Project 6L80E – VZ Factory Integration

This is a rather long post I’ve decided to put up to give an in depth knowledge dump on how the conversion was done. If you have the attention span of the average tik toker, this probably not for you.

Over the last couple of years I started getting a more in depth understanding of the GM ECU & TCM code for the GM E38/T43 computers via a program called Ghidra, this is a program that can reverse engineer and decompile code from known processor architectures, not just PC’s but integrated cpu’s in automotive, home appliances etc.

It was from here I decided it was probably time i revisited trying to get an early VZ V8 to work with the 6L80 natively, I had intentions on trying to do this back in 2018, but time & knowledge was something i was very short on. Cue, many years later I now posses both knowledge, ability, time and a little disposable money to do it!

This led to me picking up slightly damaged VZ SS with the required 6lt/4L65e, Apparently it had a bit of an excursion off road when the owner fell a sleep, resulting in some damage to the front/rear bumpers and drivers side rear wheel & swing arm.

Factory 4l65e

I’ve always thought it would be possible to get the 6L80 to work in the VZ 6LT cars is because it runs an E38 ecu just like the VE did when it was introduced in September 2006 with both a 6 & 4 speed auto (exported to Saudi Arabia) along with Manual options. I already knew the box physically fits in the tunnel because I have converted a few VT-VZ car’s already.

The biggest difference however is that the VZ model encompassed support for the 5.7lt LS1 with it’s P59 ecu & the Alloytec’s Bosch ecu, which meant wiring & modules to support all 3 types of engine combinations.

With a LS1 motor there is a PIM (Powertrain Interface Module) that translates data from the ecu’s native VPW protocol to UART protocol for the dash cluster, ABS & BCM modules to get data. So for the E38 ecu to talk to those same modules the PIM module now converts from CAN to UART, the ABS module went from talking on the old UART to now CAN directly, similarly things like the cruise control stalk went from the BCM to the new PIM too.

The Hard Part / Nerdy Stuff

Delving into Ghidra & selecting the relevant CPU architecture type for the ECU binary file the program can then start to decompile the file & with any luck it find’s links to instruction sets & cross-referenced values.

While Ghidra doesn’t tell you what all the numbers mean, since they can be different based on the specific use case the calibration was written for, it does help if trying to follow a structure or routine from 1 calibration to another. Similar blocks of data are often always together across different calibration/part numbers even if they located in different locations in the calibration file.

Now having the decompiled file doesn’t help on it’s own without having something to actually reference back to, so luckily some one had passed on a couple of factory style definition files that gives names & often descriptions to what each parameter is. It is with information that it becomes possible to understand what the values mean or what a simple 0 instead of a 1 means. i.e Switching something on or off.

Example of labelled information in ghidra

Then it’s a matter of pattern recognition in the hopes that similar values & code structure are used across the different calibrations that GM has from all the different vehicle types. i.e Holden, GMC, Corvette, Camaro etc.

Tuning Software

From the above, it’s possible to add these “missing” options to tuning software, in my case since I primarily use EFILIVE for tuning & since they allow for users to add in options via a CAX file. The cax file basically allows the end user to add in tables or maps that are not already defined in the software.

In this case to get the 6L80 to work with the VZ ecu we need to make some changes;

  1. Turn off NSBU (Neutral Safety Back Up) Switch
  2. Turn on IMS (Internal Mode Switch)
  3. Automatic Max Gear from 4 to 6
  4. Gearbox Gear Ratios (Optional)
  5. Vehicle Speed Sensor Pulses per Revolution 40 to 36
  6. Transmission Type (Optional)
E38 Ecu Changes

1 & 2 above are a requirement because the 4L60/65 use a NSBU on the side of the gearbox, but the 6L80e doesn’t. Instead it uses an IMS inside the gearbox that slides when the shifter linkage is moved. The remaining settings feed information into things for torque mgmt & speed calibration settings.

4l60 NSBU on the side of gearbox

While i didn’t bother to test not changing the above settings with the 6l80 wired in, it made no sense not to since when looking at a factory 6L80 ecu tune the new values are what are configured, it would appear even the early Holden calibrations didn’t have the correct gear ratios & transmission type selected on the 2006-2008 VE models.


