They say it cannot be done - 1000bhp Supercharged VXR8
Discussion
So this is the build thread for me to get my VXR8 GTS to a daily useable 1000bhp using supercharging rather than twin turboing. Why? Because I want to This is a long term build thread due to current time constraints from commuting and having to fit my life into weekends. I also want to do as much as possible myself, only employing the help of garages/mechanics where I do not have the tools or facilities to complete certain items.
So let me start with the current situation. I have a 2014 Vauxhall VXR8 GTS with a supercharged small block Chevy LSA producing around 580bhp. Utilising a stock bottom end and the stock blower, this is good for around 800bhp. To get to the 4 figure mark, I will be swapping out the stock roots 1.9l blower for a Whipple twin-screw 2.9l blower. Along the way I will be porting, changing cam and associated pieces, headers and exhaust etc. I will systematically work through the air flow path from front to back and will retune as appropriate.
I have a baseline dyno figure from late last year that shows as putting 478.1hp to the ground, and this was taken at Surrey Rolling Road on 19th December. The main purpose of this was to use Charlie's wideband O2 sensor to check that the fuelling was behaving as commanded by the stock tune. As you can see from the attached pictures, the AFR gets rather rich at the top end, but this is behaving exactly as expected and as commanded by the fuelling, so nothing seems to be amiss in the engine department. Good times.
Since that dyno session, I have adjusted the commanded AFR to be flat throughout the entire rev range, which should free up a few horses, along with raising the boost pressure entry point into power enrichment mode, which should save a bit of fuel!
I am now currently awaiting delivery of a Lingenfelter Performance cold air induction kit which should remove any restriction that the stock air box is introducing. http://www.lingenfelter.com/PROD.html?Product_Code...
According to some testing on an equivalent Roto-fab CAI kit on a ZL1 Camaro (same engine), this alone accounted for an extra 30rwhp! (Farcebook link: https://www.facebook.com/media/set/?set=a.10151547...
Partial list of mods to be done:
So let me start with the current situation. I have a 2014 Vauxhall VXR8 GTS with a supercharged small block Chevy LSA producing around 580bhp. Utilising a stock bottom end and the stock blower, this is good for around 800bhp. To get to the 4 figure mark, I will be swapping out the stock roots 1.9l blower for a Whipple twin-screw 2.9l blower. Along the way I will be porting, changing cam and associated pieces, headers and exhaust etc. I will systematically work through the air flow path from front to back and will retune as appropriate.
I have a baseline dyno figure from late last year that shows as putting 478.1hp to the ground, and this was taken at Surrey Rolling Road on 19th December. The main purpose of this was to use Charlie's wideband O2 sensor to check that the fuelling was behaving as commanded by the stock tune. As you can see from the attached pictures, the AFR gets rather rich at the top end, but this is behaving exactly as expected and as commanded by the fuelling, so nothing seems to be amiss in the engine department. Good times.
Since that dyno session, I have adjusted the commanded AFR to be flat throughout the entire rev range, which should free up a few horses, along with raising the boost pressure entry point into power enrichment mode, which should save a bit of fuel!
I am now currently awaiting delivery of a Lingenfelter Performance cold air induction kit which should remove any restriction that the stock air box is introducing. http://www.lingenfelter.com/PROD.html?Product_Code...
According to some testing on an equivalent Roto-fab CAI kit on a ZL1 Camaro (same engine), this alone accounted for an extra 30rwhp! (Farcebook link: https://www.facebook.com/media/set/?set=a.10151547...
Partial list of mods to be done:
- Valve springs
- Injectors
- Cam
- Fuel pump booster
- Headers
- Whipple the st out of it
Edited by R8VXF on Wednesday 17th February 20:02
xeric said:
Who said it can't be done?
Quite a few people are adamant that 800bhp for a valley blower is the useable limit. RenesisEvo said:
R8VXF said:
Since that dyno session, I have adjusted the commanded AFR to be flat throughout the entire rev range, which should free up a few horses, along with raising the boost pressure entry point into power enrichment mode, which should save a bit of fuel!
