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  • Sticky's Avatar
    Today, 01:50 AM
    The MP4-12C was phased out in favor of an updated version of the platform you all know as the 650S. That is not to say a stock MP4-12C is not potent as it definitely is. It's a tall order for any mid-size luxury sedan to take down on the highway even a modded one. This second generation Cadillac CTS-V is supercharged from the factory with the 6.2 liter LSA engine. It responds well to modification which it will need to move its portly butt to keep up with the 31XX pound MP4-12C. This LSA receives a higher boost boost pulley, a cam upgrade, drag radials, and most importantly E85 fuel. Nothing too crazy about the mod list there. They run twice and the CTS-V gets the better of the MP4-12C in the first run partially thanks to a better start. For whatever reason the second run is not shown from the CTS-V's view but instead we get a chase view. The first perspective is out of focus and in the second view it looks close with the MP4-12C edging. Either way this is a potent Cadillac considering the mods and all the MP4-12C needs is a tune to decisively put things in its favor.
    0 replies | 12 view(s)
  • Sticky's Avatar
    Today, 01:39 AM
    The MP4-12C was phased out in favor of an updated version of the platform you all know as the 650S. That is not to say a stock MP4-12C is not potent as it definitely is. It's a tall order for any mid-size luxury sedan to take down on the highway even a modded one. This second generation Cadillac CTS-V is supercharged from the factory with the 6.2 liter LSA engine. It responds well to modification which it will need to move its portly butt to keep up with the 31XX pound MP4-12C. This LSA receives a higher boost boost pulley, a cam upgrade, drag radials, and most importantly E85 fuel. Nothing too crazy about the mod list there. They run twice and the CTS-V gets the better of the MP4-12C in the first run partially thanks to a better start. For whatever reason the second run is not shown from the CTS-V's view but instead we get a chase view. The first perspective is out of focus and in the second view it looks close with the MP4-12C edging. Either way this is a potent Cadillac considering the mods and all the MP4-12C needs is a tune to decisively put things in its favor.
    0 replies | 14 view(s)
  • Chris@VargasTurboTech's Avatar
    Today, 01:14 AM
    Single barrel lets you go to about 550 whp, maxed out. The system that we tested and started this thread about is no where near maxed out at 650 whp. Keep in mind not only was it not maxed, but it wasn't near maxed on E98. The capacity will only be higher on E85. We dropped the pressure target down just to show that we have control over target pressure, but it'd hold 3500 psi just as easily. Where is the prototype system maxed out at? Unknown as of now. It looks like it's going to be north of 700 whp, but what it looks like and what the testing shows may not be the same thing. In time. Not everyone has "shoot for the moon" goals. Many owners would just like 500-550 whp and call it done there. Single barrel is perfect for that. You could do a stage 2 lpfp upgrade, fbo, stock turbos, running 100% e85 and max the car out. These cars are a lot of fun around the 5-550 whp area. Taking things a step further could open up options for those who want 650+ whp on E85... or even higher. As for beating the hell out of the hpfp, well, we're overspinning it, so yes, it gets some more mileage on it compared to a stock pump, obviously. We haven't seen any adverse effect yet -we'll do more testing in time. Running 2 pumps reduces the load on each of them significantly. It's all steps in the right direction guys. Chris
    135 replies | 727 view(s)
  • bradsm87's Avatar
    Today, 01:04 AM
    The thing is, there is NO need to overspeed a HPFP when you have TWO of them, already big overkill in effectively doubling the capacity.
    135 replies | 727 view(s)
  • Alpine's Avatar
    Today, 12:36 AM
    DA today was pretty ridiculous to say the least. I don't think it got much lower than 6000 if we were even lucky to see that. I tried everything just short of Fred Flintstone pushing the mofo off the line. Brake boost in 1st gear, let the car shift to 2nd, take over from there. Brake boost in straight sport automatic. No brake boost flooring it. Everything I did made zero difference to advance me beyond a 13.4. I figure the only real way to overcome the horrible launch capability of this trans and the spool of the turbo at this point is either a trans swap or adding another 100hp to the wheels and seeing what happens. Just baffling to me how BMW could build such a fantastic motor yet put one of the laziest ZF transmissions in with it.
