Sunday, 22 April 2012

COME Racing Holden V8 alloy heads... MADE IN AUSTRALIA!!! NEW...go to COME Racing's own video channel for the latest in COME Racing tech videos and information. We have uploaded our latest videos with engine block machining, camshaft and cylinder head technology, how to assemble your short block etc. Follow the link below... http://www.youtube.com/user/comeracing?feature=mhee COME Racing 2010 VN-VT alloy heads...590+hp out of the box! By far the best flowing out of the box Holden V8 cylinder heads on the market. Weigh up the cost of rebuilding factory cast iron heads, having them ported, buy stainless valves, dual springs etc.etc. You will burn up over $3000.00 easily for a pair of cast heads taken out to the max. For virtually the same money you can have our brand new, Australian made alloy heads which will outflow and out power any head on the market made for the Holden V8. Look at the deals available below and just order our heads when you are building that new Holden V8 for normally aspirated applications or boost. You cannot beat these heads for power/torque production and value for money. Not to mention the 22kg weight saving off the front of your car. 1) COME Racing 2010 heads complete...$3300.00 a pair. 2) COME Racing 2010 heads complete with our alloy valve covers...$3800.00 3) COME Racing 2010 heads complete with  our COME single 4 barrel carb intake...$4100.00 4) COME Racing 2010 heads complete with our COME Twin Throttle Body EFI intake...$5800.00 COME Racing 2011 "600 Series" VN-VT alloy heads...640+hp out of the box! 1) COME Racing 2011 heads BARE...$2750.00 a pair. 2) COME Racing 2011 heads complete 2.02" valve (flat tappet or hyd. roller applications)...$3600.00 3) COME Racing 2011 heads complete 2.08" valve (flat tappet or hyd. roller applications)...$3800.00 4) COME Racing 2011 heads complete 2.08" valve (solid roller applications).........................$5000.00 COME Racing Stroker kits...don't be tempted to buy lower cost crank kits. You may end up having to replace the cheap broken crank anyway. After over 22 years designing, testing and manufacturing crank kits we have the strongest and most reliable versions on the market today... Holden forged piston kits, nodular iron 8 counterweight crank, "I" beam 4340 steel rods, fully balanced internally, including moly rings, conrod and main bearings... 355ci kit $2200.00           355ci cast crank only $770.00            BILLET 4340 steel cranks $2500.00 383ci kit $2500.00           383ci cast crank only $1100.00          355, 383 or 396 custom strokes by 396ci kit $2800.00           396ci cast crank only $1200.00          special order at extra cost. LS Chev V8 Stroker kits including our forged 4340 steel crank, lightweight "H" beam rods, custom forged pistons, moly rings, rod and main bearings, your choice of 24 or 58 tooth new crank sensor wheel fitted and indexed on crank, complete assembly internally balanced...383ci, 408ci, 416ci, 427ci, 440ci priced from...$3300.00 complete balanced kit.   408ci LS1/LS2 Short motor SALE!  Have been very popular!!! If you have a tired 5.7 LS1 or 6 litre LS2 engine, there has never been a better time to rejuvenate your cars powerplant. We are offering brand new 408ci Short motors built using new 6 litre GM blocks and our PREMIUM Stroker kits. A fully machined 6 litre block containing our "best" stroker kits featuring our own 4340 steel 4.00" stroke forged cranks, "H" beam rods and custom Diamond Racing forged pistons for either boost or normally aspirated applications. The complete rotating assembly is fully balanced internally, cranks are fitted with new GM crank angle sensor, new blueprinted oil pump, your choice of billet COME camshaft lifters and timing set...OUTRIGHT for $8500.00 including new 6litre valley cover plate and timing case with new cam sensor!!! This fully assembled short motor will accept your complete LS1 or LS2 top end including intake, heads and all other original ancillaries like oil pan and other bolt ons to complete the engine. We can rebuild your original cylinder heads for you to fully compliment the new short block including full acid bath cleaning, crack testing, new bronze valve guides, full three angle valve seat job, a set of our COME125 conical performance valve springs and positive valve stem seals fitted, heads fully face machined to equalise chambers and optimise compression ratio...all for $1995.00 a pair fully assembled. COME Racing Holden V8 Twin Throttle Body EFI intakes...still the biggest power maker for your Holden EFI V8... Australia's most popular Holden V8 EFI intake manifold. Buy one of our VN-VT EFI intakes and pay only $2250.00 Price includes manifold, billet alloy dual 58mm throttle body, alloy intake snorkel, accelerator cable bracket. Order the manifold with full fitting kit including braided hose fuel rail conversion kit, all brass vacuum, water fittings fuel rail stands and bolts for bolting on factory fuel rails and pay only $2500.00  Still the most powerful and efficient EFI intake system ever developed for your Holden V8. Manifolds always in stock ready to ship. Email or phone your order... workshop@comeracing.com Phone # (03)9555-7308 Payment via direct bank deposit to our account as follows... National Australia Bank BSB # 083 298 Account # 646971180 Account name...Faru P/L Trading as COME Racing Buy our bargain priced manifold and your other engine buildup parts at the same time and save even more. Please note...PRICES SUBJECT TO CHANGE...ASK us before ordering. 5:13:09 PM

	Sunday, 27 November 2011

Holden V8 roller cams Bringing the Holden V8 into the year 2012 is easier now than ever before. COME Racing now has our own propriety steel roller cam billets for the Holden V8 always in stock. These are the best in the business and with the most accurate lobe placement, gear cutting, heat treatment and our very large library of hydraulic roller and solid roller grinds we have the Holden roller cam market fully covered. We of course have a vast range of flat tappet hydraulic and solid lifter grinds for those preferring to stay with the lower cost of the flat tappet designs. In fact in many cases the flat tappet cams are a better choice when cost is a major factor. Call us on (03)9555-7308 or email workshop@comeracing.com If you have a need for a certain combination of our parts we will give the best possible deals to those buying a combination of components at one time. Let us know what you are trying to achieve so we can suggest what you need and provide the best possible price for the right combination.   8:08:30 PM

	Saturday, 6 August 2011

THE BEST JUST GOT BETTER! Announcing the latest weapon in the Holden V8 arsenal... COME Racing has just released a new version of our ever popular "2011" Series alloy heads to suit the Holden V8. This new head is not a replacement for the current 2011 heads but provides another option for Holden V8 engine builders and owners looking for maximum potential power outputs in a conventional VN or EFI style Holden cylinder head. The current 2010 heads flow over 590hp out of the box with a small 182cc port volume intake runner and should be a persons first choice for any engine combination to around the 470bhp mark in a street or street/strip engine. Producing incredible torque and response particularly in the smaller 5 litre or 355ci Stroker engines you cannot buy a better cylinder head anywhere or even attempt to modify a factory cast iron head to produce similar results for the cost of our 2010 heads. Our new head known as the "600 Series" heads provides the next performance level in an "out of the box" unported head previously thought impossible to achieve. When one looks at the numbers these heads flow it's really a no brainer for anyone considering the ultimate in Holden V8 head choices. COME Racing 600 Series Holden V8 alloy cylinder heads... Flow data in CFM @ 28" test pressures with the as cast 207cc intake runner volume and 2.02" intake valve .100"...68.4 .200"..139.5 .300"..213.8 .400"..245.4 .500"..270.9...558hp potential .600"..291.9...601hp potential .700"..298.6...615hp potential .800"..300.5...619hp potential Flow data in CFM @28" test pressures with the as cast 207cc intake runner volume and 2.08" intake valve .100"...64.3 .200"..142.7 .300"..206.0 .400"..262.4 .500"..288.5...594hp potential .600"..304.2...627hp potential .700"..309.1...637hp potential .800"..311.2...641hp potential Another breakthrough is the matching Exhaust port which flows through a 1.60" valve @28" test pressure... .100"...52.5 .200"..111.6 .300"..161.1 .400"..184.0 .500"..207.5 .600"..218.1 .700"..223.7 .800"..227.0 Realistically, what these numbers mean is simple. 1) Forget forever about spending money on cylinder head porting to improve factory or any other aftermarket heads. 2) Bolt on the correct version of our heads on a suitable short block and make exactly the power and torque you want without any smoke and mirror "special port jobs". 3) Save huge money on your engine buildup. Always a great advantage in todays Carbon Tax/ Global financial meltdown polititian created nightmares. 4) Buy the best quality, most extensively tested and refined cylinder heads, the best value for money fully Australian designed, developed and manufactured with Australian raw materials. Bottom line, you have a simple choice now when building a great daily driver, street weapon, bracket race special or a full race Holden V8 engine. All bases are covered. For the milder mainly street engine up to 450-460bhp our 2011 version heads are definitely your choice. For a more muscular street/strip, bracket race, full race or larger capacity stroker engine you need the new "600 Series" heads. Remember, our new address and phone # details are as follows... COME Racing 21 Teton Court Highett, Melbourne Australia 3190 Phone # (03)9555-7308 Fax # (03)9555-7446 email workshop@comeracing.com come@comeracing.com 2:24:04 PM

