VTT GC's break 800WHP DI only

[Tony@VargasTurboTech]

Left the car on the dyno today, and did a few more runs for fun. We upped the boost a little bit, added one degree of timing up to 6K. Voila 804WHP/741WTQ DI only. We knew the turbos had it in them. Great to see it fulfilled! Thanks to @wedgetuning for the extra push to turn things up a little more...

Logs here

AEM to show true boost: http://www.datazap.me/u/vargasturbot...log=1&data=4-5
MHD for fuel etc: http://www.datazap.me/u/vargasturbot...-24&zoom=33-82

[Milan]

what did it make corrected? Your 777 run could have been 800 too if you are changing correction factors

[Tony@VargasTurboTech]

what did it make corrected? Your 777 run could have been 800 too if you are changing correction factors

We have been leaving everything uncorrected these days. To me it seems more credible to post what the car is actually making with no mathmatical factors changing numbers around. 99% of the time uncorrected yields less power. We just leave everything on uncorrected, and run it.

[135pats]

Impressive stuff gents

[Sticky]

I need a decent shot of the actual turbos. Who has one?

Edit, this works:

[Sticky]

Promoted to the front page with an intro and some additional details.

[Sticky]

99% of the time uncorrected yields less power

A lot of people don't understand this.

Correction factors are for balancing out temps and elevations at various locations. If you dyno in Colorado you will want to post the corrected vs. uncorrected numbers.

[AWSAWS]

After installing these is there any kind of break in recommendation? Like number of miles and a limit on the boost? Is 500 miles too much?
I suppose it's a good idea to drive low boost for a while just to let the silicone hoses bed in. The heating and cooling seems to stick them onto metal surfaces so they don't slip off under high boost.
It's going to be torture to run these things on low boost for any time at all, lol.

[Tony@VargasTurboTech]

Honestly turbos have no break in period. Crank the car for 20-30 seconds with the injectors unplugged to get oil up to them. Then drive 20-30 miles easy to make sure no leaks etc. After that, let her rip.

[Surquhar]

Wow! That's awesome! Great job VTT! If I still had a 335 I would go for these all day long.

[colo_evo]

Nice work!

What intake manifold was used during the 800+ runs?

[j_hynson]

Nice job!

[Chris@VargasTurboTech]

Nice work!

What intake manifold was used during the 800+ runs?

Back to the EOS (v1).

[Terry@BMS]

Congrats!

[Newguy123]

That's impressive especially on DI only, congratulations. Amazing the stock injectors can flow enough for 800+whp n54 is quite a motor

[bigdaddyaaron]

How often do you go through injectors?

[Sticky]

Amazing the stock injectors can flow enough for 800+whp n54 is quite a motor

It's a product of it being direct injected more than anything. I don't think the injector size has ever been a problem.

[martial@mhd]

Impressive!

The n55 from 3-2012 would be blessed with a double barrel solution.

[CKI@Motiv]

Good numbers. Im assuming this is on the built motor since its running 14* up top? Have you tried lowering fuel pressure to see what its capable of or do you have to run it that high?

[Tony@VargasTurboTech]

How often do you go through injectors?

Not often at all if we keep the car running. What kills these injectors is running them on E85 then letting them sit for extended periods. The Ethanol pulls moisture from the air, and they rust internally. Usually after a month or so of sitting, we have to replace 1-2 injectors. This time we got lucky, car sat for over a month, in the past 3 days we have done over 35 runs between 760-800WHP, not a single run aborted due to fuel misfires, one due to spark blow out. the injectors will last a good long time. They are designed to run at very high pressure.

[Tony@VargasTurboTech]

Good numbers. Im assuming this is on the built motor since its running 14* up top? Have you tried lowering fuel pressure to see what its capable of or do you have to run it that high?

Peak power is actually made at around 11-12 degrees, and we see plenty of stock motor people running 14 degrees up top to be honest. So the timing alone is not an indicator of being a built motor or not, this one is built. I would never run this kind of power this frequently on a stock motor, one minor mishap, and its gone.

As for the fuel pressure, we have learned quite a lot about running big power on these motors DI only, high pressure is all part of why it works. If you cannot hold pressure where you want it, you cannot make this power. Small deviations in pressure show themselves immediately in trims, and AFR's. A lot of the people you work closely with said this wasn't possible, they even made comments about selling me secret "injector tables" that I would need for $5K...

[jyamona]

As for the fuel pressure, we have learned quite a lot about running big power on these motors DI only, high pressure is all part of why it works. If you cannot hold pressure where you want it, you cannot make this power. Small deviations in pressure show themselves immediately in trims, and AFR's. A lot of the people you work closely with said this wasn't possible, they even made comments about selling me secret "injector tables" that I would need for $5K...

You didn't think it was possible either, which is the reason why I even started looking into injection duration and window. Back when you couldn't get dual pump control to work consistently. There's 2 main pieces to how much fuel mass is injected: A.) fuel pressure and B.) injector spray duration. So if you couldn't figure out A, that only left B.

So now you figured out A.) and are maxing system pressure at 3600psi to get the required fuel mass. However, you could alternatively combine A and B, and (rough math here) run a less stressful 2700psi w/ say 50% longer injection duration and achieve the same end result. Or combine the two and run 3600psi + longer duration and hit 900whp-1000whp DI only, who knows the ceiling.

[Dreadfox]

NICE!!

[Tony@VargasTurboTech]

You didn't think it was possible either, which is the reason why I even started looking into injection duration and window. Back when you couldn't get dual pump control to work consistently. There's 2 main pieces to how much fuel mass is injected: A.) fuel pressure and B.) injector spray duration. So if you couldn't figure out A, that only left B.

So now you figured out A.) and are maxing system pressure at 3600psi to get the required fuel mass. However, you could alternatively combine A and B, and (rough math here) run a less stressful 2700psi w/ say 50% longer injection duration and achieve the same end result. Or combine the two and run 3600psi + longer duration and hit 900whp-1000whp DI only, who knows the ceiling.

Thanks for the feedback Jake. We appreciate it. We are not actually at the limit of the system, we will be testing it at higher power levels shortly. Also who says we are maxing out system pressure? You mean we are hitting the sensor limit? That's like saying, you hit the stock MAP sensor limit, you maxed out the boost pressure. 3600PSI is not a lot for direct injected applications, its actually on the low side for many. Trust me these pumps are capable of much more than 3600 psi, we know because we have tested. We will continue to push the limits DI only.

[lulz_m3]

You didn't think it was possible either, which is the reason why I even started looking into injection duration and window. Back when you couldn't get dual pump control to work consistently. There's 2 main pieces to how much fuel mass is injected: A.) fuel pressure and B.) injector spray duration. So if you couldn't figure out A, that only left B.

So now you figured out A.) and are maxing system pressure at 3600psi to get the required fuel mass. However, you could alternatively combine A and B, and (rough math here) run a less stressful 2700psi w/ say 50% longer injection duration and achieve the same end result. Or combine the two and run 3600psi + longer duration and hit 900whp-1000whp DI only, who knows the ceiling.

Make it happen!