clobbered all the best XY GTHO Falcons in Australia at Bathurst in 1972.
There are, unfortunately, great legions of ignorant dolts who know nothing & think they know everything because they grew up in a world of RB 30s & Barras. They don't know how good it feels to have the fastest car in town powered by a sensationally hot Holden 6. They don't know 6 cylinder Holdens broke records all over Aust for decades.
From what you've dislosed in your commentary, this 202 will churn out at least 350 BHP if everything works as it should. Keep the weight down in the EH & you'll have a very rapid car.
@@johnbrooks9523 well said.
@@jb7591
The most embarassing event in Aust Motor Racing History is the result of Bathurst 1972. For that simple fact alone, I wouldn't be seen dead in an E49 or a GTHO. I'd feel like a fool every time I saw an XU-1.
The totally ridiculous aspect to that tragic event for Ford lovers is the fact those GTHOs that got beat at Bathurst by a factory stock series production 202 XU-1 were PHASE THREES! To cap it off, the Toranas only had Aussie 4Speeds, tiny Banjo diffs & feeble little 10 spline axles!
I can still remember the GT Falcon ads on the TV from 1971. It had footage of an XY GT towing a boat over a then modern long freeway bridge. I'm sure the Falcon GT made a good tow rig. However, whenever I've needed to go anywhere in a hurry, I've used hotted up Holden sixes which were cheap to build, revved like mad, didn't turn my car into a heavy weight barge & delivered excellent fuel economy with SUs. The old Holden Six is a great little engine that responds very nicely to a little bit of love & a good one in the right car will scare the hell out of most V8 Falcons.
hi thanks for the vid. where abouts are you? Interested in this build cheers Andy from Riverina NSW
I’m located in Sydney.
Hi, Who do you use for block machining in Sydney?
@@dmc5681
The bronze guides, the resizing of the mains and the boring of the cam bearings, I’m not sure who did that as it was out sourced from my engine builder.
What I do know is that it took 2 months.
There aren’t many places left that do this.
Have you increased bore size with the sleeves?
No.
We sleeved the block and it will be bored back to standard.
These sleeves are way stronger than the block.