	Saturday, 25 June 2011

Camshaft development Ongoing testing is really the only way to develop the latest in performance camshafts and engine combinations. We've recently done extensive testing of our latest cam grinds in both LS Chevy and Holden V8 engines. The most important developments in the LS engine area has been the application of our newest "hi lift" LS profiles to the big port headed LS type engines, with great success. When using the big square port factory heads (L76, L98, LS3 etc.) particularly in stroker combinations our hi lift cam versions consistently made up to 10% more power and torque than equivalent lower lift cams with similar and in some cases higher durations. The full utilisation of the high lift flowing factory square port heads is achieved using our hi lift camshaft range in these LS engines. With our Holden V8 testing, in particular on stroker combinations fitted with our latest VN style alloy heads. The overriding message is one of keeping cam profiles smaller in duration than one would normally expect to need to make the power and torque being made. As has been the main temptation for engine builders over the years...fit one size bigger cam just to be sure we make the power! A whole rethink is required when using such an efficient cylinder head as our latest alloy versions. The cam business is something we take very seriously, since in reality if you get that component wrong your whole engine combination will suffer. We are in the business of supplying engine combinations that work because we've probably tested more possibilities than anyone in Australia when it comes to the Holden V8 and LS Chev V8. Think about this when you are buying "a combination" of parts you really want to have work properly to maximise your engine buildup. 9:08:06 AM

	Saturday, 23 April 2011

Ecotec 4.2 Stroker engine combination Cost effective performance! In the real world today there are not too many bargains. For those flushed with money going straight to a V8 seems to be the popular course of action when looking for maximum performance. For the performance enthusiast, particularly you younger ones who are not quite in the money big time the Holden V6 is a real performance option. This little normally aspirated version of the Ecotec V6 will hold its own against even the current swag of VE Commodores with 6 litre and 6.3 litre V8's straight out of the factory. Obviously not in outright power but very much so in "power to weight" comparisons. Take a cheap donor car...VS Executive Commodore V6. Weight is about 1350kg. Add this little 4.2 Stroker combination making 312 BHP @5750 rpm and 300 ft.lbs torque @ 4750 rpm and you have a pure street car that with a set of 3.7:1 diff gears and 2500 rpm hi stall converter will easily run a mid to high 12 second time @ 104 mph over the 1/4 mile. The car will run you anywhere from $1500.00 to $3000.00, the engine build with software tuning will tear up $12,000.00 The transmission rebuild, converter, diff gears and full exhaust will add $5000.00 tops. For a total outlay of $20,000.00 you can have a daily driver that runs mid 12's at will, still achieves reasonable fuel economy and lasts for many many years. What? 12's are not quick enough? Add an N2O kit for track use ($2000.00) and run mid to low 11's! One needs to think today in terms of not only power to weight performance but also in terms of performance per dollar outlay. If a person seriously adds up their performance level versus total money outlay including the cost of the car it's a frightening statistic in many cases. The engine here consists of our normally aspirated 4.2 Ecotec buildup with fully ported factory cast heads, 4.2 bottom end with COME Racing cam part # CSBR-636 (228 @.050" intake/236 @.050" exhaust duration, .570" lift on both). compression ratio of 10.25:1, COME Twin Throttle Body plenum intake replacing the stock manifold. Building a street sleeper like this is pretty simple. We offer the engine combination in unassembled form including all parts...stroker kit fully balanced, fully machined block, new billet cam and roller lifters, full gasket set, fully ported and built heads with conical HD springs and moly retainers fully assembled, our Twin Throttle Body intake plenum, new Powerbond balancer all for $8500.00 if you supply us your engine to build from. Or, $9000.00 on an outright basis where we source an engine and supply it without an exchange. By the way, stock fuel injectors will easily feed this engine so there is no need to upgrade these to larger versions. We offer ALL our popular engine types in fully machined unassembled form for those who prefer to do their own assembly. COME Racing 21 Teton Court Highett, Melbourne Australia 3190 Phone # (03)9555-7308 Fax # (03)9555-7446 email workshop@comeracing.com come@comeracing.com   7:57:24 AM

	Tuesday, 8 March 2011

COME Racing is back in full production It's full steam ahead in our workshop once again. The production of all our products is reaching full volume again and demand has been excellent due to the great deals we've been offering for the last few months during our workshop move. Remember, our new address and phone # details are as follows... COME Racing 21 Teton Court Highett, Melbourne Australia 3190 Phone # (03)9555-7308 Fax # (03)9555-7446 email workshop@comeracing.com come@comeracing.com   9:26:40 PM

	Sunday, 12 September 2010

COME Racing Holden V8 intakes... Our Twin Throttle Body EFI intake for the Holden V8 engine is still the most effective power/torque maker on the market. Even though many people insist on fitting typical 4 barrel manifolds with single 4 barrel type throttle bodies for EFI applications because of the lower cost they are forgetting several important problems... 1) A 4 barrel intake can never distribute air as effectively as our ram design made to flow air most effectively with its large above port plenum. 2) Runners are always cooler on our intake with raised plenum so the efficiency of our intake is far superior, often meaning smaller injectors will produce even more power because of not needing to use additional fuel to cool the incoming airstream. This is especially critical with BOOST application engines. 3) Our TTB intake fits under all bonnets and hooks up through our supplied alloy intake snorkel to the original equipment air boxes from VN-VT. No need to fit carb air filter setups which remain in the hot underhood environment. 4) Our TTB intake is supplied with throttle cable bracket to suit stock cable, all original equipment sensors bolt straight on to the drilled and tapped positions on the intake and our billet alloy Twin Throttle Body which incidentally outflows your typical 1000cfm 4 barrel throttle bodies. 5) Another critical point is the absolute flexibility of applications built into this one manifold. Here you can see it can be used as the normal TTB EFI intake with our billet dual 58mm Throttle body or alternatively as a Tunnel Ram intake for use with Dual 4 barrel carbs or throttle bodies if EFI is still to be used. The price of the EFI Twin Throttle Body version or the fully ready billet plate version to accept dual 4 barrel carbs or throttle bodies is...$2500.00 Single 4 barrel applications are still best catered for by our NEW dedicated single 4 barrel intake costing...$830.00 This manifold fits under all bonnets but still outpowers anything else on the market. All of these intakes are always in stock ready to ship. Those of you planning powerful boost application engines need our best stroker kits featuring... Exclusive COME Racing BILLET 4340 steel cranks in 355ci, 383ci or 396ci capacities for factory blocks, our 4340 steel "H" beam conrods with 7/16" ARP capscrew bolts, custom made Diamond Racing forged boost low compression pistons, moly race rings, rod and main bearings and the whole assembly is computer balanced INTERNALLY so any aftermarket 308 or 304 balancers or flywheels can be used! The balanced kits are $5000.00 and are the same price for all capacities as well as for normally aspirated high compression use engines. CAMS GALORE!!! Need a cam for your Holden, Ford, Chev traditional V8, LS Chev V8 or Holden V6? Call or email us with details of your engine combo before you buy anything. We are not the lowest cost cam company around but we have one of the biggest range of profiles being added to constantly as we develop a new engine combination. There's no substitute for 30+ years of in house design, dyno and race track testing to ensure you have the state of the art products when it comes to the heart of your engine...the cam. We manufacture our cams in house...one at a time to order, once the optimum grind is decided upon. Custom combinations are our specialty. Call today (03)9555-7308 or email come@comeracing.com Trade or urgent enquiries email workshop@comeracing.com 2:42:47 PM

