Tags Posts tagged with "VR30"

VR30

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STILLEN Front Splitter + Winglets / STILLEN Rear Diffuser
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

Sporting the a smorgasboard of STILLEN Q60 mods, Deryck G’s 2017 Infiniti Q60 RS AWD is certainly a sight to behold. The Q60 is already a gorgeous vehicle, but the addition of STILLEN Aero and performance upgrades really makes this Infiniti Q60 RS especially slick. Starting with the ivory white exterior, Deryck has some great contrast going on between the matte black trim, aero and wheels against the crisp white of the body.

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STILLEN Front Splitter + Winglets
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

To give the Infiniti Q60RS the low slung stance a curvaceous coupe like it deserves, Deryck opted to drop the Q60 Suspension with a set of SuperDown Springs from RS-R. A more conservative option than a coilover, yet a better stance and better handling than stock. The blacked out grilles and fender trim really drives the theme home, creating a cohesive look – everything looks like it belongs, nothing jarring and out of place. It’s exquisite.

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STILLEN Front Splitter + Winglets / STILLEN Intakes for Infiniti Q60 3.0tt

Bolstering the already impressive 400hp output of the Q60 RS VR30DDTT are a set of STILLEN Air Intakes, one feeding each bank of cylinders. While RedSport models don’t pick up near as much power as SilverSports with our intakes, response is sharper and the induction note is so much more satisfying. Featuring two high flow conical filters and custom-fabricated MAF tube sections mated to contoured high-temperature urethane heat shields.

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STILLEN Intakes for Infiniti Q60 3.0tt

Whereas many competing aftermarket intake systems aren’t shielded at all, the ones that do are mostly using metal heat shields. Urethane offers superior thermal insulation, while metal is a thermal conductor and the heat shield itself will get hot, which can result in a heat-soaked condition on hot days. Well-insulated, closed-box or semi-sealed box intakes perform much more consistently in traffic and in hot weather, as it helps keep intake temperatures lower and more consistent. Some may argue that “intake temperature doesn’t matter because the intercooler will cool the aircharge anyway”, but that’s not true. The intercooler can get the air-charge colder if it starts with a colder incoming air-charge.

The TL;DR: is lower inlet air temperatures result in lower air charge temps at the throttle.

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The interior is stock for the moment, but the color combination is stellar – and really, there isn’t much you can improve upon – it’s a nice place to be.

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STILLEN Front Splitter + Winglets

The subtle aero and details add a splash of drama to the car’s somewhat sedate factory aesthetic – sleek and graceful yet aggressive, not unlike an F-22 Raptor fighter jet – whereas other combat aircraft that bristle with firepower have bulky hardpoints hanging off their wings and undercarriage, on the F-22, its impressive complement of missiles and such are stealthily tucked away for an extraordinarily clean profile in every regard – on radar, aesthetically and aerodynamically.

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STILLEN Rear Diffuser / Armore Design Rear Carbon Fiber Duckbill Spoiler / Vibrant Exhaust for Q60

It’s all the smaller details that make the finished package look as good as it does. Dressing up the tail of the car is an Armore Design CF Duckbill spoiler, paired with the STILLEN rear diffuser. Polished oversized tips of a custom-fabricated Vibrant catback exhaust for Q60 fill out the openings in the rear fascia, framed by the STILLEN Rear Diffuser for Q60.

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STILLEN Front Splitter + Winglets / STILLEN Rear Diffuser
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

Somehow, this car just oozes charisma and manages to make the Q60’s already supple curves that much more enticing, and the play of light across each surface that much more beautiful.

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STILLEN Front Splitter + Winglets

The trifecta of the matte black grille, the matte black STILLEN Q60 Front Splitter and STILLEN Q60 Winglets with the blacked out front grille works together brilliantly, pairing like a great red wine and artisan-made cheese.

