Supercharged Holden 202 build Parts and Processes - Forced Induction
KamicarzCreations
40,237 views
Here is an update on my learning and build details for the legendary holden 202 engine. This has been years in developement and may be my last build.
Have a look at my last holden six build
Holden Hot Six Parts and Builds
Supercharged Holden 202 build Parts and Processes - Forced Induction
Also check out my Torana build
UC Torana Build
20 Comments
@jimclarke1108 1 year ago
The 202 will be going hard, they love revving
@306champion 1 year ago
Most of this is well above my pay grade but I grew up with the red motor and have always loved them. I cant wait to see the final outcome and where it ends up.
All the best mate.
All the best mate.
@jasonthompson869 1 year ago (edited)
About 25 odd years ago a good mechanic mate of mine and I built a turbocharged 186 for my UC Torana, we used one of the old Garret Air-Research kit ( only an oil cooled turbo ) that came supplied with a decompression plate as the base platform to build off of, these kits were only supposed to run at round 6psi..
We fitted 202 pistons to the 186 as this stepped the crown down slightly so didn’t end up using the decompression plate and was quite low compression, we ported a head to its limit by cutting out the centre supports, and recessed allen headed bolts into the bottom of the head itself, eyebrowed the block to match the oversized valves, ran a solid cam that was specced off of John Moyle engineerings engine in his turbocharged EJ ( from memory ).
We ran starfire rods of which we sent a collection to be sonic tested and a 186 HP steel crank with a crank girdle.
We used water injection with a nozzle to squirt down the Jag SU carb throat to assist with avoiding detonation and ended up switching this to methanol in time. We also mounted a Jackaroo intercooler over the top of the engine off of brackets from the rocker cover studs, with a hornet bonnet scoop without the lower section to keep it nice and low against the bonnet to allow for air flow through the intercooler.
The initial run-in of the engine we stripped the timing gears when it came up on boost like a savage.
We changed those out for straight cut gears ( the sound was incredible ).
Unfortunately it didn’t last long, the engine once up on boost was like a massive two stroke when it comes into its powerband, running a steel case supra 5 speed it split the casing of it longitudinally, we used a one tonner Salisbury 10 bolt in the back end and it held up ok. Next gearbox was a modified trimatic with a manukau cast and manufactured thicker solenoid detent cup and the auto manualised with about a 3000rpm stall converter, that worked a treat albeit briefly as well.
But the turbo running at and up to over 20psi ( not much by today’s standards ) just cooked it and sucked its seals in and destroyed itself…
Good times with most of it spent developing and repairing ongoing mechanical failures..
I’m very, very much looking forward to seeing how this beast runs, well done on keeping the old red motor alive as opposed to some other engine swap which seems to be so prevalent these days.
We fitted 202 pistons to the 186 as this stepped the crown down slightly so didn’t end up using the decompression plate and was quite low compression, we ported a head to its limit by cutting out the centre supports, and recessed allen headed bolts into the bottom of the head itself, eyebrowed the block to match the oversized valves, ran a solid cam that was specced off of John Moyle engineerings engine in his turbocharged EJ ( from memory ).
We ran starfire rods of which we sent a collection to be sonic tested and a 186 HP steel crank with a crank girdle.
We used water injection with a nozzle to squirt down the Jag SU carb throat to assist with avoiding detonation and ended up switching this to methanol in time. We also mounted a Jackaroo intercooler over the top of the engine off of brackets from the rocker cover studs, with a hornet bonnet scoop without the lower section to keep it nice and low against the bonnet to allow for air flow through the intercooler.
The initial run-in of the engine we stripped the timing gears when it came up on boost like a savage.
We changed those out for straight cut gears ( the sound was incredible ).
Unfortunately it didn’t last long, the engine once up on boost was like a massive two stroke when it comes into its powerband, running a steel case supra 5 speed it split the casing of it longitudinally, we used a one tonner Salisbury 10 bolt in the back end and it held up ok. Next gearbox was a modified trimatic with a manukau cast and manufactured thicker solenoid detent cup and the auto manualised with about a 3000rpm stall converter, that worked a treat albeit briefly as well.
But the turbo running at and up to over 20psi ( not much by today’s standards ) just cooked it and sucked its seals in and destroyed itself…
Good times with most of it spent developing and repairing ongoing mechanical failures..
I’m very, very much looking forward to seeing how this beast runs, well done on keeping the old red motor alive as opposed to some other engine swap which seems to be so prevalent these days.
@MrJoea11 1 year ago
Glad to see your back to posting on this 202. I’m learning a lot from 🇺🇸 since we didn’t have these. I’m also building my own Ford inline 6. No rivalry here 😅. I like to learn from all. Keep them coming cheers.
@marktiltins8845 1 year ago
Go back to when Brock was driving his LC Torana at Calder Rallycross, 186 Supercharged
240hp back then , a magazine named the Giant Killer has a wright up
240hp back then , a magazine named the Giant Killer has a wright up
@leonhosie3053 1 year ago
The James Shaw 6 cylinder with yellow terror heads and extractors was bonkers from a 202ci engine, nice work bud!
@blair-1973 1 year ago
great video mate very informative, it will be a fun car to drive when its done.
@davidfox3475 1 year ago
Progress at last Bob ! Enjoy your holiday and look forward to the next update.
@bigal878 1 year ago
Good video… but, turn your piston ring filler the opposite direction so the cutting wheel is cutting towards the inside of the ring. It reduces the chance of chipping the outside edge of the ring.
