aps

ms700, you missed the bit about "a real 330 kW at the tyres" A stock XR6 Turbo delivers around 180 kW at the tyres on our dyno. To run 11's you need an extra 330 kW - 180 kW = 150 kW - at the tyres There's been talk in the past about needing 420+ kW to run in the 11 sec bracket. As Larry Perkins had once said, "there's real horsepower and then there's Shetland Ponies" - which equate to about 3/4 of a real horsepower Peter APS

Rod, Front struts are currently stock Ford XR6T units, though we intend changing to Koni units in the near future in order to shift weight transfer to the rear. The converter has a 2400 rpm stall and the auto has been through a number of valve body mods in order to increase line pressure and speed up shifts. Currently the final drive gears are stock XR6T, though we are thinking about altering the diff ratio to achieve more mile per hour out of the auto trans in 3rd gear. Bottom line, to run mid eleven times, all you need is a real 330 kws at the tyres, a quicker shifting auto and tyres with reasonable grip. Its really that simple. - Keeps the LS1 guys honest Regards, Peter APS

The blue APS ute has the Phase III system (325 kW @ the wheels), stock suspension (other than softened rear springs) and zero weight reduction. A number of different tyres were tested on the night. - Rob from APS ran a 11.98 pass on Nitto street radials. Vic's best pass of 11.63 was on M/T grooved tyres. The auto trans has a valve body and torque converter mod. - That's it! Given the small amount of mods involved, there should be plenty of XR6T's in the eleven second bracket soon. Peter APS

Hi Guys, As mentioned earlier today, we are currently uploading video footage of the APS PHASE III XR6 Turbo Ute from Calder Raceway. It should be available for downloading after 9 pm tonight. The video page is linked from the PHASE III information web page below: http://www.airpowersystems.com.au/falcon/phase_iii.htm Hope you all enjoy the footage of Australia’s quickest XR6T – And there’s still another PHASE to go…..maybe two if we’re pushed….. Regards APS Web Team

Guys, Thanks for your support and kind words. Its great to see the XR6T ute can run quick times without extreme modifications and I am confident that better times are not far away. We hope to have some video clips on our web site later this week. - Hope you enjoy the footage. Finally a big thanks to Vic from C&V Performance in Sydney, who made a huge effort to get to Melbourne for the Friday night drags . Vic's efforts certainly helped greatly to achieve the quickest time yet from the XR6 turbo. Peter APS

Brian, Your comments are reasonable, though there are other facts to consider. We have tested a stock XR6T Falcon on four different Dyno Dynamics Dynamometers on the same day, with the tyre pressures set to a known value and tied down correctly on the dyno. Tested the vehicle in SHOOT 6 Mode (which is the correct mode for 6 cyl engines), the power variance between the lowest and the highest power figure was 2 kW – from 181 to 183 kW. This proves beyond doubt to me that the dynamometer and software is extremely accurate and consistent. The variable in most cases is the dyno operator, tyre pressures, method of vehicle restraint and cooling fans. As for the APS dynamometer, it is calibrated monthly and is both accurate and consistent. I think many XR6T owners become confused because identical model cars should have similar power. The truth is we have seen and measured a variance of up to 18 kW between the highest and lowest power levels on a stock XR6T Falcon – 175 kW being the lowest to 193 kW highest and you can certainly feel the difference on the road. The data that appears at the bottom of a Shootout power graph displays the environmental and Dyno Dynamics preset values recorded at the time of the power run. They are by no means identical unless of course all environmental conditions happened to be identical – which may or may not be the case. If you would like a thorough explanation of the data printed on the Shootout power graph, contact Dyno Dynamics as they are the manufacturer of the dynamometer and software, therefore they are best qualified to answer your questions. It is not prudent to be critical of a system if you do not have total technical understanding of the software. This is the software and dynamometer utilized at all major dynamometer competitions including Summer Nats. Whilst Dyno Dynamics has been manufacturing dynamometers for 20 years and are the industry leaders in their field through innovative engineering, it is no surprise that they are a big target for young dyno companies attempting to achieve market share. I find it amusing that the person who started this thread happens to be a representative of a dynamometer manufacturer who is in opposition to Dyno Dynamics. It would be more professional if the author would be upfront and state who he is and whom he represents when making comments about a product or company on a public forum. I could say more though this is not the right forum to do so. Chassis and engine dynamometers are excellent tuning tools in the right hands and I assure you that we do all in our power to measure and record actual power levels of the car in question. Whilst this may be good marketing as you say, it is also the truth – and there’s nothing more powerful. Regardless of dynamometer brand, we should all remember it is a measuring tool. When engine enhancements are performed, it is vital to compare before and after dynamometer tests to verify the performance gain or loss across the entire power curve. Bottom line is that you need to be dealing with a reputable and honest operation, not Freddy from Ripsville. Like every industry, dyno operators range from the ordinary to the excellent. The challenge is to investigate and find a good operator in your local area. I hope this helps.

