Peppy_t92

I'm well aware of cam grinds and their effects, mainly just asking if the xr6 and f6 are the same... And I'm not sure if Lobe separation can be adjusted in the tune between NA and Turbo

Also I have been playing with an Engine Analyser program I have, if simulates a perfect world example and the figures inputed play a big part, but I've tried to be as honest as I could... This is e85 holding 28psi with the gtx3582 How's that for a torque curve

Hahaa I wish Bizkets... Maybe one day dad and I will open up a shop Thanks Jet, I can't wait to get behind the wheel again... Will definitely post up some before and after results for the head.. Not at this stage dad didn't think it was necessary (what do you think), we're going to get this all done, assemble it check everything again, see how the crank spins and go from there.. I'm thinking of putting a set of FG cams in it, thoughts? It rather not my my ones back in but I don't want to go a custom grind just yet

Anyone know if all the FG cams are the same? NA, xr6t and F6?

Thanks mate, gotta grow up some time... Okay so a little bit of progress has been made since my last post.. I have taken the block, rods, crank etc to Advanced Performance Machining, the crank is getting a Nitride treatment, grinding the crank and power honing the bores... We got him to torque up all the main caps and use a torque plate when honing, just something that dad was adamant about doing, to ensure the bores are honed while the block is square, I jokingly said you might as well heat it up to 92 degrees aswell he said that formula1 and nascar do! Haha.. Anyway, I have also decided to go with the brass insert into the deck style gasket, piece of mind while I'm winding up the boost haha... I have started with the R&D on the head, setting it up on the flow bench ready to run tomorrow afternoon then to start porting.. Thanks, Joe

Hey guys, unfortunately I can't use the mrs as an excuse haha.. I started my own business, I'm sure that you are all aware with how that works, so my money is all tied up in the business, I landed a decent contract (carpentry) so more money for the pit (car).. Just have to get through till March and I'll be in the clear and full steam ahead with the build... But basically I'm trying to get a lot of the stuff done that isn't costing me anything for now, it's probably better because I will spend a lot more time on the development of the head... We all know data is key, so the old superflow110 will be getting a workout.. Thanks for the interest, Joe

Haha yea, time for HP hey... The ls3's KR is extremely sensitive for some reason, even with cool IAT's and the factory tune!! Is that your old dyno?

Very interesting... They run it heaps fat for an NA... From what I've seen these things like it up at 12.7-13.0

255rwkw stock 256rwkw k&n

+1 for using HP, it sounds like you'll pick it up pretty quick, our cars don't use a VE table as such so you'll have fun getting started but there is a wealth of knowledge on the HP Forum in the link above.. Goodluck

Ohh my.... I have been doing quite abit of research, sizing up turbo's etc for these things lately.. I use an engine analyser program to experiment with cams, comp, exhausts and even turbos/superchargers... The GTX4294 running a peak boost of 9psi, is on full song at 3800rpm and creates 902ftlb torque at 4000rpm and 860fwhp at 6000rpm.... I'll have to put in the specs of a PD supercharger to compare the curves, but no way will a supercharger create that sort of torque in the mid!!... Remembering this is all based off a perfect world situation and is only as accurate as the info that is put in... When my laptop is up and running I'll compare them and get some screen shots

I wonder if HP can adjust anything through the different modes? Possibly all controlled by the BCM though? Imagine different boost/timing/fuel/rev limiter just by flicking a switch

You put 5/16 dowel through the lifter oil galleries, that holds them up, you turn the cam while your putting the dowel in to make sure the lifters are all up

Not sure how many cammed Commodores you have all owned/driven but with the right cam choice you can still retain complete drivability and fuel economy is no worse then a turbo 6... I installed a 227/227 110lsa in a club sport (not massive but not tiny either)... His mrs drives the car to and from work throughout the week 30km each way in traffic then he has no problems throwing it around on the weekend, clutch kick it in 2nd and it will fry 2nd and 3rd... It's no xr6t but fun in its own way In saying all that TT probably the direction that I would go

https://vimeo.com/115740914 Baby steps mate.... This weeks learning curve... VCM7 unfortunately you can't get that note from a Barra haha

Congrats mate, the start of a new chapter.... You'll have to jump back on the chooning band wagon.. The keyless ignition makes it annoying to tune, you have to reset the ignition cycle after every tune upload/download I can't believe they got rid of the flex sensor! Bit of a bummer, but as mentioned you'll save yourself about $600 in parts when doing the cam kit if it doesn't have AFM, although I wasn't aware of the LS3 having AFM? I thought it was only the L77...

I would be very interested to see Ratters answer to that one mate.. When I set them I generally leave it the same when cold and at running temperature, then taper it down at the higher temperatures... What you have to remember is your IAT will be higher then ambient temp with a lot of different factors playing a part, like boost level, intercooler efficiency, airbox etc.. for a 30* ambient day your intake temps will be up in the 40*-50+* where as on a cool night with 15* ambient temps IAT could be as low as 20-30*.... Also timing maps change with IAT and ECT, this could effect boost aswell... I like closed loop, but I have seen a lot of reputable shops using open loop

Exactly what ratter said... The desired boost table is RPM vs Intake Valve Temp

There are a few variables when I comes to boost, mainly if it was tuned in closed loop or open loop... Open loop is just like a bleed valve that can be adjusted for a different RPM, this is quite commonly used and you will see variances in boost pressure through the gears, but I didn't really think that IAT came into play... Closed loop is a PI based system where you command a boost level and the pcm will try to target this value all the time

Pixy if you didn't want to skid you could of just said so, no need to sabotage the page???

Getting there pix!

1830! Getting close pixy

The chain physically won't come off the crank gear while it's still on, there's a shroud around it

Timing cover is coming off gunna

Congrats mate, sad to see you go to the other side, but it is a beautiful car