LC torana v8????
justin
Ive come across some guy that swears he has a LC xu1 308 from the
factory with 12/70 SN: LC82911 plates.. From what i have heard he is
full of shit all they came out with is a 186, but if this is true would
make a great car for the adelaide classic rally.. Would any1 here have
more info that could help me..
Justin
kern
>
> Howdy,
> Ive come across some guy that swears he has a LC xu1 308 from the
> factory
>with 12/70 SN: LC82911 plates.. From what i have heard he is
> full of shit
yep
>all they came out with is a 186,
yep
> but if this is true would
> make a great car for the adelaide classic rally.. Would any1 here have
> more info that could help me..
>
> Justin
LJ XU-1 202
LJ XU-2 Prototype 308
LC XU-1 186
DJ!
> Ive come across some guy that swears he has a LC xu1 308 from the
> factory with 12/70 SN: LC82911 plates..
The LC XU1 was a 186 - E N D O F S T O R Y
If you come across this guy again firstly apologise (assuming he doesn't like
that sort of thing) and them smack him senseless with a limp stick of celery.
DJ! -=DUH#2=- (FM)
"The flamin' DUH! Hotline is OPEN 0416.333333"
--
Derek Jenkins
de...@jenkins.net
http://derek.jenkins.net
Cameron Seeber
> Howdy,
> Ive come across some guy that swears he has a LC xu1 308 from the
> factory with 12/70 SN: LC82911 plates.. From what i have heard he is
> full of shit all they came out with is a 186, but if this is true would
> make a great car for the adelaide classic rally.. Would any1 here have
> more info that could help me..
Wasn't there an XU2 which has a 308, something like 5 built, and all bar one
or two still in tack.?
--
Cameron! -=DUH#17=- (Y2)
"Abort, Reply, Flame ?"
Matt Cremer
> Howdy,
> Ive come across some guy that swears he has a LC xu1 308 from the
> factory with 12/70 SN: LC82911 plates.. From what i have heard he is
> full of shit all they came out with is a 186, but if this is true would
> make a great car for the adelaide classic rally.. Would any1 here have
> more info that could help me..
...
Let me first say that my knee-jerk reaction is that it's a crock of shit,
pure and simple.
But then, there were some test vehicles Holden had when developing the XU-2,
that may have lived on in the hands of some Holden guy who got hold of one.
If this is the case, the thing still ain't worth shit, because nobody would
believe you - and let me say that the chances of this are so low that I think
it very highly unlikely. The only way you could find out is by contacting
Holden customer assistance; if they've never heard of it, there's probably no
record of it, and it might as well be aftermarket modified.
But then isn't the LJ the model that would've had the XU-2? I really think
he's either trying it out on you, or he's been had himself.
-Forg (Elsewhere)
Matt Cremer
...
> Wasn't there an XU2 which has a 308, something like 5 built, and all bar one
> or two still in tack.?
...
The XU-2 was proposed to have a 308, but any cars built were test-hacks and
there are probably no records of what cars they were (meaning that even if you
had one, you couldn't prove it was one!)
-Forg (Elsewhere)
jim
Matt Cremer wrote in message <35D902A8...@aspect.com.au>...
>The XU-2 was proposed to have a 308, but any cars built were test-hacks and
>there are probably no records of what cars they were (meaning that even if
you
>had one, you couldn't prove it was one!)
And they were LJ's anyway..
Cameron Seeber
jim wrote:
<hits head hard>
Course they where, the LC's where only GTR's the XU1 was a LJ same with he XU2,
and I cant remember the XU3, possible a LH
Pete!
"jim" <strange...@hotmail.com> wrote:
>
>Matt Cremer wrote in message <35D902A8...@aspect.com.au>...
>>The XU-2 was proposed to have a 308, but any cars built were test-hacks and
>>there are probably no records of what cars they were (meaning that even if
>you
>>had one, you couldn't prove it was one!)
>
>
>And they were LJ's anyway..
>
>
I'd say you may be able to prove it was one. Check the build plate i.e an LJ
plate with engine type L31/34. If you could prove this was a factory and
unaltered plate, then.......
