Headsex

I like the G6E's, I've always been tempted to get one myself. First mod, blow off valve, then next you know it, you have built engine, massive turbo, and powerglide, like this guy

90% of the time, the port needs to be ported anyways.. So best leave that entire job upto the workshop you deal with, Wastegate port and actuator. Otherwise, you may find fitting a 12psi actuator, your min boost will be 20psi dependant on your current mods. (esp a dump pipe/exhaust)

You may not be able to run the connector on the bottom either with the adaptor.. (it almost looks like it fouls with the inlet runner in the pic)

No. It's a extractors.

I don't have a split pulse exh housing. I have a good made exh housing. Using my car as an example, the gt42 is only slightly Laggier than the std setup. And I've done that on purpose in the tune (cosstdmotor) In saying that your results may vary because most tuners tune boost open duty, so it's harr to bring on boost fast compared to the PCM holding wastegate shut until its close to desired boost. Ivan's ute is a perfect example in how fast the std turbo can come on boost. Look at his springy dyno video

like I said. I have not put much effort into it due to lack of time.

I actually started a forum specifically for this purpose.. To share tuning knowledge. However due to lack of time, I have not put much effort into promoting it to tuners.

First of all.. The ford PCM cannot be locked. The bootloader which controls the security and uploading of code is not erasable, So you cannot change the security seed/key routine (Which is how it is done in the Expensive Daewoo world). Don't believe me? Bring me a apparent "tuner locked" ford pcm, and I'll show you its contents. Second of all.. I disagree TOTALLY that a tune in a vehicle is a Tuners intellectual property. If people read my tunes.. Good for them.. They've gained none of my intellectual property. The intellectual property is in my head. Understanding the combination of modifications required to the many multiple tables to get the end result. In the past, I've had various tuners read my tunes from my customers cars. where are they now? do they have the results I've got? NO One particular instance is a customer took his vehicle to get a clutch changed. The workshop had read my tune with his sniper product, and to reclaim his sniper credit, he flashed it back in. Unlucky for him that sniper has a bug with certain BA PCM's, and was unable to write them at the time. THe owner had to bring in his XCAL 1 to recover the badly flashed pcm. Now the ethics that he read my tune? I couldn't give a flying f*ck. He still continues to put 5-10degree's more timing in the border line table, and rely on knock sensors from stopping the engine pinging. People may understand now why this tuners particular vehicles used to ping. He once said to me "The PCM never gives what I put in".. After reading his tunes myself, I now see why.. it was evident he did not have a clear understanding on how to control the ford pcm. in particular, calibrating the knock sensors. In saying all this. I myself have read plenty of various tuners tunes over the time.. for the purpose of gaining intellectual property? LOL very f*cken unlikely! I tell you what I've gained... A better understanding of which tuners you should avoid because they have NO understanding of how the various tables interact with each other.. Especially when it comes to torque control and spark control. I have seen ALOT of tunes where the Borderline spark table is copied to the MBT spark table. FYI, the MBT acts as a maximum spark table. But has torque control and knock control implications Why? because they clearly have spark control problems. They are doing one of two things. Attempting to dumb down the pcm to be simplier to tune, like a motec/haltech, with only a single spark table. Or two. They have rouge spark control issues in which they have not found the cause of a random ping. Usually contributed by a correction / multiplier elsewhere in the tune that they have overlooked. I've done various one on one sessions with quite a large number of tuners Australia wide. I'm not sure if I should list them. But the feedback I've got is generally that they've learnt more on understanding the PCM with the information I've given them compared to their prior learning course/manual/internet/whatever. So in summary.. Who cares if people read tunes? Every tuner here starts with the ford tunes.. Technically we're reading/stealing them!! I've spend alot of time looking at fords newer and newer tunes. At the end of the day, They are the true engineers and tuners behind these vehicles. Looking at the changes they do as the XR6/F6 has progressed over the years and trying to understand WHY they made the change, rather than attempt to craft the change into my own tune without understanding it is the goal to building your own knowledge in your head. That way you can apply this knowledge to your own tunes. I tuned 3 Supercharged Coyote vehicles on Saturday. All 3 vehicles were 100% stock, but all 3 responded differently. one went from 322 to 388rwkw, another went frm 327 to 349rwkw, and another went from 351 to 402rwkw(manual)..Had I been a tuner who had read a tune out of one, and tried to apply to to the other 2, I would have failed majorly! So at the end of the day, Copy and paste tuners get no where. Tuners who understand what they are doing will get the results.. Even if they do silly things in the tune which alot of workshops do!

Retire this motor before it retires itself. I want this head on my built motor

Good luck. Basic 7psi spring with dual port hookup to factory boost solenoid.

98 tune? Lol I haven't had a 98 tunes for like 4 years, previously it was 100, but that was standard turbo Unleaded is not good for the hoses I'm using for the upgraded fuel system. It's 100% e85 Oh and the plenum is that only one that's legal.

Not with the shield.

