Modification of the 2.0T FSI EA113/EA114 & MAZDA DISI engines far beyond OEM power levels requires an additional volume of high-pressure fuel in order to avoid "fuel cuts" especially in the midrange

     In many cases we see the factory fuel pump begin to suffer from pressure loss.

      The limitation of how much volume of fuel the high pressure pump can flow is dependent upon the volume displaced by the pressurizing cylinder inside the pump.

      This upgrade replaces the internal parts that are responsable for pressure and volume of fuel that reaches your injectors to meet the demands that come for higher power.

      Tolerances involved, the final surface finish on the piston inside the fuel pump is so critical that it can be damaged by touching them with bare hands.

      The tolerances between the piston and the new sleeve the piston rides in can only be measured by a machine which uses air volumes to measure the part clearances to within microscopic levels.
     CMM coordinate measuring machine is a device for measuring the physical geometrical characteristics of an object and used here with succes.

​

•       In order to address this lack of fuel ,and power outputs never stop increasing VIS Motorsport developed 2 progressively stronger HPFP upgrade kits stages to suits everybody's build needs and the first company who designed and implement a working bigger stage/size and the only one available to customers around the world with 2 stages!

• stage 1 -  175bar  - 55% more piston area for 250-600hp(used for 90% of hw setup)

• LIGHTER THAN OEM

• stage 2 -  200bar - 75% big bore for 450-650hp capabile of supporting 550hp on e85 and operating pressure of 200bar

• stage 3 -over 200bar+

•       Piston head is optimized for ideal hydrodynamic flow after we have tested over years different versions of design we find the perfect one.

•      The surface is hardened by a process called Nitriding and heat treated in 3 different stages.

•       Nitriding is not a coating, which can chip or flake off like DLC coating - instead, Nitrogen atoms are infused in to the atomic structure of the outer surface in depth of the material.

•      It uses the OEM-style spring keeper and a redesigned piston tip end for more stability inside retainer, ensures that will not weaken by constant contact with camfollower or wear it,this is the best way allowing the piston inside to rotate even and don't get direct contact to cam follower if any failure of that occur due to bigger stress,protecting it,even saving the internal kit.

• tested at 12.000 rpm on testing bench .

•      Even a standard/stock or Stage 1 car will see benefits from running these internals, not only do you extend the life of the N276 solenoid since it’s not working as hard but you already have an upgraded HPFP giving you more headroom in your fueling system if you decide to do more modifications further,it can be installed and runned on Oem software.

•      Can sustain easy 600 HP and over 175 bar starting from STG 1.

•      It's being tested now for over 5 years on many configurations and different hardware/software setups around the globe and have proven again and again the reliability and performance you can expect from each and every  VIS Motorsport HPFP Upgrade kit

•     It comes with fully detailed instructions including step by step fitting images including all necessary components and a detailed install sheet to get the job done.

​