[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Very tidy

I’m a big fan of those intakes 

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Nothing wrong with FI.

Missus is driving a supercharged V6, lots of torque when you want it but with all the manners of a standard type car.

Personally, I don’t mind grumpy, makes driving more exciting…. 

• This reply was modified 8 years, 9 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Nice and simple.

As you were (so they say)…….

• This reply was modified 8 years, 9 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

That is a nice billet throttle body unit indeed.  I think you can get a slightly cheaper unit from Summit in the US.

BTW, it doesn’t look like it has any vacuum ports/fittings (which you will need).

I do keep an eye online but haven’t seen anything unfortunately

edit:maybe it’s time I start accumulating parts, might have to have a chat with my US import guy.

• This reply was modified 8 years, 10 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Yeah, cheers for that.

I’m fairly keen to do the swap but it’s not a cheap option been in NZ, by the time I have all the parts together I’m probably looking at NZ$2-2.5K  

The filter is probably the cheapest part.

• This reply was modified 8 years, 10 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Cheers

Out of curiosity, who are the mods?

I know Georgie is our friendly admin but know little else.  Maybe a thread in the  Admin/Feedback section explaining who’s who might help a little.

Maybe also a category in the members section for mods/admin and something under the user name just to make things easy etc.

Please remove this post if it’s cluttering this awesome thread.

• This reply was modified 8 years, 10 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Did we ever make any progress with this?

It would be cool to be able to subscribe to threads.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

I’m sure our friendly admin lady or mods will be able to sort it out.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

That’s interesting, I’ve been tuning a mates 355 with a baby cam and banana manifold.  When originally tuning it with the standard fuel pump and 34lbs injectors we didn’t have enough fuel pump, even now with a high flow pump fitted we are pushing the injectors a fair bit which is odd as they should flow more than enough for the potential HP it’s making.

Yep, heat soak sucks.  Sitting in the staging lanes at Meremere were seeing intake temps up to 90°C (ambient in the mid 20’s), they come down a bit once it gets moving but is a lot of heat and it’s got to be costing HP.

Best run on that day was when he completed one pass, drove back around and fairly much straight away was up staging again and it didn’t get a chance to heat soak between runs.

I kept a bonnet of our old VS we crapped, figured I’d maybe run a DP type manifold with a small drop base filter for day use and then a taller filter with a hole in the spare bonnet if I ever take it racing.  I don’t think a bonnet scoop would look quite right on the Senator.

 

cava,  what did you do with your last post?  It’s stuffing up the page layout.

• This reply was modified 8 years, 10 months ago by  Immortality.
• This reply was modified 8 years, 10 months ago by  Immortality.
• This reply was modified 8 years, 10 months ago by  Immortality. Reason: speeling

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

I’m looking to do a similar conversion on my Senator, one part of me wants to keep it original (banana’s) but that manifold really limits what you can do with it.

Good to know something like a TP manifold with drop base filter will fit without having to cut the bonnet.  Having said that, I do have a spare bonnet for just that contingency.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

That’s coming together very nicely.

How are you for bonnet clearance with that intake combo,  I’m going to assume you are using a drop base filter?

Who built the short block, I’m sure I’ve seen pics of that elsewhere?

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

That looks like a worthy read.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

An engine is really just a big air pump.

You use a lot more E85 compared to petrol so that would have some effect possibly on what comes out the back but I think Gary is right that it takes X amount of air/fuel to make Y amount of power.  How you get that into the cylinder doesn’t really matter.  The engine also doesn’t know how big it is so VE% doesn’t really mean anything other than how efficient it is from user point of view.

I think the bigger difference is what effect the exhaust has on the different style of engine.  A well designed exhaust system on a N/A engine helps evacuate the cylinder and create suction to help get more air in (VE above 100%), with a blown engine exhaust tuning isn’t really required as something else is taking care of getting the air in so you can go bigger on the exhaust to reduce back pressure.

You might actually find that a blown engine is less efficient in a way because the engine is working harder to push the exhaust out, also known as pumping losses.

• This reply was modified 8 years, 10 months ago by  Immortality.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Yep, it’s even happening within printing.  Much more automated shit etc.

Was discussing it with someone else the other day.  10 years ago, monthly periodical (~450,000 copies), job would take 3-4 days, was done over 3-4 machines with each machine having an operator and 4-5 staff.  I now do that same job on one machine in the same time frame with only myself and 2-3 staff!

I do a lot of magazine work and each month we watch the run quantities come down.  The above job was ~450,000+ copies for the North island only 10 years ago, last month it was ~399,000 for the whole on NZ……..

It scares me to a degree, a lot of people are employed in manual labour jobs today, many jobs that are disappearing on a daily basis, what are these people going to do to make a living? Really gotta wonder what the next generation is going to do.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

[TUFFVQ] wrote:

NickVR – Is yours a V8 conversion? If so the cluster will still think its a 6 and will be receiving 33% more pulses than it expects, so will read higher.

Shouldn’t do, VR V6 and V8’s used the same diffs/transmissions with the same VSS so there is no difference between V6 and V8 in terms of speedo signal as far as I am aware.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

Something a bit different for ya,

I’m a print finisher by trade, basically I make books.  I wanted to be and studied at school to be a pilot but was turned down by the airfarce because I was to tall.  I did do some private flying in my younger days, both powered and gliders.  Hope to get back into aviation one day if funds allow.

Been in the printing trade on/off (mostly on) for over 20 years, working in production now but maintenance before that.  Have also done some studies in electronics and electrical.

My job is a total head fuck but it pays reasonably for now, I am always looking for other opportunities as printing is a dying trade + our company is always looking to save costs and there first port of call is always to try and screw the staff some more.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

I ran 3.45 gears in my old VN V6/T5.  Very good car to drive (I’m still a big fan of the old cog swappers) and still say to this day that it was more fun to drive than my Senator with 304/4L60e/3.08 gears even though it has more power/torque.

1st gear was very short and badly traction limited even with good tyres and very tight LSD, would happily cruise around town at 55-60km/h in 5th, cruised on the motorway at just over 2000rpm and was no worse on fuel economy, I’d actually go so far and say it improved.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

EFI really doesn’t like to much voltage fluctuation either, it effects the injector DC.  There are compensation tables in the tunes but they are really only suited to the factory injectors.  Once you start changing injectors and lots of other variables things can get interesting.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

I agree, put the filters on for everyday stuff, take them off when displaying the vehicle.

[ImmortalityParticipant 97 HSV Senator 185i 02 VX L67 Calais View build HERE Member since: August 31, 2015 Posts: 535]

14.3 volts is fine, most alternators are rated at 14.4 volts in our era cars.  Some of the newer cars run at a higher voltage I believe.

I had the same issue with my 308, low voltage  at idle and batteries going flat even though I seemed to have good voltage at the alternator output post.  Good cables really are a must when you have lots of electrical loads.

Good to hear it’s sorted.

[Author]

Posts