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STILLEN Front Splitter + Winglets / STILLEN Rear Diffuser
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

There’s only so much we can say, because these photos do an excellent job speaking for themselves. Check out a few more incredible photos of this crisp-linen colored beauty.

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STILLEN Rear Diffuser / Armore Design Rear Carbon Fiber Duckbill Spoiler / Vibrant Exhaust for Q60
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

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STILLEN Rear Diffuser / Armore Design Rear Carbon Fiber Duckbill Spoiler / Vibrant Exhaust for Q60

Giving the Q60 a unique exhaust note and even greater authority when you stomp the go pedal, the custom-fabricated Vibrant Performance Exhaust and Vibrant Performance High Performance downpipes wakes up the VR30DDTT like getting a bucket of water dumped on you while napping, offering snappier response and further enhanced horsepower and torque to all four wheels.

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STILLEN Rear Diffuser / Armore Design Rear Carbon Fiber Duckbill Spoiler / Vibrant Exhaust for Q60
Vossen VSF2 20×9.5et25 / 20×10.5et25 with Yokohama ADVAN V105 245/35-20 / 275/30-20 on RS-R SuperDown Springs

Deryck has put together an Infiniti Q60RS that’s sure to turn heads everywhere – this is the kind of car that gets the valet to park your car prominently in the front row, and with a tasteful suite of modifications, this is a package that looks, sounds and performs better than stock without any of the ‘racecar compromises’ that degrade the car’s streetability, making it an incredibly satisfying drive.

Thank you to Deryck for making STILLEN a part of his build; shoutout to Arthur Malczewski for shooting and sharing these incredible photos with us. Thank you for reading, we hope you enjoyed this feature!

Feeling inspired? Want your car to look like this? Give our team of experts a call at 1-866-250-5542 or shop online and even chat live with the team at STILLEN.com. Thanks for joining us, and for those interested, check out the full mod list below.

Photos By

Arthur Malczewski

Full Mod List

Exterior

  • Stillen Q60 Front Lip (Matte Black)
  • Stillen Q60 Front Winglets (Painted Matte Black)
  • Stillen Q60 Rear Diffuser (Matte Black)
  • Vossen VSF2 Wheels – 20×9.5F ET25 / 20×10.5R ET25
  • Yokohama Advan V105 Tires – 245 / 35-20 / 275 / 30-20”
  • Blacked out chrome grille, window trim, fog light, side gills, blacked out roof
  • Armore Design Rear Carbon Fiber Duckbill Q60 Trunk spoiler

 

Performance

  • Stillen High Flow Intakes for Q60 3.0TT
  • Custom-fabricated Vibrant Performance Cat-back Exhaust System
  • Custom-fabricated Vibrant Performance GESI Ultra High Converters Down-Pipes
    (note: car/owner not in USA, USA E P A/A R B regulations do not apply.)

Suspension

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The VR30DDTT is an impressive motor. It is underrated from the factory as we have seen with dyno testing. The Hi-Output version is rated at 400 hp and 350 ft-lbs at the crank and the Low-Output version is rated at 300 hp and 300 ft-lbs at the crank. We have consistently seen ~375 whp and ~350 wtq from the Red Sport Q50’s and Q60’s and ~300 whp and ~290 wtq from the “300 hp” versions.

That being said, everyone is still excited to see what these motors can do. With factory forced induction there is often a ton of room for gains when you simply tune the car and crank the boost up. Now there is a lot to consider before assuming power gains by simply increasing boost and tuning. So strap on your thinking caps and prepare for the math!

The factory turbos on the VR30 are produced by Honeywell-Garrett. The model of the turbo is MGT14446LKSZ. We could talk technical specifications*, but in the end let us just say the turbos are small. What is more important is we have the turbo map for the MGT1446 turbo. This has allowed us to see what efficiency range the turbos are operating under stock boost, as well as the limits of the turbos when it comes to boost levels and power gains.