    53 replies | 2113 view(s)
  • Sticky's Avatar
    Today, 12:25 AM
    Damn you beat those pistons up! Repped.
    21 replies | 1774 view(s)
  • Sticky's Avatar
    Today, 12:24 AM
    Good to see you willing to talk about it and post details.
    21 replies | 1774 view(s)
  • Sticky's Avatar
    Today, 12:08 AM
    Just in time for July 4th, right? If American automotive culture can be represented by any one thing it is definitely V8 horsepower. The Americans simply make the most. Disagree? Well, you can talk to Steve Morris Engines about some of their builds like this absolutely absurd twin turbo big block. Absurd in a good way of course with 4000 horsepower on race gas and how about 3000 on pump? That 3000 figure comes at only 20 psi by the way. Who knows what it really does cranked up. Here are the specs: Cast BRODIX 5" bore-space block with in-house custom machining Premium SME piston package for big boost Billet crankshaft and aluminum connecting rods Custom cam profile Jesel belt-drive and MOROSO dry-sump oiling system INNOVATORS WEST balancer with integrated crank trigger Cast BRODIX cylinder heads with SME port program and modifications JESEL custom shaft-mouted rocker system Custom billet valve covers Fabricated (optional billet) intake manifold Competition machining and assembly Yes, this is street legal and goes into a street legal car. You might balk at the $63,999 price but the horsepower per dollar is unbeatable if you consider that 2000+ horsepower Underground Racing builds are six figures and that they will only make half the power. This is street legal performance on a whole different level. The video below covers the details directly from Steve Morris. Well worth a watch for any enthusiast. 'Merica!
    0 replies | 42 view(s)
  • Sticky's Avatar
    Yesterday, 11:54 PM
    Just in time for July 4th, right? If American automotive culture can be represented by any one thing it is definitely V8 horsepower. The Americans simply make the most. Disagree? Well, you can talk to Steve Morris Engines about some of their builds like this absolutely absurd twin turbo big block. Absurd in a good way of course with 4000 horsepower on race gas and how about 3000 on pump? That 3000 figure comes at only 20 psi by the way. Who knows what it really does cranked up. Here are the specs: Cast BRODIX 5" bore-space block with in-house custom machining Premium SME piston package for big boost Billet crankshaft and aluminum connecting rods Custom cam profile Jesel belt-drive and MOROSO dry-sump oiling system INNOVATORS WEST balancer with integrated crank trigger Cast BRODIX cylinder heads with SME port program and modifications JESEL custom shaft-mouted rocker system Custom billet valve covers Fabricated (optional billet) intake manifold Competition machining and assembly Yes, this is street legal and goes into a street legal car. You might balk at the $63,999 price but the horsepower per dollar is unbeatable if you consider that 2000+ horsepower Underground Racing builds are six figures and that they will only make half the power. This is street legal performance on a whole different level. The video below covers the details directly from Steve Morris. Well worth a watch for any enthusiast. 'Merica!
    0 replies | 22 view(s)
  • The Ghost's Avatar
    Yesterday, 11:48 PM
    Oddly enough, the above is cylinder #6 . #6 rarely ever saw any timing corrections. It was always #5 that had corrections. The other pistons and the rest of the motor (pistons, walls, bearings) were good.
    21 replies | 1774 view(s)
  • The Ghost's Avatar
    Yesterday, 11:25 PM
    Updated
    21 replies | 1774 view(s)
  • blackshan's Avatar
    Yesterday, 11:24 PM
    That was beautiful! He needs to put that top up. Two great cars.
    1 replies | 139 view(s)
  • MM Performance's Avatar
    Yesterday, 11:23 PM
    Repd for adding data/info can you add a few more details such as wtq, how the failure happened, what you think the root cause was so that we can apply learnings?
    21 replies | 1774 view(s)
  • The Ghost's Avatar
    Yesterday, 11:21 PM
    N54, FBO, VTT2+ 630-680whp e85. This motor had 80k on it, tuned/modded since 40k. Piston crowns were good, just too much detonation. Ran well and logs looked normal (timing corrections, but nothing pointing to this cylinder). Compression test showed it was down (120psi vs. 160psi of rest). No visible oil burning. I had to remove the rings to get the ring land pieces out (you couldn't even tell they were broken). This is the same motor that set the then stock frame WR. These motors are strong, but only so durable (perhaps it isn't reasonable to expect a stock motor to last well over 600whp; clearly there was detonation).