This Community Service Announcement by
Pete! -=DUH#1=- (FM)
"Posted with a DUHtel Flamium II processor"
Disgruntled Postal Workers of Australia
**** By Order of the Large Black Dog ***
Founding Member - Secret Society of Alt-Tabbers
Douglas Graves
justin wrote in message <35D8E8CB...@box.net.au>...
>Howdy,
> Ive come across some guy that swears he has a LC xu1 308 from the
>factory with 12/70 SN: LC82911 plates.. From what i have heard he is
>full of shit all they came out with is a 186, but if this is true would
>make a great car for the adelaide classic rally.. Would any1 here have
>more info that could help me..
Holden never released a V8 LC torana - they did produce a couple of
prototype LJ 308's - but AFAIK they were never sold - if they were, it would
have a "L31" stamped into the engine slot on the complience plate.
The first Toranas to be released witha factory V8 was the LH which was
available as a 253 (L32) and 308 (L31) and the rare SLR5000 hipo L34 option
(L34) - all in addition to the std 4 & 6 cyl variations
Later...
Michael
justin
job.. as i suspected.. but the guy said he had a lj v8.. so i got a copy
of his gm certificate... here are the details..
LJ 82311 v8 Torana
Sedan colour no: 1816 tangerine
vin: L 236293
BS: 3771 A
Chas No: BLJ 21379A
eng no: QT 205898
DD: 23 June 1973
so i guess it is a v8 lj 'prototype?'.. but not what he said.. i wanted
a pre 71 car..he had 1 for sale claiming it was a lc v8 .. oh well..
Justin
Dene Oehme
>Howdy,
> Ive come across some guy that swears he has a LC xu1 308 from the
>factory with 12/70 SN: LC82911 plates.. From what i have heard he is
>full of shit all they came out with is a 186, but if this is true would
>make a great car for the adelaide classic rally.. Would any1 here have
>more info that could help me..
Other than he's definately talking shit......No. No other info.
Regards
Dene Oehme
de...@camtech.net.au
D Walford
they were a production car.
Ford built several 302 TE Cortinas but they had serious problems with
cracking the sub frames under severe testing at the You Yangs test track
so they were junked.
A friend of mine had a bad habit of putting 350's in very stock looking
Toranas, the best one had a stock looking 4cyl body. The only thing that
didn't look stock was the wheels and tyres.
Daryl
Matt Cremer wrote:
>
> justin wrote:
>
> > Howdy,
> > Ive come across some guy that swears he has a LC xu1 308 from the
> > factory with 12/70 SN: LC82911 plates.. From what i have heard he is
> > full of shit all they came out with is a 186, but if this is true would
> > make a great car for the adelaide classic rally.. Would any1 here have
> > more info that could help me..
>
Darren Gibbens
> Ive come across some guy that swears he has a LC xu1 308 from the
>factory with 12/70 SN: LC82911 plates.. From what i have heard he is
>full of shit all they came out with is a 186, but if this is true would
>make a great car for the adelaide classic rally.. Would any1 here have
>more info that could help me..
>
The "LC82911" I.D. plates indicate that the car was/is either an LC model
GTR or a GTR-XU1. Same with "LJ82911" for the LJ series. There was no ID
information to distinguish between the two on both models. There was no LC
or LJ Torana's released to the public as V8's.
If you're interested in the history of these models, or planning the
purchase of an original, unmodified car, there is a book titled "GTR-XU1,
written I think by Fiv Antonio (I could be wrong about the author's name).
It's an "A4" sized book of about 100 pages, usually sells for about 20 bucks
or so, and it covers the development and history of the 2 models as well as
some of the experimental cars, such as the XU-2, that GMH were toying with
at the time. Well worth it.
Hope this helps.
Regards,
Darren
dgibbens@###jeack.com.au
Remove ### from email address to reply....
justin
rally, said there were supposedly 2 lc 308's built by some guy(heenry
firth or something like that) in melboure for gmh. these were said to
have been complianced by holdens as well.
