Romulus

Not one of the single/twin turbo ls1 folk have mentioned there licensing experience with the kit. Is that because the kits are certified for off-road use only, and do not comply with ADR regulation? I'd be interested to hear your experience Redline.

Yep, have seen the same problem. Not only are you overspeeding the turbo, you are losing power. Are you running a cat? Sounds like the exhaust is too free flowing, and the exhaust port on the turbine housing for the flapper valve needs opening up.

How does it go Ben? "Good effort Jason, imagine what you can do when you get the fuel curve right??" Where's the boost graph

What a sad day, and a sad week. The passing of two true Australian icons. RIP Brocky.

www.nitrous.com.au The BEST OCTANE BOOSTERS in the WORLD are NF and the oposition as mentioned above So stick to the ozzzie ones for best value and results. Why buy 10 bottles of the USA stuff to give the same result, when you only need small amounts of ozzie stuff. ← Are you an agent for their gear? If so, hows about a discount for a group purchase? ← WHATS THIS ABOUT AN AGENT????????????????? I DESIGINED IT, AND MAKE IT !!!!!!!!!!!!!!!!!! That can be arranged ← Ok, then we have met before, from memory it was at PSI Performance in Wangara, when you still had you're AU ute. I'll send you a PM.

www.nitrous.com.au The BEST OCTANE BOOSTERS in the WORLD are NF and the oposition as mentioned above So stick to the ozzzie ones for best value and results. Why buy 10 bottles of the USA stuff to give the same result, when you only need small amounts of ozzie stuff. ← Are you an agent for their gear? If so, hows about a discount for a group purchase?

I've used the NF octane booster (race formula) many times, and am convinced it's by far the best one to use.

I've fitted the Cobra inlet manifold and intake, along with the ASE intercooler. Since post #77, I've had the twin 3" system with twin 3" cats removed from the car and have changed exhaust design. Utilising the stock dump pipe, upgraded actuator, 3.5" single system with 1 3.5" metalcat, Siemens 60lb injectors the car has made 351.1rwkw. Best of all, boost ramps up to a maximum of 16.5psi @ 3750rpm and tapers off to 14.5psi @ peak rpm. Power is limited by the stock valve springs. Here's some food for thought. The engine is making more power using less boost and running a more restrictive exhaust than what it did with the twin 3" system ← For the lay, how is this possible. I can understand if you changed engine internals, but you have not. So how is it that with a more restrictive exhaust and less boost, you can make more power? Scotty ← Who says the exhaust or dump pipe is restrictive for the power the car is making? All I said was the single 3.5" is more restrictive than the twin 3" setup, but it flows enough for what I need, and allows good turbo control. Don't be fooled with big dump pipes, truck size cats and so on. Matching your components goes a long way to getting a good result. Bigger is not always better.

I've fitted the Cobra inlet manifold and intake, along with the ASE intercooler. Since post #77, I've had the twin 3" system with twin 3" cats removed from the car and have changed exhaust design. Utilising the stock dump pipe, upgraded actuator, 3.5" single system with 1 3.5" metalcat, Siemens 60lb injectors the car has made 351.1rwkw. Best of all, boost ramps up to a maximum of 16.5psi @ 3750rpm and tapers off to 14.5psi @ peak rpm. Power is limited by the stock valve springs. Here's some food for thought. The engine is making more power using less boost and running a more restrictive exhaust than what it did with the twin 3" system

I could, but I'd be giving too much away to our guru tuning sponsors. Perhaps they'd be better off explaining it. You get the general gist of it though by your experiments.

So does the edit software have the means to adjust each cams timing? This would be so much easier than mechanically adjusting cam timing ← Yes. Independent cam timing has been discussed on this forum over the past 3 years. Ford originally stated that the independent cam timing was a software issue, not a mechanical issue, as in the BA Ford had not invested much time into the exercise, and secondly, they got the power and torque numbers they required, and I guess finally they did not want better results than the XR8. Nizpro invested a lot of time getting the indepenent cam timing working with the Motec and few years ago, and this year with the Edit. More on this will be revealed in due course. Brian ← I've noticed making minor changes of the VCT makes quite a difference in fuel economy. I've played with my BF, and a couple of other BF's too. On average, fuel economy increases by 1-2l/100km steady cruise at 100km/h. It's most noticeable on a vacuum/pressure gauge as reducing the pumping losses of the engine has the engine running closer to 0 vac to what it did before the VCT changes.

HSV also claimed some quick figures for the 'Z' series, which never eventuated at the drag strip. I think the F6 auto and 307kw GTS should be as quick as eachother.

Faaaaaaaark that's bad. What do you do with your car, drag race or circuit race it on the streets?

Whilst we're on fuel pricing, did anyone watch ABC's 730 report last night? There was an interesting article about cars, trucks and busses being run on compressed natural gas. It's as cheap as chips, Australia has hundreds of years of gas reserves, it's cleaner than LPG, diesel and petrol, and isn't tied to LPG and Crude oil pricing. Why isn't there a push to use this? What is the government waiting for?

Would you believe you can get your private pilots licence before you can get a car licence. The difference being though, the amount of training and education required in obtaining a ppl is much more stringent than getting a drivers licence.

Maybe you should also ask why there is a big difference in power output between identical cars. This may reflect on the difference in fuel consumption too.

Sounds like a goer.

No stickers then yet? ← Not a sticker, more like they borrow the vehicle for 24-48hrs

Wouldn't use either.

I wont use them, and won't recommend them. Plenty of good quality aftermarket unit available for the same if not less price than the drilled units. Injectors that is.......

Wrong. They could have racing 1.6ltr Corolla's for all intents, and still killed themselves. Speed caused the crash, not the rate of accelaration. Driver inexperience and lack of driver training would go a long way to prevent incidents like this from happening.

Yeah, they are going soft on fines at the moment. I've had 2 incidents in the last 3 weeks which may have constituted a serious fine or more, but have been given a warning, then complemented on the performance of the vehicle

Damn. Some of your fuel consumption figures are horrible! My BF F6 averages around 48-50km/h and uses 11.0-11.5l/100kms when the missus drives it. The only thing that kills average fuel consumption is when the car is on the dyno. The car really does become a gas guzzler at full throttle. Mind you, so it should, considering the power it makes.

What's the service history like on your car? I'd recommend having the fuel filter changed, pump screen clean and replacing the O2 sensor. What fuel do you run in it?

This is more likely due to the turbo running out of flow, rather than a desired tune or result. On the contrary, I've seen plenty of turboed cars run moderated amounts of boost in the midrange and steadily increasing by a couple of psi to peak rpm. Nice power and torque curves too. If you like power and torque characteristics of a turbo diesel engine, then this is the way to go. I have it on good advice by one of Australia's leading tuners that too much mid range boost accompanied with detonation and/or lean mixtures is the #1 cause of XR6T engine failures. MkI XR6T manuals don't like heaps of midrange torque as it causes trans failures. By limiting boost in the midrange and increasing it at the upper rpm the engine can make quite reasonable power, without the risk of popping the trans. Load is what is missing from your point. Usually, cars that run high boost and lean mixtures in the midrange usually pop an engine as soon as a gearshift at WOT has been executed. Auto's especially are prone on the 2-3 gear shift, as boost momentarily flares up a couple of psi. That with a momentary lean out ends up in tears for some people.