For the wiring, I pulled the engine harness off the motor & stripped out all the old NSBU & trans plug wiring along with the wiring to the original T42 trans controller that sits in the passenger kick panel. A majority of the wiring to the T42 controller is repurposed, In this instance I simply terminated the wiring to a new deutsch connector that sat on the engine bay side of the firewall. This then allowed for me to make changes if needed during testing.

New transmission plug & wiring re-wrapped in new automotive high temp tape.

6L80 Install

Installing the box is simple, just unbolt the old 4 speed and install the new 6 speed with matching torque convertor, original shifter rod will require some slight adjustment so that it doesn’t rub along the side of the case. A new trans mount & modified tailshaft then needs to be done as the 6l80 uses a larger 3 bolt spigot.

CAN BUS – Make it, break it or fake it?

Now with that done, the ECU side should be happy right? Sort of, it’s really going to depend on what your donor transmission came from. At the time of starting this conversion project I was under the impression of 1 simple fact when it came to the TCM’s that are in these gearbox’s.

There was 2 year ranges that were programmatically compatible with each other, that being years 2007 to 2009 & then from 2010 to 2017 i.e end of the VF’s. This meant that you could not install a 2010 gearbox into a 2007 model car & have it work, It would come up with a U0100 or P0700 DTC, Hell even a 2009 gearbox tune will not talk which always bothered me because it didn’t make sense that by simply performing a full OS flash with an 07 or 08 tune into the 09 techm it would work.

The solution to this problem it seems was always in the code. In every ECM & TCM operating system is the CAN ID broadcast data, now this does vary from 1 OS to the next, but luckily the majority of CAN ID’s needed for the ECM/TCM modules to talk/listen to each other have not changed too much over the years.

So what I found was the CAN ID’s that the ECM\TCM were configured to use for it’s “State of Health Monitoring” between the modules was different. SOHM basically runs as a check to confirm that the other module hasn’t disappeared, If it looses communication it triggers a check engine light & potentially limp mode.

So with this knowledge I started with a 2008 TCM OS as my baseline to confirm communication to ECU, gearbox would shift etc, then changed over to a 2009 OS.

With changes to the 09 Calibration to match similar settings to that of the earlier 08, I was no longer getting a U0100 code or 3rd gear limp mode. Great news! Now I wonder how far can i can push this?

Slight side track…

So I grab an older 06 ecu from my collection & install it in my vy ute, This effectively runs a 2011 VE ECU & TCM OS combination since it’s a 6lt/6l80 combo. I change out the ecu & flash the VZ tune file in with some basic injector & map settings to get it running, multiple flashes later & that too now communicated to the ECU with no error codes. I could shift into 3rd gear via tapshift and reverse in & out of my workshop. When i got the settings wrong, I would momentarily have reverse and 1st gear before it would lose forward gears.

I’ll be doing some further testing in 06 VE soon by replacing the ecu with a later year thanks to it’s larger injector support to see if i can get it to work & be happy with all the other CAN modules.

End Result

Naturally Aspirated Ethanol Gains?

For those interested to know how E85 goes on a high comp NA LS motor, have a read.

After upgrading my Corvette ECU (2009 to a 2012) & putting in some LSA injectors & a flex fuel sensor, I figured I should run it on the dyno to check power, air-fuel ratio, since I just used GM injector data from a factory LSA car & then used the short term fuel trims to get it in range while cruising around on the street.

Anyway, ye old stock LS7 with it’s 11:1 compression, has a rather aggressive factory timing map & uses other tables to pull timing for air & coolant temps. however it still ends up using the knock sensors to pull additional timing.

Since I don’t like the idea of the motor rattling, then pulling timing, my timing map starts with a good 3-5 degrees less @ WOT where it matters with the slightest bit of knock being detected (mainly to see if adding E85 would remove it) Result = 453-455whp (17 degrees & 5400rpm) on Pump 98 Octane.

I then loaded in 22lts of E85 into the tank, ran car until ethanol content stayed consistent at 36%. Ran same timing as pump & seen a 10hp increase up top where it was previously registering knock – 464whp.

