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Q2 the 250 6 cyl chev motor in the C20 they were gutless rubbish to HK1827.
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quote:
Originally posted by castellan
Another quiz
Why a 130 ci red motor when we had a red 138.
Does anyone know that one.
Why not just export the 138? in the HT-G-Q & LC-J
That is a very good question, especially when you consider that they were introduced at around the same time. Being an export motor, maybe some countries had a tax break at 2.6 litres, but then you could ask why not make the 138 just 23cc smaller (2599). I'm afraid it will be one of life's great unsolved mysteries. Dr Terry. _________________________________________ When calculating a car restoration budget, be as accurate as you can & then double the final figure. It will be closer to the truth. |
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Right motor, wrong car. Has to be a Holden, Statesman, Torana, Sunbird, Commodore or export derivative? What GMH designed/built body (production vehicle) had a 250ci Chev 6cyl?
Dunno about the 130 vs 138, except the 130 was around before 138 came around, AFAIK the 138 was the replacement for the 130 just like the 173 replaced the 161 and the 202 replaced the 186. All are about a 7-8% or thereabouts increase.
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quote:
Originally posted by HK1837
Dunno about the 130 vs 138, except the 130 was around before 138 came around, AFAIK the 138 was the replacement for the 130 just like the 173 replaced the 161 and the 202 replaced the 186. All are about a 7-8% or thereabouts increase.
I beg to differ, Byron. The 130 was first used in export HT, I assume around mid 1969, while the 138 (badged 2250) was first seen in LC Torana in Oct 1969, scarcely 3 to 4 months later. The 130ci was listed as the smaller option export motor for HG & HQ, while the 138 soldered on in the locally-built LC & LJ Toranas, up until the 173 (2850) became standard in Feb 1973. Even then the 138 was still seen in export LJ & LH after that, by which time it probably did supersede the 130ci. Dr Terry _________________________________________ When calculating a car restoration budget, be as accurate as you can & then double the final figure. It will be closer to the truth. |
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Just thinking out loud! At least I got the 130 being around before the 138 right! So that would mean that both the 130 and the 138 were unique (LJ XU-1 aside) where they both ran early and late type rocker gear, whereas the bigger 6cyl engines changed from adjustable to fixed at HQ engine release?
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quote:
Originally posted by HK1837
So that would mean that both the 130 and the 138 were unique (LJ XU-1 aside) where they both ran early and late type rocker gear, whereas the bigger 6cyl engines changed from adjustable to fixed at HQ engine release?
Yes, that is correct, large & small spark plugs as well. Another fact about 6-cyl engines around that time, is that the 173/2850 changed to large diameter main journals (202/3300 size) a few years after the 202/3300 itself. I suppose that this was to cut down on parts inventory. Dr Terry _________________________________________ When calculating a car restoration budget, be as accurate as you can & then double the final figure. It will be closer to the truth. |
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2850 to large journals at blue motor release (or thereabouts)?
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[quote] Originally posted by HK1837
Right motor, wrong car. Has to be a Holden, Statesman, Torana, Sunbird, Commodore or export derivative? What GMH designed/built body (production vehicle) had a 250ci Chev 6cyl? gday Byron Maybe a Sth African HQ? Paul _______________________________________________________ Edited by user Wednesday, 27 October 2010 4:28:32 AM(UTC)
| Reason: Not specified |
Jesse Jesse Jesse, you've not got a sense of humour! |
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Spot on, except HK through to whenever. Constantias, Kommandos etc. Some of these appear to have had a 250ci Chev 6cyl with trimatic/TH180/3L30. So if you want a Chev pattern Trimatic bellhousing, look to South Africa.