Ondole, If you're into drag racing, an auto is definately the way to go. Have a chat to Jim from Croydon Racing Developments. - He is converitng his manual XR6T ute to auto and would be pleased to offer advice. Peter

Dankman, We have dyno tested a number of XR6T's with exhaust and intake mods. To our surprise, power levels of these cars were virtually stock. - 185 to 190 rwkW. - Not good value for money in my view. When fitting Unichips to these vehicles, power lifted immediately to 220 rwkW's easily. Bottom line is, if you want more grunt, don't waste your time with either a cat back or restrictive replacement exhaust system; start with a programmable computer. The results are much better value for money. Peter

Not quite. - Here's the time slip from the APS web site: "C&V Performance, one of Sydney's leading Falcon XR6 Turbo specialists unleashed the APS PHASE II System on an otherwise stock XR6 Turbo equipped with an automatic transmission and street tyres. The result? An outstanding 12.8 second pass at 111.6 mph (178.6 kph)." Regards, Rainer

Confucious, From memory, Unichip was also blamed for the September 11th disaster too. There are always many issues that can lead to engine/piston failure. Here is a list of the most common problems that we know of: 1. Fuel pump failure – lean mixtures/detonation 2. User adjustable boost controller – lean mixtures/detonation 3. Low octane fuel – detonation 4. Factory sensor failure eg. Air mass meter – lean mixtures/detonation 5. Motor racing – high engine temperature, high oil temperature, oil surge – piston/bearing failure All of the above is completely out of the Unichip or tuner’s control. When one has tuned over 4,000 cars of a particular type I am sure there will always be a problem as no engine has an infinite life. Equally, there have been many failures of WRX engines fitted with other brands of full engine management such as Motec, Autronic, Microtech etc. etc. Further to this, if a mechanic sees a total of 3 failures with Unichip fitted and only one of another brand of ECU, the mechanic will not be aware that over 4,000 Unichips are fitted to Subarus whereas perhaps a total of only 200 of the other brand ECU were fitted. The point is engine management should not be blamed for every engine problem. Unfortunately most mechanics do not correctly diagnose the cause. The mixtures were lean – it has to be the fault of the engine management – when in fact the fuel pump failing caused the lean condition. Another important point is the inherent safety features of the standard ECU. Unichip works in conjunction with these features and does not ignore warning signals. However, even the standard ECU cannot overcome inaccurate signals from a failing air mass meter, or for that matter a failing fuel pump. At the end of the day, it comes down to the tuner’s intimate knowledge with that particular make of vehicle and its intended use. Jim Richards won 3 GTP/Nation’s Cup championships back to back with Unichip and experienced zero engine failures. That said a WRX is not a Porsche. For that matter, neither is an XR6T. Important items such as checking the fuel pump pressure are scheduled service items on a race car – and this should be embraced by anyone racing a WRX, XR6T etc. etc. Peter

There is no such thing as “EPA approved”. – It is a matter of the vehicle owner being able to prove or demonstrate continued compliance to Australian Design Rules. An engineer’s certificate will fully certify that this is the case for a given vehicle. This topic is discussed in great detail, including how APS assists customers achieve 100% legality, on our web site: Click here for information on keeping your XR6 Turbo road legal Rainer

Hi Guys, As of 6pm, we haven't completed work and unfortunately we will miss Calder tonight. I hope this doesn't inconvenience anyone. There's always the next meeting to look forward to. Peter