	Thursday, 24 June 2010

396ci Holden test results in... Our original 396ci Holden short block was recently fitted with our latest design 2010 alloy heads. As noted previously these heads received all new ports, LS1 style rocker system and 8mm valves along with an all new design combustion chamber and a 10 degree valve angle. Existing extractors will bolt straight on along with currently available intake manifolds designed for the conventional VN EFI style heads. Due to port height the intakes require end seal spacers as can be seen in the photo above. Our test engine was fitted with the same CSBS-665 solid lifter flat tappet camshaft (266 intake/270 exhaust duration @ .050"). The stock 1.7:1 LS1 rocker ratio is employed yeilding .630" net valve lift on both intake and exhaust. Compression ratio is 12:1 and pump fuel is no problem with the redesigned chambers. Peak power is 651 bhp @ 6750 rpm and 525 ft.lbs torque @ 5500 rpm These figures are "in the room" figures and no test conditions were changed except for the addition of a set of "GONZO'S" Tri-Y extractors. The same new design COME (low rise) single 4 barrel intake manifold was employed with a 1" open hole spacer although without spacer the difference in power was very marginal. We still have a number of tests and changes we wish to make to the design relating to water jacket location and other valve train updates before finalising the design. Most importantly we now have the most powerful heads for the racing or street/strip Holden V8 engine enabling the old "plastic" to easily compete with any current engines on the market in power per cubic inch stakes. In fact with 1.64 hp per ci this engine easily overshadows most others on pump fuel anywhere...normally aspirated of course and even more relevant, with flat tappet and not roller camshaft. These latest 2010 heads will accept our current design valve covers and we envisage supplying them in bare form for racers who want to do their own but most likely as turn key completely assembled heads with valves, springs, roller rocker setup, valve covers and probably intake manifold. Either our 4 barrel or EFI Twin Throttle Body intake will bolt on with our supplied end seal spacers as part of the conversion kit. Pricing will not be finalised for several months. Exciting times for the Holden V8 are still here. Call today (03)9555-7308 or email come@comeracing.com Trade or urgent enquiries email workshop@comeracing.com 9:57:27 AM

	Thursday, 22 April 2010

427ci COME Racing all alloy street engine The COME Racing all alloy engine is an all alloy replacement for any Holden (Australian built 308-304) V8 engine. It seems that virtually all buyers of these magnificent engines are using them in early Holdens from HK-WB, Toranas or pre-EFI Commodores. You won't find a better value way to re-power the old clunker with a classic looking but modern technology pushrod V8 engine. This one was just completed for a customer and the next one is in production. Put your name on it now for $30,000 outright including, carb, intake, ignition, fully dyno run in and ready to fit. The bottom end has our billet 4340 steel crank, custom forged pistons, hydraulic roller valvetrain, our latest 2011 alloy heads and an ultimate Pro Series oil pan. The power and torque figures speak for themselves. Fuel used is pump 98 and just look at the torque as low as 2750 rpm. Who needs a blower when this type of grunt is possible normally aspirated. Call today (03)9555-7308 Trade or urgent enquiries email workshop@comeracing.com 5:47:08 AM

	Saturday, 20 March 2010

COME "SERIES II" Racing Heads Project 396 continues... A Holden V8 cylinder head that flows over 680bhp out of the box, utilizes current LS1/2 low friction lightweight valvetrain components including 8mm valves, conical springs for flat tappet applications, uses L92 Chev rockers with offset intake rocker arms, has huge oil drainbacks, accepts existing intake manifolds, extractors and fits any model Holden V8 blocks. The future of the Holden V8 has never been brighter. Our new alloy VN style racing heads will be ideal for stroker engines, particularly the "bigger" capacity engines used for serious street/strip or race only efforts. This new technology will enable the old Holden V8 to compete with any of the newest V8 engine designs in terms of power/torque per cubic inch (cc's). We wanted to bring the Holden in line with or even better than the current or previous factory best engines. Our Project 396ci Holden V8 engine is being fitted with these new heads first for a full session of developmental dyno tests in the next 4 weeks. Keep an eye on this space for the results... Call 03 9555-7308, email to workshop@comeracing.com for trade or urgent enquiries. 8:44:43 AM

	Sunday, 25 October 2009

NEW! COME SINGLE 4 BARREL HOLDEN VN INTAKE "IN STOCK NOW" Development testing completed The long awaited COME single 4 barrel intake manifold testing is complete. Results are what we wanted...a single 4 barrel intake to suit VN headed Holden V8 engines that fits under the bonnet, makes more power than all the others on the market, will be sold at a very competitive price and is made right here in Melbourne from Australian aluminium alloys. In fact on our 396ci Holden V8 development engine the new intake matched the power and torque output of a fully port matched Harrop single plane intake fitted with a 2" open hole spacer. Our intake had no spacer! This new product IS NOW IN STOCK. They are now ready to ship. Price is $830.00 Optional drilling for injector bosses...add $110.00 for those wishing to use our intake for EFI applications and retain the carb manifold look. The new manifold will work best on stroked Holden V8's from 355ci dispalcement and larger for both daily street use right up to competition oriented engines. The intake has proven to be an impeccable companion to our latest 2010 or 2011 series alloy heads. This is another product in the long line of newly engineered COME Racing products designed to maximise the output and competitiveness of the old Holden V8 with any other V8 engines available today. NEW! Flat tappet CAM profiles for Holden, Ford and Chev Small Block traditional V8's...we will list many new grinds that we've completed development on very, very soon. These allow power levels rivalling even roller profiles in some applications at a fraction of the cost of converting to roller setups. Stay tuned! Call 03 9555-7308 for details of all our products. Or email workshop@comeracing.com Call or email for a free copy of our latest DVD featuring our latest product/services. UPDATE! 355ci Holden Stroker, COME 4 barrel intake, COME 2009 alloy heads, solid lifter COME cam part # CSBS-538. This combination just made 473 bhp @ 6000 rpm and 435 ft.lbs torque with 750 # 4779 Holley and Bosch HEI ignition on pump fuel. Production Commodore Pacemaker 1 3/4" Tri-Y extractors with 3" collectors were used in our test. Build one of these yourself with our $6600.00 355ci package deal of stroker kit, intake, heads and valve covers. All the development has been done so just do it! 8:18:13 PM

