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    Introducing the VTT Stage 2+ Hybrid turbochargers 627WHP / 625WTQ

    We are proud to introduce the latest in our line of N54 turbocharger products the VTT Stage 2+ hybrid turbochargers. We take our already robust stage 2 design, and add the highest flowing wheels in the TD04 family to provide the ultimate in N54 stock frame power potential. There is not another stock frame turbo option on the market that can match the power or reliability of our stage 2 turbos. How can we claim this? Lets break down what has become standard in our stage 2 turbos that a lot of people have overlooked.

    Click here to enlarge

    1. We are the only N54 stock frame turbo manufacture offering billet wheel choices from 14T all the way up to our newest editions which use the massive 20T wheel

    2. Our 9 blade Garrett turbine wheel. This is not a MHI 12 blade wheel thrown into CAD and had 3 blades knocked off it ala the Kamak or Kinugawa 9 blade TDD4 turbines you will find out there being used in other applications. This is THE Garrett GT series turbine used in all the fastest spooling and highest flowing Garrett GT and GTX turbochargers. What we did was simply take the Garrett design and have it shrunk into TD04L dimensions, offering the highest flow, fastest spool, and best aero of any TD04 turbine wheel on the market. Keep in mind we have been using this design since 2012 on all our stage 2's we are not now just jumping on the 9 blade band wagon.

    3. To combat the inherent oiling issues these stock frame turbos have been faced with, we went back to the drawing board and after numerous changes we now offer DUAL piston rings in all our of stage 2 turbine wheels, this is similar technology you will see in such turbos are Borg Warner EFR, etc. This extra piston ring provides another barrier to keep exhaust out during those high Back pressure pulls, and in turn keep that oil in, helping improve life even under extreme conditions

    4. As you already know each and every stage 2 turbocharger comes with an upgraded TD04 thrust and thrust parts to provide extra oiling and surface area to provide longer life, as the thrust take 90% of the abuse inside a turbocharger

    5. The biggest compressor wheel options the TD04 family has to offer, all while retaining your stock bolt in fitment, simply unbolt your stockers or other hybrid turbos, and bolt these in, no modifications required

    Pricing is as follows:

    Stage 2+ with Billet 19T Compressor Wheel option $3599 - WHP potential 590-615WHP*
    Stage 2+ with Billet 20T Compressor Wheel option $3699 - WHP potential 600-650WHP*
    15 degree clip to 9 blade turbine option $300 (this is for people looking for maximum flow and power, will result in slightly slower spool)

    Core charge still applies: $300 for 335LHD, $600 for all other models

    We are considering a group buy in the next few days offering a group buy discount if interest is high enough

    Also YES there will be a trade in for people who already have our stage 2 turbos or RB's, drop us an email for details!

    Estimated shipping on these is 30-60 days

    *Please note all power figures are estimated AND done so with PROPER complimenting upgrades, tuning, and FUEL. Running these turbos on pump gas only will net you a little more power over a standard Stage 2 set up, but not much. You need octane to bring the true potential from these turbos

    All the testing you see below was done using:

    Turbos: VTT Stage 2+ with Clipped turbines, and Billet 20T compressor wheels
    Fuel: 100% E85
    Tuning: Tuned by Dzenno of Protuning Freaks using the Cobb AP FLASH ONLY


    Final Pull was 27 psi down low tapering to 24.5 psi at redline


    Please direct any and all questions to:
    Sales@vargasturbo.com



    Lets get into the dyno results and logs. We would like to start out by saying, we stopped short on the dyno because we had a fueling issue, as I did not come prepared, we had our Shotgun set to its lowest voltage setting, and as we brought power in the top end up to the 600WHP range we started seeing HPFP drop into a range that while not tanking was lower then we like to see, we will swap into our next higher voltage power module and get the car back on the dyno. This will allow us to run the timing we want, and bring the boost up most likely bringing us right into the 650WHP / 650WTQ range. For our first run, we pulled the car onto the dyno and ran a map we tested the last few times on the dyno that made a consistent 52XWHP / 54XWTQ with modest boost and timing. While trying to watch numerous things during the pull I should have paid more attention to the boost gauge, the car made it clear it was not happy on the top end and I could feel it nosing over. After the run, I pulled up the log and HOLY SH** the car made 40psi to reline, how we didn't blow the motor right there is a testament to the toughness of the N54 and how effective the DME is at protecting the motor when it is seeing all the information. The boost the car made surprised us both and we immediately started pulling WDGC out of it to bring the back down to a reasonable level. None the less we knew we were onto to something good when we saw the first graph. All Logs can be found in the ZIP file attached, lowest number is first pull, highest is last.