Guys, baring an earthquake or major engine explosion in the dyno room, we should make Calder tonight!! - Hope to see some of the XR6T squad there! Peter

It’s interesting to see many specialist tuners around the world either have, or are trying to copy the Unichip technology approach. This in itself says a lot about what other tuners globally believe to be the best approach to finding an optimum state of engine tune. That’s not to say reprogramming the stock ECU does not have a place in the whole scheme; it obviously does. What the Unichip provides is instant, live real time tuning. – Adjustments to ignition and air / fuel ratio, live, to achieve the best possible torque and power across the entire RPM range, under all load conditions (throttle positions). In addition, as the Unichip approach is approximately 10 times faster than reprogramming the stock ECU (and deadly accurate), you spend far less time on the chassis dyno tuning. With the right equipment and an experienced operator, dyno tuning is not harsh on a car; but why spend more time with the engine under load than is necessary? - Food for thought. The Unichip can also control and map many other ancillary options such as NOS, additional injectors (up to 12), intercooler water spray, twin timing maps, variable cam control etc, so it’s much more advanced than many people understand. – Stock computers, even when reprogrammed, don’t cater for these options. There are many different approaches to engine tuning, - stand alone ECU’s, reprogramming standard ECU’s, replacement “chips” where possible, and interceptor style computers (Unichip). There are advantages and disadvantages for all. – Ultimately the Unichip has been proven over many years to be affordable, very tuneable and provides excellent gains in power. Peter

The Blueprint Ute is the APS development mule for the Phase IV system (450 kW). It will take some time before the total product is tested, through engineering and then available to customers. As for the 10 second pass, it's easier said than done - without NOS that is! We are running behind time on the project, but will try to have it ready for Friday night at Calder. - Can't make any promises right now, but we will do our best. Peter

Chrislak, Modified vehicles are now becoming a big headache in both NSW and Victoria. Point is, the police, EPA or Road Traffic Authority can not only defect the car, they can and do enforce removal of non-standard parts from the car. In addition, insurance companies can simply walk away from a claim if the modified vehicle is not legally registered. I.e. does not have an engineer's certificate. The insurance issue is very real; in fact I know of two substantial court cases where insurance companies have defended their position and won. Bottom line is – you can put your head in the sand and hope the problem goes away, or tackle the problem head on – prove continued compliance to emission laws, then organise an engineer’s certificate and have complete peace of mind. The choice is up to every individual. Peter

Turbo4LT, It is my understanding that both products are physically installed in the same manner. It would be best if your question were directed directly to Lachlan in order to clear the issue up once and for all. Peter Luxon APS Engineering

Hi guys, I read this thread with interest and I suspect that most if not all interceptor computers (piggyback) will tap into the stock Ford wiring loom. Point is, it needs to be performed neatly to ensure a good solder connection between the wires and then the loom to be re-taped with quality electrical tape. With regard to tuning aftermarket computers, be they Unichip, Motec, Chip Torque etc. it is definitely a task best left to a professional tuner with the right equipment, knowledge and experience to ensure the best possible result – with a lot less grief to the owner. From our experience the Ford ECU is very complex and without an accurate dynamometer and the right scanning and diagnostic tools (to see exactly what is happening in real time), even an experienced tuner will struggle to achieve the optimum safe level of torque and power. No matter what brand of ECU product you choose to enhance your XR6T, have it tuned by the best engine tuner you can find. This will save you time, money and frustration. I am guessing that you are from Brisbane. We recently had very good feedback from 3 or 4 customers in Brisbane who were delighted with CNJ Motorsports (http://www.4wddyno.com.au). CNJ are amongst the cream of Australian tuners and I would highly recommend that anyone in Brisbane looking for more power from their XR6 Turbo speak with CNJ. You will find them very knowledgeable about dynamometer testing and engine tuning. Ultimately, it is the combination of the technology, tuning knowledge and equipment that wins the day. Let’s declare the official opening of HSV hunting season now open! :D Peter Luxon APS Engineering

The engine miss you are describing sounds very much like the soft valve spring issue. - It would be worth having your local Ford dealer check the valve springs and lash adjusters. Better to be safe than sorry. Regards, Peter

