cuspub

Where are you situated 351?

Bugeyedcreepy. It will - for everyone's sake - be brilliant once an edit system is available for the Ford ECU. As is the case with the LS1 whereby the tuning of this particular engine genre (in common with the US built V6 and even 4 cylinder engines) is catered for by LS1 Edit (and now a vastly superior tuning tool called VCM Suite), both of which are not in fact real time tuning tools. This said, with the advancements of VCM Suite, finite tuning is relatively easily achieved and the results can and often are nothing short of stunning. As you suggest Bug, the design of these tuning tools means that a tuner (whether home or Pro) can adjust virtually every factory parameter to cater for such things as ignition, fuel, limiters, and everything else you can think off, providing the ability to cater for a myriad of modifications ranging from compression to cam to head and even super or turbocharging. I'm sure everyone is looking forward to seeing this new product. Greg Brindley.

Yep, it's the final as per the web site: NATIONAL Expensive Daewoo V FORD SHOW MELBOURNE (National Finals) 19-21 November 2004 As Good As It Gets... With 4 rounds now complete & Sydney approaching fast thought its time to top everybody up on what’s been happening & what’s coming. Perth & Brisbane over the last couple of months were huge... 50% more entries & Double the crowd over 2003 which proves the changes we have made to the shows format are working… The entertainment value for entrants and public is now spot on, so we hope you enjoy this years event. This years Melbourne event is our National Finals, with the Best of the Best from All Show & Horsepower categories travelling to Victoria to challenge the locals for the Prestige of being. Cheers. GB

www.xr6-turbo.com.au will be attending the forthcoming Sydney Expensive Daewoo Ford show with their Stage 3 red Ute. Likewise, they will also be at the Victorian show in November as will Nizpro with what should be the wildest XR6T in the country. Greg Brindley.

geea, as proposed, I have posted a response on your original thread. Greg Brindley.

Further to your comments on the APS thread: "Ok seeing as my last intercooler thread got killed off due to this thread starting and seeing how I'd still like to know more about intercoolers than just APS's advertising spiel, could I get some comments on the following link. I think I found it on here somewhere (not sure where), and if people would like to share their thoughts that would be great. LINK This isn't thread hijacking or bagging anyone I'm just after information from various sources. If people aren't happy postiong here cause its in the APS section post in my original thread, HERE. Geea." I had a long read through the ARE intercooler page and have to say that – aside from being incredibly lengthy – it is about as honest and forthright as one could hope. Nizpro agrees with the majority of comments made by the ARE author, however the problem with reading this or George’s or anyone else’s comments for that matter, is that at the end of the day they are ‘just’ comments. If I were to post a long thread claiming this and that, I too would only be adding to what has already become a bit of a dog’s breakfast. It’s like you go in to buy a DVD player only to walk out an hour latter totally confused! What I see as the most important aspects regarding Intercooling is how a product performs in the real world. What I would love to do would be to stage a test; Placing side by side – back to back – an APS, Nizpro, CAPA and any other aftermarket kitted XR6 vehicles (not development mules – rather private cars that are untouched Phase 3 or Stage 2 or whatever) whereby the intake side of the system is probed to provide: Pre intercooler temperature, pre intercooler pressure, post intercooler temperature, and post intercooler pressure. Using the following figures only as an example, we would be wanting to achieve something like this: Stage 2 Nizpro running at 13 psi, 300rwkw, 1 psi pressure drop,15 degrees above ambient. A test of the APS Phase 3 along with say CAPA’s water to air intercooled combination would follow, noting that the exact same testing procedure (making sure the playing field was level – same fuels used, same ambient temperature, same driver, and an absolutely independent tester) was followed and everyone will be the wiser! Nizpro has no qualms being involved.

Not a bad statement for a first post.......aye......? Indeed Macktheknife. And of course stage 2 of Brian's upgrades is just around the corner. Now if fred has been for a spin in Brian's car as it is now, just wait until the new combination goes together. Umm, anyone have a spare Kimby nappy? Greg Brindley

As this is an APS thread, Nizpro will not weigh into the discussion. Geea, I hope you understand as we have no intention of hijacking a thread. Greg Brindley.

We have no qualms supplying a Nizpro intercooler on its own, the problem is adapting it to suit the rest of the combination. GB

