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I have two recommendations. The Velocity manifold has short runners like the revup lower plenum. The Shift Tech lower plenum is a ported non-revup DE plenum, which has longer runners. The shorter runners move the power curve to the right, making more power higher up the rpm range. I think the Velocity can be a cost effective option. I've no solid idea how much you could sell the Shift Tech parts for, but looking at their site, these parts are $837 new, so you'd get a decent amount for them. Used Velocity's usually cost between 450-600 from what I've seen on the market place.
I also suggest switching the exhaust setup a bit. You could sell both the shorties and art pipes, and get long tubes, or keep the shorties, and get regular test pipes. I've found that regular test pipes make more power than art pipes when paired to aftermarket headers.
This is my dyno video. My cammed DE put down 310 whp on Z1's dyno. The intake setup I opted for was ported upper, 5/16" plenum spacer, and revup lower plenum. So the power up top is great now. Feel free to ask any questions
Heat shield is a must, with a proper heat shield you pull close to ambient air. Without heat shield you pull 160 to 180 degree air, and lose roughly 3hp per 10 degrees over ambient
The 500+ hp Z running ITBs is actually a heavily modified HR block. Really amazing all the same.
-Icer
Yeah it's a stroked vq37 at 4.2 and 15:1 CR. Crazy setup.
Am I the only one here that has the crazy thought of "short intake runners/short headers" pair better?
Jellofuel, I did read your old post from 2017, and watch your vids regarding your update from the Z1 race spec intake to using their 6" velocity stack. I was just curious on the 'editing' on the crash bar that you had to do.
I checked their HR kit which shows them chopping a big section away (of course for the dual intakes) but I guess what I'm on about is it really a big difference and easy enough to cut the bar ?
(We've got a similar build ) Your 310 on their Dyno jet is basically the same as my car on the dyno dynamics (which is similar to a mustang dyno - which is why the numbers aren't important imho).
Jellofuel, I did read your old post from 2017, and watch your vids regarding your update from the Z1 race spec intake to using their 6" velocity stack. I was just curious on the 'editing' on the crash bar that you had to do.
I checked their HR kit which shows them chopping a big section away (of course for the dual intakes) but I guess what I'm on about is it really a big difference and easy enough to cut the bar ?
(We've got a similar build ) Your 310 on their Dyno jet is basically the same as my car on the dyno dynamics (which is similar to a mustang dyno - which is why the numbers aren't important imho).
Nice, so we both make 3.1 velosters on the conversion! lol
The cutting I did is basically half of what Z1 does for the HR, because the DE just has the intake on the driver side. The aluminum's easy enough to cut through with a saw. I think I spent maybe 2 hours on the job. I think the gains are worth it. Between the dynos that Z1 posted for the velocity stacks on an HR, and this older dyno, I was convinced a velocity stack was the way to go. Side note - there are no cons to a velocity stack, it simply registers gains across the entire power band with out sacrifice. https://www.bpi-us.com/single-post/2...an-350Z-VQ35DE
Nice, so we both make 3.1 velosters on the conversion! lol
The cutting I did is basically half of what Z1 does for the HR, because the DE just has the intake on the driver side. The aluminum's easy enough to cut through with a saw. I think I spent maybe 2 hours on the job. I think the gains are worth it. Between the dynos that Z1 posted for the velocity stacks on an HR, and this older dyno, I was convinced a velocity stack was the way to go. Side note - there are no cons to a velocity stack, it simply registers gains across the entire power band with out sacrifice. https://www.bpi-us.com/single-post/2...an-350Z-VQ35DE
Many thanks !
Yep, I remember that link you posted. I currently have the CZP 75mm hitachi TB, mishimoto pipe, and 06 box with a small velocity stack in there so it's a bit better than the stock setup for the 04.
I'll have to just bite the bullet and buy the whole kit (not cheap sending out over here!).
Ok good eye and knowledge about the shiftech stuff, been really happy with it, when I installed the ported upper I felt biggest diff, the MPH at the track didn’t seem to be that great so screw it I made the plunge and the velocity arrives today ! I go Monday to admintuning for retune so I’ll have it bolted on by then I’ll post the numbers soon after. Made 267 last time with 3.5” intake and current parts (minus cams) so this time it will be with cams and velocity added. Let’s see what she does this time around. The s1 cams give about 20rwhp. It was 100 deg then also it will be Nicely cooler as well. My guess it will put down a final 290-295. Predictions???????