	Tuesday, 22 September 2009

New cams and lifters NEW VALVETRAIN PARTS... COME Racing has just completed development on several new LS1 camshaft profiles. These are a new High Lift range of cam grinds specifically designed to maximise power and torque from primarily modified LS1 style engines from 5.7 litres up. The new grinds available immediately are as follows... Part # LSCH-920 221 degrees intake and 231 degrees exhaust duration @.050" 114 degree lobe separation angle, .006" durations are 276/286 degrees and valve lifts are .609" for both intake and exhaust. Part # LSCH-964 228 degrees intake and 234 degrees exhaust duration @.050" 114 degree lobe separation angle, .006" durations are 284/289 degrees and valve lifts are .610" for both intake and exhaust. Part # LSCH-974 231 degrees intake and 240 degrees exhaust duration @.050" 114 degree lobe separation angle, .006" durations are 286/294 degrees and valve lifts are .617" for both intake and exhaust. Part # LSCH-930 230 degrees intake and 230 degrees exhaust duration @.050" 114 degree lobe separation angle, .006" durations are 286/286 degrees and valve lifts are .609" for both intake and exhaust. Part # LSCH-923 236 degrees intake and 246 degrees exhaust duration @.050" 114 degree lobe separation angle, .006" durations are 293/303 degrees and valve lifts are .617" for both intake and exhaust. These new high lift designs are ideal for more competition oriented applications particularly with modified engines. Ideally suited to engines with improved high valve lift air flow characteristics and raised compression ratios from stock. The part # LSCH-930 is an excellent turbo application profile in 6 litre or larger engines. All these cams can be ordered with different lobe centre separations if required. All our LS1 cams are $550.00 each We are also very close to completing development on a new range of flat tappet solid lifter profiles to suit traditional Holden, Ford and Chevy V8 engines These are basically designed to produce excellent power and torque rivaling the overall output of equivalent solid roller lobe shapes in many cases. To accompany the solid lifter GM engine application camshafts we now see the return of the famous and sorely missed EDGE ORIFICE SOLID LIFTERS to suit Holden and Chev V8 engines. These wonderful lifters virtually eliminate the problem of excessive top end oiling normally associated with conventional flat tappet solid lifters. If you are a racer or have a powerful weekender buildup coming up these lifters are the only way to go to keep your bottom end alive. The Edge Orifice design restricts oil to the the valve covers dramatically, keeping oil in the sump where it needs to be to keep your oil pickup covered. This prevents the proverbial "run" bearings and other oil starvation problems. The Edge Orifice lifters also immediately increase overall oil pressure by getting rid of a major drainage point of oil from the lifters themselves. At $220.00 a V8 set they are one of the biggest reliability enhancements you will ever find for virtually peanuts in cost. Our great deals on all our LS1 and Holden V8 Stroker kits, EFI Holden intakes and fantastic 2009 VN style alloy heads are still continuing. Call or email for some incredible value for money package deals. Don't forget our ever growing range of state of the art camshaft profiles for LS1, Holden, Ford and Chev V8 engines. Call 03 9555-7308  or email workshop@comeracing.com We have just produced a DVD presentation which highlights some of the features of our latest products, some of our machining services, a few visual explanations relating to properly clearancing your Holden V8 block for stroker applications and details of a new Holden V8 racing cylinder head we are close to completing development on. Call or email us for your free copy today. 8:01:35 PM

	Saturday, 11 July 2009

396ci Holden Project #1 fires up!   The results really speak for themselves. This first "Project 396" is a bolt together with off the shelf parts... 1) Factory 304ci block, fully machined with our steel 4 bolt main caps fitted, clearanced for our 396 "I" beam rod, nodular cast crank, forged piston stroker kit. Block is bored, torque plate honed, decked to square, machined with "O" ring grooves on decks and "O" rings fitted, modified oiling system. 2) 396ci Stroker kit as above with a final compression ratio of 11.9:1 is fitted to the short block. 3) Our custom CSBS-720-112 solid lifter flat tappet camshaft is fitted. 4) Our latest 2009 series alloy VN style cylinder head package with Ferrea 2.08" intake and 1.60" exhaust valves, COME dual 1.450" valve springs and moly retainers and locks. Positive stem seals, screw in studs, guide plates, hardened moly pushrods, Crane cast alloy street type roller rockers in 1.6:1 ratio (Ford Windsor type). Heads flow 636hp through intakes and 126cfm @10" through exhaust ports. Heads are topped off by our new alloy valve covers making valve lash settings a flash. 5) Harrop single plane intake manifold port matched (others to be tested) and out of the box Holley Pro Series 950cfm carb. Two inch open carb spacer. Did we mention that 586bhp and 502ft.lbs torque was made on Caltex 98 pump fuel! 6) Bosch HEI distributor boosted by an MSD 7 Digital ignition box and coil. 7) Off the shelf Pacemaker 1 3/4" Commodore Tri-Y extractors with 3" collectors replacing the normal 2 1/2" outlets supplied by Pacemaker. These are actually our dyno test pipes. Aside from the collectors they are off the shelf. 8) For our testing purposes we have also replaced the usual Rollmaster double row competition timing chain and gear set with a new belt drive assembly supplied by Heads Racing in New Zealand. This is to enable fast cam dial in, cam timing adjustments and cam changes without removing balancer and timing case each time. This is also a wonderful product for those building serious effort Holden V8's. The $1950.00 price is a bargain considering this is all CNC machined from billet alloy rather than being a casting. It's never been easier to make LS1 type power reliably from your Holden V8...what are you waiting for?Call us on (03)555-7308  for further assistance or to order any of our products, email workshop@comeracing.com   9:05:18 AM

	Sunday, 26 April 2009

396ci Holden Project continues...  A Bracket Race version of one of our Holden 396ci Stroker engines is nearing completion. A camshaft belt drive system is employed to enable fast cam changes and phasing for rapid test purposes. The new 2009 series COME Alloy heads are virtually ready to be fitted but we are waiting for delivery from the foundry of our new single plane single 4 barrel intake manifold to be part of the test regime. Stay tuned... As proud Australians we pay tribute to the ANZACS who sacrificed to ensure we live in a free society to pursue our passions in peaceful harmony. "Lest we forget" 7:09:21 AM

	Saturday, 4 April 2009

Holden V8 EFI engine combinations   Some wonderful Holden V8 engine combinations are available right now. No stressing about "the right or wrong combinations". Our experience with the Holden EFI V8 is unmatched anywhere. Our developed combinations are streetable, clean as far as emissions is concerned and actually very fuel efficient. The latest 2009 version of our VN-VT style alloy Holden heads is being flowed on our 660cfm digitally controlled flow bench. Many hours of research yields wonderful products. Be aware there are cheap imported parts these days that will never produce the results and reliability being promised. In stock right now we have the following popular engine combinations sold on a changeover basis for your original stock 5 litre EFI Holden V8... 355ci (5.7) Holden S.S-1 EFI COME Twin Throttle Body engine package. Featuring...280kw and 542nm torque (380bhp & 400ft.lbs) This fully built, assembled, dyno run in and tuned engine is...$12,000.00 changeover. It includes our Probe forged piston stroker kit, COME Twin Throttle body intake and fully ported cast iron factory heads.   383ci (6.3) Holden S.S-3 EFI COME Twin Throttle Body engine package. Featuring...320kw and 596nm torque (450bhp & 440ft.lbs) This fully built, assembled, dyno run in and tuned engine is...$16,500.00 changeover. It includes a forged piston 383 stroker kit, COME Twin Throttle body intake and our latest 2010 ALLOY heads with roller rocker valvetrain.   396ci (6.5) Holden S.S-3 EFI COME Twin Throttle Body engine package. Featuring...345kw and 624nm torque (480bhp & 460ft.lbs) This fully built, assembled, dyno run in and tuned engine is...$17,500.00 changeover. It includes a custom forged piston 396 stroker kit, COME Twin Throttle body intake and our latest 2011 "600" series ALLOY heads with roller rocker valvetrain.   1:19:02 PM

	Saturday, 9 August 2008

The heart of your engine, the CAMSHAFT...   Still one of the most misunderstood components in performance engine building today. You can use the latest computer simulation programs, read the flashy catalogues, go on the forums to be misled day in day out. The bottom line is the only people capable of really choosing a camshaft profile correctly are those who really know and understand how an engine works. Those who build engines all day long and test thousands of combinations to find optimum components matches. Those who actually design and manufacture engine components including camshafts and test their theories day in day out on an engine dyno to really evaluate the torque curves they are looking for. Most importantly, those who really love their craft and get real satisfaction out of creating a component mix that does everything and more it is supposed to. If you look around Australia's performance industry you will not find any other company here that goes to the trouble and expense of developing performance components designed to work to maximise your results on the street or race track. Before just buying a camshaft or any performance product being recommended by the local performance guru, do some research yourself. It may save you the grief of finding that the 1st selection of components, particularly the camshaft, did not produce the desired effect. Our COME Cams are designed using the latest software which takes into account an incredible range of valvetrain dynamics, weights, valve motion characteristics and valve spring rates. Our master cams are then machined on CNC grinding machines to almost immeasureable accuracy. This final master cam is then used on our in house grinders to produce the most accurate cam profiles possible. That's only the beginning. We verify the effectiveness of every profile in custom built dyno test engines to ensure the designs produce exactly what they are supposed to...maximum power and torque, maximum valve train stability for long valve train life and the quietest possible operating efficiency. There's more to making a cam than just copying someone elses grinds. We prefer to design and test our own ideas before they end up in your engine and you become the "test mule". A camshaft is indeed one product you want to get right the first time, it effects your whole engine combination dramatically because it truly is the "heart of your engine" regulating almost everything that the engine produces. If you think about it carefully can you imagine the number of camshaft types there really are? Automotive, motorcycle, petrol, diesel, aircraft, marine and lots more. COME Cams does only cams for very specific engine types. We narrow our focus because it's impossible to cover all those possibilities successfully and achieve maximum results from all of them. There are simply not enough hours in the day to devote to a real development program to cover all bases. Most cam companies buy existing performance grinds and copy them to enable them to extend their master cam libraries. The problem with this logic is that copies are never quite the same as the original. Frankly, if one does not know the diameter of the grinding wheel used to make the donor cam then the copy cannot be accurately reproduced. We prefer to design and develop our own range of profiles with todays technology. Our results in the cam industry have been documented over more than 20 years by successful racers and street users throughout Australia. COME Racing manufactures cams for Holden V8, Chev LS1/LS2/LS3/LS7 V8, Holden V6, Ford V8's, Chev Small and Big Block V8's. Our cam product range to suit these engines is by far the most advanced technologically in Australia and we work hard to keep it that way. When you need a camshaft to suit these engines it would be useful for you to email us at workshop@comeracing.com for an urgent cam recommendation and pricing. Remember, the cheapest cam you can buy is the one that works best the first time. If you still prefer to choose your own profile, as us for our complete catalogue. We can email this or post it to you in hard copy by regular post. You can of course call us during business hours on (03)9555-7308 for help with all our products. 6:20:36 AM

