bcl

Plonky, There's a huge difference in the torque of a 4 cyl versus 6 cyl turbo car. Generally, with typical mods, I'd compare a turbo with a normally aspirated car of double the cubic capacity. So when that comes to a modifed 4 litre Ford turbo that'll be a truckload of torque. brian

yes

On my 8th turbo car, so there's a bit of history to my addiction; 1. ’82-’85 1981 2.6l Sigma with Rajay turbo; Stromberg carby; draw through system; used to blow oil seals; disbelieving V8 owners would wonder about this stock looking wagon as it flew past; even then insurance companies did not like turbo cars 2. ’85-‘88 Pulsar ET 2.5” exhaust, 3 turbos; 1 bar boost; Group C racing cam; problem couldn’t get enough fuel to motor; HKS FCON piggyback computer; very quick little car; horrible torque steer; V8 killer; original turbos were oiled cooled, then replaced with water cooled; insufficient aftermarket expertise 3. ’88-’97 the car I loved most; played with 4 turbo variations including custom TO4; chip; custom exhaust, extractors & external wastegate; IC; Neales wheels; Recaro seats dangerous in the wet; 180kw at wheels at 12lb boost; great to drive when not wet 4. ’97-now MY97 wrx upgraded to Garret GT30 ball-bearing; front mount IC; chiptorque chip; 3” exhaust; fast but a bit laggy 5. 2000-now Sti 3 turbos tried; Apexi replacement ecu; Apexi front mount IC; big injectors & fuel pump;4” exhaust; 1.5bar boost; very quick 6. ’02-’03 1992 180sx jap import; good mods when purchased; used in Japan for drifting; very quick street car 7. ’03-now MY03 wrx ; wife’s car; probably will remain stock 8. ’03-now Ford T ; stock (at the moment but not for long) brian

I'm interested in knowing how many people are now converting to turbo cars from na, and the extent of previous ownership from other turbo addicts.

thanks... they look pretty good. Looks like you've kept the standard ride height. After Sunday, I've started looking at replacement 19" wheels also. From what I can see there's not a lot of choice in tyre sizes to keep close to the overall stock diameter. From my checks using a falken tyre site I've found: stock 17" tyre of 235/45 has a diameter of 25.3 replacement front 245/35 19" has a diameter of 25.8; recommended rim 8"-9.5" rear 275/30 19" (as in your picture) has a diameter of 25.7; recommended rim 9.5"-11" What size (width) rims are they? How much harsher is the ride? Are you going to get your speedo recalibrated, or not worry as it's not that much out? Another thing to check is that I can fit much larger calipers to the front without problems, or the need for a spacer. What other tyre sizes are people using? thanks, brian

I was told $5700 on Sunday, but don't know if that's a starter special or regular price, or any other extras. If that price is right I'd say it's pretty good value in terms of bang for bucks. Jim (CAS) said around 261rwkw on his dyno, which is about right for the APS claim of 330fwkw. We'll also get a price from C&V Saturday week, and find out more details then. brian

A mesh is fine if you want to help protect the IC & for better looks. However, just be careful that you don't restrict the air-flow too much. I'd advise that you do a before & after test of air temps I.e without and with the mesh .... to ensure that you have not had a detrimental impact. I don't have a problem running a front-mount without a mesh. My other car has had a front-mount for 3 years without any damage at all. brian

AMoffat, I have a flyer from GCG, and they are currently working on putting the info on the web. Their stage 1 is $5490 fitted and tuned, for inlet manifold, thermostat housing, new IC, XEDE ecu, Odyssey battery. They don't touch the exhaust in this stage, run the stock boost ... and estimate around 300kw at the flywheel.... basically an efficiency upgrade. Stage 2 has stage 1 plus injectors, 10lb boost; around 360kw ; $7595 .... and still with stock exhaust Stage 3 includes new rods (I'm annoyed I didn't take a picture of the stock rods that they had.... as they look weak, plus the stronger rods they fit), and 1 bar boost Best that you talk to them if you want more info ... I don't represent them. brian

quite possibly;looks like it, but you'd have to ask GCG. This is one option I'll be seriously looking into; the design looks very good and these guys have a lot of good turbo experience. Given the more efficient and reduced inlet path I'd expect much better throttle response and it to come on boost much quicker. It seems to me to be very much like the reverse of going from a top mount IC on a rex to a front mount I.e you always get more lag brian

Also, the Sydney distributor of Alcon was at the show yesterday. Contact: SBC ... Specialised Brake & Clutch Service Kevin Gavin 82 Glossop Street, St Marys NSW 2760 (02) 9623 8070 They have 4 & 6 pot Alcons available. The 4 pot solution may be a reasonable cost option. Also, I've seen a number of AP racing 4 pot calipers on BA's. Dynosteve is running them on his car, and said they're very good... no idea about price Pic in Gallery from yesterday of the 4 & 6 pot Alcons Click Here Also pic of dynosteve's AP racing calipers .... plus bonus shot of his fibreglass bonnet vents from the rear. Click Here brian

Below is a pic of the intercooler piping that goes through the guard. I've marked where I was told is a major source of restriction ... where the diameter goes from around 2" to 1" (so I was told) ... it's does look restrictive. Click Here Attached is a pic of an exposed exhaust manifold (with a very basic & crude design) + turbo. Click Here pic of standard inlet manifold Click Here Another pic of the GCG inlet manifold, which looks very factory ... IMHO better than factory. Note relocated battery. Click Here

