61 replies to this topic

[Joe-Turbo]

http://www.vx-perfor...1c4aaaa0fd6d97e

translated (sort of)

For Speedster turbo drivers with especially high claims of the motor-performance of your car, we offer 3 from immediately the VX-Performance Tuningstufe.

Since dimensioniert get here for accomplishment-increases in this magnitude of the Serienlader small to the use, which represents the "heart" of the Tuningstufe 3, a more efficient K04 Hockleistungs-Turbolader for the first time.
Our already from step 2.5 confessed and approved high-performance drawer-air-coolers and the air-box-system still comes to the use also with step 3.
Since also the standard fuel-supply of the Speedster turbo is been merely suitable for performances until maximum 265 HPS, the in-nozzles are exchanged with high Durchlaßrate with nozzles to be able to guarantee about the fuel-supply under all business-conditions with perfect mixture.
A Vorkat-Ersatzrohr becomes use which been installed for the further thermal relief of the Laders instead of the standard Vorkats.
The Öltermperaturen always are held in the healthy area through our addition-oil-cooler
The standard balance-waves slip. Through this measure, the trick-joyfulness of the machine clearly could increase again and is eliminated the defect-risk of the balance-waves. At her/its/their place, a stiffening-framework is installed to the Aussteifung of the motor-substructure.
The software in the motor-tuner-amplifier was revised completely and was tried on precisely at the step 3 "hardware-surroundings."

* * * All named components is contained in the degree 3 Kit as Neuteile. We don't use any exchange-parts or altered series-parts! * * *

By this combination, performance and torque of the machine could clearly be increased again. Our goal was above all much performance to make available over an as wide as possible speed-bond and to achieve an optimal mobile-ness. The top-performance rises from 200 to 284 HPS, the maximum torque of 250 on 457 Nm. The speed-bond was widened by 7200 1/min, the standard Vmax barrier switched off.

Stipulated for step 3 the application of the fuel-kind super-plus (98 octanes)

IMPORTANT - proceeds fair:
Since all our Tuningstufen can be based on step 3 upgedatet one on top of the other from a smaller Tuningstufe anytime becomes. For the Update, we calculate the difference merely to the beretis of bought Tuningstufe.

We like to also take over the mounting of the step 3 incl. on wish Individualbstimmung and accomplishment-measurement on our house-own Leistungsprüfstnd to the fixed price of 1100 - Euro.

customer reviews

"Mucho macho!

With measured 211kW gets along my Speedy officially in the step-3-feed since last Friday. And this marvelously good. For me clearly a Rennstreckensetup, in the area of the StVO, one should protect a very quiet foot after my for it-stop, and a full driving-experience brings. Nothing for beginners or madcaps.
Most vehement even draft in all speed and speed-areas, the high performance simply is with every speed enough there, one comes moreover markedly faster on speed than in the already very fast step-2.5-car. If one is not careful and the accelerator of some too much one(s) tickles, such an enormous drawer-pressure-avalanche breaks off that spinning rear-wheels are to be prevented heavily. Even with speeds beyond the 200km/h, I have the impression that still despite Semislicks and Öhlins-Fahrwerk a full of gas-use to noticeable slip leads. The maximum speed rather academic for me is hidden behind the speedometer-attack, the possible acceleration beyond all the reason, but really needs them/her/it somebody? The motor-sound is athletically full, the trick-joy and spontaneous reaction to gas-commands incredibly, no comparison to the series.
My personal result:
For the everyday-business, a step is loosely enough in 2.5, is exalted already over every doubt. For insatiable like me, that like to lay pleats in the asphalt in the racetrack-business, however can be again it one solid shovel more. Step 3 therefore. But she/it also wants mastered. A driver-course or motoring-experience certainly are commendable."

Edited by Joe-Turbo, 07 November 2006 - 03:53 AM.

[chris]

I had such upgrade on my VXT, before I had EDS phase 3 (given for 302 Ps that I had never found. This is confirmation that 265 bhp cannot be exceeded without larger fuel oil injectors).
Difference of power and torque between EDS and VX performance phases 3 is really impressive in favour of VX performance ...
Please find below comparison runs (performed onnthe same flat road, in similar conditions) between the two phase3 upgrades :

VX performance in red
EDS in green




I think this VX performance phase 3, is at present the most clever phase 3 proposed on the market, in terms of power, torque and reliability.

Edited by chris, 07 November 2006 - 06:57 AM.