Next I added 2 degrees across entire map, now making 469whp, but picking up more power from 3600-6200rpm. Still registered slight amount of knock above 6200 nothing concerning but mentioning it as timing is still only 20 degrees at this point.

Putting in additional degree of timing made no more power as it detected more knock & thus pulled it back out again.

62% Ethanol Update

Timing wise, the engine took 1 more degree of timing then the 36% from the other day, so played with the fuel. The 490 & 499hp runs were done at a faster ramp rate (Shoot8F).
Total gain from Pump98 ~ 30WHP.

Total Ignition Timing

Supercharged VP Clubsport

Haltech Sport ECU & Wideband, AEM High Pressure pump installed replacing Kalmaker tuned ecu & hobbs switch controlled window washer style water/meth injection pump.
Original ECU Tune & Water/meth setup made 296 & 293whp. Excessively rich midrange mixture which often caused hesitance to rev out.
Large gains picked up via timing/fuel changes with Haltech ecu across the board by being able to trigger the water/meth spray only when needed.

Why Drive by Wire is Cool

Strap in kid’s, this ones gonna be a long one.

Something I’ve played with for a few years, specifically in the late VZ/VE E38/E67 ecu’s is the ability to edit the Pedal to Throttle mapping correlation.

With the arrival of drive by wire, the accelerator pedal was now physically disconnected from the throttle body, so it was now possible for vehicle manufactures to alter the response & power of the vehicle independent of the drivers “demand” (foot), Which is why DBW cars originally copped a bad wrap because people noticed the lack/loss of “feel” from the pedal in regards to throttle response.

So, why did manufactures go to it? With the integration of more safety orientated or performance enhancements like ABS, traction & launch control it was now possible to alter the pedal response to either restrict throttle opening or give more for the same pedal movement, you can start to understand why they did it.

Also when you think about it at the most basic of levels and like everything in life it always comes down to the Dollars, specifically WARRANTIES. If you can reduce the potential for abuse on the drive line, you stand to save a fortune as a manufacturer on potential faults/repairs.

Anyway, on to the cool stuff. What I’m about to show is a couple of examples of power limiting rather then power adding. The reason for this “limiting” is because the setups are both Supercharged V8’s, so there is sometimes a need to limit the amount of boost the blower creates, i.e over-driven blower.

Vehicle 1

The first car was a VE E3 Clubsport with a stock LS3 Auto, bar a cat-back exhaust with over 140k km’s on it at the time the Harrop FDFI2300 supercharger went on, with further mods to happen at a later stage, I wanted to allow the owner to get used to the power (his dad & my preference). So no valve spring or fuel system upgrades as yet.

After the blower first went on I started by doing some small load testing at various rpm’s to see what the maximum boost was, I expected it would be well over 10psi since the blower originally came off my own Cam’d 6lt ve ute making that.

Since it still had stock headers & cats it made north of that at around 12.5 even with a larger blower pulley fitted to reduce the boost, which is why I moved on to do some testing with restricting the throttle opening. This is done pretty easily in Efilive by adjusting the pedal to throttle mapping.

Factory Pedal Calibration

What you can see above is the factory calibration & how below the 2500rpm row, the values are lower, I can only assume to smooth any large pedal movements at low rpm. The numbers themselves do not correlate to a 1:1 rate to the throttle blade opening.

In the next 2 pictures you can see that at 2600rpm the Accelerator Pedal is at 100% however the Throttle blade opening is only at 69%. This is achieved by modifying the throttle response map.

Low RPM Throttle Opening
Modified Pedal Calibration

As expected with the 6 rib drive setup on this car, as the rpm’s started to climb the boost started to drop off. Luckily because the blower was capable of generating more boost then needed, I could tailor the boost curve how i wanted by simply manipulating the throttle mapping, which is why from 4500rpm I start to allow more throttle opening to maintain boost pressure.

High RPM Throttle Opening

The end result was a 130whp gain for on a complete stock LS3 motor/exhaust combo.