	Thursday, 17 July 2008

BOOST Stroker kits and engines With the popularity of boost setups these days, both turbos and superchargers we have some great engine components to enable strong reliable engine buildups to suit boost applications... 4.2 Ecotec V6 BOOST capable short motors: These are sold outright and include a fully machined Ecotec cylinder block. Bored and torque plate honed, "O" ringed decks, copper head gaskets supplied, nodular cast iron stroker crank (capable of 15psi+ boost), "H" beam 4340 steel con rods, Wiseco or Diamond Racing custom low compression forged pistons. Assembly fully balanced for use with Ecotec balancer and flywheel. Short is supplied with matching boost billet cam and timing set. Oil pump, timing set and steel Powerbond harmonic balancer and sump fitted...OUTRIGHT for $8000.00 (unassembled for $7000.00)...Optional billet steel crank...add $1500.00 (more extreme boost capacity) Long motors including ported ST-3 heads and our new Twin Throttle Body intake manifold...$13,500.00 outright 355ci Holden V8 Boost short motors: Available outright or we do your late model standard bore cylinder block. Includes fully machined block with our billet steel 4 bolt main bearing caps fitted, clearanced for stroker, decked and "O" ringed supplied with copper head gaskets. Fitted with a our best 4340 steel billet 355 crank, "H" beam rods and custom Diamond Racing low compression forged pistons. Rotating assembly is fully balanced internally...OUTRIGHT for $11,000.00 or using your block for $10,000.00 Call or email us for all your Stroker crank kit, camshafts, cylinder heads or engine needs. The Government may not know how to control inflation but we do with our prices dropping rather than increasing. Your continued support makes this possible. With volumes up we are able to cut production costs and can pass these on as often as possible. It's not doom and gloom out there, we can still all have our performance needs and enjoy our leisure time and hobbies. The key is to choose wisely the first time and buy the right parts for the job you wish to do. Not go and buy the parts which appear to be the cheapest on the market. False economies are everywhere and people seem to be sucked in by a low price till they learn the hard way. Email... come@comeracing.com Urgent enquiries and trade enquiries... workshop@comeracing.com  Call us on (039555-7308     5:22:12 AM

	Saturday, 19 April 2008

440ci LS1 Piledriver   Want maximum capacity out of your LS1 equipped vehicle. Our 440ci version is a lot of engine for any application. These big engines are quite tractable even with large camshafts, big inductions and high compression ratios. We offer the 440's in power levels from a mild 550 bhp (410kw) version for exceptional daily use manners up to very radical versions for more extreme owners. This version shown here was built for a customer who named the engine for us...the PILEDRIVER! Still a very tractable but powerful version with typical moderately rough idle, pump 98 octane fuel capability and torque to rival a Mack Truck. The Piledriver version has CNC ported GM Performance parts heads with final intake port volume size of close to 280cc's. True Big Block numbers with air flow to match. Over 11.5:1 compression ratio, our latest design LSCH-945 camshaft with 245/257 degrees @.050" intake/exhaust, .560" lift and ground on 114 degree lobe centres. This like all our LS1 style grinds do not sacrifice power and torque output for smooth valve train action and quiet operation. The bottom end features a brand new GM alloy 427 (7 litre)LS7 cylinder block that has been fully prepped and fitted with our 4340 forged steel 4.100" stroke crank, our latest design 6.1" "H" beam 4340 steel con rods and custom made Diamond Racing forged pistons and rings. The top end is completed with GM's latest L92 square port intake and our own custom made billet alloy 95mm throttle body. The Piledriver is not cheap at a baseline $25,000 (depending on outright or changeover) but with 626 bhp (467 kws)@ 6000 rpm and 594 ft.lbs torque (805nm)@5200 rpm in a very driveable and still fuel efficient combination, you would be hard pressed to find better value for money in the "big" engine stakes. No blowers, intercoolers, turbos, plumbing or headaches here. The toughest parts in an engine swap that ends up looking like a stock LS1 and in fact is physically identical in all dimensions so fits straight in anywhere you had an LS1 or LS2. With a 2750 rpm torque figure of 468 ft.lbs you can forget about needing stiffer diff ratios or hi stall torque converters. Both the Piledriver 440 and the fantastic Sledgehammer 427 are both also available in components only packages for those wishing to assemble and build their own versions. A fully prepped LS7 block is $5500.00, 427 crank kits start at $3100.00, 440 crank kits with the best parts are $4500.00, GM Performance parts heads fully prepped for the 427 are $3500.00 including the special offset intake rocker arms required. The CNC ported 440ci versions of these heads are $5000.00 fully prepared. The matching intake manifold, fuel rails injectors and billet 90mm throttle body induction package is $4500.00 to suit the 427ci Sledgehammer. The same induction package for the Piledriver 440ci engine with fully port matched intake runners to suit the CNC ported heads and our custom billet 95mm throttle body is $6500.00 Our matching camshafts are only $550.00 You have a choice of over 50 grinds. Newest cam profiles...LS1 LSCH-928   228 in  236 exh @.050” lift .551”in .551”ex 114 degree LC             LSCH-936   236 in  246 exh @.050” lift .551”in .551”ex 114 degree LC LSCH-945   245 in  257 exh @.050” lift .560”in .560”ex 114 degree LC LSCH-955   255 in  264 exh @.050” lift .560”in .560”ex 114 degree LC LSCH-961   261 in  268 exh @.050” lift .600”in .600”ex 115 degree LC LSCH-968   266 in  275 exh @.050” lift .600”in .600”ex 114 degree LC   Note: All our LS1 camshafts have now come down in price! They are $550.00 each Our matching conical valve spring sets are $330.00 and chrome moly retainers...$120.00 Want a full list of our full range of cam profiles? Go to http://www.comeracing.com/products/cams/     7:14:03 AM

