Vee-eight Holden utes have always had their own band of dedicated followers. From outback HZ one-tonners (complete with the ram skull mounted on the bonnet!) through to the early 90s trend of HSV style "high performance" utes, they're a true-blue Aussie icon. Just ask the blokes leaning on the bar of any country watering hole - they'll give ya' the drum. "Mate, there's nothing quite like a V8 ute"...
But - be warned - it takes a brave man to step off his barstool and challenge this belief. After knocking back the dregs of your schooner, you'll need real courage to tell the boys 'bout this paira arse-whipping V6s down Gold Coast way. At first they'll be choking on their VBs and telling you what a tool y'are. "A vee six... you gotta be kiddin." But tell them 'bout the blowers and they'll start to look interested...
Winged High-Flyer
What's this - a ute with a wing?! That's sorta like putting lycra on a bricklayer innit? Well, true, but this ute genuinely needs it! Owned by Michael Stephens, this "bit of fun" VS ute is born to fly.
Michael bought the ute about four years ago and, instead of opting for the usual V8, he went for the V6 - which came with the option of a bench seat and column shift auto. This was important at the time because Michael's son was only five years old and practicality was the key word. It's proven to be a great all-rounder. Sometimes Michael drives it to work, sometimes he slings his golf clubs and there are even occasions when his trail bikes get thrown in. Like he said, it's a just bit of fun...
Expecting a fair whack of extra power with the newly acquired blower, the Holden's bent six was rebuilt with low compression pistons, shotpeened rods with ARP bolts, a mild cam (suited to a forced induction application), ported heads plus modified valve springs and retainers. A thorough balancing was also part of the build. Vortech is the name stamped into the US blower unit, which has recently had its peak boost level dropped from 18 psi to around 8-10 pounds. Accelerated engine wear and excessive heat were the main reasons behind this, as there is no form of intercooling present.
The engine management side of things is taken care of by an Autronic SMC unit, which is wired to fire Bosch 803 injectors and enforce a rev limit at 6500 rpm. A Malpassi rising-rate regulator and a Bosch Motorsport pump are the fuel system's partners-in-crime. Growing from the exhaust ports is a full "Gonzo" (yes, we're for real!) 3-inch exhaust with ceramic coated headers. The twin engine pipes merge into a single pipe, and there's a hi-flow cat and an expensive pair of mufflers to quieten things down. Michael says he'd tried a different set of mufflers first time 'round, but they made a terrible raspy noise. The new mufflers have a lot deeper note - but it's still nothing like the throb of a V8, he says.
Heading south is a 2500 rpm hi-stall torque converter mating to the General's original 4-speed auto trans. But to cope with the extra torque, this has been spiced up with a modified valve body and high strength carbon fibre-type bands. The stock 8-inch BW diff is now stuffed with a 3.9:1 LSD centre as well - but Michael says "you can still spin the wheels whenever you want..."
Not all Holden utes get hacked around and carry work scars - and here's proof. This one looks tough as nails with that muscular VS Group A style front spoiler, side skirts and carbon fibre rear wing. And - believe it or not - this a factory colour called Panther Mica. In contrast to this are some artistic splashes of yellow and gold paint on the air dam grille and on the rear wing.
And to make sure some bugger doesn't swipe Michael's precision engineered golf clubs, the traditional rain-collecting soft cover has been ditched for a hard canopy of the lock-up variety.
Each guard is filled with a top-lookin' 17-inch Compomotive Sport rim that's encrusted in 235/45 Falken rubber. The distance between the bottom edge of the wheel arch and the tyre is also about one inch less, thanks to a custom set of springs. Braking, too, has been improved, with DBA slotted and drilled discs at both ends.
A little bit more yellow highlighting can be found inside on the rim of the Momo tiller. This smaller diameter wheel is perfect next to Michael's custom shortened (ie cut) column shifter. Also added is an Autometer boost gauge, a tacho dash, power windows and aftermarket cruise control. Slide into the centre seat and directly in front of you is an Alpine tuner/mini disc/CD changer head unit, which feeds a pair of splits and a compact sub located behind the seat. It's top top-line stuff.
"Hmm not a bad toy" you're probably thinking to yourself. Well, Michael obviously agrees. He's already driven the car around 20,000 kilometres since the blower has went on - and with 250 rear wheel horsepower (at only 8 psi), we can't blame him!
It's not just kids that are allowed to have fun, you know...
Workin' Class Man
Colin Mason's supercharged VR ute is different to Michael's, coz it remains true to its intended role. It's an Aussie working class hero through and through. And despite having 290 horses at the wheels, Colin still uses the beast for daily trade duties and drives it 85,000 kilometres a year!
Colin has left the bottom-end pretty much standard GM, with the exception of an indexed crank, a de-burred block and lightened rods. Sprouting out from each side are ported and decked VR cylinder heads, with cc'd chambers, larger diameter valves and L34 hi-tension springs. Bolted on top of the stockie block, these heads give a static compression ratio of 10.9:1 (unbelieavably high given that it's also blown). The central nerve system - the cam - is fully custom job that delivers a mild 350 thou lift.
The blower. Ah, the blower. This ute packs a Vortech V1 S-trim, which is run up to 15 psi boost - which is more than enough to wake up the 3.8 litre slogger! From the compressor, 3-inch mandrel pipes take things into a custom air-to-air intercooler, which was the work of The Cooling Shop. Colin says this unit worked terrific in the early days of the engine's development, but a newer bigger one is now on the cards. Dual blow-off valves (one 32mm and one 25mm diameter) are tee'd into the system before the modified 65mm throttle body. Colin confesses, "Yeah, I just got carried away..."
Instead of going for a programmable injection system like Michael, Colin turned to ChipTorque for a thorough re-mapping with a 2 Bar MAP sensor in place. This route ensures there's full computer control of everything. A set of six Group A Commodore injectors tip in the appropriate volume of fuel, which is express delivered by a rising rate regulator, Porsche main pump and a Holden lift. The standard Delco ignition system is still in service and works fine. What contemporary turbo or supercharged engine would be complete without a 3-inch exhaust system? This car is hung with dual 3 inchers off each bank of cylinders, twin 3-inch cats and a pair of 2½-inch mufflers at the rear (where the pipe diameter is also 2½-inch).
The driveline retains the standard 5-speed manual, but with a Centerforce brass button clutch and a heavy duty pressure plate. Under the tray hides a mini spool locker diff spinning a 3.99:1 ratio. Suspension wise, it's stuffed with Pedders adjustable upper control arms and Pedders 130mm short travel shocks (with poly air bags) in the rear. A tower brace is also installed.
There are some big plans afoot to bump up the ute's braking capacity. While the current set up of drilled and slotted DBA discs and Bendix pads works reasonably well, Colin intends to make the switch to a 4 pot, 330mm VT front end. These will be covered by the present 17-inch Walkinshaw rims that wear 235/45 Falken rubbers.
In its current mechanical guise, Colin's hoping the ute can run an 11 second quarter - but he knows for sure it'll do low 12s. Easily. And with the bigger intercooler and revised intake (which was completed at the time of writing), those 11s are well within grasp - with traction being one of the main hurdles. And, remember, this a used-everyday trade ute!
Colin would like to thank Mark's Nerang Auto (for the engine building), Lockard Holden (for parts) and ChipTorque (engine management).
Contacts:
ChipTorque
+61 7 5596 4204
Bob Romano Performance
+61 7 3395 8255
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