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    • Most powerful N54 using direct fuel injection only - VPG E90 335i hits 777 whp

      This is incredible. As you know, the direct fuel injection system on the N54 motors has strengths and weaknesses. In the aftermarket when chasing power and especially with ethanol fuel it quickly gets taxed and supplemental injection is often used. Well, Vargas was able to set a new record using the direct fuel injection system only hitting 777 wheel horsepower.



      More details from VTT below:

      While all of you have been thinking about what to get Tony and I for Christmas, we've been diligently working on doing what we do best; pushing boundaries. I'm very excited to give some details on our latest accomplishment. Specifically, 777 whp on Direct Injection only. We didn't just break our previous DI only record, we destroyed it.

      Not a lot more need be said other than we got 777 whp (uncorrected; std was 772) out of our shop car with no port injection used. That's right. Direct inject only. We used our off the shelf double barrel shotgun system which is matched with our special VTT/SS hpfp controller. That's it.

      At a Glance:

      Uncorrected Graphs:
      DI only, 777 whp /701 wtq
      DI only, all dynos
      STD Graphs:
      DI only, 772 whp / 697 wtq
      DI only, all dynos
      Log Screenshot:

      Quick History:

      To refresh your memory, back in June Tony was able to get 650 whp with our proof of concept prototype hpfp system. That was exciting from a theoretical perspective but many of you were mildly cranky that we didn't have a hard date on turning that proof of concept into a viable product. We heard you.

      The Car:


      E90 335
      Forged Rods and pistons
      Stock head
      VTT GC Turbos (http://performance.vargasturbo.com/bmw-products/n54/)
      VTT silicone Inlets
      VTT silicone Charge Pipe
      VTT Custom PCV System
      VTT Crank Breather
      BMS Downpipes
      Custom Dual 3" to 4" exhaust
      Custom LPFP setup
      VTT Double Barrel Shotgun
      VTT/SS HPFP Controller
      Custom tuning by none other than V8BAIT (Justin)
      NGK 5992 Plugs
      M3 rear end swap with 3.15 FD
      DSS Custom Carbon Driveshaft
      Stock 6MT
      PTF Twin Disk Clutch
      100% E85
      NO PORT INJECTION

      More Details:

      This is possible with our off the shelf VTT Shotgun Double Barrel, our controller and some flash tuning changes. It shouldn't be a surprise to you that at this level the system is VERY sensitive to fuel system health and capacity. Every aspect of the fuel system must be in absolutely tip top shape to even come close to this DI only.
      More questions? Ask away. We're here. If we aren't, it's because we're testing.

      This article was originally published in forum thread: VPG 777 WHP DI ONLY!!! started by Chris@VargasTurboTech View original post
      Comments 42 Comments
      1. 654's Avatar
        654 -
        Good job!
        I have a question. You have not listed it but you have DCI, right? Is it possible to swap airbox in for visual inspections? Or even run a Mr.5 type of intake full time? How does the engine bay look then for someone not knowing N54 well? I'm hoping the stock location inlets, twin turbos and DI fueling to be able to retain the stock look quite nicely.
      1. trebila's Avatar
        trebila -
        stock or lowered CR ?
        30 psi and 14° at redline is a lot of stress for stock CR
      1. rikaro29's Avatar
        rikaro29 -
        Attachment 52097
      1. GermanBoy's Avatar
        GermanBoy -
        Nice!
      1. lulz_m3's Avatar
        lulz_m3 -
        Click here to enlarge Originally Posted by trebila Click here to enlarge
        stock or lowered CR ?
        30 psi and 14° at redline is a lot of stress for stock CR
        Wouldnt the effect of DI'ing straight E85 with no PI make it more efficicient? (enhanged coolling)
      1. blackshan's Avatar
        blackshan -
        Any chance we can admire one of those runs through video?
      1. trebila's Avatar
        trebila -
        Click here to enlarge Originally Posted by lulz_m3 Click here to enlarge
        Wouldnt the effect of DI'ing straight E85 with no PI make it more efficicient? (enhanged coolling)
        certainly, but I'm more talking about internal pressure Click here to enlarge
      1. V8Bait's Avatar
        V8Bait -
        Click here to enlarge Originally Posted by trebila Click here to enlarge
        certainly, but I'm more talking about internal pressure Click here to enlarge
        I believe this one has Carrillo rods and stock CR. Timing is around 10 through peak torque, factory knock. Raises after that based on rpm and torque drop. At high rpm (this motor goes to 7800+) you have bigger issues than timing that the motor is dealing with. Here's a picture with a better shot of the timing.