Vehicle 2

The second car is my own VE Ute which got upgraded to the Harrop FDFI2650 with the LSA drive belt setup, this is a more aggressive combination setup with full exhaust, flex-fuel & bigger motor with a Fore Innovations Twin 450 pump setup. All though it does have an aftermarket converter & trans cooler it still has a stock 6l80e.

It had previously ran 10.5 over the 1/4 with a touch over 600whp on pump fuel in 2015, for now I’ve just been filling it up with E85 because it’s not driven on a daily basis.

Since the ute has the same Operating system as the Clubsport it had the same base throttle map configuration. So below power runs were done after severely restricted throttle opening until 6500rpm to get a baseline.

Initial Pedal Map Testing

Further playing in the Pedal response map I eventually got to my desired boost to pedal correlation. While also limiting the response at lower throttle movements to make the car easier to drive, since with the larger 102mm throttle it can be very touchy for traction if your not careful.

Modified Pedal Mapping

Throttle limiting in action
APP = Accelerator Pedal vs ETCTP = Throttle Opening %

Power Run log

Couple more tweaks to Pedal Map with the end result being a nice linear power graph

Final result of pedal mapping

VT-VZ 6 Speed Auto (6L80e) Conversions

So those that know me, know I’m a big fan of the 6L80/90e transmissions, especially since the 4l60e is plain garbage when it comes to taking any power & so something I’ve been working on for the last few months & during the “COVID 19” lock down is installing the 6 Speed Auto (6L80E) gearbox’s from the VE commodore into the early VT-VZ chassis for a couple of mates.

Having already converted my own VY ute to VZ/VE ecu/transmission last year I knew they physically fit in the tunnel just fine & perform exceptionally well.

However the TCM (brains of the gearbox) expects to receive & send data to the ecu for it to work. Luckily a company in the US who does a lot of OEM integration work have a controller which allows you to run the gearbox with ANY engine combo, including Carb or Diesel motor’s (providing you feed it an rpm & tps or pedal signal) as it act’s as a “middle man” to transmit the required information to the transmission.

PCS Controller – TCM-2650 & Wiring Harness

Imagine that! a gearbox that when tuned correctly will take 500whp+ with ease & still have 2 over-drives & can be picked up for as little as $250 (probably start increasing now..) Wreckers, your welcome :-p

Anyway, the first car to receive a gearbox upgrade was a VZ Clubsport that was originally manual, however had been converted to a th400 for drag/roll racing due to being turbo’d, but due to the 3.46 diff the car was no longer enjoyable to drive on the freeway or long trips due to high cruising rpm’s.

Installation is straight forward, requiring a custom steel bracket cutout to suit the original gearbox rubber mounts, new 8.8 bolts/washer & hybrid VE/VX tailshaft.

Custom Transmission Bracket

For the Tail shaft the front half requires a slip yoke just like the VE/VF since the gearbox & diff side are fixed points.

Final Drive Engineering built the tail shafts

Being a VZ, it was really easy to integrate tap-shift buttons on the steering wheel as there is already a factory steering wheel option with them (VZ SV6), so with the simple addition of 2 additional wires into the clock spring harness below the steering wheel & plugging into the relevant 12v and signal wire to the TCM they worked straight away (besides programming changes in the gearbox).

VZ Steering Wheel with Tap Shift

So now you can drive the car in “D” mode for full auto or pull back to “3” and have manual shift control all the while doing a tad under 2000rpm @ 100kph in 6th gear.

For now this car is running a factory 2010 (0CPA) gearbox & converter for it’s new engine run in & tuning, but will eventually get a new All Fast converter to help spool up.

The second car to get an upgrade was a friends Auto VX SS with just an exhaust & OTR with 180k km’s in change & already running a 3.46 diff ratio.

Now your probably thinking why spend so much on a car you can pick up for $2000? (Pre Covid Tax)

Well this car is a Dad & Son venture to go drag racing again & knowing that the 4L60 is the weakest link for durability & it would cost similar money to make strong enough to be reliable, I raised the question of why not go with the 6L instead, with the bonus of having better gear ratios & thus not requiring a further diff ratio change.

