If you own a Ford XR6 Turbo and want more grunt along with a sportier
soundtrack, we’ve got a few words for you – APS Phase II. This aftermarket kit
offers excellent value for money and the mods are so seamlessly integrated you’d
think its 100 percent factory. If somebody told us we were driving a
factory-enhanced version of the XR we’d believe it! APS’s R&D effort is
simply huge – and it obviously pays dividends.
So what is the Phase II kit? Well – logically - it’s a progression from the
Phase I upgrade that (at the time of writing) relies solely on a UniChip. Phase
II goes further with a free-flow exhaust and air intake, higher capacity
injectors and fuel pump. Total cost for the Phase II kit (fitted and tuned) is
AUD$5650 – impressive considering the huge performance increase.
APS publicly claim the Phase II kit can increase power to over 280kW at the
wheels (in fourth gear of a 5-speed manual in Dyno Dynamics Shout-out Mode 6).
This equates to around 330kW at the flywheel.
Let’s put it to the test!
On the APS Dyno Dynamics chassis dyno, our test XR6 Turbo automatic ute (with
barely 2500km on the clock) was put through its paces in third gear and
Shoot-out Mode 6. This graph shows four consecutive power runs with a one-minute
break between each. As you can see, peak power ranges from 280kW at the wheels
(on the first run) to a minimum of 265kW at the wheels (on the last run). The
shape of the power curve is also indicative of an engine with a generous spread
of torque. Also seen on this graph is boost pressure for each run – boost held
fairly stable between 14.5 and 13 psi all the way through the revs. We’ll
discuss boost pressures further in a moment.
So – with between 256 and 280kW measured at the wheels – our test XR6T ute
was oh-so slightly down on APS’s quoted power output. But there are some good
reasons for this.
First, our test ute’s engine had covered only 2500km and APS claims that
approximately 10,000km of hard driving is needed before you’ll see optimal
power. Second, this vehicle was fitted with a (slightly tricked) automatic
trans. APS says the auto typically costs around 10kW at the wheels compared to a
5-speed manual version. Third and finally, APS report that the factory output of
XR6Ts varies hugely – and they do mean hugely. A ‘bad’ stock-standard auto will
make only 160kW at the wheels, while a ‘freak’ manual can reach about 210kW at
the wheels – a 30 percent power range! Variations in valve spring performance
and overall assembly tolerances are said to be the cause.
But enough of the dyno numbers. Let’s test the APS kit where it really
matters - on the road...
Turn the key of the APS-kitted XR and the DOHC straight-six fires into life
as sweetly as the stocker – it starts first time every time regardless of heat
soak and other factors. Head out onto the blacktop and throttle
response is noticeably sharper than standard (though not to the same extent as
the Nizpro Cobra Stage II kit – see
Cobra Kitted XR6T).
At only part-throttle the APS Phase II vehicle feels much
more alive than a stocker – and then you stick your foot r-i-g-h-t into it! The
tweaked 4.0-litre turbo engine offers mountains of torque at all revs –
more than enough to overwhelm the factory 235/45 17 Dunlop SP Sport tyres at
will. Top-end performance is also strong but the mid-range is so fat you needn’t
ever venture toward the rev limiter. APS claims that a Phase II equipped vehicle
has run down the quarter mile in the high 12s seems entirely believable - given
decent traction...
Of course it’s relatively straightforward to make a car go fast – but it’s
not so easy to achieve the level of refinement in the APS kit. The exhaust is
nicely muted and, although it has a definite note, it’s completely civilised.
Again, we come back to the huge R&D effort...
The APS 304-grade stainless exhaust system commences off the back of the
turbocharger with a 3 1/2-inch diameter pipe (providing a 35 percent greater
cross-sectional area than a 3-inch pipe). Gasses then flow into a unique 3
½-inch cat converter that’s imported from Germany. This is a key component for
maintaining exhaust flow while still meeting ADR79/00 emission standards. Pipe
diameter remains 3 ½-inch until the intermediate muffler, which divides gasses
into a pair of 2 ½ inch pipes – twin pipes are necessary to clear the rear axle
without sacrificing pipe cross-sectional area. A twin outlet rear muffler
completes the system.