Justin
Matt Cremer wrote:
>
> Cameron Seeber wrote:
> ...
>
> > Wasn't there an XU2 which has a 308, something like 5 built, and all bar one
> > or two still in tack.?
>
Matt Cremer
> OK.. you were all correct. the so called lc, i think was an aftermarket
> job.. as i suspected.. but the guy said he had a lj v8.. so i got a copy
> of his gm certificate... here are the details..
>
> LJ 82311 v8 Torana
> Sedan colour no: 1816 tangerine
> vin: L 236293
> BS: 3771 A
> Chas No: BLJ 21379A
> eng no: QT 205898
>
> DD: 23 June 1973
>
> so i guess it is a v8 lj 'prototype?'.. but not what he said.. i wanted
> a pre 71 car..he had 1 for sale claiming it was a lc v8 .. oh well..
...
Doubt it's evena prototype. It is, in reality, just an aftermarket bolt-in-a-308
job; don't fork over any money thinking it's a factory original and/or worth
anything as a result (although any immaculate car of this age is worth something -
I wouldn't mind a good-nick LJ or LC!)[Probably until I drove it for more than 5
minutes ... ;-)]
-Forg (Elsewhere)
Graeme Hogan
The XU-2 was to have a 308 V8, but there was concern at the time of cars
getting faster and more powerful, so the whole idea of a V8 XU-2, ( along
with the phase 4 GTHO Falcon) was scrapped.
Kieron Murphy
>Another story i heard from one of the organisers of adelaide classic
>rally, said there were supposedly 2 lc 308's built by some guy(heenry
>firth or something like that) in melboure for gmh. these were said to
>have been complianced by holdens as well.
From memory Harry Firth was a team manager or something like that for
Holdens racing efforts, he's probably still around.
If its one of these, i'd be chasing Harry up, Peter Borck would
probably know of his whareabouts.
Kieron
Ian Fraser
Graeme Hogan wrote in message <6rd26p$dt9$1...@otis.netspace.net.au>...
>The XU-1 had a 202 with 3 dual throat carbies.
>
Jon Smillie
I believe Henry Firth was the guy that was cramming V8s ( Ford 260s I think ) into
XM/XP Falcons back before the XR V8 was released. I can't remember what his association
with Ford was - but I think the cars he engineered were legitemately road-registered.
In article <35D9963F...@box.net.au>, justin <jus...@box.net.au> writes:
|> Another story i heard from one of the organisers of adelaide classic
|> rally, said there were supposedly 2 lc 308's built by some guy(heenry
|> firth or something like that) in melboure for gmh. these were said to
|> have been complianced by holdens as well.
--
Jon Smillie
To reply by email - delete the "x" from my return address.
Jon Smillie
In article <6rd26p$dt9$1...@otis.netspace.net.au>, "Graeme Hogan" <gho...@netspace.net.au> writes:
|> The XU-1 had a 202 with 3 dual throat carbies.
Bzzzt. Three _single_ throat Strombergs. 202 head only had three (siamese) inlet
ports anyway.
The thing that got me was the racing XU1s had three _dual_ thoat webbers, with
one throat in each carb BLOCKED OFF!
Matt Cremer
> Graeme Hogan wrote in message <6rd26p$dt9$1...@otis.netspace.net.au>...
> >The XU-1 had a 202 with 3 dual throat carbies.
> >
> Correction "3 SINGLE throat carbies"
I've never had to tune multiple carbies. In brief terms (if possible),
what's the fiddly bit about doing triple carbs?
-Forg (Elsewhere)
Matt Cremer
> I believe Henry Firth was the guy that was cramming V8s ( Ford 260s I think ) into
> XM/XP Falcons back before the XR V8 was released. I can't remember what his association
> with Ford was - but I think the cars he engineered were legitemately road-registered.
...
There were all sorts of lunatics back then doing stuff like that, and all long forgotten;
probably like CSV in a few years ... ;-)
Anyway, you read about all sorts of semi-factory specials, stuff that weren't made by the
big manufacturers but were still smiled-upon and sold through dealers. I've really only
read things about Escorts in that sort of detail, but you do keep coming across stuff like
Capri V6's and turbo 2 litre engines in early Escorts.
