The VE Sportswagon L98′s previous mods included a 224 228 112 cam and Fast 102mm intake with 102mm throttle body. It also had a full Liverpool exhaust system fitted including 1″7/8 primary long 4 into 1s., With its previous mods it made a solid 332 rwkw through its A6 but the owner wanted more and something a bit different.
The new Yella Terra Enforcer blower kit install which has at its core a 2.9L Whipple blower was also accompanied by a fuel system upgrade with the ASE’s twin pump kit.
Main Features of the Yella Terra Whipple Kits
(info supplied by YT)
2900 E SERIES VE KIT
The new 2010 Yella Terra -Whipple Supercharger Holden VE system boasts the largest positive displacement supercharger currently available, the massive 2.9 litre W175AX. The new VE systems utilize traditional rear entry feed and direct blower drive systems for maximum airflow and maximum performance. With the industries most efficient twin-screw superchargers- Whipple, and Yella Terra incorporating the largest aluminium air-to-water
Enforcer 3.4L VE Kit
intercooler cores for any of the LS series engines to make more power than any other positive displacement supercharger system on the market. All while fitting nicely under the stock bonnet with zero modifications. The all new 2010 Holden Enforcer kit uses the 2.9L 175ax compressor which is capable of producing up to 20psi on the 6.0L and 6.2L motors.
Yella Terra 3.4 VE
Rear Entry W175ax (2.9 litre) and 3.4L Whipple twin-screw supercharger options that significantly outflows competitions 2.3L roots-type
Comes with an 8Rib Drive standard
Large Crusher™ inlet for maximum airflow capacity
design allows for oversized intercooler core compared to other smaller intercooler cores
Optional 3.4L supercharger – easily upgradeable
Exclusive 3x5 rotor combo for significant increase in airflow under the curve than less efficient rotor combo
Oversized front air inlet system for stock or oversized throttle bodies
Up to 70% horsepower increase (up to 220hp more than stock) on 100% stock applications
Up to 60% torque increase throughout entire RPM range (up to 180trq more than stock) on 100% stock applications
Instant boost at the touch of the throttle
More boost at the “hit” than any other p/d systems
Flat torque curve for incredible acceleration
Whipple Superchargers oversized intercooled air-bypass system
Self-contained lubrication system
Fits under factory Bonnet with no modifications
No internal modifications required
Kits come complete with all necessary parts and hardware for installation
Various Pulleys Available and easily changeable
The car made 425 rwkw on the dyno. It was far stronger at every rpm above idle and delivered very smooth power.
The blower is very quiet at idle and makes an amazing blower sound when under load. But overall the noise is far less intrusive than all other competitor blowers that i have tuned and driven which includes Vortec, Procharger, Harrop and PWR Magnachargers.
The owner drove the car back from Sydney to Canberra on the night it was finished and did the trip with a fuel economy of 10.1L/100km
The owner of the car we have done has already asked what the next step can be. The answer to that question is to build the engine for boost i.e. install blower pistons and lower the compression ratio into the 9:1 region. This will allow more timing advance under boost at lower rpm and give it more torque especially at low rpm and it will also allow the engine to tolerate more boost at higher rpm. Then these blowers from Yella Terra could be allowed to pump even up to near 20 psi. Pushing the peak power up around 10-15 rwkw per psi.
The built engine would add some extra reliability as well. The factory pistons are intolerant of extra heat being generated if the engine was to lean out and can be damaged far easier from detonation.
We always suggest that a wideband AFR system with gauge is installed into all cars that have forced induction so that the owners can be aware of the AFRs under load. If at any stage in the future a fuel pump fails or injectors block etc. it will give information to the owner that can prevent engine damage. These are $350 plus installation and are a good precaution.
This post is to answer frequently asked questions i am asked from owners with new VE Commodores and HSV’s about what to do with their cars and what we offer.
If it’s the first and last thing done. Get one of our tunes that are performed using EFILive. They start at $500 and will give strong gains in throttle response, part throttle torque and fuel economy as well as around 20kw extra power at the wheels. I had my own VE Berlina run 13.1/108mph at Sydney Dragway when it was totally stock with just a mafless tune.