For GCG information contact Brett Lloyd (Gen mgr) 117 Eldridge Road Condell Park NSW 2200 (02) 9708 2122 ... freecall 1300 887267 http://www.gcg.com.au/default_800x600.htm ... they have yet to update their website with the Ford information They have used the expert ability of Simon Gischus in designing the inlet manifold, and liase with Chiptorque regarding ecu For dynosteve of Redcliffe Dyno & Performance, checkout http://www.redcliffedyno.com/ (07) 32841925 brian

Alcon 6 pot ... these are big.... can fit on rotor sizes, 381mm (on 19" rims) or 351mm (on 18" rims up) or 343mm rotors on 17" rims. Contact Marty Beckton (07) 55984026 http://www.pwr.com.au/main/ Click Here

pic of standard intercooler piping. Click Here

gcg motor pic Click Here

Well I had a very enjoyable afternoon at the FordvsHolden day. The new Alcon 6 pot calipers, on the PWR car look very impressive, and another option to AP racing calipers for non-factory solutions. At around $5k not cheap, but they should be extremely effective. With regard to Herrod, they will shortly have available a short-shift for the T5 manual (they have run out of stock). ... I think this is a "must have" for the car. They now have an exhaust upgrade available. The GCG car impressed me most .... they have redesigned the whole inlet manifold, and dramatically simplified the whole inlet design, removing around 19 foot of piping. They had a free standing motor showing the convoluted factory piping, which I still find hard to believe. They now have an uprgade package for the T, with 4 stages of upgrade using the XEDE ecu upgrade. Dynosteve was there with his car.... his results to date are a tribute to his vast ability. His car is awesome, and with a dyno reading of 465hp at the wheels from the weekend. Croyden Racing were there, along with David Innal from APS, as Croydens will also be installing the APS kit. Also a good selection of wheels upgrade options, 19" looks like the way to go. brian

Also, the PWR car will be on display at the Homebush show tomorrow.

Yesterday SAS (Sydney) quoted me $1500 for the XEDE, stage 1 running 8-9lb, including dyno. Estimate is an extra 30-35rwkw. No other changes. So the $990 must be a Qld special??? Stage II with exhaust etc tba. Brian

Cnc, thanks for the info ... so there's a number of products to compare

guys, fyi here's a link to an Autospeed article about XEDE/Chiptorque (http://www.autospeed.com.au/A_1545/cms/article.html) brian

People, Piggyback ecu seems to be the most common approach. A link to follow is www.xede.com.au. Chiptorque used to modify the chip (I have a rex with a chiptorque chip mod) but now use the piggyback ecu approach. I do like the idea of using a wiring loom rather than the old Unichip approach of wire cutting and soldering (maybe a question for APS if they still do this). Any Unichip tuning is done by the tuner, possibly for warranty and reputation reasons, rather than let individuals fiddle with adjustments. As for tuning capability, more information will be made available re the adjustability capability of fuel, timing etc, with the latest version of these units, but at the end of the day the result is very much dependent on the person doing the dyno tuning & setup. Also, AVO use the piggyback approach, using Perfect Power (ref http://www.perfectpower.com/) Also, Nizpro (according to an Autospeed article ... ref http://www.autospeed.com.au/cms/A_1833/article.html if you subscribe, and worth reading) use a Motec M800 as a piggyback to the ecu. Dynosteve refers to their own rpd computer, implying a replacement rather than piggy-back, so that sets them apart from the rest if that's the case. Brian

34 -36 O'Dea Ave, Zetland 2017 (02) 9690 2000 It's off-street, in the industrial complex; there is a back entrance from Lachlan Street also.

Goose, It's very close to the airport, and from the airport it's basically on the way to the city... so only 5-7 minutes by cab from the domestic terminal. brian

I'll be there, looking forward to it. I've been told C&V will be an APS Ford kit installer, so they do have an interest in it. $30 is very cheap for a dyno run. They have done a lot of Unichip installation & tuning work in the past, and have a lot of experience with performance work. Thanks to APS for organising this so quickly. Brian :D

BLKXRT, Sorry, I can’t make it, as I’m in Sydney…and just catching up with emails after being away for 3 weeks. I’d expect that Peter would open a forum for questions and answers during the session. So maybe you could ask Peter some questions that myself and others would like answered. I have a few questions, as follows. 1. In relation to the manual gearbox, what have they found as a suitable replacement. 2. In relation to the manual gearbox, given current tuning, how much are they (APS) holding back the performance in relation to midrange torque, especially in the 2500 to 4000 rpm range…. Their Phase 4 power curve is far from linear in this area 3. How much are Ford really holding back the performance of this car? 4. Cam timing changes; Have they played around with cam timing changes. Is there much potential in cam timing changes. Actual or expected impact. 5. Is their Phase 4 version nearing the limit of the turbo. 6. Have they experimented with different turbos? If so do they care to give any information 7. What is their assessment of the current turbo 8. Are there split pulse entry turbo versions available … any comments 9. Have they tried/evaluated a split pulse exhaust manifold (or redesigned manifold), and do they think it would make a lot of difference 10. What injector duty cycle is there Phase 4 running 11. Have they assessed the power/torque limits of the conrods/pistons and crank… can they shed and information 12. Do they use a splitter in their dump pipe 13. How much extra lag does their intercooler introduce? 14. What is the current status of the availability of the different versions of his products …. I’m more interested in Sydney availability I’m sure others may be interested in these questions, and I will understand if Peter is not willing to divulge information. Others may also have some specific questions that they would like answered on their behalf. If there is a question and answer session I think we’d all appreciate responses published on this forum. If Peter is in Sydney at some time I’m sure a corresponding session could be organized. Could you please suggest this to Peter. Peter has addressed the NSW WRX club previously…. All in the process of generating business, and well received. Your assistance would be really appreciated. Thanks, Brian