-Forg (Elsewhere)
Kieron Murphy
>Jon Smillie wrote:
>> I believe Henry Firth was the guy that was cramming V8s ( Ford 260s I think ) into
>> XM/XP Falcons back before the XR V8 was released. I can't remember what his association
>> with Ford was - but I think the cars he engineered were legitemately road-registered.
>...
>There were all sorts of lunatics back then doing stuff like that, and all long forgotten;
>probably like CSV in a few years ... ;-)
As I mentioned in a previous post, Harry Firth had something to do
with Holdens 70's race effort, I got a bit bored at lunch, check out -
http://wwwcream.une.edu.au/StudentFiles/HomePages/174_96/Bathurst/HarryFirth..html
for a bit of info on the guy.
Kieron
Douglas Graves
justin wrote in message <35D95419...@box.net.au>...
>OK.. you were all correct. the so called lc, i think was an aftermarket
>job.. as i suspected.. but the guy said he had a lj v8.. so i got a copy
>of his gm certificate... here are the details..
>
>LJ 82311 v8 Torana
>Sedan colour no: 1816 tangerine
>vin: L 236293
>BS: 3771 A
>Chas No: BLJ 21379A
>eng no: QT 205898
>
>DD: 23 June 1973
>
>so i guess it is a v8 lj 'prototype?'.. but not what he said.. i wanted
>a pre 71 car..he had 1 for sale claiming it was a lc v8 .. oh well..
Doubtfull - Re my earlier post (below) - what is written on the complience
plate that has the std package options of the car ('tis about 50% larget
than a std credit card) and it has things like:
Engine see below
Trans (M20 for a manual)
Diff (GU7 usually)
trim NFI
paint NFI
Later....
Michael
BTW - did Holden ever officially acnowledge that the XU-2 actually existed
in prototype form???
Douglas Graves
justin wrote in message <35D9963F...@box.net.au>...
>Another story i heard from one of the organisers of adelaide classic
>rally, said there were supposedly 2 lc 308's built by some guy(heenry
>firth or something like that) in melboure for gmh. these were said to
>have been complianced by holdens as well.
Would have been Harry Firth - Head Honcho of Holden Racing Team at the time
Later...
Michael
Dene Oehme
>The XU-1 had a 202 with 3 dual throat carbies.
No it had triple stromberg CDs which are a single throat constant
depression carby very similar to SUs.
Regards
Dene Oehme
de...@camtech.net.au
Darren Gibbens
>
>getting faster and more powerful, so the whole idea of a V8 XU-2, ( along
>with the phase 4 GTHO Falcon) was scrapped.
Hi Graeme. You're refering to the LJ model XU-1 with the 202 red motor, but
they never had dual throat carbs. The LC model had a "rough" 186 with 3
cd-150 Strombergs and the much smoother 202 ran 3 cd-175's. Both type of
carb were side draught, single throat with no throttle pumps.
The "Supercar" scare of the early seventies killed off a lot of good things,
like the XU-2 V8 Torana, the big-block GT and the reportedly big-block
Charger. I often think it's funny now that some 25 years later with
affordable high performance cars like the WRX that would give most of these
"supercars" a big scare, nobody's saying a word :)
--
Darren
America: A nation of men who will cross the seas to fight for democracy but
won't cross the street to vote :)
Darren Gibbens
>Ian Fraser wrote:
>
>> Graeme Hogan wrote in message <6rd26p$dt9$1...@otis.netspace.net.au>...
>> >The XU-1 had a 202 with 3 dual throat carbies.
>> >
>
>I've never had to tune multiple carbies. In brief terms (if possible),
>what's the fiddly bit about doing triple carbs?
>
>
>-Forg (Elsewhere)
Basically, with the throttle linkages that existed in the day, just ensuring
that the throttle valves were open at the same position at idle and wide
open throttle by using a balance tester.