[Spiderman]

Nice rocket Chris . You only forgot to precise you lightweight job that have a nice impact on the figures too . Regarding reliability, how many miles did you drive on the roads with this new upgrade ? And what about heating ? Have you tried to make 2 or 3 runs in a row with you G-tech to see how it goes regarding the acceleration ? Spiderman curious

[csl_freak]

Nice rocket Chris .
You only forgot to precise you lightweight job that have a nice impact on the figures too .
Regarding reliability, how many miles did you drive on the roads with this new upgrade ?
And what about heating ? Have you tried to make 2 or 3 runs in a row with you G-tech to see how it goes regarding the acceleration ?

Spiderman
curious

Trop curieux , explanation, this man is fast enough on the track, any further increase and we will have to take a wheel off...

[chris]

As a rule, I proceed to several runs on the same road and at different periods. I put on line the more typical results for each phase In the case of VX performance phase 3, "fine tuning" of my car was not completely achieved when I proceed to the fisrt runs. Indeed, I kept EDS hybrid turbocharger (old generation) associated with REGELIN (Vx performance) phase 3 map. So, I need to setup waste gate opening point accordingly. At occasion of my trial runs I had discovered that waste actuator does not work properly, with its new setting, and there is a leak of power in 4 th and 5 th gear. So I had decided to replaced complete turbocharger with new generation, as one installed on Z20LEH engine. I should receive it in the next days and I should install it for the next year. Unfortunatly, I can not proceed to new trial runs, prior next spring time (Yokohama does not like cold weather and generally I proceed to these runs on a motorway at the very begining of day when road is empty). But I am almost sure, with my new turbocharger (normally installed with VX performance phase 3) that my car could improve again its performance. Moreover, for your information, above showing Gtech runs, are performed with pitch factor set to 2 value. This value is normal value of apparatus. Friend of mine, who had already compared Gtech with other professional speed measurement equipemnt, said me that for Speedster pitch factor should be set to 1 value, in order to get reliable results. Indeed 2 value give worst results than 1 value. But, as I had performed all my runs with this 2 value I keep it for comparison reasons even if with 1 I could get better results.

[Rias Altas RHF]

Are there any differences then between Thorney stage3 and VX stage 3?

[chris]

VX Performance stage 3, includes :

- Large intercooler (about 7,5 l)
- hybrid Turbochager (same as installed on Z20LEH engine)
- 550 CCM fuel injectors set
- Precatalyser by-pass pipe
- Additional oil cooler (installed in series with OEM exisiting water/oil cooler)
- Removal of balancing shafts
- Air induction kit (with cone filter and alu pipe)
- ECU upgrade accordingly

This stage 3 modifications, induced total weight decreasing of about 3 kg
(-5,4 kg for balancing shafts + air induction kit + 2,4 kg for additionnal oil cooler (and 0,75 l of increasing of oil load) ,large intercooler had almost the same weight than OEM one)

TMS stage 3 includes :


Thorney is requested to complete its phase 3 basic data

Edited by chris, 10 November 2006 - 10:14 AM.

[waverunner]

Am I missing something or do I read this correctly. Induction mods on a VXT without AMM problems?

[chris]

Personally, I kept OEM air filter panel in a modified airbox. But air filter and admission pipe modification are included in Vx Performance phase 3.

Edited by chris, 10 November 2006 - 11:50 AM.

[paulf-cam]

Not to seem dismissive, but isn't the gtech a really bad way to measure power and torque? Doesn't it just guess the figures based on entered weight and drive train loss values?

[Thorney]

We go for a charge cooler and not an extra oil cooler as oil temp is not an issue with this engine whereas air temperature is. I wouldn't remove the balancer shafts on anything other than a race engine as there is a large risk of complete engine failure....not worth the risk for the 5-6bhp gain you'll get. They run a stock cat which (considerng the extra mods is a bit wierd seeing as the other mods are pretty intensive). Don't agree on the induction kit due to aforementioned AMM issues. All IMO of course but its nice to see a different approach. Can't see 285bhp though, stock engine simply wont generate that even with a VXR Astra turbo. (we're up to 275bhp now)

[Thorney]

Doesn't it just guess the figures based on entered weight and drive train loss values?

Yes, basically.

[chris]

I think Gtech is quite good to "estimate" engine power and torque evolution, especialy when I see some Power/torque curves on the web I had in my Excel files, calculation algorythm for mechanical losses, according to gear and engine rpm and formula for calculation of aerodynamic losses according to speed. I can add these values to the gross power (at wheels) given by Gtech and get estimation of engine power. Nevertheless "native" measured value of Gtech is acceleration and resullting values (obtained by integration of acceleration) and in this field of application Gtetch give good values. For Thorney : First Z20 LET engine generation (192 ps) doesnt include balancing shafts. There is not balancing shafts on the new Z20LEH (240 ps) ... According to my own experience, since I remove this balancing shafts, there is not sensible modification of idle speed or general vibrations in the car.

