whats up this link was posted in a thread in the engine section but i didn't see it over here so i thought i'd post it

http://www.jimwolftechnology.com/news.asp

 

ohhhhh man. cant wait to get one of THOSE!

 

i wonder how much its going to cost...

 

i dunno but its making mad torque down low

 

Damn that seems like it could be the best bolt on turbo kit yet!!!

 

This has been posted before in this section also. From what people are saying, that chart says hp at the crank but it's really at the wheels. There was an explanation on a different thread about why it says at the crank. I can't remember, but I'm sure somebody will chime in.

 

Couple of questions for you guys.

What do you think about JWT single intake vs. a two intake system like the APS TT? Also any thoughts on the JWT single intake being inside the engine compartment vs. outside like (again) the APS TT?

I'm getting ready to make the jump to FI and was waiting on seeing what the final JWT TT looked like, but this is starting to look like the 2nd place horse to me.

 

I love the way the kit looks...and plus the 50 state carb thing :::ROOOL:::::

 

Was it offically anounced CARB Certified?

 

does it offer a total solution like the APS kit - like shield crank/cam wires, big oil pan, etc?

those turbos max out at 530hp

the power curve - though it's nice, it isn't linear at anything above 5000rpm - it looks like the car will just lose its ***** all the sudden once you reach 5000 - which probably happens fast. If you're drag racing or track coarse racing, aren't you usually in the 5000rpm or higher area anyway? How fun would that be if all the power you want is down low?

I see this as more of a street turbo kit for taking off at stop lights and getting that sudden rush of power.

I can't see the benefit of having a turbo with one intake that's inside the engine bay that's surrounded by piping that'll gradually get hot as you drive. It doesn't look like there's a lot of access to fresh air with how it's placed and how the air duct has a big pipe plugging it from letting air in towards the intake. I dunno, my initial reaction is that flat out looks like a flaw

TT's put enough hot air back into the engine as is, why put hot air from the engine bay? Maybe it has less lag I'm guessing by this design (slightly) but I think in the long run I'd rather have 2 CAI sucking in air on a long hot day.

JWT has an excellent reputation though and I'm sure their kit will rock, but that's my 2 cents

and YES, JWT is currently getting the kit CARB certified

 

I am very surprised to see the power they are pushing, last time I talked to them they didnt sound as if they were going to go for as much.

I am extremely confident that this will be the cleanest running kit for the Z possible.I want you guys to pay special attention to one really big deal with this kit...

The MAF sensor is located before the turbochargers. This means this car will be running OEM clean to perfection. There is NO POSSIBLE way to run a car cleaner, more consistent, and safer then with a MAF sensor located directly after the filter. MAF sensors were never engineered to operate in high pressure enviroments, and you will never see a factory turbo car with a MAF sensor in the charge pipe... how JWT did it is how all the OEMS do it.

Look at it making full boost around 3400 rpm... this is the more responsive of any kit I have seen on a Z... I have seen some Greddy and APS come in at 3800 which is definatly early enough anyway, but another 400rpm in such a low rpm already means they got some serious response here.

The peak #'s are right on par with the other kits for its ammount of boost so far... that means the turbos must still have quite a bit left in them... but I dunno about making the crazy HP that a greddy or aps kit can support. Then again, I am sure that JWT could very easily provide you with a larger turbo when you buy the kit, considering they have an entire lineup of their own.

Now here is a kit that I cannot wait to install. Could this be the most engineered kit on the market? I guess we will have to wait for more details... I want to know more about their fuel system... so far every other kit has left much to be desired in either completeness or quality (not that i mind since i manufacturer and sell fuel systems)... but if it can make that kind of HP out of the box and has a fuel system that I like, that would be very nice.

I also want to know if that car is running on a remapped ECU or if there is a piggyback in there. If this car is on a remapped ECU, that means that with the MAF sensor where it is, that this car will be tuned precisely like an OEM Z. Every single high HP Z running a piggyback that I have seen on my dyno and from graphs posted on the net produced choppy graphs, Greddy, APS, Vortech is all I have run over here, but each one had the same symptoms at higher power.

I already have turbos so I am not holding my breath, but I am definatly eagerly awaiting to see the rest of the details on this system and i cant wait to get my hands on one for install.

very kick ***.

 

I think you are right on par with everything you said, but I am not sure how much I would be concerned with these issues...

most people will never see 530hp regardless of the kit they use, so if you want insane response then here you go, and if you wouldnt mind giving up the CARB sticker I bet they would send you larger turbos if you wanted?

I agree about the powerband, its a very OEM turbo car looking powerband, geared more for people who haul *** on the streets but are not drag racing. But this again is something that might be of no concern if JWT will allow options on their turbos.