        Attachment 52100
      1. jyamona@motiv's Avatar
        jyamona@motiv -
        This is awesome. Well done guys, that controller (still repurposed AIC?) is doing a great job.

        One question though...is it required to run at 3600psi? Or would a less stressful 2200-2500psi still yield the same results?
      1. Chris@VargasTurboTech's Avatar
        Chris@VargasTurboTech -
        Pressure is flow potential... rough rule of thumb is 4x the pressure will get you 2x the flow. To answer your question directly, you could drop the pressure down for sure but who knows if it would be sufficient at this power level. With lower power goals you have some wiggle room to adjust things. This was more about what we can make DI do now that we're on top of the control side of things.
      1. Optigrab's Avatar
        Optigrab -
        Do you plan to keep this car configured this way for a while and run it at events?
      1. trebila's Avatar
        trebila -
        Click here to enlarge Originally Posted by V8Bait Click here to enlarge
        I believe this one has Carrillo rods and stock CR. Timing is around 10 through peak torque, factory knock. Raises after that based on rpm and torque drop. At high rpm (this motor goes to 7800+) you have bigger issues than timing that the motor is dealing with. Here's a picture with a better shot of the timing.

        Attachment 52100
        thanks for clarification, looking a first printscreen of the log, I thought you were targeting 14° at peak torque too.
        good job Click here to enlarge
      1. Chris@VargasTurboTech's Avatar
        Chris@VargasTurboTech -
        Click here to enlarge Originally Posted by Optigrab Click here to enlarge
        Do you plan to keep this car configured this way for a while and run it at events?
        Yep. We'll be running it like this at NFZ.
      1. Optigrab's Avatar
        Optigrab -
        Click here to enlarge Originally Posted by Chris@VargasTurboTech Click here to enlarge
        Yep. We'll be running it like this at NFZ.
        Cool...interested to see if you find any other benefits vs port from this setup outside of the obvious cost and simplicity.
      1. AWSAWS's Avatar
        AWSAWS -
        Always great to see you guys pushing new limits and unchartered ground. Unleashing the hidden potential of DI.
        As a devils advocate though I'd love to know the effect of the lifespan of the injectors. One isn't cheap. 6 are very not cheap Click here to enlarge That needs to be factored vs a port kit expense.
      1. Chris@VargasTurboTech's Avatar
        Chris@VargasTurboTech -
        Click here to enlarge Originally Posted by AWSAWS Click here to enlarge
        Always great to see you guys pushing new limits and unchartered ground. Unleashing the hidden potential of DI.
        As a devils advocate though I'd love to know the effect of the lifespan of the injectors. One isn't cheap. 6 are very not cheap Click here to enlarge That needs to be factored vs a port kit expense.

        I wouldn't say it really needs to be factored per sey. First, people go through injectors often even on stock turbos, although index 12 seem to be pretty good (or real old ones if you have them). Second, few people who want 770+ whp out of a 3 liter are not going to realize you're going to have to be stringent with maintenance. We really got lucky when BMW decided to put huge injectors on the car as a hpfp failsafe -we're really just using them to their potential. Having the ECU control all aspects of actual injector dynamics is a big deal, never mind efficiency.

        It's worth noting that if you "just" want 600 whp or even 700 whp, you don't have to be as picky with the injectors. It just gets more and more important as you climb higher in power output.
      1. subaru335i's Avatar
        subaru335i -
        Awesome! Glad you guys got the kinks worked out and are able to use the double barrel solution finally! I always thought that was an elegant solution and it was weird that it didn't work as expected at first.
        I haven't been following along too closely, what ended up being the problem? And how do you get around it with the SS controller? Or is that a trade secret?
        Either way, sweeeeeet
      1. j_hynson's Avatar
        j_hynson -
        In for removing the PI. Cant wait for updates
      1. nikitino25's Avatar
        nikitino25 -
        Interesting developement indeed......
      1. psychosinmylobby's Avatar
        psychosinmylobby -
        Click here to enlarge Originally Posted by Chris@VargasTurboTech Click here to enlarge
        We really got lucky when BMW decided to put huge injectors on the car as a hpfp failsafe -we're really just using them to their potential.
        Wait, are you saying these injectors are rated to take more than 3600 psi? Click here to enlarge

        I'd choose DI over PI in a heartbeat if this is true. Cost of frequently buying new injectors is a huge concern.