aps

Well done Dean an excellent ET and MPH and I do believe you have the quickest/fastest privately owwned T in the Country as of now. Seems like all of your hard work and persistance has paid good divedends and I reckon the ute will go even faster yet..............has to be a mid eleven in the ute with a little more fine tuning so we will need to make a plan for next year. Congrats also to Craig for your excellent pass.............bad luck you can't run for the next few weeks. Peter APS

Dave I have tried to pm you a number of times, I believe that there is a problem with the pm function since the site upgrade, best to send me an email me if you get a chance. Peter

Hey Jeff you must be happy with the new engine, hope it all goes well for you. Im just got my new engine in the T today and with a little tuning the T went over 550 RWkW's. Need to run the engine in a little though looking foward to giving the beast a run soon. Peter APS

Well done Dean, shame the day was so hot and sticky otherwise I'm sure you would have broken into the 11's...........a low 12 is still an excellent time..............there's always next week at calder. Peter

Come on Geea, you know you want to do it George

hmmmm Dynowog, don't confuse the number of orifices (quad) with the spray pattern. A quad orifice injector designed for a single intake port head focuses the spray so that it shoots the fuel into the single intake port. Unfortunately in the case of the XR6T, there's a bloody big bridge smack bang in the centre where each of the two intake ports branch off. So rather than spraying fuel into each intake port (as the correct injector does), the single stream injector sprays fuel onto the bridge and as they say in the classics, "let it sort itself out" - which is far from the optimum solution. If you wish to view the different spray patterns, go to http://www.aps-xr6t.com/falcon/injectors.htm As for the net effect on the engine, I suspect that Lachlan was being professionally reserved when he said "Their use has fuel consumption and emission ramifications" George APS

Isn't that what traction control is for..................I agree maps for lesser power in wet conditions is just plain silly when you have traction control. Peter

Jason I have heard little about the latest Unichip firmware other than it's been in development for over 5 years..................should have further news later this year and I will let you guys know then. Thanks Peter

No Geea there are many valid reasons for multiple maps (fuel, ignition, and presure maps) and the available fuel octane is just one, there are many others. Maps for 91, 95, 98, 104, octane fuel is the obvious reason though additional maps for NOS and LPG are also genuine reasons for multiple map capacity as are valet mode, wife mode, etc, etc. Regards Peter

Geea the reality is that the 2nd set of maps (boost, fuel,ignition maps) is only of any advantage if you're prepared to change over the fuel that the car is running IE change fuel from 98 octane to race fuel. Otherwise if you have 2 maps for the same octane fuel this means that one map is safe and the other map borderline/dangerous.........it's that simple. Or that one map is optimum and the other map is less than optimum.............you can't have 2 optimum performance maps for the same octane fuel. Peter APS

Hi GB, You have assumed correctly. The complete knock sensor system continues to operate in order to retard ignition timing if detonation is sensed. You would think that if the engine is tuned for 96RON fuel that 95 RON fuel will not unduly tax the knock sensor system. However, when running on 98 RON fuel, the ECU may not return sufficient ignition timing advance to take full advantage of the better quality 98 RON fuel. There is provision in the Unichip for a second ignition map to suit the different fuel. I trust that this answers your questions satisfactorily. George APS

JB if you're going to do what I think you're going to do (best not said on a public forum as the fines are horrendous if you are caught) you will need to have the Unichip retuned..........good luck and be very careful. :o Peter APS

Deek great to see that you broke into the 12 second bracket...............very much deserved and it does take some time and effort to get the best out of your T. I think there is at least another 3 to 4 tenths in your T.................we must catch up and have a chat at some time soon...............maybe a tweak here and there will yeild a happier time slip. Peter APS

Geea, You're dead right.......... not many manuals T have gone into the 12's.............it's not easy to do...............we managed a 12.09@124mphat Calder in the APS manual T about a year ago though its really difficult to launch the car without too much wheel spin..............the auto T is much easier to launch. :o Peter APS

Yeah it sort of gets you thinking about the awesome potential of the Boss engine :lol: Maybe a reality sooner than we all think...............now this will get the big BA Boss engine really flying. :o Peter APS

