[Chris@VargasTurboTech]

We finally got around to doing what we promised we would do -test the GC's on good old pump gas. We tested on 93; if you have 91 expect numbers a little lower, if you have ACN91, weep and gnash your teeth and expect significantly less to be safe (we aren't doing max effort ACN91 testing anymore). If you are missing one spark plug, run 86 octane and have a turbonator installed, please stop emailing me questions. This is good 'ole 93 octane pump fuel.

Temperature was 95*, timing target was 4.5 degrees up top, AFR was 11.5 or so up top.

Our first run was 16 psi. Our final run targeted 30 psi, but made 32 psi and tapered down to 28 psi. Note; this is admittedly a lot of boost, however, we did the testing to show what was possible at/near the limit.

I have a few pics for you all to check out;

First, all of the runs. Everything from 16 psi through our 30 target. You can easily see the upward progression. A few points of interest;

16 psi: 449 whp 427 wtq
20 psi: 482 whp 460 wtq
22 psi: 509 whp 478 wtq
25 psi: 543 whp 519 wtq

I attached some dyno pics; Keep in mind these runs are all the same a/f target, same timing target, same vanos, just increasing boost. There is room to adjust the tune to make more power at most of these boost levels, especially the lower ones.

Pic 1: All 93 octane testing
Pic 2: Top 5 runs -back to back (all over 550 whp!)
Pic 3: Comparison of first to last dyno run.

[nckwrnr]

Very impressive similar pump gas numbers to a single 6266.

[Glennyd]

Did you try to tune in more torque or power to come in earlier? Any timing or vans adjustment?

[Torgus]

Where did you get the 93 from?

[Chris@VargasTurboTech]

Originally Posted by Torgus

Where did you get the 93 from?

There are a few places in California to get 93; not a lot though. Tony normally goes to the VP in San Leandro or the Sunol super station.

http://www.svtperformance.com/forums...bility-in-Cali

Sorry if I missed it, but what are the fuel mods?

[Chris@VargasTurboTech]

Originally Posted by FCobra94

Sorry if I missed it, but what are the fuel mods?

This particular car is the "650 whp DI only" car, that also has the port injection capability -so sky's the limit, but it's not needed for pump gas.

You could get there with a stage 2 lpfp and port injection, or TBI, as Tony wrote elsewhere, you might be able to get there stock hpfp only but you run the chance of going lean, which is no good in general but especially no good on pump fuel.

Chris

[Chris@VargasTurboTech]

Full logs attached -not a screenshot, the whole log. All of 'em. Added to the log is a 570 whp run Tony did this morning.

Here is a vid:

[Chris@VargasTurboTech]

Heard some buzz about pump fuel tunes, EGT's, low timing maps and things of that nature and thought I'd make a quick post.

Remember, over 3 years ago with the prototype Stage 3 twins, VTT hit nearly 600 whp on 91 octane with 0 degrees of timing. These latest GC numbers are with 3-5 degrees of timing and with better fuel (93 octane vs 91) so the EGT's for the tune and numbers posted in this thread will be lower than what they were way back.

One thing to thin about is that if EGT's on low timing pump gas map are a concern ...what do you guys think is happening when you hit the anti-lag button? Timing goes negative 25* and boost sky rockets. EGT's get super hot quickly. We have data for that too.

As it turns out, in both instances EGT's are acceptable, but the anti-lag EGT's are MUCH higher than low timing pump gas EGT's. Bottom line is that EGT's on low timing pump gas maps are acceptable, as long as you don't get greedy. EGT's with anti-lag are also acceptable as long as you don't stay in it too long; be reasonable! Get stupid and you'll melt things.

Below are a couple logs for your further enjoyment;

http://www.datazap.me/u/vargasturbot...&zoom=726-1171
http://www.datazap.me/u/vargasturbot...-22&zoom=10-72

[MNick]

Originally Posted by Chris@VargasTurboTech

Heard some buzz about pump fuel tunes, EGT's, low timing maps and things of that nature and thought I'd make a quick post.

Do you know the modifications done to this car? Please include fueling if possible.

Thx

[Chris@VargasTurboTech]

Originally Posted by MNick

Do you know the modifications done to this car? Please include fueling if possible.

Thx

No problem! I thought I posted them earlier in the thread but it may have been a different forum. Here you go!

2007 E90 335i

Motor:
100% stock motor
VTT GC Turbos
BMS Downpipes
VTT Rear Inlet
Screen on Front turbo (Doc race intake manifold doesn't allow for VTT front inlet)
Doc Race Intake Manifold
VPP custom PCV setup

Transmission:
6AT

Tuning:
Trebila BEF
JB4 for ease of boost adjustment

Fuel:
Dual Walbro 450's in tank
Return style FPR at front of car, stock fuel lines from filter to FRP, -6 return line
VPP Prototype Shotgun System (not used for this testing)
Doc Race manifold integrated port injection
93 octane pump gas


-Chris

[TrollToll]

So one turbo has an inlet/filter and one has nothing but a screen? That seems sustainable and also like a great platform to report dyno numbers on.

[Torgus]

Originally Posted by Yournamehere90

So one turbo has an inlet/filter and one has nothing but a screen? That seems sustainable and also like a great platform to report dyno numbers on.

MMP or precision would fix this. Course seeing MMP installed will never happen.

[Chris@VargasTurboTech]

Originally Posted by Yournamehere90

So one turbo has an inlet/filter and one has nothing but a screen? That seems sustainable and also like a great platform to report dyno numbers on.

A good filter flows quite a lot better than a screen -less restriction. It's counter-intuitive at first but do a little searching around and you'll find it to be true and repeated from all other sources that have tested as well. The BMS type cone filters we use are pretty good and flow a ton. The inlet itself isn't adding much; now that turbo inlets are plentiful, all of them flow great. You're just not going to see a difference in a test like this.

That said, the reason we didn't have the front one on is ONLY due to testing with the Docrace manifold, which is a nice piece and has PI provisions built in.

I agree with you 100%, for long term normal use (not our shop car that is primarily run on the track) you'd want a proper filter on -just common sense. So if you want the Docrace manifold you'd want an inlet/filter combo other than our current front offering.

Chris

[Chris@VargasTurboTech]

Originally Posted by Torgus

MMP or precision would fix this. Course seeing MMP installed will never happen.

[talhagursoy]

How well GC turbo n54 did at Shift Sector Oregon?

[TrollToll]

Originally Posted by talhagursoy

How well GC turbo n54 did at Shift Sector Oregon?

[Mario54]

Originally Posted by Yournamehere90

Lol I'm curious now

[pits200]

No cars did well at SS.

[Shrike360]

Originally Posted by talhagursoy

How well GC turbo n54 did at Shift Sector Oregon?

Didn't see any speeds while I was there, but wasn't looking like a great first day for the N54s. Car with a doc race kit seemed to have failed turbo seals, Carl was running about 3 psi off target and then looked like Ken's motor let go. AD engineering didn't seem to be too bad off, though. VTT seemed to keep running, and stock turbo cars seemed to be still going strong. Just a spectator, here, so I don't know much of the details.

Still waiting for results to be posted, but Underground Racing did hit 241.15 mph in their Huracan.

[M-335]

Nice! Can you post a dyno graph in (seconds) just want to see how fast you were sweeping through the run?

[Banana Clipper]

Originally Posted by Mario54

Lol I'm curious now

Originally Posted by Yournamehere90

I was watching online and I believe the VTT car trapped the highest speed for ANY 335 on site this weekend 154.xx everyone else was sub 135

Here, his run is at 1hr 5 min 28secs, not sure why it keeps going to the 4th minute but w/e

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