Nizpro Stage 2 Kit

[byi]

On page three of this article –

http://nizpro.com.au/download/Performance%...e%20Article.pdf

It mentions with a Nizpro edit alone, power levels reach 300kw with stock boost, im assuming this is an older article as the Cobra Kit stage 1 now includes the addition of injectors and valve springs.

For those members with the above kit, is it true that you have achieved 315 – 320kw with the injectors and valve springs on standard boost? If known, what where the results with the psi tuned slightly higher  to 8 and 10?

Cheers

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This is old information, and with edit and other improvements, the packaging of the kits has changed...

When Nizpro first released their kits for the XR6T, the stage one kit included all the hardware that is now in the stage II kit, and the car was tuned using the xede.

The significantly improved efficency on the inlet side of the motor with the (now stage II) means for approximately the same boost at the turbo - higher boost is acheived at the engine - this greater efficiency is how more power is made at 'stock' boost levels (at the turbo - actual boost to the engine is improved).

This is not applicable for the current stage 1 Nizpro package of injectors, valve springs and edit, as the stock induction system and intercooler remain - some gains can be made on good fuel by dialling in some more timing without changing boost, but not that significant!

Hope this helps!

Ben.

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Thank you Ben,

Im a little concerned about increasing the boost as I do not wish to cause any internal stress / damage. I noticed that you have a Cobra stage 2 on your vehicle. Out of curiosity how much boost did Nizpro put into your kit? And do you feel that since Nizpro tunes the Cobra kits you engine can handle the extra boost?

Cheers.

[phildub]

Any power increase with or with out a raise in boost presure will add extra strain to the engine.Making a power increase using the lowest amount of extra boost ,limits the extra wear on exhaust valves and turbine temperture, this is a good beifit from well designed kits.

[gogo]

Thank you Ben,

Im a little concerned about increasing the boost as I do not wish to cause any internal stress / damage. I noticed that you have a Cobra stage 2 on your vehicle. Out of curiosity how much boost did Nizpro put into your kit? And do you feel that since Nizpro tunes the Cobra kits you engine can handle the extra boost?

Cheers.

←

You are welcome!

phildub is correct - as you increase the power output of the car stress levels on many componants increase, not just engine internals.

Using this power will accelerate wear and increase likelihood of premature failure of various bits. How you choose to drive the car will play a large part in what real impact this has...

I have now done over 100,000kms in my T, and have had no engine problems what so ever. I have been to sandown raceway twice in the last couple of months, and gave the car an absolute flogging - no problems.

I am running up to 16psi of boost on a completely stock engine (except valve springs), and to date no issues. Car has been modded for over 40,000 kms. With Nizpro tuning the car I have complete confidence in its capacity to hold up, although with an engine rebuild just about to happen, we are leaning on mine a little more than perhaps I would were that not the case. Many members of this forum are running 10 - 15psi on stock internal, and have not experienced any engine issues, although this remains a possibility, and people have suffered bent rods in a stock car.

However you are going to find other componants such as clutches in a manual, and g/box in the auto will give more problems, you may need to replace some other bits like fuel pump and waste gate actuator. the additional torque is likely to result in replacing drive shaft rubber donuts, and potentially cv's and diff bushes etc...

Yor car will cost more to run long term if you mod - particularly heavily.

Having said that - In my opinion, the Nizpro Cobra Stage II kit is the best overall kit available for these cars. The induction side of the motor simply works much more efficiently, so from an engine and turbo perspective, the increase in stress is far lower than would be expected for a similar output using some of the other upgrade paths (again as phildub has said!). It also provides a significant advange in responsiveness and fuel efficiency on the cruise (Nizpro beleive the kit is worth at least 5%)...

Fitting this gear along with the Nizpro tune transformed my car and I LOVE IT!

Cheers,

Ben.

[bcl]

I decided to upgrade my new (2 week old) F6 straight to a Nizpro Stage 2 kit rather than wait, or do it in several stages.

I decided to use Nizpro in Melbourne, as it was a good chance to get away, plus catch up on the latest R&D from Nizpro, plus review some options with my other car.

Any further tuning can be continued by Jim at Tunehouse in Sydney, as Nizpro have supplied the maps on disk for me. Tunehouse are more than capable, as I was going to use the same spec upgrade gear as F6BF’s Tunehouse tuned car, that has run an 11.5 1/4.

Fitted is the Nizpro Stage 2 kit, Walbro fuel pump, turbo exhaust housing mods, plus upgraded exhaust, in this case the x-force twin 2.5”, with 4” dump pie & 4” cat.

So last Monday I drove down to Melbourne, then back to Sydney on Tuesday night after fitment.

The car was tuned by Dave, who within what seemed like no time at all (the 7th tuning iteration) had 382rwkw at 16lb boost. He then asked me how much power I wanted, as we would probably have over 400rwkw at 18lb. Somewhat reluctantly I asked him to turn the power down, to around 360rwkw, as the car is basically brand new, and I don’t want to wreck a brand new gearbox.

So, 7th tune to 382rwkw, using 16lb boost picture below.

Note just how well controlled the boost is.

Maximum boost arrives at just 3060 revs

Dave said he could put more boost in around 3000 revs, to come in harder; I said “not at this stage”.

As it is the power delivery is very linear.

It was then detuned at the top end, and tuned for a bit more down low.

Final result.