This isn't something I know a lot about, so feel free to tell me I'm wrong. I thought the reason why the AFR drops, i.e why the ECU chucks more fuel in than necessary, at higher engine speeds/loads (presumably the trace is at WOT) is to cool the combustion chamber, to prevent pre-ignition (knocking/detonation) causing uncontrolled combustion, which leads to big pressure fluctuations that can break pistons and blocks. So by holding stoichiometric right to the top of the rev range, yes you save fuel but you might also risk knocking - unless you're managing cylinder temperatures in another way, or I've missed something?PhillipM said:
SonicShadow said:
That's about a 17% drivetrain loss, not that unreasonable really.
I'd say it is at that power level. I'd expect it on something with much lower power that looses a lot from fixed losses.eliot said:
Good luck - but I dont think it will happen with your proposed approach.
Stop wasting money on cold air intakes and spend some more time researching and amassing a decent budget. Things like LSX block should be on your list - or just call peter knight for an ouline budget idea.
Shame you know nothing.Stop wasting money on cold air intakes and spend some more time researching and amassing a decent budget. Things like LSX block should be on your list - or just call peter knight for an ouline budget idea.
Edited by eliot on Tuesday 16th February 21:02
@S800VXR - Yes, I speak to J quite a bit and know what he has spent. No-one has tried my current approach, so should be fun
Max_Torque said:
Are we talking a "real"(stabilised engine dyno) 1000bhp or a "i got a 1000 brake number on my chassis rolls print out" 1000 bhp? Big difference!
800 to the wheels should be about right Max. As measured at SRR. If you pay to take the engine out and get it tested, jobsagoodun AER said:
R8VXF said:
Max_Torque said:
Are we talking a "real"(stabilised engine dyno) 1000bhp or a "i got a 1000 brake number on my chassis rolls print out" 1000 bhp? Big difference!
800 to the wheels should be about right Max. As measured at SRR. If you pay to take the engine out and get it tested, jobsagoodun Alternatively, sit down and do the calcs on VE, compressor power, gross power requirements, BSAC, BMEP, Pmax etc and convince the engineers amongst us that you know how engines work, rather than just throwing money at the problem and magicking a dubious number at the very end of the process.
227bhp said:
R8VXF said:
VXR8 GTS to a daily useable 1000bhp using supercharging rather than twin turboing.
A daily useable 1000bhp? And you're going to do all this without taking the engine out?These kind of jobs are better done first then written about after to save any possibility of egg on face situations.....
And I won't be embarrassed it doesn't happen, this is just me setting my goals.
To be honest, the thread title was clickbait
Please can we keep any more talk about what happened out of here and just concentrate on the build. Yes, there are no "pictures of shiny bits" yet, of course not. I am still spec'ing it all out. Also mentioned previously was this is a long term project that will go through certain stages and will take about 2 years to complete, maybe shorter, maybe longer, depending on my day job (currently 3 hours commuting each day )
Please can we keep any more talk about what happened out of here and just concentrate on the build. Yes, there are no "pictures of shiny bits" yet, of course not. I am still spec'ing it all out. Also mentioned previously was this is a long term project that will go through certain stages and will take about 2 years to complete, maybe shorter, maybe longer, depending on my day job (currently 3 hours commuting each day )
SonicShadow said:
Shakermaker said:
I think if you wanted Clickbait you should have gone more along the lines of "OMG! check out this 1000bhp car build! You won't BELIEVE number 8!!"
Get 1000bhp from your V8 with this one weird trick! Engine tuners hate him!chuntington101 said:
Any reason for going with a whipe as opposed to say vortec YSI or Procharger F-1A? Both of these blowers should easily get you to your 1000bhp goal. I'm not sure if many have pushed the Whipple that high on reasonable comp. ratios and with normal fuel.
I like the way PD blowers deliver their power. There are plenty of examples of Whipples running 1000+bhp, shouldn't really be too hard By everyone else I generally meant the heat pumped 112's etc Ringram has posted a link to a screwed 1000bhp LSA already, it is just working out what firewall clearance is needed for each type of screw and not sure the KB rear entry would fit. The whipple front entry is a different matter, and a more efficient airflow path.
Will check that GTO out :cheers:
Will check that GTO out :cheers:
Rods/pistons etc are already factored in to the equation. One of the Whipple packs comes with the injectors and pump booster, but yeah new fuel pump is also on the cards. For this build, I am not going the turbo route. That is the one thing that is certain
I have a rough budget in mind which is acceptable to me. You also reminded me I need to speak to Goldy about the Camaro bonnet vents
I have a rough budget in mind which is acceptable to me. You also reminded me I need to speak to Goldy about the Camaro bonnet vents
Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff