Romulus

John Crennan from HSV has been on the public record saying HSV will not marked any turboed Commodore. Let's see how long it will take for this crettin to make a hypocrite of himself and sell them under the HSV badge, if in fact the rumour is true. At the end of it all it's still a POS Commodore

How much boost? 2 PSI less than before doesn't help. I'm just curious.

Nice result. What level of boost is it running?

Done Care to post the dyno sheets of the F6 running 13 psi? Would be interesting to see just how much power the stock injectors can support. Also, is the F6 running 13 psi totally stock?

Looking at the boost dyno sheet it is apparent that peak power is made with 10psi, not 8.8 or 9 psi as I initially thought. Therefore the car has made a little more power with the bigger injectors running the same boost as the prior tune, but imo the power difference is negligable. Power difference could be attributed to atmospheric conditions. It's the fact the AFR's are at a good point which makes me more confident getting 'up' the car with the bigger injectors rather than the stock ones.

I purchased the bigger pump and injectors in Jan, about a month before I got the car. Yes, Simon did the initial tune on my car. As D & T's workshop is literally a 5 minute walk from my workshop it was more convenient for me to take the car their, rather than commute 40 plus minutes to Simon's place. It's not a reflection on Simon's tuning ability that I took the car elsewhere, rather geography. See attached dyno sheets to answer your second question.

Sure Simon. Will organise it this afternoon. Which graphs exactly do you want? AFR? Boost? Tractive effort? How about all three? Will be good for you to host the dyno runs for the tune you did on my car, namely, boost and AFR just to ensure we can do a fair comparison. I only have the tractive effort & rwkw graph. Who can host the pics for me or how can I do it?

Thanks Rick but I'm going to disagree with you. The bigger injectors are to ensure reliability when the rest of the hardware is fitted and the boost is turned up. I didn't expect any extra power just by fitting the bigger injectors, it was more a case of mid to high 12 AFR on the stock injectors at peak rpm and maximum boost don't add for engine durability. I was very impressed with the results of the tune after the injectors had been done. More power with less boost and richer fuel mixtures. Lucky for us there are several people in WA WA land who know their stuff. Simon and BPT are the only ones I know of. probably=not 100% sure, therefore I assume you are guessing. Simon told me it had been done. The driver of the car denied it. Maybe the driver isn't the owner

Does this car have number plates F6TYPHOON or TYPHOONF6 or there abouts? Speaking to the driver 2 weekends ago on a cruise I was told it was standard - handn't been touched. Fine tuned indicates further tuning, meaning it wasn't standard..... If it was stock I tell ya it goes damn well for a stock car...it managed to keep up with mine and mine was putting out 260rwkw then Good to see all these tuned BA's roaming the streets <{POST_SNAPBACK}> its a different car now, 13 pound program, a wall of torque that just makes anything else seem silly <{POST_SNAPBACK}> Excellent I know what you mean about torque. These things can make mountains of it:B): Out of curiousity, have the injectors been changed for the 13 psi program? I know when you did my initial tune the stock fuel system was running out at 5k rpm with the 10 psi program. The AFRs' were rising sharply to over 12.5 with the wide band sniffer in the exhaust over 5000rpm. Maybe the fuel pumps are different between the 2 models. There's another thread on this forum making mention it. The 2 F6's that you've done really sound like monsters on the street <{POST_SNAPBACK}> Well the Typhoon takes a 13 pounf without injectors being aproblem, they are on there limit at that level but, Im a little suprised you have got more from yours with injectors being done? considering they where on there limit by 5000 and we pulled boost out to keep it in check and still made 260 rwkw's... <{POST_SNAPBACK}> Just checked my dyno sheets. With the new injectors the car peaks boost at 10.5 psi @ 3000rpm. Boost progressively comes down to 8.8 psi @ 5000 rpm - AFR is at 11.7:1 at that point. Peak power is now 265rwkw @ 5000rpm (up 5 rwkw from before) running 1psi less boost. So, it's picked up 5 rwkw at the same rpm as the tune with the stock injectors, but doing it with 1 psi less boost. The F6 will handle more boost because it has a better intercooler than the stock XR6T unit. That's probably why the F6 will utilise boost better than a stock T, hence the F6 will make more torque and power with the stock injectors. At this point I won't have any further tuning done until I have the intercooler, fuel pump and swirl pot installed, change the manifold pipes and do the exhaust system. If I knew how to host these dyno sheets I'd do so. Also have a fancy printout of a knock sensor log that was monitoring knock during all the runs on the dyno. Neat little gizmo that picks up knock well before it's audible to the human ear. Would be good to see the dyno sheets of the F6 (boost & AFR's).

