It’s happening just as we thought it would. The competition is really hotting
up in the Ford XR6 Turbo modification scene and one of Australia’s
most established workshops – AVO – is soon to release their Stage 2 upgrade.
With almost 300kW at the wheels (as measured on AVO’s DTS chassis dyno) the Stage 2 kit
gives some serious on-road performance. We know, coz we’ve snagged a pre-release
road test!
Interestingly, AVO has not been running overtime to push the boundaries of
XR6T performance. Terry Wilson (the head of AVO) says it’s generally the second
and third owners of a car who are prepared to go ahead with modifications. This
gives AVO ample time to thoroughly develop and test its power-up kits.
The AVO Test Mule
This early-build Ford Falcon XR6 Turbo serves as the AVO development mule and
Terry’s everyday driver. In a previous article (XR6T Power Play)
we road tested the AVO Stage 1 upgrade that yields 231kW at the treads on their
in-house DTS chassis dyno. This 20 percent power increase comes through fitment
of Perfect Power SMT6 interceptor, replacement high-flow injectors, cat-back
exhaust and a fuel cut defender. This allows up to 12 psi boost in the
mid-range, tapering to 9 psi through the top-end.
Terry says the factory air-to-air intercooler struggles with airflows greater
than achieved in Stage 1.
The YTB Released Stage 2
Upgrade
AVO’s Stage 2 upgrade builds upon the components used in Stage 1. This makes
it easy for customers to step up from Stage 1 – none of the existing mods need
replacement.
The most important component of the Stage 2 upgrade is a replacement
intercooler. The standard intercooler is front-mounted ahead of the radiator but
is designed to provide adequate flow and heat-exchange for only the factory
power output. Not surprising, really.
The AVO Stage 2 upgrade involves removal of the standard intercooler and its
associated piping. The replacement air-to-air core is a bar-and-plate type,
which is the same as used in various other AVO turbo kits. The new ‘cooler is
approximately 14½ inches tall and extends all the way up to the grille opening.
The end-tanks are cast in aluminium and the inlet/outlet fittings are located at
opposite ends of the core.
According to Terry, the new ‘cooler works a treat. The highest
post-intercooler charge-air temp he has seen is around 40 degrees Celsius (as
measured in the pipe leading into the throttle).
Note that the intercooler pipes follow the factory route and the only
necessary mod is a slight metal trimming in the vicinity of the battery tray.
The red cross-over pipe that connects to the throttle is an all-new aluminium
casting that incorporates the AVO emblem. Interestingly, the second cross-over
pipe that connects the airbox to the turbo is also replaced with a matching cast
aluminium pipe – this is slightly larger diameter than the factory part.
The factory airbox remains in place. Terry says they’re tried removing the
airbox during dyno sessions and it gives no measurable improvement at this sort
of power level.
With plenty of charge-air flow and heat-exchange performance courtesy of the
new intercooler, it's relatively safe to increase boost pressure – but AVO hasn’t
gone overboard. Stage 1’s 9 psi top-end boost setting is replaced with a
slightly more aggressive 10 psi setting. At the time of writing, AVO was yet to
settle on the best approach to boost control – a replacement wastegate actuator
and ported wastegate passage were being tested.
From the cat back, AVO installs a 3 inch 316-grade stainless steel system
that we’re told complies with noise regulations. The standard dump pipe and cat
converter are retained in Stage 1, but Stage 2 involves fitment of a high-flow
dump/cat assembly. Unfortunately, this was not fitted at the time of our test.
So that’s Stage 2 – there’s an upgrade intercooler, replacement dump pipe
assembly and a slight boost increase above Stage 1.
This graph shows the Stage 2 kitted XR6T power and boost curves on AVO’s DTS
chassis dyno. The low boost setting can be seen giving 270kW at the wheels and
the high boost setting (which maintains 10 psi through the top-end) achieves
294kW at the wheels. This test is conducted with atmospheric correction enabled,
in fourth gear and at a 9 km/h per second ramp rate. The vehicle uses a 5 speed
manual gearbox.
Terry is the first to say they’re presently being held back by the current
engine management configuration. Everyone at the workshop is holding their
breath for the imminent release of the new Perfect Power SMT7 interceptor that
will allow control over ignition timing – this will massively improve power
potential and on-road feel.
Our road test of the AVO vehicle confirmed that the lack of ignition timing
control is the Stage 2 package’s biggest downfall. It doesn’t deliver the
throttle sharpness we’ve felt in other kitted XR6Ts and, to an extent, power is
limited (due to the inability to retard on-boost timing).
But there’s no question the Stage 2 upgrade delivers a lot of
performance!
With almost 300kW at the wheels, the wheel-spinning Stage 2 XR6T is difficult
drive to its potential but we had no problems achieving a mid-5 second 0 – 100
km/h time. This was despite a considerable lack of traction through first and
second gear.
We must also mention that when we were first handed the keys, the car had detonation problems and ran into its
overboost fuel-cut. AVO took the car back
and returned it to us with the problem fixed.
The exact price of the upgrade is yet to be finalised, but AVO suggests it
will cost an extra AUD$3500 to upgrade from their Stage 1 to Stage 2 kit. If you
have a standard XR6T, it will cost around AUD$7000 to leap to Stage 2 (this is a
slightly cheaper approach because there is less labour involved to do everything
in one hit).
There’s no denying the power available. Unfortunately, in the form that we
drive the car, the AVO Stage 2 kit doesn’t offer the driveability and throttle
response offered by other aftermarket power-up kits. We’ll have to wait for the
new SMT7 interceptor to come along with ignition timing control.
Update!
AVO has now received its first batch of the latest SMT7 interceptor - the
team are now working at optimising the XR6T’s ignition timing maps for improved
response and a smoother, higher power curve. Contact AVO for up-to-date details.
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