Holden straight-six motor


The Holden straight-six motor is a series of straight-six engines that were produced by General Motors Holden at their Port Melbourne plant between 1948 and 1986. The initial Grey motor was so dubbed because of the colour of the cylinder block, later motors came in the form of a Red, Blue, Black, and the four-cylinder Starfire engine. These engines were fitted to all Australian designed Holdens of the same years, and the four-cylinder Starfire notably also found its way into the Toyota Corona (XT130). The Grey motor is a different engine from the others, while the Red, Blue, Black, and even the Starfire are all inter-related with many common parts and castings.

Grey

The Grey motor, built between 1948 and 1963, earned its name as the engine block was painted grey. This overhead valve engine was first fitted to the Holden 48-215 and mated to a three-speed column change gearbox. A three-speed GM Roto-Hydramatic 240 automatic transmission was an option fitted in the latter EK and EJ series. The engine was based on the pre-World War II Buick Straight-6 engine design, and saw only minor changes throughout its 15-year life.
It displaced in its original form as used by the 48-215. It developed 60 brake horsepower. This engine remained in production for eight years - until the release of the FE series in 1956. At that point, power was increased to 72hp by an increase in the compression ratio to 6.8:1. Holden replaced the FC in 1960 with the FB series, and its engine was bored out to. The compression ratio was increased to 7.8:1. It developed at 4200 rpm and 120lb.ft at 1400rpm, providing superior performance to the competing four-cylinder Austin, Morris, Vauxhall and Ford of Britain vehicles. The grey motor was a low stress design for high reliability and featured a low compression ratio. Due to sheer ubiquity, they were popular for racing, and were fitted to many open-wheelers, as well as racing Holdens. With the engines' low-end torque, they also found their way into boats and machinery such as forklift trucks.
This engine ran a seven-port non-crossflow cast-iron cylinder head. There were three Siamese inlet ports for cylinders 1–2, 3–4 and 5–6, two individual exhaust ports for cylinders 1 and 6, and two siamese exhaust ports for cylinders 2–3 and 4–5 in a layout on one side of the head casting. The inlets were fed by a single-barrel Stromberg carburettor in common and fitted with a traditional Kettering ignition by coil and distributor. The electric system was six volts in the 48-215 and FJ. The earliest grey motors were fitted with Delco-Remy accessories, although Lucas and [Robert Robert Bosch GmbH|Bosch GmbH|Bosch] equivalents throughout the motor's lifetime replaced these.
The very first production grey motor was number 1001, and they continued in a single sequence until July 1956, when the prefix "L" was introduced. The change affected all engines numbered L283373 and above, signifying the 12-volt negative-earth engines as fitted to the all new FE model. The prefix "U" was introduced for motors with the original electricals as fitted to the FJ utility and panel van models, which ended in February and May 1957 respectively. The change was effective from engine U283384. The prefix "B" was introduced and the number sequence reset with the introduction of the displacement engine, and ultimately this was replaced by a "J" prefix for motors fitted to EJ vehicles in 1962.

Applications

Red

Superseding the Grey motor, the Red motor was manufactured between 1963 and 1980. This was a completely new engine and in no way a further development of the grey motor. It featured a seven-bearing crankshaft, full flow oil filter and hydraulic valve lifters. Denoted by the entire engine being painted red including the inlet manifold, the engine made its debut in the Holden EH in capacities of and producing respectively. This was a power increase of 33 per cent and 53 per cent over the grey motor.
Initially the engine capacity was not cast on the blocks. The EH model with the 149 CID block was blank and the 179 CID was designated with the letters “HP”. The 179 capacity marking cast in raised numbers, located on the side of the block behind the generator/alternator, began in December 1964 in readiness for the January 1965 start of production for the HD model due for release in February 1965. This 179 block casting also included the last of the EH commercial models that were ending production in June 1965.
All red engines manufactured prior to January 1968 had forged steel crankshafts..
With the opening of Holden’s Nodular Iron Foundry on 10 February 1967 by Prime Minister, Harold Holt production of cast nodular iron crankshafts, along with other products, could begin.
The Nodular Iron crankshafts were first released for field testing in some engines fitted in the HR model. Starting from engine number A121465, in February 1967, they were identified by using a different harmonic balancer with a vee annular groove. Full production release of the so called “cast” crankshaft in the red motor was from January 1968 in the HK model. The forged steel crankshafts, however, still remained in the optional engine variants such as the X2, all 186S engines and the LC 186 XU1. The standard engine colour also changed in the HK to Rocket Red from the previous “Holden Engine Red”.
In 1978 Holden changed the colour of the Red motor to a new variation called Rocket Red MkII.
;Capacities
  • 130 – South Africa, et al. HQ export
  • 138 – LC & LJ Torana
  • 149
  • 161
  • 173
  • 179
  • 186
  • 202