Edited by chris, 10 November 2006 - 01:45 PM.

[MAP18W]

First Z20 LET engine generation (192 ps) doesnt include balancing shafts.

AFAIK all the ZLET engines have balancer shafts as they are derived from the late XEV engine in Astra G which has balancer shafts. EPC confirms this.

The only ecotec 2.0 derived engines to have the balancers shafts deleted were the 2.0 XER engine (Astra G OPC Non Turbo homologation F2 Rally) and Z20LEH Astra VXR/OPC 240PS

[chris]

Sorry to insist, but I am afraid not. You could easily check that first Z20LET version had no balancing shafts ... Parts of "replacement kit" when you remove balancing shaft came from this first generation of Z20LET engine. On the TIS (year 2001 Astra G - Z20LET engine - dismantling of upper oil casing) there are indication of the two versions of this engine : With and without balancing shafts. You could also noticed that Z20LET first generation without balancing shafts and Z20LEH engine are far to be race engine !

Edited by chris, 10 November 2006 - 10:23 PM.

[chris]

As an evidence of what I said :




Sorry it is in french :

Sur les versions sans volant d'équilibrage de vilebrequin : Déposer les vis de fixation de tube d'aspiration d'huile (1) du pont-palier de vilebrequin.

Sur les versions avec volant d'équilibrage de vilebrequin : Déposer les vis de fixation du tube d'aspiration d'huile (2) du volant d'équilibrage de vilebrequin.

1 WITHOUT SHAFT

2 WITH SHAFT

Edited by chris, 11 November 2006 - 07:08 AM.

[don.hasi]

We go for a charge cooler and not an extra oil cooler as oil temp is not an issue with this engine whereas air temperature is.

depends on the mission for standing in front of a streetcafe, no oilcooler will be needed. Hunting hills in the dolomiti pushed by some angry N/A you need more gadgets.

No AMM issues so long.

The 285 were stated on several independent dynos. Some cars now perform 285+PS but that´s another story All pilots said all the same as chris. Impressive gain through out the whole revline.

One should have driven it.

[chris]

We go for a charge cooler and not an extra oil cooler as oil temp is not an issue with this engine whereas air temperature is.

depends on the mission for standing in front of a streetcafe, no oilcooler will be needed. Hunting hills in the dolomiti pushed by some angry N/A you need more gadgets.

+1

May be charge cooler can solve all pb and even oil temperature increasing !



I heard that oil temp, in hard circuit run could reach 130-140 °C without additional oil cooler ...

But with modern oils "oil temp is not an issue with this engine"

[Spiderman]

I heard that oil temp, in hard circuit run could reach 130-140 °C without additional oil cooler ...

Even on a very hot day (35°C), with my Stage 2, i never manage to go over 126°C without an additionnal oil cooler even after 10 (very) fast laps. But after 2 laps, the boost was significantly gone.

With the addition of the CC, i've never been over 122°C but the day was a bit cooler. But i was able to keep the boost for 10 laps with no problem at all .
On a cold day, the oil temp never goes over 120.

I bought an oil cooler kit but didn't fit it yet as it adds some weight and with 126°C of max temp, don't really need too worry i think !

Spiderman
that will put an oil cooler on the gearbox when fitting an LSD !

[chris]

As saying in the topic, we spoke about stage 3 for total power of 284 Ps and 450 N.m torque.

If we consider with your stage 2, for about 260 PS and 350 N.m torque, you already reach 122 – 126 °C for oil temp, we can easily imagine with 25 PS of additional power and especially 100 N.m of additional torque, that oil temp should be higher and that additional oil cooler is highly recommended for hard operation of this stage 3 …



Moreover, regarding your comment for additional weight of additional oil cooler you could find below weight of main components of this oil cooler kit :





1 kg (for piping) + 0,9 kg (for oil radiator) + 0,6 kg (for additional oil) + 0,1 kg for fixing kit = 2,4 kg

Regarding charge cooler kit, I could estimated its weight to about 15 kg (including all components + coolant load) it is only estimation, because I did not find any reliable figures regarding this gadget ...
(I would be greatly interested to see similar photos as mine, for weight of this chargecooler kit).

You know, with my large intercooler and additional lower scoop I keep the boost too ...

(but it is not quite the same boost : 450 N.m)

Edited by chris, 13 November 2006 - 08:31 AM.