Does this car have number plates F6TYPHOON or TYPHOONF6 or there abouts? Speaking to the driver 2 weekends ago on a cruise I was told it was standard - handn't been touched. Fine tuned indicates further tuning, meaning it wasn't standard..... If it was stock I tell ya it goes damn well for a stock car...it managed to keep up with mine and mine was putting out 260rwkw then Good to see all these tuned BA's roaming the streets <{POST_SNAPBACK}> its a different car now, 13 pound program, a wall of torque that just makes anything else seem silly <{POST_SNAPBACK}> Excellent I know what you mean about torque. These things can make mountains of it:B): Out of curiousity, have the injectors been changed for the 13 psi program? I know when you did my initial tune the stock fuel system was running out at 5k rpm with the 10 psi program. The AFRs' were rising sharply to over 12.5 with the wide band sniffer in the exhaust over 5000rpm. Maybe the fuel pumps are different between the 2 models. There's another thread on this forum making mention it. The 2 F6's that you've done really sound like monsters on the street

Does this car have number plates F6TYPHOON or TYPHOONF6 or there abouts? Speaking to the driver 2 weekends ago on a cruise I was told it was standard - handn't been touched. Fine tuned indicates further tuning, meaning it wasn't standard..... If it was stock I tell ya it goes damn well for a stock car...it managed to keep up with mine and mine was putting out 260rwkw then Good to see all these tuned BA's roaming the streets

Mine must be a freak. Made 209rwkw with around 5-6psi on 2 different dynoes.

Hmmm, very nice

Maybe that was the old style twin pass PWR intercooler. The newer one definately looks better. I'm deciding whether to go for one of them or a Rajab Racing one.

When? Never :lol:

And another one: Jason Winter White MkII M6 email: jrvk@ozemail.com.au 0412 545 077

My advise - buy either and get a custom tune. The generic tunes seem to be a hit or miss tuning solution.

Good cruise. Nice to catch up with a few fellow XR6T owners and enjoy a lazy drive on a Sunday. Next time we'll have to arrange name tags though as I'll be buggered if I can remember who's who.

Good luck Nick. It will be interesting to see how the 'T' fairs against the XR8 and the SS. Does the series come to Barbagello?

Congrats. Had several runs last night against a F6. Short shifting at 5000rpm I was around a car lenght infront all races, mine definately had more mid range pull, but the surging it was experiencing let it down a bit. A mate of mine was also dragging us (yep it was a 3 way run), he was around 1/2 car lenght infront of me. His car has run 12.8 at the motorplex. I'm really impressed with the performance from the stock F6. I doubt the performance is a bad as your read in the mags/news papers.

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see: 1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure. 2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range. Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine. Peter <{POST_SNAPBACK}> Interesting. The dyno sheet for my run reads: BP:100.5 RH:25 AT:35 IT:35 RR:015 TN:5.002 CK:950 Car pulled 260.7rwkw Doesn't look like there was any temperature correction there as the IT and AT were the same. That day the temp peaked at 38 deg C. I wonder how much compensation the dyno made there. <{POST_SNAPBACK}> I would really like to see a response from Peter with that question. <{POST_SNAPBACK}> Well I would like to see all of the tuning data, air fuel ratio, boost pressure, and injector duty cycle before making any comment, I would also want to see 3 dyno runs at 30 second intervals, then you will see the REAL STORY in terms of power output. Peter <{POST_SNAPBACK}> Why Peter why? It's almost common knowledge that the stock intercooler running 10psi is at it's limits, and running 3 consective runs 30 seconds apart will result in higher IAT's resulting in lower power readings. I'm not sure of the effects of the higher IAT's on the AFR's, but I'm sure Street Tuner can chime in and explain it. I'd be quite happy to run 3 consecutive runs, but with the stock intercooler, I would prefer at least 5 minutes to allow the stock intercooler to cool, then repeat the test. As I have mentioned before, the initial tuning caused the AFR's to lean off over 5k rpm with 10 psi, so to compensate the boost was dropped from 10psi at 5k to 8psi over 5k. That's the beauty of the SCT tuning product, being able to adjust so many parameters. Let's not start to worry about injector duty cycles at this stage. I've yet to see one of your setup's getting anywhere near the power levels of the 'edited' cars. To date, all I've seen from data you've shown is your cars running out of fuel and leaning out well below 200rwkw. Is than an indictment of your products or a limitation of the Unichip piggyback system?

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see: 1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure. 2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range. Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine. Peter <{POST_SNAPBACK}> Interesting. The dyno sheet for my run reads: BP:100.5 RH:25 AT:35 IT:35 RR:015 TN:5.002 CK:950 Car pulled 260.7rwkw Doesn't look like there was any temperature correction there as the IT and AT were the same. That day the temp peaked at 38 deg C. I wonder how much compensation the dyno made there.

As badxr6 said, Tuna's #3 flash could be loaded into any of the slots. I'm sure it was an example only I.e. slot F has the stock tune, slot 1 maybe 10psi prog for 95 ron fuel, slot 2 maybe 15psi prog for racing fuel and slot 3 stock program but recalibrated for biger injectors only. Make sense?

dosnt matter weather its a 6,5,4 speed 4th is still 1to1 <{POST_SNAPBACK}> Agreed, however the power loss through the drivetrain may be different for the different transmission e.g. 5spd, 6spd and A4.

Well about time Marcel........my fault.....Always My Fault <{POST_SNAPBACK}> Another one bit's the dust...Hey George... :lol: ok..ok pic as follows, his getting the same ones as I have (Autometer) <{POST_SNAPBACK}> What gauge holder is this? What are the gauge sizes?