    21 replies | 1774 view(s)
  • Milan's Avatar
    Yesterday, 11:14 PM
    I've managed 1.79 60' and our DA in Boise isn't that much lower than Bandimere....usually 4500-5000. You were power braking the launch right? 112 sounds about right because my car is pretty weak ass on pump gas and I have a 6466, so I figured yours would be pretty bad
    53 replies | 2113 view(s)
  • MM Performance's Avatar
    Yesterday, 11:09 PM
    Oh one other thing was that cyl 6 rod was slightly bent. Cyl 6 had no problems and you would have never known it was slightly bent other than a little less power I guess. I missed it on initial tear down but then V8bait mentioned all the rods tony bent on many motors around the 650wtq mark and I went back to double check and sure enough cyl6 rod was bent a little. Seems the rods have a torque limit somewhere between 600-650wtq and I bet lots of motors out there with rods a little bent that you wouldn't know unless you tore down and inspected, maybe some of these single turbos running high boost but not quite hitting the 800+ power levels it seems they should be at for thier boost on the same turbos :think:
    21 replies | 1774 view(s)
  • The Ghost's Avatar
    Yesterday, 11:02 PM
    Thanks for sharing! Please post a log of the misfire runs so we can have a look. Terry@BMS, for those of us with the JB4 controlling PI, is this a condition you can account for in the JB4?
    21 replies | 1774 view(s)
  • AdminTeam's Avatar
    Yesterday, 10:38 PM
    Welcome to a real enthusiast forum RandallYew.
    0 replies | 72 view(s)
  • I6+TT=FTW's Avatar
    Yesterday, 10:37 PM
    Do you think with left foot brake launching you just couldn't get the boost up enough? The best I've managed at Bandimere was a 1.9 60' , 13.05 @ 109 on my current set up (stock downpipes) last Sept.
    53 replies | 2113 view(s)
  • MM Performance's Avatar
    Yesterday, 10:34 PM
    I see several threads pop up with engine failures but I like how this thread keeps them all together so I will add mine here. My failure was due to persistent misfire around 6000rpm. I was on the dyno tuning around 30psi making about 700whp/650wtq and everything looking good but couldn't get rid of a misfire at about 6250rpm. Doing back to back pulls and not allowing enough time for cool off in between was part of my issue. After a few misfires on cyl 5 messing up some runs I swapped in a new 5992 NGKs plug gapped to .016 on 2nd bank (just like all my other ones) and next run my cylinder 5 blew. Upon inspection the top of cyl 5 piston was melted and that with hyper lean detonation destroyed the ring land and rings. No bearings were damaged or any other damage other than a little aluminum deposit on cyl 5 from cyl melting and the chunks from the ring land it blew. I was able to drive the smoke chimney back home from the dyno and tear apart to swap in a new used engine and build a race engine with the core. Was running stage 3 lpfp and BMS PI with SS controller and flash only tuning. After looking at my last few logs with the misfire and the one from when it blew it's pretty clear that the misfire with the high boost created a situation where the cyl would cut the DI fuel due to misfire but high rpm and high boost had a lot of heat in cyl creating glow plug from injector and with PI still spraying for 500-1000rpm more it created a hyper lean condition that melted the piston and blew the ring land. This is the risk in two fuel systems not controlled by the same computer, something syvecs can solve. Planning to build Carrillo rods with CARR studs and Carrillo Pistons 84.5mm, arp mains studs and head studs, WPC treated bearings, closed deck (maybe). Thinking about lowering compression to 9.5, not sure yet. Surprisingly, neither Motiv or ABR offers block machining only to bore the block out and install closed deck, they are only looking to sell full build for 7-10k going from just piston upgrade to everything. I found a good engine machine shop in Houston to take care of all the block machining and we are discussing doing a closed deck insert but we will see where that goes, Maybe will be able to offer a new service for those that just want a closed deck block since others don't want to do that by itself at this time. you can see in the pics below the melted piston, blown ringland, and melted aluminum on the cyl wall.
    21 replies | 1774 view(s)
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