|Sometimes, you just know a particular thing or experience won’t let you down. Be it sex with an ex, Uma and Angelina’s girl-girl home vids, cold beer on a hot day….you get the idea. While this veil of tears is all too often characterised by experiences where the reality falls short of the expectations, every now and then, though, life comes up with an absolute cracker.
The same goes for cars. Now, I have had enough birthdays to be suspicious about most manufacturer’s claims. Harsh experience has taught me that much. But the same, hard-earned experience lso suggests that when Peter Luxon at APS Engineering (APS) reckons he has something MOTOR might like to drive, then, as Prince Charles once said, I’m all ears.
And when that thing turns out to be a VZ Monaro with not one, but two turbochargers bolted on, I reckon I’d crawl right over the top of Camilla to get my grubby scone-grabbers on it. No, really.
Time for some numbers, kids. There’s 300-odd new or replacement parts and nine psi. Add that to 5.7-litres, multiply by 5,500 rpm and roger me rigid if you don’t get 430 kW and 850 Nm.
Okay so they’re not unheard of digits and they’re pretty much the sort of numbers you’d associate with a Ferrari or Lamborgini. A fit one mind. But in the context of a Holden Munro, they suggest a definite disturbance in The Force.
The APS forced-induction treatment as it applies to the Monaro, or, in fact any LS1 Commodore, is a comprehensive rework of the bugger, yet it involves absolutely no major modification to the engine. The cylinder heads aren’t lifted at any stage and the whole shebang is more or less a case of adding components to, rather than replacing or modifying those that already live beneath the fairly hideous bonnet nostrils.