[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Smitty wrote:

… boohoo I spent nearly 8 years of my work life there

What work did you do at Holden?

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

VFII unveiled tomorrow!

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Immortality wrote:

You still only have a single camshaft? So, effectively when you alter the cam timing it doesn’t only effect IVC (to control dynamic comp) but it also effects IVO, EVO and EVC events.

Correct. Duration and lift and LSA stay the same, main impact on combustion is through calibration of the intake centre line.

While the other three valve events are phased in unison by the same amount, IVC is by far the most influential.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

VRSenator065 wrote:

^ curiosity has got the better of me, why cant you post on JC?

Because I moved here :bye: then told Grennan he needed to harden up, threw a bit of a tanty and deleted my blogs, garage, profile etc. told Darren where to go as well.

Good news is I brought a couple of dozen clever blokes across who also had enough of the peurile stuff.

The ethos furthered by the JC moderators is skewed to numbnuts, also done my dash trying to help anonymous smartarses. Better the smartarses you know eh?

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Another link explains the reason is not plenum volume nor throttle opening but the radius bars first implemented on the LS6 that help the air transition from the plenum to the runner.

http://forums.justcommodores.com.au/ve-holden-commodore-2006-2013/75497-difference-between-l67-l98-6-0l-engines.html#post2569642

In effect it promotes tumble of more air down the runners which has an effect on velocity. Rick Crawford, the World Record holder for N/A 6/6.2 discovered a means to implement radius bars on the L76/LS3 intake and is one of the most important mods for the GenIV dragsters.

The overall effect of tumble on combustion phasing is significant, however obviously it is not a power adder per sé, without proper tuning the gain is about 5rwhp on bolt on cars and 12-15 rwhp on cammed setups.

Removing the posts, installing radius bars and porting the throttle body is a popular alternative to FAST, with core exchange services available through RCR and GPI.

I did this on my NA unopened bolt-on L77 in 2012 and was around 300rwkw.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Phire aka Gmfan wrote:

Can you explain the constantly variable compression? I assume you are talking dynamic compression? Unusual to see someone go down the road of an engine build while retaining DOD/VVT/funky electronics.

Kroozer wrote:

Phire aka Gmfan wrote:

Can you explain the constantly variable compression? I assume you are talking dynamic compression? Unusual to see someone go down the road of an engine build while retaining DOD/VVT/funky electronics.

Am also interested

Sure, the static compression is 14 while dynamic is 12.45 with cam parked at full advance.  When the VVT phaser is commanded to manipulate cam variables (mainly intake valve closing) it changes the dilution levels and VE of an engine at certain operating points. This in turn affects compression ratio, rpm range, fuel economy and emissions by bleeding down pressures and in effect reducing trapped mass.

 

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

VRSenator065 wrote:

^12.4 in a car of this weight is pretty bloody stout, nice work

Kroozer wrote:

As Gary said Pretty Stout Car

Thanks – stout is exactly what I had in mind – more of a brawler / hauler, daily hardened battle horse rather than a skitty one-trick dyno pony staged carefully on rare air cold mornings when the stars are perfectly aligned 

I specified the engineering design to run at high speed under heavy load comfortably for days on end efficiently. It’s not a goal shared with most V8 brethren, but I dig the variability of putting around economically and quiet during work and open up like Beelzebub when I want to play.

 

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Immortality wrote:

Hey, Just thought I’d pop over and say hello So, Hello Cheers

Hi, welcome.

So, what was it you wanted to know about my build? Of course I couldn’t post on JC, sorta missed opportunity that 

But feel free to fire away in my build thread.

Dirk

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Performace goes here

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

cava454 wrote:

How are u using less e85 when it burns more the 98 for the same KM

Brake Standard Fuel Consumption evens out as you get near 13.5 CR, produces 3o% more torque for same fuel mass.

Also devices like cylinder deactivation, and VVT allows for longer effective expansion cycle, smaller displacement, and better thermodynamics for cool lean burn.

The main point was cost per km when you also weigh the price of flex is $1.11 vs PULP 98 $1.68.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Smitty wrote:

.. that sorta makes sense (given where power plant outputs are at present for Holden and HSV)

Plus is the ideal candidate for an LSA kit. I’ve modded the L77 to same L99 spec but upped the CR to 14. Same output as an LSA (GTS) but loads more efficient (fuel, heat).

Only problem is the cost of engineering to get reliable and durable 15 Bar (turbo / SC BMEP) naturally aspirated and VVT is prohibitive. Whereas L99 comes with VVT, relieved pistons, more displacement yet more boost friendly slugs out of the crate. Otherwise is all LS3, ubiquitous and easy.

So yeah VFII plus LSA kit or any SS with L99 plus LSA kit is the best upgrade and update possible for the $. Boost and VVT and AFM and e85 does amazing things.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Using 50 litres of 80% ethanol I clocked 461km from Coffs Harbour out to Yamba, up through Byron, in through Mullum out to Kingscliff and up to Worongary (GC hinterland).

Average consumption was 10.8l/100k which at $1.11 works out to 12¢ a kilometre measured at the pump actual fuel used and trip meter

That’s with two adults and luggage plus 300 kg load a a decent clip in a cammed 500+hp wagon.

Without flex fuel and instead using PULP98, the exact same work would cost 2.5x to 3x more in fuel.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

VFII gets L99!

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Of course someone gave you a good reason as to why to coat all the headers.  However in the ideal case you would not coat the inside of your turbo 2″ longer-than-normal setup. Outside definitely, as the main purpose is to increase the velocity by keeping EGT as high as possible through to end of primaries.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

OzTrack tuned today!

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

8° beach walk!

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Sounding better:

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

Everyone wants payment.

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

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cava454 wrote:

What’s cam specs?

Intake opens 50° before, closes 63° after (293° intake duration, 46° overlap). Centreline is 111° – 160° continuously variable +/- 49°

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[pir4teParticipant Mallala640 HP hyper-cruising SS-V Flagonwagon View build HERE Member since: March 2, 2015 Posts: 154]

vspete wrote:

you happy with that Dirk?

Yeah pretty choppy down at 620 RPM, gets a lot of attention at lights and at Macca’s drive through, but too much to bear all the time.

The good news is that I am regularly logging over 1g acceleration in a 2100kg car, which is impressive.

I’m happy with the power and the torque and the acceleration and speed that’s fantastic. The non-idle fuel consumption is not bad (around 500km per tank at the moment), but the idle consumption and manners are not what I’d like in traffic.

I bought a MAF from an LS7 and threw that back in the mix, upped idle to 750 RPM. It is a little more stable now.

So it’s a case of looking to logs and allowing things to trim, adapt, and settle at this stage, I’m confident it will be smoother still.

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