B18bvudoo

Glad you came out of the closet. We all agreed that we'd wouldn't post your numbers out of respect for the investment you have made. Since you posted them yourself we'll revise the original post to include you.

Jeff we'll need a group appointment at Techno Square........

Khang you forgot about Jeffs stickers good for 20 HP????

 

Sorry! I was close! Same sound / my bad spelling.

 

It was nice meeting all you guys @ the Dyno meet. I've learn a lot from this event and made some new friends. I can't wait for Stillen day and hope to Z you guys there.

KONVERTER, bring the oakley

Mr.Twisted, thanks for the donut again.

 

I thought all the ATI with a blown piston were usually cylinder 6 and 4. If it was #6 that would be towards the front driver side (away from the firewall). Since cylinder 1 & 2 are toward the firewall of the car. The Crawford Plenum would provide more air towards the front of the car (cylinder 5 & 6). The lean condition would be too much air (compressed and heats up) and not enough fuel, therefore it cause the motor to detonate. More fuel can be used to cool the cylinder walls, so a well balanced A/F is required. Our factory Plenum makes cylinder 5 & 6 starve for air and most likely run a little rich.

The question of constant flow vs. pulse flow is very interesting point. This I will leave to the experts..

 

well, if i didnt want my dyno #s known, then i wouldnt have joined a dyno day with a bunch of 350zs.

my #s are lower than what i'd expect, but now i have a general idea of the problem areas i need to address.

i would like to see jeff's a/f readings though. i have a lean dip after 5k rpm, and if thats where jeff is running lean, then i'm lead to believe that the nismo cams are sucking too much air up top for the ecu to correct for by adding fuel. i've always known i need an ecu tune, but was waiting for my mods to be completed first. i guess now that i'm pinging up top i'll have to get the TS ecu earlier.

 

The funny thing is I literally just bolted it on... like I said and Konverter mentioned I hope this thing adds some power down the road once ECU has time to adjust. If not its only function is errr decorative?


It does look like pulleys and Flywheels add to the peak numbers though since we are not talking about anything having to do with the ECU making air fuel adjusments --> evidently DRIVETRAIN MODS flywheel/pulleys etc make more available power to the WHEELS and we all dyno'd on an inertia based drum dyno where those mods register actually as HP numbers.

I think and someone can correct me if im wrong but isnt it for every 2.5 lbs of weight saved on some component of drivetrain/crank equals 1 HP ? So if thats the case and you have a flywheel like a JWT which is at least 14 lbs lighter or the Tilton 20 lbs than stock your adding "possibly" anywhere from 5.6 HP Dan's (HFM flywheel) to 8 HP (Jeff's flywheel)

Put me on the list to also get the flywheel and pullies as you can see they dont add horsepower but they reduce the amount of drivetrain loses and make more HP avaible to the wheels. so the HP numbers going across the power band and Peaks would really benefit someone going purely after number but still seems like worthwhile mods to me.

Hey Dan Ill trade you my plenum for your Flywheel if it can do this

HP gains with JWT flywheel

 

LOL! I like my flywheel thank you. Get it from Coz, he'll get you a good price.

 

Ah common I got you that taco..good wasnt it? BTW are you going to SEMA?

 

Yep, the taco and the burrito were damn good man. Wish I was going to SEMA. Saw the LA version. See you at the next meet.

 

I think you have your cylinders backwards. 1 & 2 are near the front of the car and 5 & 6 are near the firewall.

Attached is a picture from the owner's manual.

-D'oh!

 

they dont fire in that order do they?

 

From the way I understand it, the lower the gear you're in, the more noticable the difference between stock and aftermarket flywheel will be during acceleration. For example, a lightened flywheel should feel *much* faster than stock during 1st gear acceleration, but you probably won't notice much difference during 5th gear acceleration. This is due to the differences in the rate of increase of acceleration of the flywheel in different gears. In 1st gear, the engine has to spin up that flywheel at a much faster rate than in 5th or 6th gear.

(I don't own a lightened flywheel... this is just info I've gleaned from this site in the past. Seems to make sense, though.)

 

Had a blast. I'll scan my sheet tonight. I was pretty satisfied with my numbers, even tho I don't have a baseline -- I know I got 20 over a stock Z on the same dyno/same day.

As for the car just being a factory monster, I dont have that kinda luck so I don't think thats it.

I think the UR crank pulley + borla made quite a difference and account for the 15-20 I possibly gained. My next mod will probably be the LBMS resonated test pipes only because I loved the dB increase of sound it made on the borla. If anyone thought the borla sounds great but is too quiet, this is the fix. Although I don't expect to break too deep into the 260's since i'll be running lean with the addition as we've learned now.

 

Thanks, so the factory plenum starve cylinder 1 & 2 which most likely is running rich. However, the Crawford seem to change the orientation of the front making sure there is enough air getting to the front 2 cylinder banks (1&2). I guess in the end the ATI SC will blow whatever cylinder it wants if it runs lean long enough.

 

I think they fire in 1-2-3-4-5-6*1.

 

Zxsaint, do you have just the UR crank pulley, or all 3 pulleys? Thx.

 

Yeah. A lot of people are flaming Konverter's thread about the dynos. What people may not be understanding is that the dynos were all the same dyno, the same day with the main difference in that no two cars produce exactly the same power stock. But, they are not recognizing that we don't have the huge difference of comparing one Z dynoed on the PTD dyno compared to the Mossy dyno. This was a good bench mark of multiple stock Zs and modified Zs on the same dyno and makes for a good reference standard.

Thanks to you, I'm fairly certain my next performance mod will be the UR Pullies, damn the unknown potential hazzards. I think adding the Cams could have some significant gains when combined with highflow cats/testpipes as seen with Jeff's car. And, lastly, it's clear that some ECU work is essential since cars with these modifications have all been seen to run lean.

I remain sceptical of the plenum and, I'm not sure whether there are headers yet in the market at a reasonable price that would be worth adding on.

Here's my list of best bang for the buck NA performance mods:

1. UR Pullies, ($350)
2. Borla Exhaust, ($630)
3. Testpipes or highflow cat, ($500)
4. JWT Popcharger, ($100)
5. Technosquare or JWT (tba) ECU, ($600)
6. JWT flywheel. ($400)

This should definitely put you at 255 to 260 rwhp (300 to 305 hp) for about $2,500.

Adding Cams is another $1,100 plus serious labor costs and would probably be my last step of NA performance mods. As for headers, I'm going to wait and see if the LBMS headers (tba) make more power than the Borla. I think that may bump it to between 260 to 270 rwhp as we saw with Jeff's car.

I don't think it's possible to go much higher than that NA with just bolt ons. Port polish, stroker kits or some other expensive stuff would be the next on the NA route. (Go Jeff, go!!)

 

Just the crank pulley. I've always felt the other two don't really make a significant difference.

I did the install myself and the difference in weight between the stock and the UR was huge. It was almost like holding a brick vs. a small book.

I'm getting some squeeling for 3-4 seconds during startup on cold days, so i'm assuming I gotta tighten up the belts a bit. I'll hold off and do it during my next oilchange.

 

how much was it, and how easy was it to install??

 

You can get it for approx $200. Install is pretty straightforward, just a pain to break the bolt loose. You definitely need a breaker bar and a lot of strength. Once you get the stock one off, its a piece of cake.