I finally got my custom camshaft back from crowcams. I designed this one partially for my VK EFI "As you cant get a replacement VK EFI camshaft with the same specs as the genuine factory camshaft", but also because I want to use the motor/gearbox/running gear in an older holden that's in better condition. I'm also planning shortly, running a single or twin 2" SU jaguar carbies that I have, and even possibly add a supercharger to it. My camshaft specs are as per below:
Inlet. 15/75 .420thou lift. Duration 270
Exhaust. 60/30 .440thou lift. Duration 270
No, it isn't an XU-1 bathurst race cam, but why would I want it to be like that???
The reason that the inlet duration is so long, is for the fact that the long runners on the EFI intake require a longer opening frame to operate more efficiently, and this will suit my other ideas in the near future i.e. Tunnel-ram or supercharging. Just want to make the engine breathe!.
The reasonably short duration of the exhaust is designed to still give me a good idle with very slightly increased dynamic compression. Also helps in the performance department.
When I submitted this data to oldholden.com, I was treated like a heretic or a whipping boy, and all the idiot's "clowns" came out to play. I received ridiculous comments like "It's not exactly an XU-1 cam" and "what you think that you're some kind of a genius, Langley", and comments of the alike. For some reason, and according to most of them the VK EFI is a pathetic platform to use and it's been quoted that they're more of a "Punch-drunk motor, rather than punchy!". another un-informed comment that I had received during my research endeavours. It is a shame that, becuse they have had such bad luck with their setups, they automatically assume that everyone's setup is also s*** without ever doing their research or seeing what others have done with the setup. Strangely enough across the road from my dad's house "when I was a teen", the blokes who lived there had a very sweet VK 202 with EFI and they were total revv-heads. They were always blowing diffs, and for people to say the setup is pissweak and lacks potential "in my views" is totally wrong, and those blokes who had/have the know-how would totally agree with me.
They failed to realise that I wasn't building an XU-1 red motor for bathurst, or some kind of dragway car. If I wanted that I would get a e49-spec motor from Hemi-performance $7500 with tripple webers, back it with a great 5-speed and install the whole setup in something light-framed i.e. a litle rana' or something simmilar. I just wanted to build a motor with increased raw torque/reliability and compression for highway cruising and towing. I was building a motor to my own specs & for my own application, not someone else's. The motor would be useless to me, if it drives like a pig and is only any good from 3,000 rev's upwards from there.
But enough of that,
The block was a donor 3.3L blue, which had to be bored out 60thou, because it was already at 40thou and just out of runout. I used Flat-top pistons for the extra compression gain, and used an ACL Race rebuild kit to put the motor together. i.e. Gaskets. Instead of using the ACL Race head gasket though, I decided to use a 1mm copperhead gasket. As they are a more reliable gasket to use and are also reusable.
I used a JP helical timing kit, as they are not noisy and more reliable than straight-cuts. They also wear-down less.
The cylinder head I used was a 2.86Blue high compression head, that has been mass-ported and set for unleaded. It has larger tuftrided valves and new valve-stem guides. 1.7" intake valves & 1.5" exhaust valves. I am currently using stock standard rockers, but I am planning on using harley-davidson studs so I can use independent roller rockers as soon as I can setup some kind of guide plate for the pushrods. Using roller-rockers will extend the cylinder head life via the valve-stem guides and make easier work for the whole valve-train setup. It will also give it an even smoother idle.
I had also installed a flashlube metered kit for added top-end protection. Better to be safe than sorry!.
I finally installed the camshaft yesterday, and fired the engine up. Success!!. It runs an absolute treat. The throttle response is very peaky, and the engine takes-off like a shot. Idles so damn smoothly. Seems to have heaps of low-down power as well as mid-range. I would have to say that this was the best holden 6 that I have built to date!. I'm very impressed with it.
The next phase for me may be to tackle the delco conversion, and see where it takes me from there.
I wrote this post so that it would be future reference to myself and others who are serious about building a good strong "almost stock" EFI 202 at low cost!. I really hope that this info will be helpful to someone out-there, and if it even helps just one young-bloke with his build, i'm happy.
It's good to see here, that people on this fastlane site are more experienced, more open minded and are not so negative as per their views on 202's and the VK EFI system. We all know the system is basic, but the best thing is that we also all know that there's room for improvement, and that there's plenty of fellow blokes here whom are willing to share their tech info & experience regarding to this system.
Thanks guys for your help so-far. You've been more than helpful!
Cheers!
My car is my lady, and she always makes me crazy!!!
