Aps Phase 3 Road Test

[100%]

Great response Peter,

As an existing customer I would of course expect that my car would be the one offered any complimentary Stage III upgrades b4 anyone else

Lovin' Stage II

[ducatijb]

Peter,well done

Now where is that rotten little bank manager

:festive:

[bcl]

if you play you pay one way or another. just my two bobs worth. kel

Kel,

I’m glad you agree with me. I am both playing and paying.

Peter,

Thanks for your effort in the long reply, although your marketing effort seems to be running high boost levels also.

It was my choice to run forged pistons, not Nizpro, as I want the option of running much higher boost levels in the future if I choose to do so. I am running 16lb boost to get the 341rwkw, but I am running a lower compression ratio, so it equates to close to 14lb static compression with 8.7:1 pistons, so the maximum dynamic compression ratio is far less the the APS Stage 3. I can go a lot higher yet, with a fair degree of confidence.

Victorian fuel must be pretty good, because in Sydney there have been many reports of less than optimal 98 ron.

Of course, there will be the odd track days, and the Stage 3 cars will have to handle some high loads, and the people running Stage 3 cars are more than likely to give their cars a hard time.

Given the extensive R&D you have undertaken you are probably aware of the limit to how much boost and effective compression the stock pistons can handle. I’m sure you are not suggesting that there is no limit to the amount of boost that the stock rods and pistons (and perhaps the crank) can handle.

So I’d take issue with you when you tell me “changing stock Ford pistons and conrods is a complete waste of time, effort and money”. It’s very presumptuous, as this is my first upgrade with this vehicle, with probably more to come.

If you have total confidence in your Stage 3 to last 100k, that’s great, and you’ll have a lot of happy customers. Well done.

The R&D will benefit all of us.

Merry Xmas,

Brian

[P.S.I]

Peter,

Fantastic summary !!

Your high boost marketing has got my vote and if I can convince the social/finance/domestic supervisor, hopefully an order as well.

"dear Santa, I want a train set, lots of lego and an APS stage1kit"

Cheers

PSI

[hypnodoc]

Running 19.5lb max boost as reported in the APS stage 3 is between 3 to 4 times the stock boost pressure.

You’d want to be pretty confident that the stock internals will last if you go down this path …. Just keep $7k+ up your sleeve for an engine rebuild

Brian you are dead right at 20lb + of boost (madness) brakes woeful.

You can however buy a brand new long motor for $4800 + $2000 to fit and you are right again stiil it would be awesome :w00t:

[junior]

Unless you are into drag racing who cares about peak power levels.

I would rather have a car/ute that would have better lower and mid range power because that's where 90% of us need the power.

I think both the Nizpro and APS systems both have there own benifits.

All I can say is APS and Nizpro keep on doing R&D and all of us will benifit in the end.

[aps]

Peter,

Thanks for your effort in the long reply, although your marketing effort seems to be running high boost levels also.

It was my choice to run forged pistons, not Nizpro, as I want the option of running much higher boost levels in the future if I choose to do so. I am running 16lb boost to get the 341rwkw, but I am running a lower compression ratio, so it equates to close to 14lb static compression with 8.7:1 pistons, so the maximum dynamic compression ratio is far less the the APS Stage 3. I can go a lot higher yet, with a fair degree of confidence.

Victorian fuel must be pretty good, because in Sydney there have been many reports of less than optimal 98 ron.

Of course, there will be the odd track days, and the Stage 3 cars will have to handle some high loads, and the people running Stage 3 cars are more than likely to give their cars a hard time.

Given the extensive R&D you have undertaken you are probably aware of the limit to how much boost and effective compression the stock pistons can handle. I’m sure you are not suggesting that there is no limit to the amount of boost that the stock rods and pistons (and perhaps the crank) can handle.

So I’d take issue with you when you tell me “changing stock Ford pistons and conrods is a complete waste of time, effort and money”. It’s very presumptuous, as this is my first upgrade with this vehicle, with probably more to come.

If you have total confidence in your Stage 3 to last 100k, that’s great, and you’ll have a lot of happy customers. Well done.

The R&D will benefit all of us.

Merry Xmas,

Brian

Brian,

The APS dedicated boost level has nothing to do with marketing. – It has everything to do with performance, strong low to mid range torque and a power curve all the way to redline at 5800 rpm.

As we are utilizing the best intercooling money can buy, we’re able to run this boost strategy. With precisely mapped ignition timing and air fuel mixtures there is no detonation. – It’s detonation which destroys pistons, not higher boost pressure.

Whilst on the topic of static compression, I would much prefer 8.7:1 comp than a lower than stock comp. ratio as the lower comp ratio will definitely hurt off boost engine response, fuel efficiency and general driveability. In fact, if I was building a nice street engine, I would prefer a 9.0:1 comp ratio, run less positive turbo pressure and as much timing as the engine likes. This approach is much nicer to drive and you don’t have to use as much throttle opening to have instant engine response. - Much nicer than the low comp approach and makes better power in all throttle / rpm conditions.

We are blessed with good fuel and have a large Shell refinery, though that’s not really the point. As each engine is custom mapped, the safest tuning strategy is provided for each individual engine. If fuel octane (RON) is lower than 98, the engine power will be impacted on to some degree. This is the case for every turbo engine, in every state. - The XR6T engine is no exception to the rule.

As stated previously in my last post, it is engine RPM that has the highest impact on stock components. In my view, it’s a complete waste of money replacing the stock rods when the engine only turns to 5800 rpm. – There is a large difference between mechanical and thermal loads. If a higher than 5800 rpm operation is required, then new conrods and crankshaft would be a good investment.

I have not spent the last 15 months sitting on my hands. We have tested many engines at various RPM and power levels. – We know exactly when the conrods and crankshaft need upgrading to stronger components.

In any event, if you feel that lower than stock compression and aftermarket rods are necessary at your current power and rpm level, that’s fine. I am interested in our product development (that is APS systems) and what I have stated is based on practical, sound engineering and many hours of development and testing.

I assume from your comments that you have a 3 year / 100,000 km warranty from your engine builder. If so, that’s great for you, though I doubt the engine builder will be in business for the duration of the claimed warranty period.

A Merry Xmas

Peter

APS

[ducatijb]

I would rather have a car/ute that would have better lower and mid range power because that's where 90% of us need the power.

Make that about 98-99% Junior

:festive:

[OwnaXR6T]

Hi Peter,

Im keen to upgrade my Phase 2 to phase 3 but would like the brushed alluminuim look for the intercooler. will that be a option for the intercooler or is it only available in black?

Thanks

Daniel

[curious]

APS should upgrade all Police XR6T as we provide a good day to day road test (flogging).

Please Please Please. Pleeeeease.