Mixtures were a little more difficult, but a device called a "Color-tune"
used to be popular
justin
Justin
--Start email here
Justin, I have seen an orange/tangerine V8 LJ in Adelaide. The engine
was DEALER fitted - apparently the car was ordered as a six, went down
the production line as a six, and the V8 was fitted at the Dealer's
workshop before the owner took delivery. I'm fairly sure the car had a
GMH letterhead letter explaining the modifications for registration
reasons, but this letter would have been from the Dealer.
Here's an article which I wrote a few years ago for our Holden Torana
Club Newsletter - might answer a few things, might raise a whole lot
more questions. Oh well, here goes.
The V8 XU-1
I got around to thinking the other day, "what is the most argued about,
contentious, rumour plagued topic ever to arise about Toranas?" Was it
the
mods to the A9X body or engine, or whether it had a radio or a console,
was
it
the goody package inside the L34 engine option, or was it even the
reason
why
Holdens never put the GTR-X into production? Nope, it is none of those,
it
is
the real truth behind Holden's aborted efforts to stuff a 308 into an LJ
and
go racing. I do not claim that this article is the real truth, but it
should
help to answer a few questions, and put to rest a few misconceptions as
well.
Bathurst, 1971
Back in the days when real cars were raced at Bathurst (you know, the
ones
you
could buy from your local dealer), there was a simple Car Manufacturers
Philosophy. It was Win on Sunday, Sell on Monday, and that's just the
way it
worked. Whatever car won at Bathurst on the first Sunday in October,
sold
like
hotcakes at all the dealers on the next day.
Regulations regarding allowable race car modifications back then were
much
more strict - the cars raced back then were virtually Production Cars,
or
Group 2E, as they are known these days. No huge racing brakes, no racing
slicks, no gutting of the interior, and no radical engine mods. In fact,
some
of the race cars were driven to Bathurst, had their number plates
removed,
and
went racing. This is the way it was in 1970, when the first XU-1 hit the
race
track, and again in 1971, when the special run of 150 'Bathurst' LC
XU-1s
were
built to compete at the Mountain. Back then, Car manufacturers had to
make a
minimum number of 'Hotties' to sell to the public before they were
allowed
to
race that car at Bathurst. This is the reason that we got such great
cars as
the XU-1, GT/GTHO Falcons, and the Valiant Pacers of that era. The road
cars
HAD to go quick, handle and stop, as that's what the race cars had to
do.
Back then, winning Bathurst was instant money to the 'Big Three' - Ford,
Holden and Chrysler. 1970 and 71 saw Ford come out on top with their
GTHO
Falcons - big on power, but a little suss on brakes and handling. Ford
knew
that they would have to come up with a handling/braking package to stay
in
front, and Holden needed more grunt for their nimble little XU-1s to
keep up
with the Fords. Chrysler needed a bit of everything.
So. Everyone was looking at Bathurst 1972. Everyone needed a bigger,
better
race car, and to do that, they needed a faster, more agile road car to
sell
to
the Public. Ford started on their GTHO Phase IV, Chrysler was sorting
out a
340 cu in Charger, and Holden had the goods for handling and braking in
the
XU-1 - why not just up the engine size, and modify the car as necessary?
As far as I know, Harry Firth, the then head of the Holden Dealer Team,
got
together with Ian Tate, Fred James (a Holden Engineer at the time) and
Peter
Brock early in 1971 to work out some of the finer points involved in
stuffing
a 308 into a Torana (Being 1971, it would probably have been a 6
cylinder LC
XU-1, unless they got hold of a pre production LJ), tested it, and ran
it
as
a sports sedan at the 1972 Bathurst Easter meeting. According to
official
lap
times, the V8 XU-1 was 5 seconds a lap faster than the Moffat car of the
previous year. It is not clear if Brock or Bond drove it at Bathurst at
Easter. It was nicknamed 'The Beast' - not to be confused with the
other
'Beast', which was a supercharged 6 cylinder LC, or The Beast Mark 2,
which
was a mid mounted Repco F5000 engined sports Sedan LJ.