There are many guys that do 1 mod after another, in a very piecemeal fashion, which can end up costing a lot of money over time, with 1 tune after another.

The Nizpro kits have now been used for 3.5 years, and a 1 step upgrade works exceptionally well. As long as you have strong internals it is a very easy matter to go to 350-400rwkw. The plenum benefits make it substantially better, and well sized to give good torque at lower revs, plus able to support big power.

As for fuel economy I’d basically say it’s almost identical. Traveling down to Melbourne I was getting 9.9 l/100km, back I was getting 10.1 l/100km, but at a higher speed and testing the new power.

I noted the car has more torque in 6th gear at 1800 revs, as there was less need to shift into 5th on slight inclines, so it made freeway driving easier (I drive in manual mode on the freeway).

The exhaust is an interesting issue, and exhaust noise is a very subjective issue. I have had some very loud exhausts in my time, and now prefer a quieter option that supports the power I require. A lot of people are now using x-force exhaust, as it works very well. I believe that the 4” dump pipe and high-flow metal cat are the main reason why it works so well. I’m not happy with the drone and boomy sound that it makes, and will be looking at other muffler options. I’m very surprised that other people have not reported this.

Also the central mounting bracket does not fit the BF, and the rear pipes are not level. These issues will be sorted out.

How it drives? Exceptionally well, very controllable. These 6 speed autos go very hard, coming in very strong from 2000 revs.

Even my 25yo son (the Sti addict) loves the straight line grunt, and he said “this thing’s insane”, so he has a new found respect for the Ford, as also have some of his rex mates. He said the F6 is so much more responsive than his mates GTR (that runs 11.3’s at WSID) and that needs 5000 revs to get going. That he now wants to drive the F6 all the time is indicative that he loves the instantaneous throttle response of the big turbo and torquey engine. (We just need to get the F6 to handle, but that’s another matter).

Making 8lb boost by just 2300 revs is excellent, and it has a stock F6’s maximum power by just 3000 revs.

Flexibility between 2000 and 3000 revs (which is where much of real-world driving is spent) is now vastly superior to stock.

It was good to meet MrBean at Nizpro, who had the same kit fitted to his ute just after me, with near identical results over the whole power curve.

Pretty easy really: drive in one day with 230rwkw; drive out the next with 360rwkw.

Thanks to Jason, Dave, Simon & Matriek for the big effort put in, and excellent results achieved.

Brian

[bcl]

Picture Collection:

I have a collection of photos, that show some of the work that has been done.

The kit install was done by Jason, the newest member at Nizpro.

Undoing the turbo bolts:

The stock F6 cat:

The old dump pipe:

Taking the turbo out:

The old parts collection as they are removed:

Remove the screws under the front bar to remove the plastic undertray:

Dave and Jason lifting off the front bar:

Without the front bar:

Note the pipe over the intercooler; it does restrict quite a bit of the airflow.

Jason removing the front headlight:

Headlight now gone:

Extend the throttle body cable:

Brian

[bcl]

New thermostat housing (it is at an angle compared to the stock unit), to not impede on the plenum:

New battery relocated to the other side of the engine bay:

Intercooler comparison:

New intercooler is thicker than stock but still leaves plenty of space between the intercooler and radiator.

I chose a black intercooler, for the stealth look.

Comparison of the stock plenum with the Nizpro unit; I had not realized just how big the new Nizpro plenum is:

Factory plenum bottom that is retained:

Jason fitting the Nizpro plenum:

Stock throttle body is retained:

Nizpro kit uses drilled injectors, that will support over 400rwkw.

The intercooler piping to the throttle body is shown: this will go behind the headlight assembly.

[bcl]

x-force 4” cat

Comparison of stock exhaust housing and one with larger swing valve.

Larger swing valve is required for better boost control, as more gas is required to be dumped when using much higher power levels.

Dave about to dis-assemble the turbo:

Exhaust housing is taken off the turbo

Simon is configuring the actuator arm.

A modified 12lb actuator is used. The arm is adjustable, and Simon carefully adjusts the tension so that boost creep is minimized and boost is properly held.

Dave & Simon work on the swing valve: correct seating is very important:

Jason put the bumper plastic back on:

x-force dump pipe, cat, pipe from cat into 2.5” twin, pipe including centre muffler

Replacement air filter:

[bcl]

X-force 4” dump pipe fitted:

New air box assembly being fitted.

x-force exhaust being installed:

Dave & Simon tuning the car

Rear pipes: these don’t line up!

Finished engine bay: looks better than stock

The blue colour looks great.

For now, and to keep it legal, I retained the factory blow-off valve, and had it plum back into the inlet.

Factory throttle body is relocated before the plenum, and the housing before the throttle body has the hose connected that goes to the blow-off valve.

Side view: very neat.

Now which car will I drive: 2 STi’s 2 Ford T’s

I have more photos, but that’ll do for now.

Brian

[DBOSS]

Love the pic's and very informative right up mate

You plan on taking it out to WSID?

How much does this kit cost drive in and drive out?

[Billsta]

Great insight Brian! Didn't take you long!

I know what you mean about straight line grunt.

These F6's have amazing get up and go.

I'm cranking 384rwkw out of the ZF and it is amazing how responsive the gearbox is. I will be venturing over 400 soon may be one only a few to do so, interesting times ahead.

Looking at the arsenal of weapons at home you should start your own racing team!