	Sunday, 23 March 2008

427ci LS1 Sledgehammer   Is your 5.7 LS1 getting tired? We have an alternative you may find hard to resist...our 427ci (7 litre) outright long motor with 605 bhp and 583 ft.lbs torque. There are no inflation  problems here either, our prices are DROPPING. This long engine will cost you only $18,000 assembled. you will use the oil pan, coil packs and other external bolt on ancillaries off your original LS1 engine to fully complete the engine. It is is physically identical to your LS1/LS2 in all dimensions so drops straight in to all model Commodores from '99-2008. Need us to dyno run in the engine and otimimise software tuning so all you need to do is drop it in and go drive?..add $2000.00 This is a bargain in anyones language. You can also buy this engine UNASSEMBLED which includes a brand new fully prepared LS7 GM aluminium block, our complete 427ci Stroker kit with Wiseco or Diamond Racing forged pistons, 4340 steel "I" beam rods and our proven nodular 4.00" stroke crank all fully balanced with new GM crank angle sensor fitted and moly rings with rod and main bearings supplied. A new Powerbond keyed balancer, brand new GM L92 big port cylinder heads, fully prepared with our special conical valve springs, full valve job, chrome moly retainers, new pushrods, COME LSCH-936 hydraulic roller camshaft (specifically developed for this combination), new roller lifters, new timing set, new blueprinted oil pump, timing case cover with cam angle sensor, LS7 valley cover plate, full GM gasket set and head bolts, new L92 big port GM intake manifold with fuel rails and injectors, new COME Racing billet alloy 90mm Throttle body. All this ready to assemble for only...$17,000...These offers are limited and won't last forever. The incredible power and torque of these engines as well as great daily driveability is something one needs to really experience to appreciate. Peak power is made at no more than 5750 rpm with peak torque at 4750 rpm. Don't look only at the peak numbers. As we keep drumming into your heads, it's the torque curve that makes the car accelerate and be driveable. These monsters have over 450ft.lbs torque as low as 2750 rpm. Tuned correctly and driven correctly they can also be incredibly fuel efficient in most conditions. There are many so called experts offering big power LS1 based combinations but no one will give you this torque curve, reliability at these prices...no one! 6:48:45 AM

	Saturday, 1 December 2007

Twin Throttle Body Ecotec intake Ecotec V6 manifold plenum To compliment the full range of 4.2 litre stroker kits, engines, cylinder heads and camshafts we manufacture for the popular Holden Ecotec V6's...announcing the arrival of our Twin Throttle Body intake plenum assembly for the Ecotec engine. This plenum is a direct replacement for the original top plenum incorporating provision for all factory sensors, throttle cable, fuel rails, intake piping. It is a very quick and easy bolt on to the original factory manifold base. Fitting time is less than one hour and the results are incredible even on stock or mildly modified 3.8 litre engines. Our intake plenum features a billet alloy dual 58mm throttle body, increased plenum volume with a beautifully designed zero restriction inlet flange mating precisely to the plenum housing itself. Also included is a very efficient intake snorkel which bolts directly to the billet throttle body and is designed for maximum air flow potential and to hook up to stock intake piping to the production or any aftermarket air box systems. This complete plenum assembly with billet throttle body, intake snorkel, accelerator cable bracket is $1750.00 making it a fantastic value for money easy bolt on. The results even with stock engines is over 10% torque gains right through the rpm range with more significant gains on modified engines, strokers and boost applications. Unlimited possibilities abound and finally the Ecotec engine is allowed to make power to its full potential. Holden V6 Ecotec crate engines 1) 4.2 litre Ecotec BOOST stroker long motor...these long motors are our most popular Ecotec engine by far. They are fitted with our best boost stroker bottom end with low compression boost forged pistons, "H" beam rods and your choice of nodular cast iron crank (up to 20psi boost) or our billet 4340 steel crank for unlimited or endurance applications. They have the same ST3 fully ported heads, "O" ringed block decks, copper head gaskets and fully optimised cam profile from our range to best suit your exact application. This long motor outright less ancillaries but including our new Twin Throttle Body intake is...$12,500.00. The same engine including dyno run in normally aspirated only, so it has some run time on it before boost setups are fitted and tuned, is $13,500.00 The same engine UNASSEMBLED is $10,500.00 NOTE: No ancillaries as per the above # 1 engine are included. Add...$1500.00 to any of the above prices for the inclusion of our billet steel crank to replace the cast crank. A full range of 4.2 stroker engines are also available for the Series II VN-VR V6 engines. These are usually only available on an exchange basis although some applications can be supplied outright. Just let us know what you need and we can price it for you. For those wishing to build their own engines ask us for our literature on our full range of Holden V6 stroker kits (rotating crank assemblies), cylinder heads and camshafts. Call us now for information regarding any of our products on (03)9555-7308 or email  workshop@comeracing.com 8:00:53 AM

	Thursday, 15 November 2007

427ci (7 litre) COME Racing alloy engines 427ci Holden V8 replacement Our hand crafted all alloy 427ci Holden replacement engines are now steadily shipping. You have a unique opportunity to own this one of a kind engine for street applications in Hot Rods, kit cars, earlier Holden model restorations right up to late model Commodores. Available in carb or EFI configuartion turn key dyno run in engines making your choice of power from 480bhp to 550bhp on pump 98 octane fuels. At $25,000 outright this is the best performance engine value today with the high machining cost of prepping a factory used block and still coming up significantly short in the engine capacity stakes. Not to mention the fact that these hand built engines feature all the top race developed attributes only available in a hand built and crafted "custom" made engine. We of course also offer these engines in unassembled form, in parts only form from the beautiful work of art alloy block, to our latest 2007 series alloy heads, full billet steel crank rotating assemblies and hydraulic roller camshafts designed and built in house. No other Australian performance company can provide a "whole" engine like this. Many and varied optional power and torque curves are available to suit your real application and vehicle. NOW AVAILABLE, our long awaited Ecotec V6 Twin Throttle Body intake plenum assembly. These are $1750.00 delivered (in Australia) and represent incredible torque as well as peak power gains over the broadest rpm range imaginable. Whether bolted onto a stock 3.8 with improved exhaust or fully built 3.8 or 4.2 stroker, you will gain excellent results with this bolt on manifold plenum. Ideal also for boost engines where traditionally airflow restrictions have required much more expensive custom built intakes which frankly are untested and not scientifically designed like ours. Call us on (03)9555-7308 or email workshop@comeracing.com for more details. 7:58:43 AM

	Thursday, 26 April 2007

Holden Stroker Kits and cranks   Highest quality, lower prices! The COME Racing Holden V8 and V6 stroker cranks and kits are the most popular in Australia by a huge margin. With great strides in production efficiencies we are now offering our cranks and kits at hugely discounted prices...PERMANENTLY. There is now no excuse for rebuilding or modifying your Holden V8 without stroking it to a 355ci or 383ci capacity. All COME cranks are fully machined on our Berco production crank grinders to maximise accuracy of journal sizes and perfect indexing to ensure journals are exactly 90 degrees apart for maximum engine smoothness and power output. You do have alternatives with other cranks on the market, some at even lower prices than ours. If you want the best quality and strongest cranks on the market and at the best prices you now have no need to go by price alone. There is also no need to compromise on buying a cheaper kit with lower power potential pistons or other such components so you cannot upgrade power safely a little down the track when you get greedy for more. All our kits for street/strip applications feature 4340 grade steel connecting rods with ARP bolts and the toughest performance pistons in the industry. 383ci Strokers...fact and fiction... Our competitors would have you believe that Holden 383 stroker engines..... Wear out more quickly...won't have high rpm potential...won't make more power than a 355...wear out cylinder bores due to higher piston side loads...are much more expensive to build...will blow up more easily...will use more fuel...amongst a host of other lame excuses as to why you should buy their 355ci stroker kits and ONLY build a Holden to a maximum of 355ci FACTS...383ci Holden engines easily last as long as any other Holden V8...We have built customers 383's since 1993 some of which have done over 300,000kms and they are still running. We've had at least 100 of these engines back in our shop over the years for rebuilds and absolutely normal wear patterns were obvious. No unusual "side loading" of bores to create rapid wear or split bores. Our powerful engine packages like the "Ultimate" or S.S-3 versions with large port cylinder heads and unrestricted intake manifolds make insane power levels and their biggest feature...incredible torque. Well above anything any 355 could ever hope to achieve. They also achieve these power levels at lower rpm levels for more long term reliability and life potential. YES, they have always been MORE expensive to build. Now with our new pricing levels the gap is very marginal. Only slightly more block clearancing is required over that needed for the 355. Particularly with our EFI 383 engines customers report lower fuel consumption than even stock 5 litre engines when driven sensibly. With so much more torque on hand large throttle openings are simply not required to rapidly accelerate the car. This keeps the engine in closed loop mode much longer actually reducing fuel consumption. If you need any more convincing look at our own Torana's 383 race engine...over 500 1/4 mile passes making over 850 bhp and the crank is still the same one from way back in 1996. Look at Darren Parker's VP SS Commodore reliability results shown in a recent weblog entry below (scroll down for details). Finally look at Eddie Tassone's world record holding twin turbo 383 Holden V8 with over 1890rwhp, 8.1 second 1/4 mile times @ 178 mph. Ask Eddie what he thinks about COME components and particularly our Holden 383 cranks. NONE of these race 383's doing well over 7000 rpm has EVER "blown up". TALK IS CHEAP...FACTS SPEAK FOR THEMSELVES.   Call us Monday to Friday 8.30am to 5.00pm on (03)9555-7308 or email  workshop@comeracing.com   8:11:31 PM