I dont think I would worry about the CAI, if you have ever felt how hot the pre-intercooled charge pipes are after some runs... that air is freaking HOT and im not sure drawing in 20 degree hotter intake temp air before its compressed is going to make much a difference after it goes thru the intercooler. At least with this kit you can GET to your air filter. The APS kit requires removing your bumper and screwing with those flexible tubes and taking out the washer fluid tank... the Greddy kit is not nearly as bad but still kind of a pain but uses crappy foam filters anyway... I think that the piping here is definatly a mess but its all in sacrafice to get the MAF sensor where it should be, and its definatly NOT the only kit that is a total cluster-**** of pipes.

Heres my only concern with the piping... will you be able to run an upgraded radiator without replacing the stock rad fans? It looks pretty tight in there.

I dont quite feel right saying so much about that kit tho when JWT only has 2 paragraphs about it on their website... I should probably wait until there is more information posted by them before I end up having to eat my own words.

 

Charles your opinion is greatly appreciated. Any indications on cost? I'm very interested in this setup.

ravi

 

Lat time I heard MSRP was around the $7000 mark.

 

One other concern I see reguarding the piping layout.
Notice the supply to the driver's side turbo. It comes into the inlet pipe post maf, but @ what looks like a perpendicular or even greater than 90deg angle. If the turbos are going to recieve a balance supply there is some serious bending of the laws of fluid dynamcis going on there. But since the airflow from the turbos are merged via the intercooler, it's not really that big of a deal as for as the engine is concerned. Just the the drivers side turbo is going to be less productive than the drivers side. Not really a big deal, just poor engineering. Makes me wonder what else they haven't thought thru.

BTW, even thought it was run on a Dyna-Pack, the dyno has a correction factor applied to produce DynoJet numbers.

 

I am totaly clueless on the cost. I have spoke to the guys at JWT countless times over the years... talked about the turbo kit a few times, but I could tell they didnt want to speak too soon because they didnt have much to say. Hell I asked them about it like 2 weeks ago and didnt get much info, I didnt even know they were so far along with already!

I have spoke to Jim Wolf himself over there, and that is one of very very few tuners that I have spoken with that could actually INTIMIDATE ME with knowledge. He is probably the only guy that has ever completely lost me in a technical conversation. He is extremely nice, EXTREMELY helpful, eager to spread knowledge... I am not ********ting when I say that every time I have got off the phone with that guy I have had to close the door to my office for 2 hours and just try and process all the stuff he just told me.

Heres one benefit that should be taken special note of... JWT not only has close ties with Nissan, but they are based in the great USA. Only once have I had to exchange a product with JWT and they overnighted the replacement to us no questions asked and we sent them back the dud. I have always been extremely satisifed in dealing with them as a company... which is more than I can say about my own personal experiences and the experiences that other Z33 tuners have shared with me relating to other kit manufacturers. So we have here a company thats based in our land, we can call them during our regular hours, shipping only takes days rather then weeks, and they have a very long standing reputation for quality.

Its rare im sold on a product before its released, but I trust these guys a lot. I really hope this kit meets up to my expectations of them... but im sure it will.

I will call them up next week and see if they have anything to comment on MSRP.

 

No harm is done here... Its entirely possible that one turbo is getting an easier supply of air... but I doubt the balance would be off much since there would be a heavy vacuum in the T intersect and since it all comes together to a single throttle body there are no side effects here as long as its making the power. There is not much room for piping in this bay, and I dont like the way any of the kits do it... but I cant figure out a way to do it any better so I dont blame anyone.

EDIT: just noticed... The pipe that has the T intersection in it... it is of much larger inside diameter where the T is and then it tapers down in size at each of the 2 outlets... while this may not completely eliminate the effect you speak of... would this not help on it dramatically?

 

I'll say that I'm glad another option will be available.

And I agree w/ you phunk, there really isn't what I would call an excellent kit on the market. I hope the JWT kit will prove to be a good option for the Z's.

But I'll still end up designing my own. One of these days...

 

UnderPressure: not sure if you caught my edit on my last post about the T intersection pipe? What do you think?

 

Just saw the edit.
Honestly, without having the part in from of me or the dimensions it would be really difficult to speculate exactly how much of an issue the T intersection would/is causing.

From the pictures is looks like there is enough room for a wye intersection to be used w/ the maf and filter on the single end of the wye. But it would be more difficlut to fabricate, read more expensive.

The other concern I have is the location of the maf to the t. Being in such close prox, looks to be 10-15cm, there may be an instance where the vaccum deviation between the pipes may cause a slight reversion or pressure flutter. This could possible affect the maf readings. I do not know how sensitive the stock maf is to pressure differentals or its sampling frequency. This is simply speculation based upon a picture.