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We can see the VR30 Red Sport (400) boost curve looks something like this. With this knowledge, we can run a series of calculations to see the efficiency of the turbos throughout the RPM range.

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For everyone who would like to do the math themselves the basic formulas are as follows.
Cubic Feet/Min:

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Corrected Air Flow (CAF) lbs/min:

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Pressure Ratio (PR):

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So for stock boost our table will look like this:
*we use 1.5 liters as displacement as only half the motor feeds each turbo.

Q50 Red Sport – Stock (14.5 PSI)
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Utilizing the same formula and increasing boost, we made a graph then overlaid onto the Turbo Map. We included the Low-Output graph for reference as well.

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You can see that even at stock boost (for the Red Sport) the turbos are off the efficiency island (below 60%) post 5750 RPM. So what happens as you move off the island? As turbo efficiency goes down you begin to generate more and more heat for the given boost pressure.

If you look at the stock dyno sheet, you can see where the horsepower curve begins to flatten out at around 5000 RPM. We have also seen with an aftermarket exhaust and secondary cat deletes the gains past the 5000 RPM area are far less significant. This can pretty much all be attributed to the turbos.

2017 Q50 Red Sport Dyno

2017 Q50 Red Sport 3.0tt Stock Dyno Sheet

We went ahead and also did graphs of increased boost pressure following the factory curve up to max pressure. We assume the lower boost pressure below 4000 RPM is to keep the torque under control for driveability’s sake.

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Looking at the chart, one can see that as you increase the maximum boost levels you move out of the efficiency island very quickly. At 17 PSI you move below 60% efficiency at 5500 RPM which is not much worse than stock. However, once we get into the 19 PSI Range you can see us leave efficiency by 5250 RPM. On top of that we are moving over 23.6 lbs/min (or 342 CFM) at 6250 RPM very far outside of the efficiency island. This puts a lot of stress on both the engine and turbos.

So aside from changing the turbos (which there are no upgrades available at this time), what can we do to safely increase power? We believe it is unwise to spin these turbos much past 17 psi in search of a lot more power (at least above 5000 RPM). So with a moderate increase in boost pressure, the name of the power game will be EFFICIENCY (yes I’m sure you’re tired of reading that word).

Restrictions:

With any factory setup, there are going to be restrictions. Some are cost related, some are emissions related, and some are Noise/Vibration/Harshness (NVH) related.

We already know the first restriction point lies in the intakes. Factory intake systems are the first point of emissions and sound control on a car. The STILLEN intakes have already shown impressive gains in the mid-range powerband. This makes sense as the highest efficiency range of the turbo at factory boost levels (and even elevated boost levels) will be in the 3250-5000 RPM range.

The factory exhaust system on the VR30 powered cars is definitely a bottleneck as well. We know the secondary catalytic converters narrow down to 1.5 inches (diameter) just before the cat-back. On top of that the factory cat-back exhaust is a mere 1.75 inches (diameter). Now removing the factory catalytic converters is frowned upon by the EPA, so we can’t recommend changing those out. However, a cat-back exhaust is perfectly legal and voids no warranties (which we are sure most of you know). On top of giving the Q50 & Q60 the exhaust note it deserves, the cat-back greatly increases the efficiency of the turbos by reducing back pressure. This reduction in back pressure reduces the resistance on the turbines and in turn allows them to spool faster and easier. This means for the same given turbine speed, you are able to create more boost (or the same boost) with less heat.

Cooling:

While heat is necessary for an engine to run properly, too much is definitely a bad thing. While on a naturally aspirated motor, a cooler intake charge can greatly improve performance. Forced induction doesn’t yeild as impressive of results. Why is this? The air pulled through the intakes enters the turbo which compresses the air. The compression of air causes an increase in air temperature (see Boyle’s Law and Charles’ Law) which is problematic for internal combustion engines. With most forced induction setups there is an intercooler (or aftercooler) which is located between the turbo and the lower intake manifold. Said intercooler can be either an Air-to-Air or Air-to-Water system. The VR30 uses a pair of Air-to-Water intercoolers. The heat exchanger for the intercoolers (how the heat is removed from the system) is located in front of the radiator behind the grille.