Manual VE SS make around 230-240 kw at the wheel standard with no tune, Autos around 215-230 rwkw. HSV LS3 are around 255rwkw in manuals and 240 rwkw in Autos.
I also specialize in tunes for AFM equipped cars and the A6 boxes.
Hitech Motorsport 12hr Ute Tuned by Oztrack Tuning
I would combine the tune with a Duspeed OTR. Dus offers customer support & warranty support that is 2nd to none and his VE OTR is on hundreds of cars all over Australia. The combined effects of the tune and the OTR will give gains of 30-60kw at the wheels over the standard system and tune.
Budget about $3950
I would add a full exhaust to the above. I can arrange HPC ceramic coached Long 4 into 1 extractors, high flow metal cats and a nice twin 3″ system. We have seen VE L98 6L manuals make 286kw at the wheels with the ~$3950 package. That’s the equivalent of near 355kw at the engine.
Budget about $6100
Cam upgrade VE Tuned by Oztrack Tuning
I would add a custom grind cam that is designed to suit your goals for the car from calm with strong torque gains at low rpm to a wild at idle and high rpm happy beast. This will be matched with dual valve springs, titanium retainers, new valve seals, locks and bases, as well as moly pushrods. The price includes full installation and dyno tuning.
We have seen many cars with upgraded cams make 320rwkw and more. That is the equivalent of 400 engine kw. We also recently saw 337rwkw in a LS3 with just a small cam – thats near 420 engine kw. The car is still seeing in the 8s on trips down the M5-Hume
These cars can accelerate 0-100kph in the 4.0s range depending on their tyres and make 160kph in less than 9.0s. We have seen a VE L98 SS auto go 11.867/118.7mph at the strip while still retaining the standard 6L80e and it was making around 325 rwkw.
A smart advised cam upgrade, full exhaust and Duspeed OTR is a great place to stop in terms of “enjoyment per dollar’. But if you want to go further there are a range of options that you will be guided while knowing all extra costs involved.
We take great care to inform our customers of ways to be happy with their vehicles rather than end up with cars that are bottomless pits for money to be thrown down.
Call on 02 9119 3895 or email from the contact form on our website
THE 11 second
5.7L (346ci) LS1 engine.
Race weight 1650Kg (3638l)
Drag Racing Results
23 June 2004 -- First visit ever to WSID.
13.904s best of 101.7 Mph (163kph). This was with a maf tune and stock airbox, stock 3.07 diff.
14 July 2004 -- won $100 for 3rd best start of the night
13.274 -- done with over radiator air intake and Re55 tyres but with full quiet exhaust. short 4 into 1s extractors and 3.73 LSD with mafless tune
28 July 2004 -- won $300 for best start of the night. 13.031 best of 108mph (174kph) -- done with special air intake and RE55 Race tyres plus racing exhaust which was loud. 3.73 stock cam, mafless tune. This was its quickest ever stock cam time. Video of 13.031 from stock stall Clubsport LS1
11 August 2004
13.066 -- maxiflow over radiator intake air and RE55 Race Tyres plus race loud exhaust
20 September 2004 -- Sunday Private Track Day 13.2140 best of 108.7Mph (175Kph) -- all on street tyres plus race loud exhaust
29 September 2004
Two runs and it rained. All done on street tyres. plus race loud exhaust 13.160
3 November 2004 -- won $200 for second best start of the night. Good improvement from engine mods done with street tyres, plus race loud exhaust
12.713 best of 112.94Mph (182Kph). The car had recently been fitted with a 216 220 114 cam and 1.8 roller rockers with 918 springs. Plus a 25% underdrive kit.
10 November 2004 -- with borrowed BF Goodrich Drag Radials. The track was slippery compared to last week.
Temperature of 19 degrees. Nice if we had near 10 degrees again -- it would help about 0.1s
12.968 -- had to ease off the throttle -- left traction control turned on.
