I understand, I was just stating my concern, because I believe there is more power to be had with all these mods, Im sure you Crawford guys will figure it out in the end. Figure out the intake side of the heads, and repost some numbers, until then good luck tuning it.

 

That's a good question, jreiter. But I am only familiar with the EPA cert aspect.

 

Good work guys. Man that VQ is a jewel of an engine. As far as E46 engine mods, we have pretty much the same stuff headers,intake, exhaust, cams & Software. (All overpriced) The guys that are making the most power tend to increase the redline a bit to about 8500rpm or so. I think the max I have seen on an N/A dyno was about 330-340 rwhp.

 

One thing I'm really interested to see is if this new Crawford package includes cats. If it does, I can't imagine how they'd get CARB certified. Passing a new set of cats surely must be near impossible. I guess they could CARB certify the whole package *without* the cats, but then people could just do the cats separately with the knowledge it is no longer certified.

 

So what are the total costs of such a monster. It is the real deal for this w natural aspiration.

 

Costs have not even been estimated yet.

You can assume the Crawford package, then add in heads/cams...

Once we hit our target of 300, we'll start talking price.

As with ANY product we offer, if it doesn't hit our expectations... it doesn't get sold.

 

I was just curious to see the amount of money that something like this would cost. I personally prefer a natually aspirated car to the turbo version. I think the best example of this is the porsche gt3 v. the porsche turbo. The turbo is a hair faster stock and can be modded a lot more, but the raw feel of the gt3 is what it is all about.

 

Do you think that this setup is going to cost less then force induction?.. ie:4-6 grand with instillation MAYBE 6.5 totall?

 

Well, considering to do an FI engine RIGHT... internals, management, kit, etc... you have to plan on spending $10k+ at MINIMUM.

So yes, I can say a complete NA kit would be less than that.

 

No no no! You're in the stillen S/C stage 1 horsepower range here. A fair comparison is a $3800 plus install and a $650 hood. That's in the $5500 price range and you'd even get a warranty and carb certification to boot.

We're talking ~300rwhp here, not 400+ rwhp plus like with a good vortec tune so back WAY DOWN off that $10K number or you'll lose interest real quick IMO. Remember your competition. This is only ~70 more rwhp than stock.

 

After thought...

...and out of that ~70rwhp, the first 40 hp comes from the Crawford headers, plenum and cats which only run $2100. How much more should we expect to pay for the other 20 or 30rwhp?

 

The last bit have proved to be the hardest to get.

Just looking at the dyno graph again, really puts things into perspective. The power shoots up and stays. Its not "peaky" at all. Between looking at the graph and driving the car, it really is impressive. I am eager to see where we go from here.

 

Very very interesting... that sounds like a very good road race/autocross setup with plenty of useable torque. I'm very interested to see where you guys go from here. Best of luck

 

Is this something that will work with a TT setup?

 

Nice numbers for NA !

Now if Nissan would have made the car perform like this stock =)

I still think the car should be FI for the best bang for the buck. If you FI a Z you wont ever need to worry about M3's.

I just got my Dyno done on my M3 at 281 RWHP VS my Modded Z that put down 231 RWHP on the same Dyno last year. I had about $2,500 in NA mods on my Z "Crawford / Exhaust / Cats etc..". I currently have $550 in mods on my M3 "ECU / Intake".

 

fzuk...that so pizzes me off!

 

You shouldn't be looking at only peak numbers. Overlay these other dyno charts you speak of and you'll notice that this car has more area under the curve and I would bet money that this car will go down the track faster than the other cars that are making more 'peak' power. Lets all be honest to ourselves here and ask the question do we want a dyno queen car or do we want a car that wins at the racetrack?

 

It's not just the racetrack. A car that has more area under the curve (i.e. a bigger, flatter torque curve) will be more fun on the street, too. I think that's where most Z owners spend most of their time anyway.

 

So what ever happened with the cam package?

 

Well, so far the issues are all tuning with both the high radical (Dougs) and mid radical (mine) cams. We hope to solve this shortly using motec to get a idea on what exactly needs to be done. Until then we are swapping ecu's back and forth to TechnoSquare waiting for the perfect tune to come back.