	Sunday, 25 March 2007

Holden Ecotec V6 manifold test Ecotec V6 manifold development Extensive development and testing over the part 15 months has finally yeilded a great bolt on for Ecotec V6 owners. Fitted to an 8.2:1 compression 4.2 litre Ecotec stroker engine on our engine dyno the facts speak for themselves. With peak power of 241 BHP @5500 rpm with stock intake and throttle body the new COME intake plenum with billet dual 58mm throttle bodies produced 266 BHP @5500 rpm. The best part however was something we were really looking for and that was the awesome torque curve improvement. At 2750 rpm the stock setup made 238 ft.lbs the COME intake had 264 ft.lbs Peak torque for both occurred at 4250 rpm, 260ft.lbs for the stock intake versus 278 ft.lbs for the COME intake. Note, the same stock MAF was fitted for both tests. Tests were conducted within one hour of one another and the atmospheric conditions remained reasonably similar with conditions becoming worse rather than better as the day proceeded. Optimum software tuning was applied to both setups and as we expected with the more efficient new manifold, we cut back on the fuel curve to maximise results. Incidentally, stock VS Ecotec #973 injectors were being employed in this baseline test and had plenty more room before running out of fuel flow needs for this engine. This is the same trend we experience with our V8 Twin Throttle Body intake and the results for that piece are well documented. The Ecotec manifold we have developed will really open up the Ecotec performance potential for all applications including normally aspirated or boost setups. The best part of course is the fact that our intake plenum is a simple bolt on. It bolts on in place of the original plenum on top of the stock intake runner base. The original base is a very effective peice and can easily be ported for maximum effort so there was no point replacing the "good" factory base. The problem all along has been the plenum and throttle body assembly. In fact, bolting one of these new Twin Throttle Body plenums on even a stock Ecotec 3.8 will yeild instant significant power and torque gains. Add a little cam and software upgrade and 50 bhp gains will be easily achieved. We still have a few small items to finalise in the design, primarily an intake snorkel setup, correct linkage on the throttle body to mate with production accelerator cables, some detailed changes to allow additional vacuum ports and finally an alternative PCV valve system which will be more desireable for strokers or boost setups. Basically, the hard work is done and we expect to have the new manifolds available for sale within the next 6 weeks or so. Final price has not been determined yet. We are hoping to offer the manifold plenum, billet throttle body and intake snorkel for around $1700.00 If a price close to this is finally feasible, this bolt on is the biggest Ecotec power versus cost bargain you will ever find. More importantly it will move this engine into a realm not seen before. The manifold will raise the bar for much greater power outputs for the Ecotec V6 no matter if it is built as a stroker, stock 3.8, boost, N2O or normally aspirated. As with our Holden V8 engine packages, we will be offering fully built 4.2 stroker engines already fitted with our new intake as changeover engine packages or available as outright buys in the "crate" engine form so common today. There is really no reason now that our typical 220kw Ecotec 4.2 litre V6 cannot now be available as a 230-240kw engine package in normally aspirated form. We envisage these engines to be sold exchange for around $10,000, fully dyno run in and optimised including the new manifold.     1:50:21 PM

	Saturday, 27 January 2007

427ci COME alloy engine # 1 The first COME Racing all alloy 427ci street, pump fuel engine is going together right now. Got an early Holden, Hot-Rod, Kit car, 4x4, truck, Trike or any project car you want to make absolutely unique while having as much or more power and torque than almost anything available in mass produced crate motors? This is the engine to invest in! The only true hand built all alloy complete V8 engine designed and built right here in Australia. Our block, cylinder heads, intake manifold, camshafts, crankshafts and connecting rods are all designed and built right here to be the most durable, cost effective performance powerplant available in Australia at any price. The beautiful part is the fact that it bolts right into any car originally built with the one and only Holden (Plastic) V8 and is very easily adapted to bolt into virtually any chassis. This complete pump fuel engine in various power levels from 550-600 bhp and well over 550 ft.lbs torque, dyno run in and optimised is $30,000 Compare this to a fully built production engine with similar power. In most cases stroker versions costing a lot more money will be required to match the COME alloy 427. Frankly, you will realistically need a very costly engine buildup with blowers, turbos or N2O to compete with the power to weight potential of our 427 alloy engine. When all is said and done, the asking price of our alloy 427 is more than reasonable if you do your comparison sums accurately.   Call us for details on any of our products, special deals or engine combinations we offer for popular V8 and V6 engines. Call (03)9555-7308 or email  workshop@comeracing.com     10:19:55 AM

	Monday, 30 May 2005

COME-1 Torana runs 8.49 at WSID Nitro Champs The COME-1 Torana was in the air again at the Nitro Championships at Sydney's WSID race track recently. Issy was all strapped in again and ran the cars best time ever with the Holden 383ci engine after it was recently freshened and fitted with our latest 2004 series alloy VN style heads. Car recorded an 8.49 ET at over 158 mph. The startline was excellent yeilding a 1.22 60ft short time. Thanks to Peter Colburn Photos for the use of his well taken image of the car in flight. Now it's back to the drawing board to see how soon we can stuff our complete all alloy COME Racing engine into the car with a bit more nitrous and run into the 7's. As they say, you don't know till you try. We will again use the Torana as our mobile test bed for developing some new combinations and a few other parts we are looking at possibly manufacturing. Sam 8:00:50 PM

	Saturday, 11 September 2004

LS1 oil pans. Extend LS1 engine life Our extensive dyno and track testing has shown the weak point of the Commodore LS1 oil pan to consistently be the factory internal oil line system. We have addressed this problem with 2 new oil pan options for LS1 owners. By deleting the factory oil lines and taking full volume oil pressure directly from the blocks main oil galley via dash 10 braided stainless hoses and hi flow fittings we have eliminated the ridiculous number of flow reducing bends created by the factory internal hose system. Our new system has been created through the manufacture of very free flowing billet alloy adapters with built in "O" ring seals, a custom made rear oil galley flow fitting and direct oil flow through the external braided hoses shown. Aside from the obvious advantage of uninterrupted increased oil flow volume, the deletion of internal steel hoses increases oil pan capacity and reduces crankshaft induced windage. The new external hoses also act as very effective oil cooling lines so there is no need for additional oil cooler setups although these can also be incorporated easily if desired. We offer our pans in 2 forms: 1) External oiling system fitted to your existing pan or on a changeover basis for $1100.00 This pan is standard on all our 383ci Stroker LS1 engine packages. 2) External oiling system fitted and extra capacity kickouts fitted to your pan or supplied on an exchange basis for $1650.00 This is an ideal pan for the bigger engines doing more extreme use where the extra 1.5 litre capacity will be useful. Other LS1 products coming soon will be our new billet alloy 84mm throttle bodies for maximum air flow, torque and power from your 5.7 or Stroker engine. We decided that a simple casting is not the way to go like others on the market. The billet alloy version will be more consistent in its heat dissipating charecteristics as well as lending itself to more precise flow radius machining for maximum airflow. These will retail for $695.00 approximately and be available in the next month after our final dyno testing has been completed. For information on our any of our LS1 products call (03)9571-4204 or email us at come@comeracing.com 9:01:09 AM