To start with they decided to go with a Yank 4000 rpm converter straight off the bat, knowing that they would eventually be doing a head/cam upgrade in the future.

This car is setup similar to the VZ in regards to tap shift mode, however for the moment manual gear selection is done via a small switch until a VZ steering wheel can be acquired & installed. Stock Shifters are still in use for both cars, so there is no visual difference between inside the car.

Power wise the stock LS1 motor is making a consistent 312whp for now & using a 2008 year (8CVA) gearbox, while the VZ is making a tad under 600whp on low boost & pump fuel.

Safety & Tuning Options

Just like factory, the cars will not start unless in Park or Neutral, this is done via the programming of PWM output’s on the PCS Controller. VZ requires 12v to start, LS1 is a Ground, A relay is required for reverse lights however.

PCS Configured PWM Output’s

To get as much longevity out of the gearbox (especially on high hp combo’s) it’s a good idea to do some form of torque management for shifts, on the VZ this is accomplished via a relay to “switch” the inlet air temp to a configured temperature to an area of the tune it would never normally get to & this is setup to pull a bunch of timing (which can be varied based on rpm), which is what the PWM9 above is configured for, initially set to 1 second for testing it has since been adjusted, remember it still takes time for the physical relay to turn on/off.

Spark Cut for shifts

The LS1 ecu however can have the Operating system code changed out to Efilive’s Custom OS 5 which has Boost & Nitrous support, so when an input is triggered it can retard timing at different rpm levels, though the same method deployed in the VZ is a universal solution.

LS1 Timing Retard vs RPM

Tuning of the gearbox is done just like normal via either Efilive or Hp Tuners for adjusting shift speeds/pressures etc, However the PCS controller does come into play as it can adjust the reported “engine torque output” sent to the transmission, for a normal sub 400whp engine combo the standard calibration is perfectly fine to use. Just ensure the TPS & engine calibration is correct.

There are 2 different versions of software for the adjusting the PCS controller & while the later version is the best to use to make changes, it’s seriously lacking in functionality with the live monitoring component broken.

Luckily the older software version will pull a smaller calibration area out & allow adjustment of pretty much all the same things & has a functioning monitor so you can calibrate/confirm your TPS settings & check inputs are working.

PCS Monitor Mode

Word of warning: There a lot of options in the software & most will have no effect on the 6L80 as it’s a “universal” controller for multiple transmissions, so don’t go uploading firmware that is not intended to run a 6l80e, also some of the available outputs like PWM 2&3 are what are configured to send the TPS & Torque information, so don’t re-define for other outputs.

I also found that the wire used as the speedo out, does not work with GM computers & needs to be moved to pin 17 on the controller labelled as the Zero Crossing Point. I Set the PPM to 2000 or 4000 & then adjusted the ecu settings as needed to get ecu & dash clusters lining up correctly. A Tech2 may be required to adjust cluster PPK values.

Ideally you need the use of a dyno so you can confirm the speed the transmission is reporting based on your tyre/diff ratio as it uses this to perform the shifts, the speed is then sent to the PCS controller over can-bus which then relays that out the speedo wire.

Cost wise:

PCS Controller/Harness = $900 usd
Tailshaft = $5-600 if providing both halves (original rear, with ve front)
Gearbox = Whatever you can low ball for a decent working one
*Converter optional*
Trans Cooler Adapter = $45 from memory
Trans Cooler & lines = $300? sky’s the limit, depends if you already have one or starting from scratch

Labour/Time to work out the wiring & programming shit? = Priceless (I probably spent a good week breaking/working things out)

The VX was done in 2 days, 1 day to swap trans, run lines for trans cooler.

2nd day to do wiring & work out speedo settings, this excludes driving/testing shift and converter lock up speeds etc.


Well the VZ is always fighting for traction until 5th gear with it’s RE03’s & the VX goes surprisingly well for it’s power output & the current 17″ cheap street tyres.

Shift testing

That’s it for now, I hope this post inspires you to get rid of your “4L shitty” or worse gearbox.


Dyno Dynamics PDA Upgrade

So after many years of putting up with the lack luster battery life that comes with the HP Ipaq unit that controls my dyno, I thought I should finally do something about it.

