First off, I owe HUGE thanks to Jake and the guys at Motiv Motorsports with all of their help with pointers on the tuning side of this and the very high quality products they offer. Also Huge thanks to Chad and Ryan Modified by KC who did the install and tuning on my car. Mike and Aaron and the guys at FFTEC for a very well made turbo kit, and last but not least Steve at Fuel-It taking care of me and my last minute change to the Stg 3+ lpfp! I wouldn't have been able to do this with my life's schedule being so busy with my rapidly growing business and my family. Anyone that knows me knows I'm extremely anal about my cars and in fact was the first time in 10 years that I have trusted someone to work on my cars other than myself. (My cars prior I did all of the assembly, fab work, tuning, etc).
This setup is fairly simple as far as mods go and can be replicated easily now that there is a growing support in this community of quality vendors such as the ones I listed above. It's a 100% stock unopened 64k mile long block. It's what I consider a bolt on car. Still has every single creature comfort as one that came from the factory minus the windshield washer reservoir. Well the reservoir is still there the full neck is removed but A/C, heat, cruise, Nav, etc, etc, is still all there and functional.
Fuel was 100% e85. To be exact it was e70 winter blend from the pumps that I blended e98 in to bring it up to ~e82. The pumps here should be switching to the summer blend e85 here in a month or so. Injector duty cycle on the port injection was 80% and I can't remember exactly what the DC was for the direct injection but it was roughly the same. I would say its safe to assume 900whp on 100% e85 with this fuel system isn't an issue.
MODS:
- FFTEC twin scroll Top Mount Precision billet dbb 6466 T4 1.0ar divided, twin Tial MVS WG's
- Motiv Motorsports PI-1000 kit
- Fuel-It "Hulk"Stg. 3+ lpfp
- Cobb AP (Controls the DME/DI)
- Haltech Platinum Sport 1000 (controls the PI and boost)
- Custom harnesses made by Chad at Modified by KC
- Clutchmasters FX850 twin disc
- VRSF 7" IC
- VRSF charge pipe
- Tial Q bov
- 4" to dual 3" exhaust
The final number was 861whp at 250-255KPA or a peak of 36psi. We were having interference on the rpm pick up for the dyno so I'll post two graphs, one over vehicle speed and the other with engine speed but the engine speed is going to be pretty erratic due to the interference on the pick-up and lost signal. Exact TQ is unknown on the 800+ pulls because of this. It's around 750-760wtq which is low because we had to ramp boost in to keep torque lower due to a "Too Much Torque" limp mode if we gave it all right away on basically anything over 775whp. Otherwise, following what it was was making for tq I would guess it would be around 800wtq and spool would have been about 300-500rpm quicker.
The car has A LOT more left in it and this number can easily be broken. My goal today was to make big power but also be able to enjoy after the dyno. I plan on pushing it again this winter until I run out of turbo or the motor lets go and then it'll be a fully forged bottom end, possibly a Motec m142 to simplify the tuning side, and try and do something with the head to make it more rev happy because it really could use another 500-1000rpm. I wouldn't be surprised if the n54 could handle 900-915whp stock. For how long though is the question. I didn't want to be the test mule for the limits of the motor right now.
Anyway, we made I think 75-80 pulls on e85 alone, half of those were well over 700whp and I think 5 pulls over 800whp (805, 813, 832, 858, 861). Pull after pull it just wanted more and never showed any signs of slowing up.
Here is the 861whp and 832whp graph over vehicle speed. We did make an 858whp pull but the boost control was unhappy bouncing all over hitting target then falling on it's face.
![Click here to enlarge]()
This is the 861whp graph with tq reading over engine speed and also showing the dyno losing signal because of the RF interference with the pick-up lead.
![Click here to enlarge]()
And then same graph over vehicle speed showing the erratic tq readings again from the reason above.
![Click here to enlarge]()
Here is the video of the 861whp pull. (excuse the mismatched wheels, I have new DPE wheels that I was waiting till after the dyno to put on)
This setup is fairly simple as far as mods go and can be replicated easily now that there is a growing support in this community of quality vendors such as the ones I listed above. It's a 100% stock unopened 64k mile long block. It's what I consider a bolt on car. Still has every single creature comfort as one that came from the factory minus the windshield washer reservoir. Well the reservoir is still there the full neck is removed but A/C, heat, cruise, Nav, etc, etc, is still all there and functional.
Fuel was 100% e85. To be exact it was e70 winter blend from the pumps that I blended e98 in to bring it up to ~e82. The pumps here should be switching to the summer blend e85 here in a month or so. Injector duty cycle on the port injection was 80% and I can't remember exactly what the DC was for the direct injection but it was roughly the same. I would say its safe to assume 900whp on 100% e85 with this fuel system isn't an issue.
MODS:
- FFTEC twin scroll Top Mount Precision billet dbb 6466 T4 1.0ar divided, twin Tial MVS WG's
- Motiv Motorsports PI-1000 kit
- Fuel-It "Hulk"Stg. 3+ lpfp
- Cobb AP (Controls the DME/DI)
- Haltech Platinum Sport 1000 (controls the PI and boost)
- Custom harnesses made by Chad at Modified by KC
- Clutchmasters FX850 twin disc
- VRSF 7" IC
- VRSF charge pipe
- Tial Q bov
- 4" to dual 3" exhaust
The final number was 861whp at 250-255KPA or a peak of 36psi. We were having interference on the rpm pick up for the dyno so I'll post two graphs, one over vehicle speed and the other with engine speed but the engine speed is going to be pretty erratic due to the interference on the pick-up and lost signal. Exact TQ is unknown on the 800+ pulls because of this. It's around 750-760wtq which is low because we had to ramp boost in to keep torque lower due to a "Too Much Torque" limp mode if we gave it all right away on basically anything over 775whp. Otherwise, following what it was was making for tq I would guess it would be around 800wtq and spool would have been about 300-500rpm quicker.
The car has A LOT more left in it and this number can easily be broken. My goal today was to make big power but also be able to enjoy after the dyno. I plan on pushing it again this winter until I run out of turbo or the motor lets go and then it'll be a fully forged bottom end, possibly a Motec m142 to simplify the tuning side, and try and do something with the head to make it more rev happy because it really could use another 500-1000rpm. I wouldn't be surprised if the n54 could handle 900-915whp stock. For how long though is the question. I didn't want to be the test mule for the limits of the motor right now.
Anyway, we made I think 75-80 pulls on e85 alone, half of those were well over 700whp and I think 5 pulls over 800whp (805, 813, 832, 858, 861). Pull after pull it just wanted more and never showed any signs of slowing up.
Here is the 861whp and 832whp graph over vehicle speed. We did make an 858whp pull but the boost control was unhappy bouncing all over hitting target then falling on it's face.
This is the 861whp graph with tq reading over engine speed and also showing the dyno losing signal because of the RF interference with the pick-up lead.
And then same graph over vehicle speed showing the erratic tq readings again from the reason above.
Here is the video of the 861whp pull. (excuse the mismatched wheels, I have new DPE wheels that I was waiting till after the dyno to put on)