The VF SS project has a clear and simple goal, to transform a stock VF SS through a structured upgrade pathway that represents great bang for buck. The upgrades have been measured using a combination of Harrop Dynapack Hub Dyne comparisons and ¼ mile drag results providing a real world benchmark of what can be achieved. With a focus to maintain all factory fitted luxuries and driveability - cruise to the track - race – and then cruise home in comfort.


Posted on 1st February 2016 at 8:53am

Back in July 2014 following the sale of our Gen-F R8 we sourced a new VF SS for a development journey on the last locally made Holden Commodore. With only a handful of kilometres on the White Rhino odometer we wasted no time installing our most popular entry level Harrop Performance System with driveline warranty:

- Harrop OTR with dress up panels

- 1-7/8” headers with hi flow cats

- 3” Bi-Modal catback – Pro Extreme Exhaust

- Custom ECU Recalibration

- 282kW / 533nM (Harrop Dynapack Hub Dyno)

Having addressed the initial power and torque enhancements from the factory L77 V8, we turned our attention to chassis and handling needs with our Ultimate Brake Kit.
With new release green calipers including stainless braided brake lines for a stiffer pedal and repeatable braking performance. Being an auto with a longer final drive ratio from the factory we installed a manual HSV spec shorter ratio 3.7:1 diff assembly for improved acceleration coupled with our Truetrac differential to reliably get the power to the ground.    

Rolling stock was also upgraded to the best wheel manufacturer on the market with Forgeline who helped spec a set for both the street and track.
Street we customised the RB3C in 20”x9” for the front with Michelin Pilot Super Sports 245/35R20 and 20”x10” in the rear with 285/30R20 PSS.
Track we opted for the ultimate 3 piece motorsport wheel in the GA3R with 18x9.5” front and 18”x10” rear with Mickey Thompson ET Street II in 265/40R18. A great feature of the 3 piece wheels is we can quickly convert the front wheels to 4.5” wide by changing the inner half to enable front runners to be fitted for serious drag strip activity.  

Track Testing:
Eager to see how the upgrades performed at the track we drove White Rhino to Heathcote to run it down ¼ mile. Ambient temperature was 28 degrees and the best we managed was 13.06 at 106.8mph, we were disappointed it didn’t run a 12 but otherwise found the car run well. 


Posted on 1st February 2016 at 8:56am

Coinciding with our LS Camshaft & Valve-train program that includes 6 custom profiles and a full range of supporting valve-train components. For the White Rhino we selected the H05 profile. Best described as a utility cam for its great manners and solid performance on N/A applications and the ability to support supercharger upgrades at a later date it was the perfect choice for our diverse needs and planned upgrade journey and also demonstrating that you can see moderate gains in N/A trim and don't have to go to the trouble of swapping out sticks when boosting comes along.

After removing the pesky AFM hardware from the factory L77, the H05 camshaft was installed along with a set of tie-bar lifters, valve-springs, pushrods and ARP bolts.

Track Testing:
Back to Heathcote to run the 325 with H05 package we ran a best time of  12.37 at 113.6mph, a solid result with the L77 on a greasy day at the track.


Posted on 1st February 2016 at 8:57am

LS3/FDFI2300 Supercharger Install:

With all primary testing of factory L77 engine complete, the White Rhino had something of a rebirth... In anticipation of Holden’s VF series II release we chose to install a brand new 6.2Lt LS3 which not only put us up to date with the current Commodore but also provided another step to further development for ourselves and the Australian market.

Following the install of a H05 camshaft kit to the LS3, it was time for the straight forward 6lt - 6.2lt engine exchange into our VF.

September was an exciting month for Harrop with the long awaited release of our next generation cooling upgrades for the popular FDFI Supercharger. Through extensive in-house and external Harrop dealer testing these upgrades provide a significant reduction in inlet air temperatures across all FDFI supercharger installations both on standard engines and built engines, learn more here.

This could not come at a better time with the FDFI2300 to be bolted onto the new LS3  complimented with a 6L80 Auto transmission hardware upgrade and engine oil cooler to see what she could do.

Dyno Tune (E85) 
As always we strapped her into the Dyne Cell in HPC for testing. Continuing our testing with the use of E85 fuel it quickly became apparent that we had found the limit of the standard fuel pump with fuel pressure dropping out around 460RWKW highlighting the need for a higher volume fuel system to support the thirsty nature of E85. 

Stay tuned for updates in 2016 as development and testing is top of the list for this project.

Putting the E85 testing on hold, we reverted back to good old 98 premium unleaded to finish off the Rhino's new upgrades with the 2300 Supercharger providing around 9psi with healthy gains across the board.

 - Dyno Tune (98RON)

460kW / 868nM – 9psi

Dyno Tune (98RON)
460kW / 868nM – 9psi

Track Testing:

Harrop participated in the Geelong Revival Sprints on the picturesque waterfront, with hundreds of cars entered in to the sprints we managed to run quickest in class and 3rd overall outright for the weekend with a 10.70 around the foreshore bend.

Backing this up we wanted to test how the car performed at a proper drag strip and with a hot summer in full swing in Melbourne by mid-December got down to Calder with our enhanced FDFI2300. Best run with calibration improvements on the 6L80 required with ran a best of 11.04 at 125mph, not the 10 we hoped for but confident we could find it with some fine tuning in Harrop Performance Centre. 




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