Having previously worked for a logistics company that did a lot of scanning of freight with Motorola devices, I did a quick search on ebay & found a bunch of MC75 units available for a reasonable price, so I took a gamble & ordered 1.

A week later the unit turns up, sadly no charging cable or dock came with it, so another week of waiting for that to turn up before i could play with it.

Once the dock arrived & the unit was charged, I loaded up the original command module application via it’s micro-sd slot & updated the applications parameter file with my EDM bluetooth address, fired up the app & success…

Well sort of, at first i had no control of the dyno with my existing config file, so i tried a different PDA model that i knew the app supported & presto! I had full control just like normal, However the Motorola display having twice the resolution of the original HP unit at 480×640 vs 240×320 made it “box” the app into the top left corner of the screen like the simulator picture shows.

I noticed that the text in some of the screens was much larger, so that told me it was auto-sizing some of the text fields correctly at least. So not wanting to accept this limitation, I wondered if it would be possible to edit the original application code.

So after spending a few hours looking for & testing some Visual Basic & Dot Net de-compilers I eventually settled on a program called dnSpy.

It can break down the original exe program & present all the instructions & pages that the application uses & then recompile the app back into a executable again after making changes.

OK then, this could actually be possible.
What i found was the program seems to be broken down into a few area’s:
Orange Box = Comm’s & system related instruction data
Yellow Box = Event related data for each page
Red Box = Page layouts, set’s page size & picture box sizes

Since the app was created as a Microsoft form design, the interface starts by setting a background picture, then overlays additional picturebox’s (buttons) on top, they were easy to modify to the new locations I needed by just doubling the X & Y locations & picture size. I then compiled the program & loaded it to a windows mobile emulator to test the change.

Success! this got the buttons in the right location, but the button images and background were still half the size they needed to be, so at first I tried extracting all the built-in pictures & simple doubled the image sizes by 200%, this worked at first for a while during testing until I got the main executable to around 7mb in size & the application would then crash the emulator, this effectively wasted 5 days of me playing with it after work.

So more research was needed & what I found was that this was due to the way the images are loaded into memory on the device, so i had to find another way.

Again a little more googling & the answer was relatively straight forward. I just needed to set the picturebox image to stretch with the following line for each image.
this.pictureBox.SizeMode = PictureBoxSizeMode.StretchImage

The End result
I even customized the boot splash screen with the addition of my own logo & version change

But wait there’s more! rather then having to rely on using the original Dyno Dynamics supplied cab install file & then copying my version over the top, I went & created a new cab installer package with my own updated file.

If your based in Australia & want to purchase a tested & ready unit. I now have units available here.

Racewars 2019 Wrap Up

As I’m sure everyone knows by now there was a fatality from the weekends racing & my sympathies go out to the family of this young man.

It’s an unfortunate situation to lose a fellow participate at any event, especially one that in the years that I have competed puts a lot of emphasis & requirements on safety, both in regards to competitors cars being fit for purpose & the track side safety personnel.

Obviously an event like this is very special to us racers/gear-heads as it gives us an outlet & something to look forward to every year so that we can achieve & set new goals for ourselves. Even passengers get to experience what it’s like to be in a 1000+ whp car, the experience is something they don’t forget I’m told. 🙂

This year we went to the event with 3 cars with the hopes of achieving 200mph (322kph) for all 3, I got there with my own car running 324kph on my first run sunday morning, my Dad managed to run a very ugly 321 before the incidents occurred & the event was eventually cancelled.

My Dad was already waiting in line for his 3rd run along with my older brother Greg just a few cars behind in my car since “the spare” broke the torque converter bolts on the saturday & we were unable to repair it that night, however before it broke it was just as quick (actually quicker over the 400m) then even my own thanks to it’s smaller turbo’s providing much quicker spool up.

With the event cut short & my early run achieving a decent enough standing, albeit nothing greater then some of the previous day’s 800m speeds achieved by other competitors it was a somewhat hollow victory taking out the 3rd fastest overall & fastest v8 trophies.