Firth fronted up to Holdens with this 'Mule' V8 XU-1 with a proposal
that
Holdens release a production version of it, to allow HDT to use them for
racing. Quoted expected production performance figures were a max 271
horsepower (202 kW), and top speed of around 140 mph (225 kph). Imagine
what
the race car would have done!
Holdens then modified two existing 6 cylinder LJs for evaluation and
costing
on the production line mods necessary to build V8 LJs. Putting 2 and 2
together, along with all the rumours/stories/reports that I have heard,
the
first HDT 'mule' V8 ended up at Holden's Engineering Workshops, along
with
another two brand new LJ XU-1s which were to be modified to V8 by Holden
employees under the direction of HDT (not real sure about this last
bit).
The
colours of these LJ XU-1s were Sebring Orange, and Strike me Pink. I
have
also
read/heard that one colour was Linamint Green. This may have been the
colour
of the HDT prototype, and tends to support the suggestion that the first
V8
XU-1 was in fact an LC.
June 1972 - The V8 XU-1
As mentioned, Holdens had three V8 XU-1s in their engineering workshops
at
this time, in various stages of modification. Major modifications
consisted
of;
- fitment of 308 motor, with internal mods , some sound
suspiciously like those of the L34 - modded heads, flat
top
pistons, lumpy Chev grind cam
- M21 4 speed, 2.78 diff, 3 inch diameter tailshaft
- extra uni joint in steering, all uni joints splined,
steering
offset removed
- Twin or long range fuel tank fitted - 36.2 gallon (165
litre),
with twin fillers on each rear quarter (actually two
XU-1
tanks)
June 25th - The Supercar Scare
On June 25th, a then young journalist and rally driver Evan Green,
writing
for the Sydney Sun Herald newspaper, wrote an attention grabbing article
on
the plans of the big three to release these sports oriented cars to the
public. His editor must have liked it, or there were no bloodthirsty
murders
on that day, because the article ended up having front page space with
the
headline '160 MPH SUPERCARS SOON'. This headline resulted in a heap of
arguing
and finger pointing between the Government and the car manufacturers,
lots
of
lost tempers, and the eventual withdrawal of all three 'Supercar'
projects.
As
fate would have it, Evan Green went on to become a Director of GMH -
figure
that one out!
Most of this info is derived and/or cross referenced from the following
sources;
· an article in the September 1990 Street Machine magazine which refers
to
the
XU-1 V8 project as the XW-7 Project.
· Fiv Antoniou's 'Holden Torana GTR XU-1' book.
· The History of Torana - from Viva to Victory
· Holden - the Official Racing History
· Heaps of other Torana Heads
It is not clear what happened to these three V8 XU-1 Toranas, but if you
believe everything you hear, everybody's mate has one, locked up in a
shed
under a tarp! Fiv Antoniou's book states that 'After the abandonment of
the
V8
Torana, Joe Felice, head of Holden's racing program eventually drove the
Sebring Orange car as his Company Car for a brief period before the car
was
finally retired to Holden's Engineering Section. There, the V8 and large
fuel
tanks were removed and replaced with a six cylinder engine and normal
tank.
Both V8 prototypes eventually became engineering test beds and not one
was
ever sold to the public.'
Ray Borrett (then GMH Engineer) is quoted thus 'I walked out the back
into
the experimental garage area and there were three V8 LJ Toranas. The
program
had been canned at that stage. I tried to buy one of the cars, but they
wouldn't let me. These were pre production cars.'.
What of the XU-2?
Lots of people refer to the V8 XU-1 as the XU-2. Holdens never called
any
LC/LJ an XU-2. What they did do, however, is to consider using the XU-2
code
on the V8 LH. An original Holden Engineering Department showing the L34
fuel
line (part number 2823801) is, according to another Street Machine
article,
labelled with 'L34 Qual. Was PO XU-2'. This is dated March 29th 1974.