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Evening folks,
I have seen some where pictures of a HR imported from South Africa that had a 250 chev in it, looked genuine , hope it didn't have the crash box still. Oily
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quote:
Originally posted by Oily
Evening folks,
I have seen some where pictures of a HR imported from South Africa that had a 250 chev in it, looked genuine , hope it didn't have the crash box still. Oily
AFIAK the Chev 6 in the Sth African HR was the 194ci engine, not 230 or 250ci. Dr Terry _________________________________________ When calculating a car restoration budget, be as accurate as you can & then double the final figure. It will be closer to the truth. |
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Greetings, There are actually two answers to Q2 if you consider power output and cubic capacity. The engine size is 250 ci or 4093 cc and it was fitted to Chevrolet Kommando and Kommando LS and Chevrolet Constantia. The Turbo Fire version was rated at 155bhp and this was the only engine in the Constantia. The Kommando LS had the option of the big baby though. The Chevrolet High Output engine with 180bhp was the top of the charts. From all accounts, these cars with these engines were designed by GMH with input from GMSA but assembled in SA from body kits sent from here. The engines were built in SA.
What about a question as to to the shortest production run part as fitted to a Holden?
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Good question. Shortest production run. Of a major mechanical part? Body part? Or any part?
For starters - major mechanical parts. Maybe 186 cast cylinder heads on HT GTS350?
Body bits - WB round headlight nose bits?
Any part - maybe the input shaft cover on a 4cyl aussie 4spd M20 in the first months of LH Torana production?
I'm sure there is other bits than these though, just a few starters.
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ok..for the any part question...i think this would be one of the rarest... the rubber at the floor for the gearstick on hq 350 with muncie and a9x with super t10.. going to church makes you no more a christian than standing in a garage makes you a car... www.classicozwreck.com.au |
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quote:
Originally posted by classic oz wreck
ok..for the any part question...i think this would be one of the rarest...
the rubber at the floor for the gearstick on hq 350 with muncie and a9x with super t10..
To be pedantic, the Super T10 A9X wasn't a 'production' part. AFAIK none were fitted in production, they were however homologated for racing. To add to rare gearshift boots, what about the console boot on an HR Premier Opel 4-speed shifter. Dr Terry. _________________________________________ When calculating a car restoration budget, be as accurate as you can & then double the final figure. It will be closer to the truth. |
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I think Git meant shortest production run for a part, not rarest! Greg is spot on about the rarity, but a GTS350 HQ was available for a long time so the part was used for a long time.
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308 HP blocks. 3 months is it not. or maybe the higher grade nodular cranks if we can confirm it's true.
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quote:
Originally posted by Dr Terry
quote:
Originally posted by classic oz wreck
ok..for the any part question...i think this would be one of the rarest...
the rubber at the floor for the gearstick on hq 350 with muncie and a9x with super t10..
To be pedantic, the Super T10 A9X wasn't a 'production' part. AFAIK none were fitted in production, they were however homologated for racing.
To add to rare gearshift boots, what about the console boot on an HR Premier Opel 4-speed shifter.
Dr Terry.
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it shows up with a part number in the lx torana parts books.. going to church makes you no more a christian than standing in a garage makes you a car... www.classicozwreck.com.au |
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quote:
Originally posted by castellan
308 HP blocks. 3 months is it not. or maybe the higher grade nodular cranks if we can confirm it's true.
308 HP blocks ran for longer than 3 months. They were available right from the very start of HT through to whenever they dissapeared. So from early-mid 1969 through into 1970. Most of them came from Broughams. I've never found one with a crank any different to normal, although as people have found them in early Brougham engines it makes sense the very first Holden V8 cranks may have been different for whatever reasons. GMH were in the business of making money so any good prototype or pre-production stuff could easily have been used at a later stage and not thrown out. _______________________________________________________ If we all had the same (good) taste, who would buy all the Fords? |
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There were hundreds of changes to many commodore models - but the shortest run that i can think of would have to be the speedo cable in Jan & some feb '86 VLs that had the clip on the cluster, rather than the cable like the rest of VL production.
Or possibly the Nissan spark plug spanners supplied in early VLs?
If it's major body parts, then the floorpan/trans tunnel of the VL only lasted 10 months before being changed to accomodate the V8. This also necessitated a host of new parts - console, carpet, 6 cylinder shifter, and the heater box also changed around this time, although I'm not sure if it's related to the floorpan change.
Actually, come to think of it, the A-pillars in the last few months of VK production were different to early ones, and required a different screen rubber too.
There would really be no right or wrong answer, as the myriad of runnijng changes - supported by part numbers in the parts books - is simply too huge to sift through.
Cheers,
Mick
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