Applications

Holden Standard, Special, Premier (1963–1968)

Holden Belmont, Kingswood, Premier (1968–1980)

Holden Commodore (1978–1980)

Holden Torana (1969–1979)

Bedford (1971–1979)

Blue

The Blue specification debuted in the 1980 VC Commodore.
The blue motor was a development of the earlier red engine, and incorporated several improvements; the biggest of these changes was the complete redesign of the cylinder head. The head was upgraded to a 12 port design with individual ports for each cylinder, and a revised T5 camshaft.The blue motor was made in 2.85-and 3.3- litre versions.
The crankshaft for the 3.3-litre engine now had counterweights on each throw, and stronger connecting rods were used. The crankshaft for the 2.85-litre remained the same as earlier crankshafts except that it had the main journal size increased to the same size as the blue 3.3 litre. A two-barrel Varajet carburettor was standard, as was a dual outlet exhaust manifold and a Bosch HEI distributor.

Applications

Black

The Black specification was introduced in the 1984 VK Commodore. The black engine was only produced in 3.3-litre displacement, and in carbureted and fuel-injected versions. The carbureted engine was almost identical to the previous blue engine, the main difference being in the use of computer controlled spark timing taking its timing pick-up from the flywheel area. The ports were slightly wider spaced, meaning the manifolds will not simply interchange. The fuel-injected version used Bosch LE2-Jetronic multipoint fuel injection and featured a long-runner intake manifold, 6-3-1 tubular exhaust manifold and a conventional HEI ignition. It also had slightly different cylinder head intake ports for improved breathing and revised camshaft specifications, and delivered superior performance and fuel economy over the carbureted version.
In the 1986 VL Commodore, Holden replaced the Australian-made and designed six-cylinder engines with the Nissan RB30E and RB20E engines. Pending emission standards and the requirement for unleaded fuel made it difficult to re-engineer the Australian engine.

Applications

Starfire

This 1.9-litre powerplant, known as the Starfire Four motor, was effectively Holden's existing 2.85-litre 173 cu in straight-six with two cylinders removed. Designed and built in Australia to satisfy local content rules, it first appeared in 1978 during the UC Sunbird's production run, replacing the Opel 1.9-litre cam-in-head unit used in LH, LX and early UC Torana/Sunbird four-cylinder models.
Peak power output for the Starfire was, with a 17.5 second acceleration time from in the VC Commodore. This variant's performance meant the need to push the engine hard leading to fuel consumption similar to the straight-sixes. Due to this, it was often nicknamed as Misfire or Backfire. This engine was replaced in the Australian market by the Camira's OHC Camtech unit, however, it continued to be used until 1986 in New Zealand, where it was used to power four-cylinder versions of the VK Commodore.
This engine was also used by Toyota Australia to meet local parts content regulations for the Corona XT130. Engines installed in Toyotas received some slight differences in the form of a unique camshaft, manifold, and carburettor. Toyota called the engine the "1X" and it had a slightly different power curve: at 4800 rpm and at 2400 rpm.

Applications

ADR27A Compliance

ADR27A was an Australian Design Rule specifying regulations for fuel evaporative and exhaust emissions for Australian passenger motor vehicles effective from 1 July 1976 in order to reduce air pollution.
The following engines were ADR27A compliant:
  • Red
  • Blue
  • Black
  • Starfire
These engines were fitted with emission control systems which generally resulted in reduced engine output. The following table compares the output of the 202ci Red engine in pre- and ADR27A-compliant versions:
PowerTorque
pre-ADR27A @4400rpm @2000rpm
ADR27A-compliant @3900rpm @1400rpm