The Red Sport version of the Q50 and Q60 both come with two waterpumps (push-pull) to increase cooling for the intercoolers. This makes sense as the Red Sport boost levels create a lot more heat at higher RPM than the 300 hp version. Knowing that many people will be increasing the boost of both models, everyone could definitely benefit from more cooling. While the intercooler units themselves would be difficult to upgrade since space in the engine bay is quite limited, the heat exchanger up front has some room to grow. Increasing the size of the heat exchanger does two things: allows for more heat to be extracted from the hot fluid, and increases the volume of fluid which increases the overall thermal capacity of the system. While this isn’t the ultimate solution, it would make running higher boost levels (17-18 psi) safer as well as reducing potential heat soak after prolonged aggressive driving.

Tuning:

While there is still a lot of exploring to do when it comes to tuning, there are several things we can see just by looking at the turbo map and dyno sheets. Your biggest gains will all be in the mid-range (2500-5000 RPM) with the stock turbos.

Based on the turbo map, tuning to 18 PSI from 4000-5000 RPM puts you in a very ideal efficiency range for the turbos. Now dropping the boost after 5000 RPM is important as holding too much boost is not ideal for the motor or turbos, but also won’t gain much additional power. This fine tuning of boost pressure adjustment is made easier by the factory electronically controlled wastegate actuators.

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While we are still waiting on the tuning companies we work with to release official software, we are confident it won’t be much longer. You can bet we are just as anxious to start tuning these cars as you are, but with any new platform the best products take a little time to develop.

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Although we probably won’t be seeing any 600 whp Q50’s or Q60’s without bigger turbos, there is still a lot of potential even on the factory units. Needless to say, we are all working on more ways to make power with this platform. STILLEN is about to release our new intake system for the 3.0t Q50 & Q60 along with our Cat-Back Exhaust for the 3.0t Q50!  Our engineering department has done a lot of work on these products and designed them with the factory setup in mind as well as future upgrades. Stay tuned (pun intended)!

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*From the information we could find from Garrett:
Compressor side: TRIM 55 – A/R 0.46
Turbine side: TRIM 76 – A/R 0.40
Cooling: Oil and Water

The Infiniti VR30 twin turbo might be one of the most hotly debated and anticipated engine design in years.  All the comments flying around the forums and blogs about a “cheap 600+ whp car” might make you wonder: is it wishful thinking, or an attainable goal?

For starters, the VR30 is not the same animal as the VG30 or a similar bulletproof iron block monsters of the 90’s. It’s also not a hand-built GTR motor already making 500+ hp.  Still, it’s all conjecture, and up until now Infiniti hasn’t released enough information to help separate fact from fantasy.

You may recall a few months ago we looked at the new VR30 Twin Turbo motor from an aftermarket perspective based on the information given at the time (An Aftermarket perspective on the new Nissan/Infiniti VR 3.0 Twin Turbo V6). Recently Infiniti released some “Technical Cinemagraphs” offering a closer look at this new engine. These Cinemagraphs give us a lot more information about the motor design and what we might be able to improve upon.

Twin Turbos and Two Outputs

As we already know, the VR30 will be a 3.0-liter V6 Twin-Turbo Engine with two output variations: one producing 300hp and the other a whopping 400hp. We covered the differences in the last blog post, so armed with fresh information we can look at areas we feel might yield results.

Intake Manifold and Intercoolers

Starting at the top with the most obvious (however not the cheapest) potential upgrade: the intake manifold. As you can see, the design of the intake manifold looks ideal for “packaging”. Looking at the diagram below you can see some of the restriction points as well as areas that are susceptible to turbulence. While this will work fine and is great for a the stock setup, it leaves room for potential improvement.