APS were only too happy to prove their ADR noise and emissions compliance.
Using an expensive Bruel and Kjaer SPL meter and the correct test procedure, we
saw a genuine 88.7dB tailpipe reading. This is comfortably below the 90dB limit.
We were also shown the official documentation proving ADR 79/00 emissions
compliance. This documentation showed the APS-enhanced XR6T producing almost a fifth of the maximum allowable C0 content and about half the maximum
allowable HC and NOx levels. Impressive stuff.
The air intake system is relatively simple but offers plenty of cool airflow
without altering the factory underbonnet appearance. This diagram (which is part
of the APS Phase II kit fitment instructions) shows the replacement snorkel that
fits into the bottom of the OE airbox. The only downside of this mod is
increased induction noise. A ‘gobble-gobble’ noise is noticeable when you back
off the throttle sharply after being on boost.
At this sort of power output the factory fuelling system falls into a heap.
This is a deliberate move by Ford to prevent people tampering with their
products – but it’s not enough to stop APS! The Phase II kit includes a
replacement set of six injectors (which are rated at about 360cc against the
stockers at 300cc) plus an additional fuel Bosch pump. This pump – which
effectively takes over as the primary pump in the fuel system - is mounted using
an elaborate bracket arrangement with rubber stand-offs (to minimise transmitted
vibration).
The UniChip interceptor module – which is hidden inside the cabin – is
responsible for changes to mixtures, ignition timing and boost pressure. The
UniChip is delivered to APS dealers with a conservative set of base maps that
can be finely tuned to suit local fuel octane and atmospheric conditions. The
final output is largely up to the tuner.
Interestingly, APS says charge-air temps become a concern when running more
than about 14 psi through the standard intercooler. By keeping the Phase II kit
to a maximum of 12 psi, there isn’t the expense of upgrading to a bigger
intercooler. However, this can be done later down the track, if desired.
As you may recall, our test Phase II ute was running a maximum of 14.5 psi,
tapering to 13 psi at the top-end. Why the little bit extra boost, you ask?
Well, this vehicle had been stripped back from Phase III to Phase II
spec for the purpose of our test. APS claim that the replacement boost actuator
– which will be part of the Phase III kit - was left on the ute in an attempt to
regain some of the power that’s inevitably lost due to the tightness of the
engine.
One big attraction of the APS kits for XR6 Turbos is their expandability. If
you purchase a Phase I kit (comprising just a UniChip) you can later add the
extra components to upgrade to Phase II. Then, once commercially available,
you’ll be able to step up to the awesome Phase III kit (see
APS Phase 3 Teaser). Note that the APS Phase II exhaust system remains suitable
for outputs over 400kW at the wheels.
Verdict: The APS Phase II kit for XR6Ts is a winner. It’s brilliantly
integrated, high quality and capable of delivering the claimed output – all at a
relatively low cost. We can recommend it without reservation.
|
Apples and Apples
The at-the-wheels power figures quoted throughout this article have so far
been measured on a Dyno Dynamics chassis dyno. But what sort of power does the
APS Phase II kit make on another brand of dyno?
In back-to-back testing with the Nizpro Cobra Stage II XR6, the APS Phase II
ute hit the rollers of Nizpro’s Dynologic chassis dyno. (See
DynoLogic Dyno - Part 1
for our technical rundown of this dyno.) As evident in this
graph, the APS Phase II ute was subjected to four consecutive power runs
(which were performed by Nizpro) and the result is between 239 and 250kW at the
wheels. This was achieved in third gear.
For comparison, see
Cobra Kitted XR6T
for our test of the Nizpro Cobra Stage II kit.
|
Contact:
(APS) Air Power Systems +61 3 9761 7244
http://www.airpowersystems.com.au/
|