12.692- best end speed 112.5Mph (181Kph)
27 Feb 2005
The clubsport had its computer tuned for greater performance again in January and on Sunday the 27th Feb 2005 at WSID it did 18 runs. It did 11 between 12.608 and 12.700. Recording a new best of 12.608 and 113.57mph which is 182kph (with a 1.940 first 60 footer. This was in 22 degrees and 77% RH, so with 10 degrees the car is in low 12.40 shape now. This was the fastest the car ever ran with the stock stall converter.
The times for my best run were
8.169 at 86mph
12.608 at 113.57 mph
Oztrack VX Clubsport LS1 Mafless Tuned
Late 2005 Further Modifications. Most of the base work for a 11s car had already been done and the next big stage was to purchase a Hi-Stall converter from USA, I did lots of research and decided on a “Yank Super Stock 3600″. It promised to make the car able to launch at 3600rpm and maintain revs at 5000rpm and above for most of the strip. Plus it would likely smooth the cars gear changes out and make it much smoother to ride in on the road.
The Yank SS3600 was fitted and some modifications were made to the exhaust to make it quieter on the road and also perform better at the track. Some american drag racing tyres called Mickey Thompson ET Streets in 235/60 x 15 were purchased just to be used at the race track they give the car such traction that it can get to 100kph from a stop in close to 3.4s and go on to 160kph in under 8.0s.
A ported and polished throttle body was also purchased from Duspeed and fitted myself -- this instantly improved fuel economy and gave a small gain in performance of probably about. 0.1s at the strip. A special manifold cooling device to use at the race track was also imported to assist performance in hot weather.
I raced on 1st June 2005 and did 12.070 -- just half a car off joining the 11s club. The car did a 1.678 launch which feels like being shot out of a canon (got a headspin from the shock). The car was now doing 9.0s to 160kph
On June 12th 2005 at WSID at a private race day , the car had a great breakthrough, after some minor modifications to the gearbox change firmness and the removal of some unrequired weight. The car ran its first sub12s pass, then continued to complete 17 races under 12s. It even did 3 runs under 11.9s and finished with a new best of 11.891 with a bullet 60 footer of 1.647s. Logging during a 11.990 pass indicated acceleration times of:
So now the major goal for the car was complete. It was driving beautifully on the street and returned 15L/100km for its last 500km before the weekends drag meet. It is daily driven car capable of a 11.8 pass, estimated maximum speed of 290kph and its still a nice car to drive.
Australian National Drag Racing Association
Bracket Meet WIN
On July 17th i raced in the ‘Bracket Attack’ to do this i had to register for an ANDRA licence and lined up against 43 cars. Many of them dedicated drag cars that arrived on trailers. The morning required some qualifying runs before the action started in Elimination Rounds.
Each round of elimination consists of a handicap race start controlled by the drag strips computer. This system make for close racing. I “dialed in” 11.820 and had to go as close as possible to that but not go faster. This type of racing places a great deal of importance on having a consistent reaction time to the starting lights. My practise with a stopwatch payed off and i was able to consistently get around 0.100s reactions. I raced 4 races before finding myself a very excited driver racing in the semifinal against a well known Nationally ranked driver and I knew one more race and i was in the final. So i concentrated better than ever and did the fastest of the night for my car and won. I then rang up people letting them know i was in the final i was so happy about it.
As i approached the line i was thinking this is great i will at least win something as runner-up , then i went NO damn it you are going to win this and won the final with an even better run. So i drove away with a new PB of 11.765s with a 1.622 first 60 footer, won $110 and got a nice engraved wall plaque to remember a good day with.
Doing a perfect run in an elimination round requires
1. a perfect even two wheel burnout this means keeping the car straight, not easy when the surface is unevenly wet and sticky.
2. Staging the car just mm into the right position at the start and then locking on that spot with hand brake and foot brake pushed to maximum.
3. Building revs in the auto against the brake -- but not so much so that the car creeps forward, while concentrating to the maximum on the lights as the first 2 orange lights come on.