Geea the APS intercooled Twin Turbochared Tonner did make it's debut at calder park tonight and went 9.81 at 141 mph...................the tonner is owned and driven by Mark at dynamotive.................top job Mark. It's sort of been a joint effort................APS designed and produced the intercooled T T system and Mark screwed the rest of the tonner together including building the engine and drivetrain. To my knowledge this is now the quickest and fastest late model Expensive Daewoo LS1 in Australia...............and all of this intercooled TT development may well flow on to another popular 4 valve V8 engine in the near future. :lol: Thanks Peter

Geea well done on your night out at calder the T looked really great...............now if you go any quicker I will need to bring the APS ute out of retirement. Peter APS

Sorry I had to add this I find it rather amusing. Geea. Geea you are paranoid you silly thing...............we're coming out to calder to run the LS1 Twin Turbo and hopefully set a new record not to race against you. :lol: Peter APS

Hi Rod, would you add the APS TT LS1 ute to the list please.................if all goes well see you there before 6 am. Could be a very quick night..................Mark from dynamotive is ready to give the TT ute a serious run. Thanks Peter

Joe the type of intercooler core design (bar and plate or tube and fin) has little to no bearing on the restriction or in other words the pressure drop across the intercooler. Intercoler pressure drop is governed by the internal passage size of the intercooler core and the amount of internal finning within the core. Of course the intercooler end tanks and ducting size also impacts on the overall pressure drop and flow dynamics of the intercooler system.................you will be hard pressed to find a tube and fin intercooler which offers the huge temperature drop with mimimal pressure drop as the APS intercooler. Good on you for experimenting though I suspect that the intercooler performance will go backwards...............at APS we utilise the worlds most efficient heat exchanger cores and unless you can go much larger in the core size I doubt you will go foward in fact you're more likely to lose intercooler performance. Peter APS

Peter, is Mick's just the Cat or the whole APS exhaust system? JB, Mick's car has an entire APS Phase II system which includes the APS turbo back exhaust system and the big 3.5'' ID high flow cat. Peter APS

Hi Julian, Sorry to see that thread get out of control as I understand this was never your intention. I have not seen big mick post recently so I can't comment on his behalf though I can safely say that Micks car is a standard out of the box APS phase II system with APS auto mods and auto trans cooler. Now Mick's car is really nothing out of the ordinary and produces approx 270 RWkW's which is fairly typical for an XR6T with auto trans and APS Phase II system installed.................(plus/minus 10 RWkW's) a low end power figure would be approx 260 and a top end would be approx 280 RWkW's. Mick's T does have an APS cat installed and also has an engineers certificate to ensure street legal registration. I believe that mick's T is currently the fastest T on street tyres with a 12.16@118 mph..............this very quick time from Big Mick's T is the result of many nights at calder learning how to get the best from the entire package. In short Mick has put in a heap of time into learning about his T and how to squeeze the best time possible ET and MPH from the APS Phase II equipped T.............nothing more..............nothing less. I simply congratulate Mick on his awesome efforts to date and APS is pleased to assist Mick where possible to go even quicker, though Mick insists that he just wants to run his every day car in Street trim and on his normal street tyres. No doubt there is a small power variance in all production engines and the XR6T is no different in this regard.................In addition track conditions and ambient temperature also play a big part in both the 60 foot time, ET and MPH recorded at the strip. Hope this shines some light on the issue if you like to discuss the issue in more detail your most welcome to pm me. Thanks Peter

Peter, Somewhere along the line with all the banter, my question must have got overlooked so I've asked it again. macka Pm me if you really want an answer to your question...............it's a straight foward deal to control and map 6 aux injectors.................it also has many advantages over running 6 mega large injectors in the standard injector position. :o Peter APS

The power gain will depend on the fuel octane that the engine is tuned on.....................somewhere between 6 to 12 RWkW's across the rpm would be the normal power increase expected from the N/A engine. Peter APS

Simon I can only assume that this T was running stock injectors and the stock pump..............possibly with higher fuel pressure via the use of a rising rate fuel reg. This tends to give the stock fuel pump a really hard time................not really surprising that the stock fuel pumps suffered loss of performance. In any event, racing a car, particularly circuit racing is very demanding on the engine and fuel system (frequent full throttle/high rpm conditions) so the fitment of a quality fuel pump is wise given the application. We utilise a much larger than stock fuel injector in the APS phase II system so there's no need for higher than stock fuel pressure, therefore the stock fuel pump is sufficient for phase II power. That said if you'd prefer to install either a larger or a higher quality fuel pump than the stock Ford component..............there's no harm done. Peter APS