    All Runs done in 4th gear
    Click here to enlargeClick here to enlarge


    Click here to enlarge

    First Pull Graph

    Click here to enlarge

    With boost lowered we tried another run, boost was still way to high for our liking so we dropped it again.


    Second pull graph

    Click here to enlarge

    Third, I watched the boost gauge closely and did not like what I saw so I lifted early and me and D both decided it was time to ditch the old maps and start over.

    Third pull graph

    Click here to enlarge

    At this point Dzenno went in and pulled everything back so we could sneak up up on what we wanted to see. The 4th graph shows we had a decent starting place

    Forth pull Graph

    Click here to enlarge

    From here it was Dzenno working his magic building a nice smooth boost curve and naturally the power comes with it. Keep in mind we did not touch timing, these numbers are on 10-12 degrees on timing, as we were not happy with the fuel situation. On our last round of 15T testing we were running 15.5 degrees of advance with no issues. Adding that timing back in will net us at least another 20WHP

    Fifth Pull Graph

    Click here to enlarge

    Sixth Pull Graph

    Click here to enlarge

    Seventh Pull Graph

    Click here to enlarge

    Eighth Pull Graph

    Click here to enlarge

    Ninth Pull Graph

    Click here to enlarge

    Final Pull Graph

    Click here to enlarge

    Final Pull with speed to show forth gear pull

    Click here to enlarge

    Here are some photos of the turbine wheels for reference.
    Biggest turbine Genuine Garrett GT series 28 turbine wheel, next out Garrett Clone TD04L, next MHI TD04L(RB)
    Difference in flow is clear.

    Here are some pics of the turbos as tested just from the compressor side, turbine side looks exactly like a set of normal stage 2's except a clipped turbine. Notice the OLD tags on these housings, we haven't used the red and blue tags since Stage 2 batch 1! That is how long we have had these housings on the shelf, we should have tested these a long time ago...Click here to enlarge First pics are 15T's in 20T housing, next are 20T's.

    Click here to enlarge

    Click here to enlarge

    Click here to enlarge

    Click here to enlarge
    Attached Files Attached Files
    Last edited by Tony@VargasTurboTech; 09-04-2014 at 11:41 AM.

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    Sex.
    Stuff

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    Impressive. These will definitely be on my short term radar. With this much power on tap, there's no reason to go to a single setup
    08' 135i - Cobb Custom E70, FBO, LSD, Suspension stuff... FOR SALE
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    Congratulations. Any thoughts on what's causing the slight power/torque dip around 5700 RPM? Haven't dissected your logs yet...

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    Fuel has to be sorted by Tony and then it should go back on the dyno. Car ran super lean and the dip coincides with the HPFP dropping out, STFTs maxing for most of the top end...Get the fuel back and we can push a little harder to max these out
    Click here to enlarge

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    Click here to enlarge Originally Posted by dzenno@PTF Click here to enlarge
    Fuel has to be sorted by Tony and then it should go back on the dyno. Car ran super lean and the dip coincides with the HPFP dropping out, STFTs maxing for most of the top end...Get the fuel back and we can push a little harder to max these out
    Gotcha, thanks!

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    Nice talk curve, Ace approves



    Seriously though that is some great work given the fueling issues and the 10 or so pulls you did
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    Click here to enlarge



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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    We are proud to introduce the latest in our line of N54 turbocharger products the VTT Stage 2+ hybrid turbochargers.
    Very nice!! Can you post pics of the turbos as tested?

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    Click here to enlarge Originally Posted by 654 Click here to enlarge
    Very nice!! Can you post pics of the turbos as tested?
    I would love to, as soon as Sticky makes it so I can add photos to a post after I post it. Right now I cannot add anything, just get errors

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    Tony,

    Did the dual piston rings take care of the oil leaking issues that were reported on the stage 2's?
    Click here to enlarge
    PTF Tuned Cobb Stage 2+ | H&R / Koni Sport | BBS LM

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    Here is some pics of the turbos as tested just from the compressor side, turbine side looks exactly like a set of normal stage 2's except a clipped turbine. Notice the OLD tags on these housings, we haven't used the red and blue tags since Stage 2 batch 1! That is how long we have had these housings on the shelf, we should have tested these a long time ago...Click here to enlarge First pics are 15T's in 20T housing, next are 20T's.


    Click here to enlargeClick here to enlargeClick here to enlargeClick here to enlarge

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    Wow, you weren't kidding about maxing out the fueling setup currently on the car. Here's a plot of the last datalog showing AFR (red) eventually going lean and maxing out STFTs:

    Click here to enlarge

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    As I know this will be asked I'd like to clarify it ahead of time. You'll need an external boost controller to tune for these Stage 2+ turbos as they will only make this power past the limits of the OEM TMAP sensor (i.e. you have to push higher than 21psi to get this top end power and for it to hold). You're welcome to use anything that works well to get the job done as today it can't be done with enough safety in mind with only a flash tune.

