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Thats it the result of my DIY build tuned by R/T tuning today using Uprev pro tuner. Vince was very patient and did everything he could for me. In a couple of months I'll retune with a larger maf and my proflow tb. This is not a dyno that reads particularly high, Vince showed me results from other Z's from de to hr and the results were not flattering. I know the numbers aren't huge but the experience behind the wheel is amazing.
All mods here http://my350z.com/forum/na-builds/40...ard-build.html
DE non revup with revup lower plenum.
Thats it the result of my DIY build tuned by R/T tuning today using Uprev pro tuner. Vince was very patient and did everything he could for me. In a couple of months I'll retune with a larger maf and my proflow tb. This is not a dyno that reads particularly high, Vince showed me results from other Z's from de to hr and the results were not flattering. I know the numbers aren't huge but the experience behind the wheel is amazing.
All mods here http://my350z.com/forum/na-builds/40...ard-build.html
DE non revup with revup lower plenum.
Very nice power. Congratulations on doing everything yourself. You should get a set of 4.08 gears... they really make a lot of difference with an NA car... especially one that revs as high as yours does.
Interesting that you have a ProFlow throttle body. I called Proflow Design several times and left messages, but they never called me back.
__________________ Florida G Club, President 2k5 LR G35 Coupe 6MT
Cosworth Plenum | Crawford Headers, HFC | HKS Ti | Carbonetics LSD | 4.083 FD
Osiris Pro Tune | JE 11.7:1, Eagle Rods, JWT C8R Cams, ARP L19 | ACT Fly | JWT Clutch
I got one of the last proflow throttle bodies. When they were doing them people were not having a lot of success with them working right. Now with the uprev protuner and the ability to adjust the etc map they can work. They still do the cut shaft, bored front and thinner stainless blade. Jim at proflow was super helpful and worked with me when I had a bad tb. Same tb Jeremy dyno tested on the 15:1 na project he did. I did not have the proflow tb on the car for this tune. As soon as I can figure out what I am doing about a larger maf I am going back with the larger maf housing and proflow tb to retune. I am not sold on the 4.08 gears, unless I missed where someone definately proved they made a measurable difference in acceleration. I also still have to clean up the rev up lower plenum, I need to draw a picture but the lower plenum doesn't line up with intake manifold very well. There is a lip, top hole is smaller than the lower hole basically. So with those 3 things I hope to break 300rwhp. The maf voltage was up to 4.6-4.7's and Vince hooked up the map sensor to the front of the plenum, in the higher rpm's there was anywhere from -.5 to -1.5psi of vacuum. Thanks for all the kind words. I will make some vids this coming week. I forgot my camera for the dyno but it sounded better and better over the 19 dyno runs.
I have my tb and it works so I guess I should feel lucky. I want to see how much power the stock heads and 264 cams can produce because its a cheap and repeatable setup. I will start an argument here but I think the revup lower is far superior to the nonrev lower plenum for a built N/A vq. Look at my torque curve. Then compare to other builds or motors with cams and the nonrevup lower. I just want to see what people find.
I have my tb and it works so I guess I should feel lucky. I want to see how much power the stock heads and 264 cams can produce because its a cheap and repeatable setup. I will start an argument here but I think the revup lower is far superior to the nonrev lower plenum for a built N/A vq. Look at my torque curve. Then compare to other builds or motors with cams and the nonrevup lower. I just want to see what people find.
I'm not sure if the revup or non-revup plenum is superior, but I think there is a sweet spot between the two, the revup being too aggressive (unless revving above 8000rpm), and the non-revup being a little too long perhaps (falling over at 6300-6400)
Since it is easier to remove material then it is to add, I wonder if the non-revup is the better base to start from.
Typically 1psi of vaccuum = 10whp, so it sounds like there are big gains to be had in the intake system still. Excited to see what the TB does, is it 72mm?
Sasha very good points. The tb is 72mm. With regard to the vacuum in the upper plenum and using a nonrevup lower, if the engine is sucking that hard as early as 5k aren't the longer runners a pumping loss? I have two nonrevup lowers and I was considering doing some very extensive porting, but to be consistent and the amount of time it would take. Its still on the table, got a die grinder and a porting kit. But first take the intake manifold and a lower plenum and bolt them together off the car. Then look up as if you were looking from inside the intake port of the cylinder head. They don't match up where the floor of mid plenum curves and goes into the lower. This is a nonrevup lower, the particular revup lower on the car was worse. This mismatch would not be responsible for drawing vacuum, but could if flowing more cause more vacuum in the plenum. Its funny thinking about how to fundamentally create a vacuum is to let less air in than you're taking away, so the restriction is before the upper plenum. No wonder the hr has 2 tbs.
Here are some pics of what I am talking about, common sense would say match these up but if someone who is really smart with something like this...say Hydrazine knows if there is a reason why the mid plenum has a smaller hole in it than the lower please educate me before I go ruining it.
This is the area I think I should remove marked with a black sharpie
In the top of the port you can see the mismatch
That photo is looking from the inlet of the intake manifold towards the lower plenum correct?
So the airflow would go from a smaller diameter to a larger diameter?
Sometimes stepping up in diameter is good, it will help reduce reversion and maintain high velocity in the upper runner for midrange power but not be as restrictive. Those are just general ideas though and I'm sure in this situation the OE manifold is not ideal for what we're doing - give it a shot! I think the stock non-revup plenum is close in length, but too small in diameter. This is just based on some engine simulations i've done and is yet to be proven. I'm trying to find an extrude honing place in Toronto where I can get one done and test it.
I believe you are right, if we are measuring vacuum at the intake plenum we should only be seeing the restrictions of airflow to enter that plenum, imagine for a moment if you had no upper plenum (it was open to air), just a lower, yet still had a vacuum gauge in the same location. Regardless of what the runners are doing, you will still see VERY close to atmospheric pressure.
Therefore, we could infact measure effectiveness of the runners by measuring vacuum in the intake plenum! Heres how: As a more effective runner would flow more air, through a similar restriction (in this case it being the TB and/or MAF housing), it would have to do this by sucking harder - in other words pulling more vacuum.
Then of course you find your restrictions and open them up as much as possible, and you will be instantly flowing more air, adding more fuel (I would hope!), and going faster!
295rwhp and 257tq N/A DIY results
With some 4.0 gears and 8k redline, I'll bet that thing is a rocket.
I've been saying this for years.