Guys, Thought this might clear it up for you. – As you can see the hydraulic lash adjusters sit opposite the valve / spring assembly, acting on the other side of the rocker arm (inlet and exhaust). Now functioning as designed, the valve spring acts against the rocker arm and cam lobe and the lash adjuster ensures the roller in the rocker arm is always in contact with the lobe of the cam when the valve is closed (zero clearance). Taking this one step further, if the valve spring does not properly close the valve, that is, if the spring is soft or undergoing valve bounce, all of a sudden there is clearance between the roller and cam lobe that the lash adjuster immediately takes up. The valve being partially open causes the engine to miss on this cylinder. When the revs reduce, the valve spring effectively acts against the lash adjuster again, bleeding off the excess oil built up within. This doesn’t happen immediately and may take several minutes or may require shutdown and restarting of the engine. Of course if the valve springs are soft / below spec, the problem will take longer to rectify. – New springs is the only answer is this is a persistent problem. Regards, Peter.

The correct terminology for the part is hydraulic lash adjuster. - Apologies for the confusion. Regards Peter.

This may be of interest to the forum, with reference to the car in Sydney which has damaged no 2 piston. This has been caused by the valve making contact with the piston. We know of a number of XR6 turbo Falcons that have experienced both cam lifter and soft valve spring issues. A soft valve spring causes the lifter to pump up and consequently holds the valve open. In a worst case scenario the valve spring will become softer, losing spring tension. The valve can make contact with the piston, therefore damaging it. – Obviously the same can occur if the valve spring breaks. In early cases, from what we know of, the engine will miss and run on five cylinders after high RPM operation. The engine miss will usually disappear after the engine is shutdown or idled for a few minutes, as this allows time for the hydraulic valve lifter to bleed off and operate normally. After some research we have been informed that there has been a number of revisions to the valve spring specification by the manufacturer. Once this valve spring issue is resolved by the manufacturer, this entire issue will cease to be a problem.- Our car is currently running over 325 kW at the rear wheels, without any sign of a problem, so obviously it is a random incidence issue. For those who are considering high power levels and frequently using high rpm, superior valve springs would be a good investment. Guys, this problem may not occur in every engine. - If you have experienced a miss after high rpm operation, let the engine idle, allowing the lifter to bleed off. I would then recommend you have your dealer inspect and check the valve springs. Catching this before it becomes a major problem is much less of a hassle than replacing valves and/or pistons. Best Regards, Peter Luxon

Guys, Here’s my view on the questions posed on XR6 Turbo power up enhancement. We have not had time to conduct 0-100 kph or 0-400 m times to date, though we will make a test vehicle available to Motor magazine and Wheels in the near future for accurate testing. I can say from driving the XR6T auto, that the car feels very strong in the mid RPM range and pulls strongly all the way to redline. Best guess would be a mid 13 second quarter mile; possibly better, in ideal conditions. I have spoken to a number of people at Fo Mo Co and the official policy is that any modification may void engine warranty. In particular, modified exhaust systems and increased turbocharger pressure may void engine warranty. – We will have to wait and see on this issue. We expect to release the Unichip computer in early May. We still have some exhaustive testing to complete to ensure impeccable driveability and to find the highest possible torque figure that we believe the standard drivetrain will cope with. At this stage price is not finalised, though I expect cost for installation and tuning of the Unichip computer to be approx. $1595 (inc. gst) including before and after power graphs. We will post power figures for the manual version within the next few weeks. – I think you guys will be blown away with the incredible gain in torque and power. Peter

Air Power Systems, Australian distributor of the Unichip computer, is looking for an XR6 Turbo Falcon with a manual transmission to install a Unichip computer, to test the enhanced power level with the Unichip computer on board. We have completed a Unichip installation on an automatic model and the power and driveability is simply awesome. - So we are very keen to verify results with the manual version. If any Melbourne based owner is interested in assisting by way of providing a donor vehicle, I would be pleased to hear from you to discuss this in more detail. You can e-mail APS at [email protected] or feel free to call on 9761 7244. Thanks and I hope to hear from you soon, Peter Luxon, APS / Unichip.