	Friday, 5 March 2004

TORANA C.O.M.E 1 Test Bed Last months outing for the C.O.M.E 1 Torana was great fun for Issy. The Holden 383 equipped "Barney" is fitted with our "Terminator" 383 and a small 120 BHP Nitrous system. Incidentally, the crank in this engine has been in the car for over 7 years and like all our Stroker cranks has survived very well. Car ran 8.54 E.T @ 156 MPH the car is 2600lbs race ready. Look out for updates on the test bed when it receives an all alloy C.O.M.E Racing 400ci engine in the near future. Unfortunately with the last 3 years of "no National Open" race meetings here in Melbourne we only occassionaly take the car out to Calder street meetings. A bit of history: This car with one of our normally aspirated 615ci mountain motors held the Australian Super Sedan record from 1993-2002. 7:00:42 AM

	Tuesday, 24 February 2004

9:23:01 PM

C.O.M.E Racing alloy engine is born. December 24 2003. Project began in 1998. When the decision by GMH to scrub the Holden V8 we decided to make our own engine in alloy based on the original Holden design. This would mean interchangeability of OEM Holden components and our engine would be part of the deal. We all know there are 1/2 a million plus cars out there that can be fitted with Holden style V8's quite easily so why not perpetuate that engine. We already had 355 and 383 cast and now steel cranks, forged rods and complete kits for the bottom ends. We have a huge range of camshafts designed and made in house. The bolt on ancillaries will be available almost indefinitely such as water pumps, oil pumps, timing chain sets, harmonic balancers, starter motors and the like. This means there will be no shortage of components to support this engines continued life span. We felt we needed an edge however in terms of power potential, strength, light weight and engine capacity potential in order to make the marketing possibilities positive in the wake of the new modern engines coming onto the scene such as the LS1 and Ford OHC V8's. Our real advantage is basically the original design was finally optimised in 1989 with the introduction of the EFI Holden V8 with a fabulous cylinder head design which in fact rivaled any production OHV design as far as efficiency and power potential. This became very obvious with the incredible success of this design in the past 10 years for both VN onwards Commodores but also Bracket, Speedway and Street class racers all over the country. We always envisioned Australia's own Small Block V8 engine and it is finally a reality. Our cylinder heads were the first to be born in early 2000 after extensive development and testing as well as establishing optimum machining processes in association with "CRD" a CNC machining company run by second generation Drag Racer Darren Carter, the son of lunatic funny car racer "Jungle" Jim Carter. The fantastic marriage of both our efforts has yeilded a brilliant design/development and production capability second to none in the Automotive aftermarket in Australia. We found this was the key to making the most effective products. Working with people who are racers, who are Automotive enthusiasts and who therefore understand what the enthusiast consumer really wants...the best parts locally made and priced reasonably to enable the end user to build almost any possible combination with the best range of components to rival any imported engine hardware. Everyone said "it will never happen" I kept telling them, "not only will it happen but the final products will be the envy of our competitors and the fulfilment of the aspirations of our loyal customers" The 1st design alloy heads released in early 2000 were designed as a direct stock replacement for the cast iron VN-VT V8 Holden factory heads. In fact with a vastly improved combustion chamber, water jacket design, as well as port runners this head has been the most popular head for the street/strip market by a country mile over the last 4 years. Serious racers have also warmed to the excellent air flow potential with relatively small port volume. Most importantly is the true value for money. The intake port flows over 485 BHP potential with a small stock size 1.94" intake valve and tiny 153cc port runner. The exhaust port flows over 103 cfm @ 10" test pressure and responds better than any other factory or aftermarket head on the market to minimum porting/airflow increases. We will address the full race market in 2004 with another new head design which will carry larger runner intake ports another revised combustion chamber to better take advantage of our alloy blocks 4.125" bore size. This head will flow over 570 BHP potential out of the box with awesome possibilities for over 650 BHP airflow through still reasonably high velocity port runners. Fact is, you will be able to buy this head, bolt it on a 383 short block and make over 600 BHP with a single 4 barrel carb. Add out big bore alloy block to the equation and you will see 650 plus BHP easily achieved with big block style torque to match. The original head design will also continue to be available as it is the best option for maximum torque street application with engines up to 383ci The next step was our new EFI intake manifold. Many people in the industry told us to simply make a copy of the factory twin throttle body VN Group A intake and be done with it. Unfortunately that design was dated even before it was relased with its side mounted throttle bodies, heavy and inefficient plenum top. Over the years our dyno testing of 355 and 383 strokers with these manifolds always showed very good power potential but at a cost. The torque curves were inconsistent with dips and peaks throughout the rpm range. This simply shows the design to be far short of ideal. This manifold also tended to heat the incoming air significantly almost as badly as the stock bunch of bananas single throttle body intake. In EFI terms this is most undesireable and plays havoc with fuel efficiency and overall power output. Our intake was designed over more than 2 years of excrutiating dyno testing of a hand fabricated prototype. This 1st version was modified in every area from runner volume and length to plenum size and shape many times over till an optimum design was finally settled on. Our design brief was simple, make more power and torque over a broader range than any other intake for the EFI Holden engine, make this power with less fuel (efficiency), enable the fitting of the manifold under the stock bonnet of all model Holdens and Commodores from HK to VT. Make the manifold modular so extra porting and modifications are as easy as removing the plenum lid which simply screws on. Make the manifold multi usage in that we can easily adapt dual 4 barrel throttle bodies or carburettors for unlimited racing applications. Make the manifold completely adaptable so all factory sensors and other hardware simply bolt on with a minimum of fuss. We achieved all of these and more goals to enable customers to do their own thing. In fact about 15% of those already sold are being used very successfully with Superchargers and Turbochargers. Owners report the fact that due to excellent heat dissipation properties of this design they are using smaller intercoolers and can always run more boost with much less chance for detonation. Finally, the block. Well, what can I say. This component took the most logistical effort, the most machining prowess and will probably return the least in terms of return on our enormous investment in patterns and design tooling. When Daryl McBeth's 400ci engine fired and took its first breath of air on the 17th December 2003 it was all worth it. If we were only interested in making money out of this project we would have never made the cylinder block. As insane enthusiasts we did it so no one can ever say it can't be done and even more importantly no one can ever say it can't be done as well as anyone else in the world. The cylinder block gurus all called and said you need to do this and that. "The oiling system needs to be "fixed", you need to raise the decks" were just some of the pieces of advice we received. Frankly, I was not convinced. Our block, at least initially will directly replace a standard 308/304 cast iron factory piece. Improvements are as follows: 1) Weight saving of up to 40kg depending on final bore size. 2) High nickel cast iron sleeves with counterbored top surfaces providing more than enough room for deck "O" rings. Dry liners in parent alloy material, totally replaceable. Bore sizes up to 4.155" maximum. As hard as Chev Bow Tie race blocks. 3) Fully bronze bushed lifter bores with select size oil galley holes depending on the application. This feature has the greatest impact on oil control improvement in the Holden style V8 block. 4) Billet alloy main bearing caps with 4 bolt main centre caps fully dowelled to block cap registers and fastened with centre main studs. The advantage of alloy caps is very light weight, consistent expansion rate with alloy block material which maintains rounder bearing bores under heavy loads and therefore much better bearing clamping and life potential. The highest grade billet alloy is stronger than steel in this application in spite of light weight. Look at Top Fuel Dragsters with KB blocks which use the same system. 5) Extra material in valley area for additional head fastener provision to enhance cylinder clamping particularly at the top of bores where the Holden is short of clamping strength. Our new racing head will have provision in the castings to enable these extra fastener bosses to be drilled, tapped and used in addition to production bolt pattern for extra head clamping. 6) Deeper blind drilled and tapped head bolt/stud bosses in block decks. Enables the use of the longer and deeper reaching VN Group-A style head stud or bolt kit for better clamping. 7) All production engine mounts, sumps, timing cases, camshafts, distributors, water pumps and all other bolt on ancillaries are as per stock factory blocks for direct interchangeability with any Holden V8 from 1969-99 Blocks are drilled for Turbo bellhousing pattern bu can be supplied on special order with Trimatic pattern. After first firing on the 17th of Dec 2003 the engine went into labour . It was finally born into the world on the 24th Dec when a very happy Daryl McBeth picked up this new bullet for fitting into his awesome new Magna show car. See the car debut at the Melbourne motor show starting on the 27th Feb 2004. 8:47:07 PM

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