@douglasbanks3318 1 year ago
When i was a Teen growing up in Sth west Sydney ,back in the 60s and 70s ,we use to install Tripple SUs .Now a Super Charger, wow, Noice Motor.
@ashcustomworks 10 months ago
Cool project! I always hoped to fit a Mazda diesel supercharger to the 202 in my UC, but I had to sell it before I ever had the resources to do the job. Seeing this it's probably best that I didn't try as I would have gone well out of my depth!! 😂
@genreaper 1 year ago (edited)
Lookup my dad Graham Elliott and his Exterminator. Running 6.3 eighth mile. Holden sick wizard. Solid non roller. Goes hard. FJ Holden. Blown meth carb
I ran in the day an LC Gtr 208.. 9 inch 4.56 lsd. Trimatic. Heavy as crap an run 12.7 @108 Holden six is good stuff. Really don't need a crank girdle. Light weight internals and titanium valve caps etc makes gains. Install height is important but seat pressure check are a must too. Sand bent adjustable exhaust and adjustable collector length and megaphone is tho go. Copper re aneal gasket with piano wire. Grooved block. Need to dial cam in right and get multi keyway crank gear if needed to get it right. Setup ingnightion 32 degrees max. Compression ratios and boost make em work. Autorootor or Whipple blower are best but need to watch blower housing temps if not running meth. Don't overdrive it too much on crap fuel. Even advancing cam a few degrees makes a big difference got has to be fueled right. I used to run 45 mm DCOE's and N/A that was mad. Really need to flow heads and match cam list to suit with duration considerations.
Matching cam lift with CFM on head at max flow valve height is Very important. Peter Schaefer is a Wizz with that. Even having 1.6 ratio roller rocker on inlet and 1.5's on exhaust with good cam profile. Mate Robbie Flago use to run a LC 2 door Duggan head and that run like 10.2 with nos regular. Those heads are good with better inlet angles. Bonnet clearance sux tho but they work. Dad has the schematics for a Dunstan head. Check that stuff out. Some one should lthe more of them up. If you don't mind a push start lol. Just do an external oil pickup from side of sump from pickup to side of oil pump via pipe silver solder in or you may scorch rear bearings. Taping into block galeries and fitting a triple oil bypass rail to front mad and back helps heaps if spinning motor fast.
BMW rods are good too. Balance everything. Flexi plate convertor tailshaft etc. Just check each exh probe for temp. Change oil heaps. A top quality harmonic balancer is a must. Make sure you have true and good belt alignment. GG m8 sweet stuff. Ranting a bit but you get that. Been there. It's fun. Ford 221 crank conversion or stuff it shoehorn a 265 hemo or 292 chev lol
I ran in the day an LC Gtr 208.. 9 inch 4.56 lsd. Trimatic. Heavy as crap an run 12.7 @108 Holden six is good stuff. Really don't need a crank girdle. Light weight internals and titanium valve caps etc makes gains. Install height is important but seat pressure check are a must too. Sand bent adjustable exhaust and adjustable collector length and megaphone is tho go. Copper re aneal gasket with piano wire. Grooved block. Need to dial cam in right and get multi keyway crank gear if needed to get it right. Setup ingnightion 32 degrees max. Compression ratios and boost make em work. Autorootor or Whipple blower are best but need to watch blower housing temps if not running meth. Don't overdrive it too much on crap fuel. Even advancing cam a few degrees makes a big difference got has to be fueled right. I used to run 45 mm DCOE's and N/A that was mad. Really need to flow heads and match cam list to suit with duration considerations.
Matching cam lift with CFM on head at max flow valve height is Very important. Peter Schaefer is a Wizz with that. Even having 1.6 ratio roller rocker on inlet and 1.5's on exhaust with good cam profile. Mate Robbie Flago use to run a LC 2 door Duggan head and that run like 10.2 with nos regular. Those heads are good with better inlet angles. Bonnet clearance sux tho but they work. Dad has the schematics for a Dunstan head. Check that stuff out. Some one should lthe more of them up. If you don't mind a push start lol. Just do an external oil pickup from side of sump from pickup to side of oil pump via pipe silver solder in or you may scorch rear bearings. Taping into block galeries and fitting a triple oil bypass rail to front mad and back helps heaps if spinning motor fast.
BMW rods are good too. Balance everything. Flexi plate convertor tailshaft etc. Just check each exh probe for temp. Change oil heaps. A top quality harmonic balancer is a must. Make sure you have true and good belt alignment. GG m8 sweet stuff. Ranting a bit but you get that. Been there. It's fun. Ford 221 crank conversion or stuff it shoehorn a 265 hemo or 292 chev lol
@Warren-o9j8w 7 months ago
I am not in to holden but there red motor are a great motor and I had only one holden car was the HR 186 motor back in the 70s
@snakezdewiggle6084 1 year ago
Don't apologize man, its your baby.!
Ah, its been too long since I played with engines. Look at those 6 "Olympic sized swimming pools".
Use to use 202 parts from Repco, on Datsun's 280b. Half the price. 😉😆
Ah, its been too long since I played with engines. Look at those 6 "Olympic sized swimming pools".
Use to use 202 parts from Repco, on Datsun's 280b. Half the price. 😉😆
Supercharged Holden 202 build Parts and Processes - Forced Induction
KamicarzCreations
40,237 views
Here is an update on my learning and build details for the legendary holden 202 engine. This has been years in developement and may be my last build.
Have a look at my last holden six build
Holden Hot Six Parts and Builds
Supercharged Holden 202 build Parts and Processes - Forced Induction
Also check out my Torana build
UC Torana Build