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Inside of every motor car, is of course the motor.
It is essentially the heartbeat of the car: a big, metal, internally combusting heart with many moving parts providing the power to keep the wheels moving. More than that, it provides a unique noise and smell to the vehicle giving it its own character. When it comes to successful heartbeats – you cannot look past the Holden Red Motor.
The Red Motor was the successor to the Grey Motor, and was introduced in the 1963 Holden EH range with the 149cid (2.45-litre) and 179cid (2.95-litre) inline 6-cylinder. It was an Australian-designed engine, however many of the technological developments were assisted by other engines in the General Motors family. New features included the seven bearing crankshaft, external oil pump with filter, hydraulic valve lifters, and a new gasket system that reduced the likelihood of leaks.
Not only did the Red Motor provide more efficiency and reliability, it also developed much more power. However, leading from the front was difficult. Ford and Chrysler soon followed with new motors and updates of their own, forcing Holden to come up with something more to stay in the game. This saw the introduction of the 179cid X2 in the HD Holden. The X2 initially featured twin carburettors and exhaust extractors increasing the power output for the Red Motor to 140bhp, and was the first Holden to be offered with a true performance engine option. To ensure bragging rights were clear, a special X2 badge was developed and fitted to the cars. The X2 continued through to the HR Holden, albeit with a slightly bigger capacity of 186cid.
The Red Motor continued to power the majority of Holdens throughout the HK, HT, and HG models. The 161cid version was the standard engine in the Belmont and Kingswood models, the larger 186cid engine was standard equipment for the Premier (optional on Belmont and Kingswood). The Red Motor was also the preferred powerplant in most of the LC and LJ Toranas built. The exciting debut of the two-door Monaro made an instant impact on the market, the HK Monaro GTS was available with two V8 options or the 186s – adding a two-barrel carburettor to the regular 186cid engine, helping it produce more power.
The jewel in the crown for the humble Holden Red Motor was winning the Hardie Ferodo 500 race at Bathurst in October 1972. With a young Peter Brock behind the wheel of an LJ Torana GTR XU-1, the 202cid triple-carburettor powered Torana did what was thought to be the impossible, beating the mighty Ford XY Falcon GT-HO Phase III. It was also Brock’s first Bathurst win, one of nine that he would celebrate at Mount Panorama.
The Red Motor continued to be the most popular engine choice across the HQ, HJ, HX, and HZ Holdens, as well as the LH, LX, and UC Torana. The final model to include the Red Motor was the VB Commodore in 1980.
Looking back, the Red Motor truly was the heart of Holden across nearly two decades. At that time, the motor ticked all the boxes across many different makes and models. It was small and economic in the 138cid form, it was rugged and dependable in the 179cid and 186cid variation, and it was powerful and reliable in the 202cid specification – particularly in the Bathurst pedigree GTR XU-1 Torana.
Holden literally built hundreds of thousands of the Red Motor, which in turn evolved into the Blue Motor in the 1980s. Chances are you’ve owned (or know someone who has owned) a Holden with a Red Motor - you might still own one now.
Source: Survivor Car Australia
What do you think of Holden's Red Motor? What's the best engine Holden ever made? Tell us what you think in the comments below.
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