    You can use the JB for boost control but if you do I strongly suggest a custom back end flash tune and not any of the flashes people grab off of here or that someone just sends them off another car or the bms flash. You need to do certain things in the backend flash tune to make this as safe to run as possible given you're stacking considerably more boost than the DME is seeing. Its not great or as clean as I'd like it to be obviously but it is what it is for the time being.

    With conventional wastegates/actuators on single turbo setups you can go with any external boost control setup you'd like including what we've been running with our single kits.
    Last edited by dzenno@PTF; 09-04-2014 at 10:01 AM.
    Click here to enlarge

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    Click here to enlarge Originally Posted by JStang Click here to enlarge
    Tony,

    Did the dual piston rings take care of the oil leaking issues that were reported on the stage 2's?
    The Piston rings had zero to do with the oil leaking issue. The issue was caused by an improper tool used during a boring process on the piston ring groove, very small tool marks were left that were almost invisable that allowed very small amounts of oil to follow the marks and leak past the seal, this happened when the car was sitting most of the time and was caused by gravity. Every person who has the oil leaking issue, was either offered a full refund, or a new set no charge, no questions asked, we have also bought back at full price as many sets of those as we can and we think we have them all, every housing was thrown away. We have now COMPLETELY eliminated that machining process so there is no chance for the small oil leaks. That machining error cost us many headaches, and 10's of thousands of dollars, but we did what we could to make it right with every customer who had an issue. That issue is now eliminated

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    Click here to enlarge Originally Posted by EvanL Click here to enlarge
    Wow, you weren't kidding about maxing out the fueling setup currently on the car. Here's a plot of the last datalog showing AFR (red) eventually going lean and maxing out STFTs:

    Click here to enlarge
    Oh yeah, if you look at the even just the 57X runs the fueling is ok, once you near that 600WHP barrier at redline it wants FUEL. We will up the voltage and get it back where it needs to be. Right now we have the second HPFP operating on voltage that is barely above where the stock pump it sits at idle.

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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    Oh yeah, if you look at the even just the 57X runs the fueling is ok, once you near that 600WHP barrier at redline it wants FUEL. We will up the voltage and get it back where it needs to be. Right now we have the second HPFP operating on voltage that is barely above where the stock pump it sits at idle.
    I thought they were mechanically driven, how does the voltage come into play?
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    Excellent! Going by your last post, these numbers are with clipped turbine wheels?

    I'd love to see a comparison of with and without a clip.

    Well done T.
    Change is constant

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    Click here to enlarge Originally Posted by Dietcoke Click here to enlarge
    I thought they were mechanically driven, how does the voltage come into play?
    The HPFP's control flow via a voltage signal which drives the FCV or fuel control valve, the more voltage the more fuel they allow to pass to the rail, lower voltage more fuel is bypassed back to the inlet

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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    The Piston rings had zero to do with the oil leaking issue. The issue was caused by an improper tool used during a boring process on the piston ring groove, very small tool marks were left that were almost invisable that allowed very small amounts of oil to follow the marks and leak past the seal, this happened when the car was sitting most of the time and was caused by gravity. Every person who has the oil leaking issue, was either offered a full refund, or a new set no charge, no questions asked, we have also bought back at full price as many sets of those as we can and we think we have them all, every housing was thrown away. We have now COMPLETELY eliminated that machining process so there is no chance for the small oil leaks. That machining error cost us many headaches, and 10's of thousands of dollars, but we did what we could to make it right with every customer who had an issue. That issue is now eliminated
    Awesome! Glad you got it figured out and sounds like you are bouncing back better than ever.
    Click here to enlarge
    PTF Tuned Cobb Stage 2+ | H&R / Koni Sport | BBS LM

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    Oh my. I believe I have just soiled myself. Awesome that you are offering a trade in option for those with your stage 2s/RB's should they need more power.
    2008 e92 335i: JB4 G5 ISO/BMS back end flash, fbo, e85, inlets, Rb turbos, level 10 valve body + converter, water/methanol.....and a lot more....

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    I really need this in my life. I'd love to see what these could produce on good 'ole 93 octane.
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    This is very nice. Where do you think E50 would max out at?

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    Click here to enlarge Originally Posted by blisstik Click here to enlarge
    This is very nice. Where do you think E50 would max out at?
    Honestly, not going to speculate on WHP levels on varying fuels. What we saw is, nearing the 600WHP on the top end, they want FUEL and a lot of it. We may end up testing them on E50 and see what we get

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    Glad to hear the oil leak issues are fixed. Good work and nice numbers Click here to enlarge
    BSM 2008 135i N54
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