CT4 V Blackwing 570 WHP

[TERRAVAST4]

A big thanks to Tapout Tuning and Exodus Performance in Austin TX. The CT4 V Blackwing went on the rollers today. At just under E60 ceiling we managed a 570 whp and 600 wtq. The response and feel is next level!!!

 

[1BadRS]

Do you mind sharing your parts list, install cost to obtain that power level? Did you do any pulls with 93 octane?

 

[TERRAVAST4]

Do you mind sharing your parts list, install cost to obtain that power level? Did you do any pulls with 93 octane?

The mods for this build include: Tapout stage 1 cam kit and valve springs, Tapout non- catted downpipes, Auto tech high volume HPFP internal kit, DSK flex fuel kit, Gigs ported throttle body, Tapout air box lid and green filters, Brisk plugs, Aeroforce scan gauges. The bulk of the cost is unlocking the ECM and if you have the auto trans the TCM as well. I was in 4k just to unlock. I also paid to install the cams and valve springs as well as the down pipes. Everything else was previously installed. All in it was like about 10k for about a 150-180 hp gain based on Ethanol content

 

[TERRAVAST4]

I have the A10 trans. The trans now has very firm/agressive shifts. At times chirping the 1-2 shift

 

[1BadRS]

Thanks for the details on your build. CT5-V power levels in a CT4-V body sounds like a nice combination.

 

[Bald Guy]

Good to know and to see the progressive results. Turbo engines definitely have a lot of potential. Glad it's working out great for you.

How does the butt dyno feel in comparison again? Sorry if I missed it somewhere within your posts...

 

[1Evil55]

I have the A10 trans. The trans now has very firm/agressive shifts. At times chirping the 1-2 shift

When I had my SS, the trans tune was some of the best parts. Always chirped 1-2 and once in a while 2-3.

 

[TERRAVAST4]

Good to know and to see the progressive results. Turbo engines definitely have a lot of potential. Glad it's working out great for you.

How does the butt dyno feel in comparison again? Sorry if I missed it somewhere within your posts...

Believe it or not. Out of boost it has a lot more pep. Shifts are very crisp and authoritative. In boost it pulls very strong up until redline. Very happy. The cams and the bow pipes give it a great sound too. I’ll post a video later.

 

[F1Scamp]

Are you maxed out with fuel system again? I was under the impression with the high pressure pump and bigger cam lobe we would have enough fuel system to go full e85 on the stock turbo's.

 

[TERRAVAST4]

Are you maxed out with fuel system again? I was under the impression with the high pressure pump and bigger cam lobe we would have enough fuel system to go full e85 on the stock turbo's.

Yes. I am maxxed out. I can run 85 but only in short bursts. I am trying to stick around 75

 

[F1Scamp]

Interesting. Makes me think the high pressure pump volume isn't the biggest restriction?

 

[TERRAVAST4]

Interesting. Makes me think the high pressure pump volume isn't the biggest restriction?

The problem is E85. The stock system flows very well for running 85 but it does have its limitations. If this was an old CTS-V you would have had to do a full fuel system upgrade. I have a truck pushing over 700 wheel hp on a third gen LS. I had to run twin 340 fuel pumps and 1200 fuel injectors. I knew going in 600 wheel would be the limits based on the mods. I’m not disappointed at all.

 

[BKC1]

Is it the low pressure or high pressure part of the fueling system that's holding you back? I assume low pressure, because the low pressure feed lines are being sucked dry by the high pressure system, and once that happens the high pressure system can't regulate anymore.

 

[TERRAVAST4]

I would assume the low pressure. The high pressure internals were all upgraded

 

[ngoni]

Once you get the cams and pumps upgraded then you have to worry about the injectors looking at port+direct injection. The ZR1 comes from the factory now with port+direct injection.

 

[Stiletto]

Congrats on the build results! I have a very similar setup, minus the valve springs and plus a carbon fiber driveshaft.

From talking to Justin Schmidt (my tuner) and Robert Greeley (mechanic, 2Snails Automotive), the LPFP in the CT4-V BW doesn't suffer the same flow issue the ATS-V had. I was able to get up to E79 and hit 630 wtq and 602 whp on a Dyno Jet. I realize that 1) you're a completely different vehicle; 2) your A10 shifts a little different than my M6; and 3) dyno plots are not translatable in the most direct sense (i.e., my baseline plus mods does not equal your baseline plus mods). With that said, I don't know that you're at the limit of fuel flow. I want to get back on the dyno once the VCM Scanner is showing E85 (I have cans of VP Racing X85 and X98 to get there) and see if the IDCs are maxed out and what the gain is over E79.

 

[TERRAVAST4]

Congrats on the build results! I have a very similar setup, minus the valve springs and plus a carbon fiber driveshaft.

From talking to Justin Schmidt (my tuner) and Robert Greeley (mechanic, 2Snails Automotive), the LPFP in the CT4-V BW doesn't suffer the same flow issue the ATS-V had. I was able to get up to E79 and hit 630 wtq and 602 whp on a Dyno Jet. I realize that 1) you're a completely different vehicle; 2) your A10 shifts a little different than my M6; and 3) dyno plots are not translatable in the most direct sense (i.e., my baseline plus mods does not equal your baseline plus mods). With that said, I don't know that you're at the limit of fuel flow. I want to get back on the dyno once the VCM Scanner is showing E85 (I have cans of VP Racing X85 and X98 to get there) and see if the IDCs are maxed out and what the gain is over E79.

I agree. I can feel the difference from the E 58 it was dynoed at and the E75 I’m at now. Unfortunately the stock turbos are maxxed out at this point.

 

[BKC1]

Congrats on the build results! I have a very similar setup, minus the valve springs and plus a carbon fiber driveshaft.

From talking to Justin Schmidt (my tuner) and Robert Greeley (mechanic, 2Snails Automotive), the LPFP in the CT4-V BW doesn't suffer the same flow issue the ATS-V had. I was able to get up to E79 and hit 630 wtq and 602 whp on a Dyno Jet. I realize that 1) you're a completely different vehicle; 2) your A10 shifts a little different than my M6; and 3) dyno plots are not translatable in the most direct sense (i.e., my baseline plus mods does not equal your baseline plus mods). With that said, I don't know that you're at the limit of fuel flow. I want to get back on the dyno once the VCM Scanner is showing E85 (I have cans of VP Racing X85 and X98 to get there) and see if the IDCs are maxed out and what the gain is over E79.

The CT4/CT5 fuel pump modules look significantly different from the CTS-V2 and CTS-V3/ATS-V modules. It's impossible to tell the rating of the pump by looking at it, however, one of the changes that jumped out at me is the presence of a dome-shaped structure adjacent to the pump. Almost looks like a surge tank. The pill-shaped tower with the white cap connects the outlet of the pump to the dome-shaped structure.

Knowing how GM tries to fix problems in the cheapest possible way, a surge tank would minimize the need for higher flow pumps because high flow is only needed for several seconds at a time. I don't have a module to take apart, so if anyone ever gets a chance to do a teardown it'd be interesting to see how this really works. I'm also curious as to why there's no in-tank filter, unless it's been relocated to the bucket.

The tanks look different as well--there's only one opening, so you probably don't have dual fuel level senders. I'm not sure how they ensure that both of the saddlebags are equally filled so that a single fuel level sender can accurately meter fuel level.