4. Stomping the throttle to FULL and letting both brakes off the micro-instant that the 3rd orange light comes on.
5. The car then launches about 0.100 after the green comes on, a safe margin it seemed. But all it would take would be a loss of concentration or locking the car down too close to the start position and the start would create a red light start (before green) and that would be the end of the competition for me. False starts are instant DQ.
6. Driving down the strip is easy -- except with drag radials on the car wobbles down the straight being pushed around much more by wind etc than on normal road tyres. After the finish line there is 600m to slow down and its usually not a fuss. You dont know how you have gone until you get the timeslip from the scrutineering shed unless someone tells you via CB or Mobile.
My son Andrew often took Videos races and we have great fun watching them when we get them home.
Oztrack made the Semi Finals at the East Coast Nationals
Oztrack competed in the Super Street category at the AC DELCO East Coast Nationals at WSID on the 16-18th September. It was awesome to race in front of a large crowd of about 30000 people. The car ran consistent sub12s passes all weekend and made the Semi Finals in a competition that included about 38 cars from QLD,VIC and NSW.
The car stood out from the rest as the only ‘driven to the meet’ car and also a late model car. The others were mostly older Toranas, Capris, Ford and Holdens which were running old school muscle carburetted V8s.
Making the Semi Finals earned me a cheque of $200-300 and proved that the Bracket Attack win was not a fluke. The commentators really liked my car and gave it a good wrap -- plus i had a good number of clear fans in the crowd “barracking for the underdog” that was evident after my semi final loss. It was a nice feeling to see a good sized group of people giving me thumbs up and clapping.
Round 1 -- win against a LX Torana with Nitrous Oxide
11.982 on 11.87 dial in, 0.099 reaction, 1.655 60 footer
Round 2 -- win against V8 XU1 Torana
11.965 on 11.95, 0.094 reaction, 1.659 60 footer
1/4 Finals -- win against Chev 350 powered SLR5000 Torana
12.076 on 11.90 easing up (was on schedule to go about 11.94), 0.013 reaction, 1.661 60 footer
Semi Finals -- lost to Ford XD 351 ute
11.922 on 11.90, 0.166 reaction, 1.653 60 footer
- The other guy from victoria in an older Ford Ute did 12.008 on a 11.98 with a 0.011 reaction with a 1.689.
I raced with the rear muffler on. It added about 0.060s onto the ET’s. All the races in Eliminations were into fresh headwinds.
New Heads & Fuel Injectors
The car had some heads ported and the compression ration raised to 10.7:1 -- this means it can get more air and fuel into the motor as well as more exhaust out. This enables the engine to make more power as well as be more efficient. Straight away the car was noticeably more powerful even at very low throttle. The big bonus was a boost to fuel economy. Recently i have recorded 9.7L/100km at 110kph on the M4 and 9.0L/100km at 87kph. This is phenomenal fuel economy for a high performance car. It also is able to get in 13L/100km range for a tank of fuel around town depending on how it is driven. So fuel economy has improved around 10% just from the heads.
It is also noticeably quicker at high speeds and should do 11.4/118mph in good conditions at the Drag Strip. If it was manual (as dynos are more accurate with manuals) it would probably show around 297rwkw (400hp at the rear wheels). Engine at around 360kw. Accelerating with race tyres on with 0 to 100kph in 3.4s, 0 to 160kph in 8.2s. It would also have a maximum speed of around 290kph.
SVO 30lb fuel injectors were also fitted with the heads as the standard fuel injectors were found to be right at their limit.
Oztrack made the Quarter Finals
at the Nitro Thunder Meet on October 29th Red lighted in the Quarter Final -- still won $75, ran a best of 11.818 in 24 degrees weather, but car was being inconsistent as it just had the new heads fitted and had not really been tuned properly.
New Inlet Manifold & Brisk Plugs In early December 2005 an LS6 improved manifold was fitted along with some Brisk Spark Plugs (pictured below) they produce a little more power due to the way they produce the spark.