Anyway, I’ve uploaded a majority of trimmed down camera footage to youtube already and have them in the Racewars 2019 playlist.

Racewars 2018 Wrap Up

RACEWARS 2018 – event has come and gone & people definitely stepped it up this year with 11 cars going over 300kph over the standing 1000m.

For the Team of TorqueUP cars that attended, there was breakages just before & at RW18 so while we did get some fantastic results. We will be back again next year targeting 200mph (321kph) in a couple of cars.

Breakages: The 1st casualty came in with my vy ss ute a week before RW with the reluctor wheel slipping on the crank, effectively stopping the motor from running at all. It’s now getting dialled back into the correct position and tig welded into place.

It had gone repeatable 750+ whp with a stock 6l80e on a measly 12 psi of boost thanks to a couple of GTX35’s.

However with such little time to pull the motor & fix, we chose to replace it with a N/A 416ci LS3 that was then tuned up to 480whp. We didn’t change diff ratios so it was always going to be a struggle for it to pull high top speeds with the long gearing. But it made it through the event and drove back on to the trailer.

My own drag car with its new All Fast Converter was looking good and very fast until it snapped the input shaft around lunch time Saturday, so we made the decision to come back home (380km trip each way) and swap in a spare t400 gearbox. We left RW at a little over 1pm and were back on the road heading back to Albany just after 8pm.

Unfortunately, the 2nd gearbox was just as weak as the 1st and on the first run Sunday morning on the shift into 3rd it broke the input shaft again, effectively killing any chances of a return to the track.

My Dad’s drag car killed an alternator on Saturday too, but it’s had 3 years of hard living, so we had a spare picked up and delivered to home for me and my brother to bring back when we returned the previous night and was installed first thing Sunday morning.

With my own car out of action it allowed me time to spend tweaking the boost/tune on my Dad’s & other customer cars.

Now the good news:
The stand out of course was my Dad’s drag car, it too was also sporting a new converter from the team at All Fast, identical to my own & with the same tyres & gearing. It proceeded to run a 301.95kph pass over the rolling 800m so it was looking good for the 1000m standing starts.

1000m Results:
Run 1:
308.89 km/h – 18.891 s
Run 2:
308.80 km/h – 19.857 s
Run 3:
310.67 km/h – 19.069 s
Run 4:
311.38 km/h – 18.971 s

Now the thing to take into consideration is that after Run 1, I jumped in and did a pass under my own racing number, well 2 actually but I aborted the 1st run after I smoked the tyres through 2nd gear and ended up in the far-right lane. The good run netted me a 314.96 km/h – 18.593s pass.

My older brother then had a go with run 2 with Dad following up with runs 3 & 4 for the day.

The next big heavy hitter was my friend Roger in his 2010 Camaro, with the car left alone until Sunday for the 1000m event, he did multiple high 280’s then mid 290kph passes before one his precision turbo’s gave up a seal again and proceeded to dump oil straight into the exhaust.

His car runs a built 6l80e with twin 6266’s on a forged ls3 with another All Fast converter.

Next was another customer with a little MP1900, 6lt Monaro taking out the 8 cylinder blown class with a couple of 260kph passes.

The last, but definitely not least cars were Driven to/from the event being that of Rick & Rob with their Blown Ls7 Corvette/Camaro, being stock’ish factory LS7’s they are not exactly happy to take a lot of boost (fuel supply limited also) so both run a max of about 6psi.

The Corvette did a couple of 252kph runs before a rear tyre puncture called the end to his racing & Rob in his Black Camaro also did a PB of 252kph just behind Rick’s Z06.

As for the ute, well it kind of got parked after we had done the 300+ runs, with less than half the power of the drag car, it’s a pretty boring & slow run.

VF SS UTE Maf Tune

A friend from the country (Moora) came for a drive to the big smoke this weekend for a maf tune on his ute after having already fitted extractors, exhaust and then getting the dreaded check engine light from the now out of factory spec exhaust gases.

With the car strapped to the dyno,  the car made a best of 302.9hp from the 3 factory tune dyno pulls with the car riding the low octane spark map the entire time.

Then it was time to fit the new OTR & infill panels & adjust the tune to suit.