Hey there geea. I'm sorry I couldn't make it down to show you around Nizpro as I had hoped, however by the sounds of it Simon took some time out of his hectic schedule to give you a rough idea of the things that happen in his 'small' but equally impressive workshop. As suggested in your post, let's keep this thread on the straight and narrow, something I believe you would have noticed is the only way I play the game these days. In turn the following a my response to your questions and other comments I have read so far on the thread. You mentioned the Ferrari. For the record, it is an F355 being equipped with a custom fabricated twin turbocharged set-up. You may have also noticed a Veilside body kitted 350Z also lying around? Well, it too is being fitted with a twin turbo combination; requested by the owner who after going for a drive in a 350Z that Simon had already equipped with a similar package, just had to have it. He couldn't believe that a car could go so incredibly hard and yet idle like a pussycat, and be driven comfortably to the local shops by a grandmother. Geea, these are the sorts of things that Simon (Nizpro) is all about. And this is why people entrust him with $300,000 cars. Likewise, as Bcl as explained, Simon is the owner of DynoLogic, a chassis dynamometer company building leading edge products containing software that - right now - is years ahead of anything else on the market. The OBD2 port interface allows him to view every single parameter in the Ford ECU (literally many many thousands). In other words, why do you think the Cobra kits incorporate the custom plenum and the other 160 or so bits? Because development on the engine and chassis dyno - with the assistance of the world's best dyno software as well as OBD2 - provides him with more number crunching and analysis ability that any other company in this country. Geea, you are one of the few who has now seen just a glimpse of the things that go on at that little place called Nizpro. You touched on power at various boost levels comparing two different brands of product. Once again it is as a consequence of development that has resulted in good power at low boost levels hence no need in up to around 310-320 rwkw levels for valve springs. Why? Because the lack of boost dictates that the valve is not pushed open as boost rises. You also mentioned an old turbo6 dyno sheet. Noted elsewhere in the forum (under the SA cruise from memory), turbo6 told how his car was put up against a Phase 3 from a local workshop with a resultant 317 rwkw for the Cobra Stage 2 and 315 rwkw for the APS Phase 3. Both of these cars are going to be taken to the drag strip for further comparison. My point being that with the Stage 2 you can achieve the 320rwkw level - if so desired - however Simon prefers to keep the numbers lower for the sake of keeping the internals in one piece! You also alluded to a secret; (I can't say any details (I think they know where I live), but , bloody hell it was truely amazing. Maybe Cuspub can elaborate abit more when he is able). Well, it's no big secret really, taking up space in Nizpro's engine dyno cell is a stock stroke XR6 Turbo engine with the same internals as Bcl's, most of the normal Stage 2 bolt on pieces including the plenum, and with custom Nizpro extractors and turbo. A MoTeC ECU is there but has been problematic with the manufacturer currently looking at modifying their software to solve the problems. As a consequence, development (tuning) has stopped at the moment. Mind you, Simon only pulled the plug once he has turned the wick up to 18 psi (he plans on taking it to around 23psi), with Optimax fuel and to 6500rpm. He's happy with the result of 850 horsepower at this level, but concerned that the lack of MoTeC control is keeping a lid on things. Once the MoTeC software is sorted, the engine is given another 5 psi of boost and the revs are pushed to 7500, expect in excess of 1000hp. Talking engine internals. I can only suggest, however I feel incredibly confident, that Nizpro knows more about these engines than any other shop in the country; their weaknesses, strengths, where to modify, how to modify, what to change, what to add, and so it goes. Toying with workshops that are merely looking at replacing pistons and rods is a long way from solving potential problems. Finally, my thoughts on intercoolers I believe are born out in the earlier comments surrounding research. By combining a quality intercooler that isn't so large that it interferes with radiator cooling, with a properly sized and flowing plenum et al, you end up with a product capable of delivering exceptional power at low boost levels. Thanks for your post geea. Greg Brindley.

Another Nizpro stealth machine huh!

Peter, I appreciate that the specific Getrag mentioned as fitted to the M5 may not be your choice, however it is – as far as I can decipher – the strongest RWD transmission available from the Getrag stable. The alternative I suppose could be that recommended for the Nissan Skyline GTR, Toyota Supra, and Supra Turbo, the 233, however it is only rated at 490Nm. Model 448 appears to be the strongest in the Getrag range, suffice to say it is a transaxle type and with 540Nm rating is supplied for the Porsche Turbo and GT3 (amongst others). I didn’t realise it wasn’t a sensible comparison between the T56 and Getrag, certainly given that the same T56 is used in the US on cars weighing in excess of 1800kgs. But okay, if this is the case, which model Getrag are you considering? I will of course understand if you won’t tell me for commercial reasons. Finally, I know it’s not my place, but having read the other posts about you running the Mal Wood trans in your car at Queensland, I am quite interested to know how it held up. I ask because of the success Bcl has been having with his, and was wondering whether you were as happy with it as Brian? Cheers. Greg Brindley.

I'm sorry folks, I neglected to add the URL pertaining to Getrag's specifications. Getrag Greg Brindley

Nizpro, I guess like everyone involved in supplying parts for the XR6 Turbo, has investigated a myriad of alternatives as far as both manual and auto transmissions is concerned. I mean, when selling a product that increases torque output (Noting that toque is how transmissions are rated, not horsepower) to in excess of 800Nm, you are or can potentially be faced with a hand granade. So we all start looking around at the various options from that used in the Supra, yada yada. At the end of the day we all simply want something that holds together under duress, and from what I have been able to decipher, the Mal Wood conversion has worked well behind Bcl's engine (which I would say is delivering closer to 850Nm). The Getrag used by BMW for their awesome M5 is Model 226, a 'box that is rated by Getrag as their strongest of the series, however it is rated at 'to 500Nm', which I would have to say is a very long way from the 800 + NM produced by the Nizpro Stage 3. This being the case Peter, why do you think it would be a better option than the T56? (besides shift quality). Greg Brindley.

Due to the inordinate amount of time required to fit the damn things, it becomes expensive. The springs are thge inexpensive part, so allow a little over $800 fitted. Greg Brindley.