The combination has resulted in a bit more performance again. The car is now surprisingly the most economical it has ever been. Cruising at the speed limit both directions on the M4 Penrith to Homebush in 9.4L/100km (30MPG) average speed 105kph. The car also did an average of 11.2L/100km to Newcastle and back with the air conditioner on -- family in the car and with luggage.
Oztrack Wins ‘Super Street’ at the USA vs Australia Challenge Meet. Racing in front of a crowd of about 30000 people on December 26th and 27th the Oztrack Clubsport won the Super Street event. This was my first win in a major meet so collected a significant prize of $700 and a trophy.
The 20 points from this win put us clearly in front in the NSW WSID Track Championship for ‘Super Street’.
So far in the season:
Winner of Bracket Attack in July 2005
Semi Finalist at East Coast Nationals September 2005
Quarter Finalist at Nitrothunder in October 2005
Winner USA Top Fuel Challenge in Dec 2005
Here is the summary of my experiences at the meet.
Over the 2 days
Did 3 qualifiers and 5 races of Eliminations. (cars i raced against are featured HERE)
It was hot the whole meet the Density Altitude didnt go below 1400 feet the whole meet with temps near 30 degrees most of the time.
Reaction times were the key.
Q2 0.234 (distracted by very early red light)
Round 1 0.048
Round 2 0.110
1/4 Final 0.021
Track was hot and greasy -- did bigger burnouts than usual. 160-170kph.
RXNOT a chev powered Mazda Capella capable of 10.7
Reacted with 0.048 but was caught mid track and blasted past. I did 11.904 on a 11.85 dial in. The other car broke out 11.256 on a 11.35
Round 2 (almost 5 hours later)
early 60s Chev car was close to top qualifier with 11.0
I did a 0.110 then a 1.666 and he red lighted as well as broke out with a 11.031 on a 11.12. I hit rev limiter in 2-3 change had to ease off throttle to get change and did 12.064/112 losing about 3 mph mid track. Dial in was 11.80
Car had flattened battery and we didn’t know until on the final pad area before being called out to do a burnout. Luckily our battery pack was there at the start area with crew and after 3 quick goes it started -- i rolled in late to burnout and didn’t even stop before starting the burnout
Sam Danaskos Capri 302
Did a 0.021 reaction then a 1.673 but once again hit rev limiter. Car did 12.058 on a 11.80 and beat Sam to the line as he did a 0.130 reaction and 11.653 on a 11.500 dial in with a 1.692 60 footer
Rick Dudek Capri -- Top Qualifier.
He red lighted. Same problem with 2-3 change. Did a 0.050 reaction and a 1.675 maybe pressuring Rick to a red he did a 11.102 on a 11.09 dial in. I did 12.006 on a 11.80 dial in.
Michael Gauci in 160 hp NOS LX 5L Torana
I did a 0.094 reaction and eased off throttle near the 1-2 and 2-3 changes to do a 11.980 backing off before the line for a clear win (crossed the line at only 106). He did a 11.295 on a 11.12 dial in and had a 0.064 reaction.
Had to keep motor going for longer between runs for last 2 races so intake temps were in the high 40s at the start line for the semi and final.
Got home at about midnight. It was a long day.
Ps. We just adjusted the 1-2 and 2-3 shift points to 6600 and 6550 the limiter is at 6800 -- but the problem just became apparent yesterday.
The same set of tyres on the rear have now down 76 runs down the strip and lots of burnouts to about 160kph before each race.
My win in July in the Bracket Attack was covered in the September Edition of Dragster Australia Magazine.
The car was also featured in Dragster Australia Magazine to do with my Semi Finals at East-Coast Nationals Result in the October Edition
WSID Drag Summernationals 2006
In February i raced in the largest NSW Meet of the year the Summernationals. This time was a bit different as i had used the prizemoney from the win at the USA Invasion Meet to purchase EFIlive/Flashscan so that i could tune the car myself. I spent the previous 3 weeks getting the car right and was well rewarded.