The car is standard height stee3, with front shocks being 90/10. Some people think you can make a lowered red xr6 with xyz coilovers 60foot. Worm,had David sheeny done his with e85 instead of c16 back then, I dare say his mph would have been higher also. Jet, the big hot side pipe was purchased with view of a larger turbo. my whole upgrade path was somewhat planned from the start to a good known working combinations of components, not a concoction of ebay parts my cousin barry come up with. Because I have a bigger turbo the power band is raised up higher in the rpm with less bottom end torque the std turbo can produce. Also in saying that, I don't peak the boost, or smash timing in low in the rpm either, most of my power is higher in the rpm. Watch the separate launch video closely jet, compare it to other launches Oh yes.. Lol it was about 10 litres from being a full tank.. Your only saying that because your ute has a wheel standing 60foot that runs 10's. lol

There's more in the 60foot, that's for sure. Mods.. STD Motor with only valve springs done. Plenum, Intercooler with Big Hotside pipe. Process West Surge tank with twin 044. Process West Fuel Rail with bosch 2000cc injectors Turbosmart FPR1200 Fuel reg GT42 Turbo mounted on a set of extractors built by Jason Ghiller (Tunnel Vision) with a 4" Dump pipe. Turbo Smart 45mm gate. Twin 2.5" XForce exhaust. 4 Bar Map Sensor 5 Bar Turbo boost sensor (or was it 6bar? I forgot) Only running 23psi boost, United e85 has been somewhat consistent, so I have stuck with it. Yeh, poor effort, then after my run they done a proper clean up.

Nothing special about my convertor, its built right by Grant @ bayswater autos.. It has very positive drive, and almost feels standard. It does have a couple of hundred more RPM stall.. As for what RPM I left with? Shrug, did not care, I was looking where the boost was, and how it was building. I only left at 9psi the first time, as you can see by the video it was still building when I took off. As I had no idea on how sticky the track was I did not want to blow the tyres off. The last run I stalled up more, around 15psi, but, the video shows what happens. I've also got no problems stalling upto 20psi, but really, why stress the drivetrain out that much when you can slingshot the 60foot.

My 3rd pass where I hit poorly cleaned oil from the car before

The 9.97 pass

You can't shift a btr to 4th (overdrive) and expect the band to survive. 3rd is top, which is the gear you cross the line in..

I have to start my reply with some thanks, the automotive industry is truly lacking such gratitude. Without the following people, I would not have made it to heathcote. A Huge thanks to Danny Pirotta from Springy motors for opening up his shop on Christmas Eve for some dyno time. Also a huge thanks to Jason Ghiller from tunnel vision for opening his shop on Christmas Day for his welding skills. Stix and Milan for use of their car trailer. Paul Jabke of Pcj electrical for the use of his Landcruiser tow vehicle. And of course Ivan for the help today. The 2 days prior were hectic, and without the above help, I just wouldn't have made it. Now, I run united e85. On springy's dyno, it recorded 509rwkw, at 23psi. It's still a Bayswater automatics 4speed btr built by Phil. Which mind you shifted like a champ, and is holding up well(considering I didn't shift 4th this time.. Lol) The first 21second run (thanks for the selfie Henz) was due to the cooler pipe blowing off on launch, but it still managed a 1.80 60foot. Lol The second run was the magic run, all planet aligned, with a 1.53 60foot, to a 110 mph mid track, and a 9.97 / 140.67mph. The 3rd run broke loose shorty after launching, but pedalled it to a 10.2 @142.6? Mph. The vehicle in front of me dropped oil down during his burnout, which seems to be the reason looking back at the videos. As for videos, ivan, and et took some on their phones, Luke frm full boost only tool snaps of my 9 second run, and video of my last one breaking loose. Some may remember that my previous 10.300 @ 132mph was limited because I ran out of revs with the et street tyres. The answer was 28" slick or raise rev Limitor, which I did to 6800rpm. The scary part was, I still crossed the line touching the limiter!!

Nice work Ivan. experimenting on yours instead of mine was fun. Lol. I might do the same thing to mine, might even break 500rwkw, or an engine.. Lol. at least the head won't be lifting. Lol

FYI, the factory reg is 4 bar. Which is like 58psi

From what I've found the cost of one of these pumps is about the same as 2 044's. it just offers the conveniance of a single pump. Personally if 2 pumps are inconvenient. Ie no twin feed fuel rail, hosing etc then it's a option. But I'd look a something like a aero motive pump instead because of the greater flow it has to offer. Otherwise go twin 044 and aftermarket reg. the factory reg cannot bypass enough fuel from 2 of these pumps. Personally I like a good fuel system, pw surge with twin 044, pw fuel twin entry fuel rail, and a turbosmart reg

It needs to be changed to lambda on the dyno. Or else we have no idea if the setting was changed to e85.. 0.8 lambda is same regardless of what fuel is being used.

Actually. Stupid question. Was the dyno switched the afr for e85? If not it should be set to lambda. When I said in the 12's before, I actually ment the .8 lambda.

Either way at your power level your afr should still be in the 12's