 

Take a look at the Nissan GTR Intake Manifold Design below. A larger plenum (which the OEM design doesn’t really have) helps take care of air starvation issue before the boost fully kicks in. The shape of the plenum creates less turbulence and feeds more directly into the runners. With this type of manifold, the runner lengths could also be optimized for performance. Coupled with the possibility of switching from an Air to Water to an Air to Air Intercooler setup (which would free up the space on top of the motor), a GTR-esque Intake Manifold would potentially yield serious gains.

GTR Intake Manifold_stillen

Intercooler Conundrum

We discussed an Air to Air Intercooler setup in the last article.  There are potentially limitations to the factory intercoolers as they were designed for a specific amount of power and boost. Also, with an increase in boost the almost 90° turn the air has to make could create another restriction point. If we can fit a front mount Air to Air Intercooler it could allow for a safer increase in boost and squeeze a lot more juice out of this new 3 liter.

You might say: “But STILLEN, what about the turbo lag from the increased distance between the turbo and throttle body?” While greater distance between the turbo and throttle bodies can increase the time it takes for the pressure to build, the effect is so negligible it’s not worth worrying about. The real difficulty lies with fitting all the plumbing in. We know what the Q50 engine bay looks like and an Air to Air Intercooler setup will prove very challenging. We hope that the Q60 gives us a little more space to work with. If not it should still be possible to upgrade the pump and heat exchanger for the Air to Water Setup, and/or upgrade the intercoolers themselves. However, because of the space restrictions, upgrading the actual intercoolers may be difficult.

High Flow Intakes

The next power grab opportunity is the intakes (everything pre-turbo). A visual analysis of the OEM design reveals an air flow path that can definitely be smoothed out. Understanding that Nissan/Infiniti had the parameters of the EPA to follow and NVH (Noise, Vibration, and Harshness) standards to meet, we know why they went with this design. Fortunately for us this leaves some room for improvement.

 

The air coming through the air boxes is forced through the restrictive panel filter, then takes a hard 90° turn over the Mass Air Flow Sensor (MAF) which is not ideal because of turbulence created by this design. It then executes yet another 90° turn before reaching the turbos. Simply reducing the number of turns in the system and creating a smoother path for the air as it passes over the MAF will allow for more accurate readings (helpful in tuning) as well as less restriction. The restriction can also contribute to a significant power loss. On other modern turbo powerplants, we have observed notable power gains by simply adding a high flow intake which can increase the boost (boost can be limited by restrictions on the intake side of both Turbo’s and Superchargers).

Exhaust & Turbos

Exhaust system modifications on turbo cars always generate power gains. Down pipes and cat-backs are already a given for the VR30 and will be available from STILLEN. Now we finally got a look at the cylinder head to turbo interface so we can see what might be done about turbo upgrades.

 

Looking at the design of the turbo flange, it appears that fabricating an adapter for aftermarket turbos should be pretty simple. Though we don’t know specs on the turbos yet, it won’t be difficult to sort out good upgrade options for those looking to make a lot more power. The only limiting factor might be space, but most upgrades shouldn’t pose an issue.

 

We still need more information about the engine internals before we can be more specific about turbo upgrades and increased boost. However, most Nissan/Infiniti Motors tend to be pretty hearty. The old VG30’s were capable of 550-600 whp with a healthy block and the VQ37’s held up to about 500 whp on stock internals (with Turbo Kits). It seems fairly safe to assume we be able to get this motor close to the 500 whp mark without reliability issues. The 600 whp mark that everyone is hoping for might be a possibility, but it will depend on the strength of the internals.

 

We will be getting a few VR30 equipped test vehicles delivered to STILLEN in the next few months. We can’t wait to get our hands on them and start doing some real world testing. Stay tuned for more articles and info on the VR30 as we continue to learn more about this motor!

 

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