I made it through to the final 5 competitors and then was eliminated just one race from the final. I still earned some more valuable points though and extended the lead i have in the NSW Champs for Super Street and also placed myself near the top of the National Series. Winning the National Pointscore makes the driver have the honour of using the esteemed number 1 on the car for the whole of the following season.
As a driver i did the best of all meets so far in this one, consistently getting great starts , it was just some technical issues with some extra knock retard in the final that slowed the car just enough to let David Simpson beat me to the line by 0.0206s which is about 1m. In this race i got a 0.009 reaction and went 11.815 on a 11.720 handicap dial-in. Pretty rare you would lose with that. I should have chosen better though and had around 11.76 on the car -- was a bit too optimistic about how much faster the car would be with slightly colder air -- but it was the knock retard that slowed it maybe 0.040 which is about 2m.
The last 2 meets my Dad helped in the crew and made it so much easier to focus more on racing and doing well. I almost definitely wouldn’t have done so well without his support.
This meet was televised and had a large crowd.
The car ran 11.768 in the final round of qualifying with a 1.630 60 footer. This was done in 27 degree heat and shows the car is ready to run near 11.50 come winters cold fast racing weather.
Logs showed its now accelerating at
Here is a snapshot of one of the log of the last race.
Here is the music video with footage of the last meet and some other extras including some family support shots as well.
Oztrack wins the NSW Season Championship in Super Street Drag Racing
So with the Clubsport we won the NSW 2005/2006 Track Championship in the Super Street Drag and was presented the trophy above at the NSW Drag Racing Communities season dinner.
In the major meet of the season the Nitro Champs i got a new PB in the car 11.619s (but unfortunately went out in the 1st round). The logs showed 0-100kph in 3.5s and 160kph coming up in 8.1s, the car got a 1.583 60 footer its best launch yet.
Then again on May 28th it did another PB 11.509s 117.45mph at the V8owners private day. The car did under 11.57 10 times and did a best 60 footer of 1.558. It was recently dynod at 275rwkw which is good power for a baby cam.
In June 2006 it did another PB of 11.414 and 118.6mph with hand ported heads and the stock VX-VY Manifold. It also dropped its best 60 foot time to 1.551. This has been logged at the strip as 0-100kph in 3.4s and 7.7s to 160kph. The car also did 8.9L/100km at 85kph over a 35kph flat freeway drive from Castle Hill on the M7 to Penrith river on the M4. This is 32 miles per gallon. The car sill only had a 216 220 114 cam and 1.8 roller rockers which gave the cam about 560 lift.
The next change was to some larger headers 1″7/8 Difilippo long 4 into 1s. They made the car sound fantastic. Its still rare i ever hear a LS1 that sounds as good as it did. The final mod with this cam retained was a Fast 92mm manifold and 92mm Throttle body. Combined these mods made the car consistently in the 11.4s in a range of weather conditions and it did a best of 11.364/119.5mph with the 216 220 cam. At this stage the car had already done 300+ passes down the strip. Around this time it was dyno’d on the Mainline Dyno at Mainline by Todd and made 290rwkw on his conservative dyno. This would likely be around 310rwkw on my current dyno.
Later it had a 224 228 114 cam installed and Dart225cc heads. The engine looked old when the work was done and it had blowby. But was needed for a race meet we need to travel to that week in Willowbank, QLD. It only ever performed by a small margin faster than the original combo but im sure if this was done when the engine was younger the car would have run 11.10/121 in this stage of modification. It ran a best NA of 11.32/119.8mph and also did a 10.9/122mph with a 100 shot of nitrous launching in 2nd gear (in a mistaken attempt to keep the car slower than 11) Then many 11.1s passes with around a 50hp shot.
I sold the car to someone in Townsville and unfortunately i had already removed and sold the go fast bits off it. He got it with the NSW 11S R8 plates to souveneir at least!
Im now slowly building a car to race in Super Gas. It will likely end up with a F1 Procharger and be able to run a low 9s pass. It will be fun but it wont count up the hundreds of passes a year that the Silver Clubsport did. It really did start Oztrack Tuning. I should have kept it!