Another little giveaway, apart from the occasional GMH mockup or clay
model of the LH bearing the XU-2 badge, is actually in the original GMH
LH service manual. Look on page 1-77, and you'll find a diagram of the
LH, showing the location
of the XU-2 sticker on the front left guard. Apparently, the thought of
the Supercar fiasco still had some Holden bigwigs break out in sweats,
so they dropped the XU-2 idea, and came up with the 'L34' code.
PS :I don't claim to be the Expert on the history of the V8 XU-1. What
I've done is to assemble and cross reference what facts? are known about
the XU-1
V8 with what has been written in various publications, and what I have
heard and/or discussed in conversations with other enthusiasts. If I've
got it wrong, sorry, and feel free to send me any details I may have
missed out in this article. If you've got one in your shed under a tarp,
can I please havea look at it!
Dangerous
PS I tried posting this for general interest, but my server had a hernia
-
could you post it for me - it should be interesting to see what comments
it
attracts.
Ta,
David Gammon
Engineer, Electronic Systems
Transport SA
Ph (08) 8260 0386 Fax 8260 0393
Mobile 018 080 139
Email - Dave....@roads.sa.gov.au
Brian & Andrea Carew
The LC came out with the 186/triple carb option.
The LJ came out with 202/triple carb and XU1 badges. The ' official ' book
called "the Holden story" quotes Holden as saying ' the V8 in the LC was
only ever called V8XU1. The XU2 badge first appeared on the LH. Because it
looked nothing like the old XU1, we changed the name".
There would seem to have been several V8 LJ models constructed, but all were
officially pulled apart in the 'super car' scare in the '70's. Ford pulled
apart all the GTHO IV models (XA) it was making at the same time.
Any V8 in an LC is a conversion, as are the LJ ones around I would assume.
You could always talk to Holden customer relations department for the full
story.
Cameron Seeber wrote in message <35D91B10...@prentice.uq.edu.au>...
>
>
>jim wrote:
>
>> Matt Cremer wrote in message <35D902A8...@aspect.com.au>...
>> >The XU-2 was proposed to have a 308, but any cars built were test-hacks
and
>> >there are probably no records of what cars they were (meaning that even
if
>> you
>> >had one, you couldn't prove it was one!)
>>
>> And they were LJ's anyway..
>
Norbie
Matt Cremer wrote in message <35DA5072...@aspect.com.au>...
>Ian Fraser wrote:
>
>> Graeme Hogan wrote in message <6rd26p$dt9$1...@otis.netspace.net.au>...
>> >The XU-1 had a 202 with 3 dual throat carbies.
>> >
>> Correction "3 SINGLE throat carbies"
>
>I've never had to tune multiple carbies. In brief terms (if possible),
>what's the fiddly bit about doing triple carbs?
I've recently had a bit of experience with this sort of thing on my Celica,
which has a pair of dual throat sidedraught carbies. What a bloody
nightmare, I can't wait to scrap the lot and replace it with EFI. The major
pain is getting the four throttle plates perfectly aligned so that equal
amounts of fuel/air mixture are getting into each cylinder. On top of this,
you have to play around with the idle mixture for each throat so the thing
will idle properly without belching black smoke. The fun part is, each
adjustment you make has an effect on your previous adjustments, so they have
to be re-adjusted, which means more adjusting and... well you get the idea.
FWIW I recently rebuilt a second-hand factory original carbie and put it on
my other Celica in place of the crappy aftermarket job that was on there
when I bought it. Talk about simple - it's a conventional dual throat
downdraught deal with vacuum secondary. All I had to do was bolt it on,
hook up fuel/vacuum lines and throttle linkage, set the idle to 800rpm by
twiddling a screw, and set the idle mixture by twiddling another screw
(screw it out until it starts to run rough, then screw it back in a little).
In 2 minutes it's running beautifully and you drive off into the sunset.
Pity it's still gutless, but that's another matter...
*------------------------------------------------------*
~~~ Norbie ~~~ BIT undergrad, USQ Australia
nor...@isisol.com.au
q942...@mail.connect.usq.edu.au
http://www.isisol.com.au/norbie
ICQ# 10426264
"There are things known, and there are things unknown,
and in between are The Doors" - JD Morrison
*------------------------------------------------------*