The car seemed a little low on power compared to previous 6lt motors I’ve tuned, so the question was asked, “what fuel is in this?”

“Just plain unleaded”

ha, right, that would explain it then.

Regardless of the lower octane fuel, we still made a nice healthy 48whp gain as can be seen by the dyno sheet.

How's the consistency for back to back runs!
How’s the consistency for back to back runs!

Once the car is filled up with some 98 octane fuel the car will start to learn towards the higher octane spark map and pick up some more hp.

Racewars 2017 – 300+ Club

It’s been a couple of weeks since the Racewars 2017 event in Albany & boy was it a great weekend.

Along with my dad & brother we had 3 cars entered, They were:

VE SS A6 with Cam’d & Magnacharge’d 2300 – My Dad’s
VE SS M6 – 402ci LS2/ETP Heads & Harrop 2300 – Brothers
VX Drag Car – 410ci Twin Turbo/TH400 – Mine

My Dad’s car performed flawlessly all weekend & became the stand in when my brothers car died, but there was still a decent photo taken of them together before it did, lol.

Now with my brothers car,  about the 4th or 5th run on the saturday the engine developed a severe miss and shake when running, after pulling the plugs out and finding 1 of them severely damaged (Cylinder 2) we put it on the trailer. 

We didn’t know how bad the damage was going to be until we got it back home and pulled the heads off anyway.

However during the weeks since racewars & between working on it, it was mentioned online that during cleanup the racewars crew had picked up the head of a valve albeit squashed and bent off the runway.

Considering the state of the plug, we were pretty certain it was “ours” & then as sure night comes after day, That’s exactly what we found when we pulled the head off the drivers side. Valve stems still in place by the new springs at least…

Wait a minute, something doesn’t look right….Along with the combustion chamber for that cylinder, the piston had taken a beating. Luckily the bore doesn’t looked to have sustained any major damage, but we haven’t gotten the block off for machining/honing for the new pistons yet so the verdict on the block is unknown.

The annoying thing about all this, is before the event I had just spent a bunch of money on the new valve springs/seats/retainers as the old springs had been on for nearly 8 years or so & since the motor is mine it had been used in 2 of my previous car’s so it was well over due for freshen up.

The pistons i don’t really care about as we had already planned on changing them out after racewars anyway.

So with saturday kinda starting out pretty shit with my brothers car & me originally only planning on doing limited runs in my drag car to save it for the 1000m stuff. I ended up using it a lot more with some passenger rides & testing for the 1000m.

With my brother in the car for a couple of 800m roll-on’s we hit a high 292 & 298 so i was pretty confident of going over 300kph on the sunday. My “idea/plan” leading up to racewars was to get my 300 or more and then put it straight on the trailer, that way i wouldn’t be getting “greedy” with it especially since i still needed the car to compete at another drag racing event on the 22nd of April (3 days away as i write this).

On the Sunday for the 1000m standing starts & with the passenger seat removed the car seemed worse for traction especially for the first 300 meters, I was having to get off or feather the throttle but the 1st run got another 298kph at-least.

Thankfully the 2nd run at 2:29pm got slightly quicker at 302.58kph & with that it went straight on to the trailer.

That is.. When i made it back to the pits… as my battery had gone flat on the return road with the fans on.  As it turns out my alternator even before the event had started to show signs of being on the way out.

1 run fueling would be leaner then what i was commanding in the tune, the next run it would be fine or richer. So i started logging the ecu battery voltage and sure enough the voltage wasn’t consistent.

So i have now put in a new alternator and ran a new sense wire all the way to the battery in the rear & I have 14.6 volts at the battery with the car running vs 12.3v previously which is no good for my fuel pumps & the tune!

Obviously it would worsen depending on how long the car was running for, which at the Motorplex isn’t really that long at each event, but the 8-10 minute drive back through the dirt at Albany was a bit too long to be driving all the electrics.

Anyway I hope you enjoyed reading & watching my sum-what summarized view of the weekend from a racer’s perspective. We’ll be back in Albany again next year with hopefully a couple more of our own 300+kph capable car’s…

Stay Tuned