Originally Posted by jellofuel
I have two recommendations. The Velocity manifold has short runners like the revup lower plenum. The Shift Tech lower plenum is a ported non-revup DE plenum, which has longer runners. The shorter runners move the power curve to the right, making more power higher up the rpm range. I think the Velocity can be a cost effective option. I've no solid idea how much you could sell the Shift Tech parts for, but looking at their site, these parts are $837 new, so you'd get a decent amount for them. Used Velocity's usually cost between 450-600 from what I've seen on the market place.
I also suggest switching the exhaust setup a bit. You could sell both the shorties and art pipes, and get long tubes, or keep the shorties, and get regular test pipes. I've found that regular test pipes make more power than art pipes when paired to aftermarket headers.
This is my dyno video. My cammed DE put down 310 whp on Z1's dyno. The intake setup I opted for was ported upper, 5/16" plenum spacer, and revup lower plenum. So the power up top is great now. Feel free to ask any questions https://www.youtube.com/watch?v=wfqn0MWgOKk
Ok good eye and knowledge about the shiftech stuff, been really happy with it, when I installed the ported upper I felt biggest diff, the MPH at the track didn’t seem to be that great so screw it I made the plunge and the velocity arrives today ! I go Monday to admintuning for retune so I’ll have it bolted on by then I’ll post the numbers soon after. Made 267 last time with 3.5” intake and current parts (minus cams) so this time it will be with cams and velocity added. Let’s see what she does this time around. The s1 cams give about 20rwhp. It was 100 deg then also it will be Nicely cooler as well. My guess it will put down a final 290-295. Predictions???????
Awesome! I'm thinking it will be between 285 - 295 whp.. I think the Velocity doesn't make as high peak whp, but does sustain that power higher into the RPM range than the DE plenum & spacer. It all comes down to the tune, though your build reminds me of Alex Refro's build, he dyno'd 304 whp with an Admin intake, and Velocity manifold. (think he put a velocity stack onto his intake as well)
Yea I saw his build, I think he had larger cams than mine so it will be interesting, regardless it goingto run bad *** for a DE
Originally Posted by jellofuel
Awesome! I'm thinking it will be between 285 - 295 whp.. I think the Velocity doesn't make as high peak whp, but does sustain that power higher into the RPM range than the DE plenum & spacer. It all comes down to the tune, though your build reminds me of Alex Refro's build, he dyno'd 304 whp with an Admin intake, and Velocity manifold. (think he put a velocity stack onto his intake as well)
I love my Kinetix, but i bought mine knowing that i'm going forced induction. If you look in my thread you will see my dyno comparison of the 5/16th plenum spacer vs the kinetix.
Quick word of advice inspect it thoroughly, my first one had a lot of fine metal shavings in it and I had to send it back, they said it was an isolated incident but better safe than sorry.
Installed, looks amazing under the hood! LOL looks better than it feels. For now anyway. I imagine the addition of cams and this intake leave a lot to be tuned.
I been seeing a lot of graphs where this intake actually surpasses the low end and midrange of the oem stuff. Strange considering the short runners etc. that isn’t the case with my car. Feels like I lost quite a bit of power below 4-5k now reving up to 4-5 k then punch it and pulls hard as hell. Revs very quick. But we all know butt dyno s are USLESS lol. At this point, untuned feels like a 700 mistake lol. But we shall see Monday so wish me luck!
Originally Posted by jmrsyrs
Thinking about pulling the trigger on one also - sure is purdy.
so just trying to gauge the situation, you have a ported TB, is there a step where it mates with the manifold? Reason I ask is the manifold from what I remember is exactly the size of the stock TB. Most of us that run this intake use the NWP TB which is bigger but has a tapered adapter so it's a very smooth transition, the taper also should increase velocity of the air coming in.
When i first installed mine, i also noticed the loss of power down low and slight gains up top according to my butt dyno. The cars exhaust/intake changed a lot. Which seemed odd but idk.
Anyway after doing my dyno test of the 5/16 spacer and oem plenum, i put my kinetix back on a hot engine and the car perked back up. All i can think is due to thermal expansion it created a vaccum leak but once i reseated it i've never had that problem again.
I know sounds super unlikely just stating my experience.
04-16-2019, 12:10 PM
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