It's a limitation of doing it with the Emanage Ultimate (EU). The stock ECU cuts fuel off almost completely at 6500. To keep revving up the EU has to add fuel past that point, but it can't react quickly enough to span the gap in a seamless manner. If you wait to add fuel until 6500 right on the nose you get a big lean stumble, and it's difficult to get past the cut. Therefore fuel has to be added 50 or 100 rpms early, and then you get a rich blurp, which is what shows up on the dyno. The trick is to play with how much fuel gets added such that you get the transition passed as smoothly as possible, but it can never be perfect.

Although it looks ugly on the dyno, in the real world the car is accelerating through the rpm band fast enough (especially in lower gears) that you only feel a very slight blip in the car, and from the outside most of the time you can't even hear it in the engine tone.

 

I can't wait to see what you do with the VQ35DE.

Question, is the Variable Manifold better on the 35 or the 30?

 

Sick power curve, I love it.

 

If it gets Albertos seal of approval, you know its good.

 

why? several people have already achieved right around that power figure on a stock bottom end. Congrats on your #'s

 

i would love to see what would happen after a vq35 head swap--yes i know about the compression loss.

you maxima guys are holding it down.

what are the plans for the 35?

 

To Kick *** and take names.

 

Define "better". All depends on the setup and what powerband is being sought I think. And which engine it's paired to, I doubt the 3L VI would do well on the 3.5 though (port diameter). I won't be using either one on my build to be honest.


This time it's not an N/A project... build + boost + standalone =