In an effort to help folks help themselves to a vast selection of performance parts for their Series 1 (92-95) L-27 and VIN-1 (L-67) 3800 V6’*, here is a list of vendors that would allow anyone to put together an engine to eat most other offerings talked about here for breakfast.

The key to these parts and how they relate directly to our GM powerplants, is to first understand that Holden-Australia were licensed to produce the very same engine in at their facilities for the Commodore. You can read some history here:

http://www.southgate.com.au/history.htm

Some GM history here:

http://www.reference.com/browse/wiki/GM_3800_engine

The Commodore designations in question are VP, VR, and VS. Another well known designation by the Aussies for the Series 1 is S1 or Pre-Ecotec. Given the rather narrow window in which these engines were offered within the Holden environment, one can rest assured you ARE getting parts that indeed DO fit your L-27/VIN-1 (OK – if you insist, L-67).

Although I initially looked into purchasing parts for my engines from Australia a few years a go, it was not until recently that I became confident enough to do just that. I would also like to point out that Series One Performance (DrJay) at:

http://seriesoneperformance.com/pcm.html

…has done his own legwork to source and offer the same series of parts. This was noteworthy, because as I spent the bucks on long distance phonecalls to contact these fine folks to either corroborate PN’* or discover new ones, in most cases DrJay had already spoken to them. A fellow gearhead on extended vacation in Sydney has also been able to ensure the following list indeed relates directly to our Series 1 engines. Seems DrJay and myself have started the Australian market to look further at supplying known Series II vendors with some (or more) of their parts. Anyways, if you are squeamish about ordering from Aussie-land, talk to DrJay who is in your own back yard so-to-speak. Enjoy:

CAMSHAFTS, VALVE SPRINGS, RETAINERS, KEEPERS, AND STRENGTHENED PUSHRODS

http://www.crowcams.com.au/templates...HoldenV6.shtml

1.7:1 AND 1.8:1 ALUMINUM ROLLER ROCKERS

http://www.yellaterra.com.au/ (website out of date)

ROLLER TIMING CHAIN

http://www.jp.com.au/TimingChainSets.html

There may be a timing gear set from the same folks shortly

FORGED PISTONS, BILLET RODS

http://www.capa.com.au/engine_holden6.htm
http://www.argorace.com.au/htmls/framespep.htm

The other day I finally confirmed through GM Parts engine rebuilding facilities that neither version of the Series 1 engines offered from 92 to 95 employed forged pistons in any form. A couple of GM know-it-alls I spoke to disagreed, but only after they did some legwork did they realize this is correct. Kind of amusing I thought.

STROKER KITS

http://www.comeracing.com/products/rodscranks/holdenv6/

Stay tuned here, as there are at least two more outfits about to release similar kits. I’ll forward them when the information reaches my inbox.

FUEL PUMP RE-WIRE

https://www.casperselectronics.com/M...Category_Code=

http://www.intense-racing.com/

At Intense, look for kit CHK-152. May requires some mods – but very effective at increasing OEM fuel pressure.

This should get you where you want to go, if I find more time I might compile a list of PN’*. But you guys I’m sure are smart enough to do precisely the same thing…

great info and leg work to comple all this info

We're quite familiar with most of this. Kudos for putting all into one spot.

A suggestion would be to break the list up into L27/L67 parts? As in those parts DESIGNED for one or the other?

That might help both engine types to be able to sort it out much better.

I see...so these websites and parts are listed somewhere else within threads on this forum? Can you point me to some as a (keyword) search revealed nothing. Thanks.

It'* pretty clear that the majority of these parts will fit both the L27 and VIN1. This has been comfirmed by GM'* Rebuild Facilities. We have been comparing most of the riprocating parts between both offerings, we see no major differences yet....

http://www.bonnevilleclub.com/links/

Check your attitude at the door, Sukhoi. Last warning. Refer to earlier PM'*.

I'm asking specifically with regards to Cams. Rockers are generic to L27'* and L67 S1 cars.

Cams are not. I asked a simple question. Don't let 'bugs' get to you.

Breaking the list down to cars that use the L27 and L67 would be very helpful here.
Particularly those items that may be dependent on engine flow capability.

And perhaps state the benefits of the misc bottom end hard parts? This has never really been done to this date.

Someone better explain fast what precisely I have done wrong. Secondly, I don't see anywhere until this meassge where you ask specifically about camshafts. I'll wait for some definition as to what I have other than lay out some pertinent information and ask you a pretty straight forward question.

Our previous PM'* are private with regards to the Forum. Our current PM'* are where you ask questions like this. And I'm not going to drag the other party into this publicly.

With regards to the Cams, does it matter if you've seen the question asked before? I'm asking now for the benefit of our members which cams are designed for the flow of the L67 that the Aussie'* have?

I asked some very legitimate questions. If you're not comfortable answering them, or choose not to, that'* fine.

The other major question should probably be: "What benefit is there to beefing up my bottom end?".

These are questions that have never been asked nor answered with regards to the Series 1 L67.

Until someone can come up with a way to allow total control of our ECM'* on the L27, or can come up with a way to burn a chip with the proper parameters and variations; there are lots of these parts that would be useless and a waste of time and money.
For example, why the need for billet rods and forged pistons? There are tons of high mileage l27'* around that are still getting a pounding. The crankshaft and connecting rods seems to take lots of abuse and in the event of an overhaul, you can take the stock rods and put ARP bolts, shot peen and polish. When GM decided to build the L27 SC engines, they put the same consideration on all the components as they did with the Bucik turbocharged engines used on the GN'*.
By the way, pistons do not have to be forged to be considered a high performance piston. It is all in the selection of the materials and the design of the piston. In my honest opinion, I would rather run an OEM piston than a Hyperteutic that is currently available for our engines. Hyperteutic material pistons do not like either Nitrous, preignition or knocking. They are brittle and will desintegrate when exposed to high doses of nitrous or knock. They also required bigger wall and ring clearances than a normal or forged piston due to the fact they grow in dimension during operation.
I got this scoop last night from a friend that used to be a Lead Test Engineer at the GM proving grounds. He was responsible for the abuse and pounding of all new prototype cars. I still remember seeing the prototype GNX and 1989 Firebird Anniversary cars he took to the track on Wednesday night for testing at the dragstrip. I was there in 1988 when he took the prototype Firebird, with the A/c on, and no manual shifting on street radials, went 11.89 in the 1/4 mile. He got the attention of lots of people and when I took a peek at the car, I was in shock to see a GN engine in the car. There were many of these cars he used to take to the track for testing and he also drove them on the street on a daily basis.
Regarding a stroker, read the first line of my comments regarding the ECM; the increased cylinder pressures would make havoc with the ECM and MAF.
One fact about the Holdens is that in Australia, they do have modified ECM'* and chips available for their applications; they are not compatible to our cars. I know many have been trying chips burned by GM Tuners; nevertheless, I have not seen a single person say the have a flawless running chip, specially on the 94-95 Hybrid OBD cars.
Believe me, I have been through the same pains with other makes and models of cars throughout the past 34 years.

Not only the PCM differences Joe points out, but also the fact that the engines flow totally different when comparing ours to theirs. The Aussie intakes are different contraptions altogether. This top-end flow is a big variable in trying to find parts to cross over.