Wa2good, you know you got driving privileges.

What is a most interesting factor here is to compare the power output on the same motor build elements that are done (before this one, and after) and analyze them.

One of the things we are going to be looking for, with comparable components in the motor build and identical turbo kits, is whether we are getting meaningful additional power while using less boost as a result of some of the more eclectic (eccentric?) differentiating parts.

More power means more heat. Very simple that a "bigger bang" makes for higher temps. We need to shed it to avoid or at least reduce power robbing heat soak.
1. With the motordyne iso thermal plenum we are expecting more efficient distribution and cooler air to get to the intake. (more power)
2. With the cooler engine bay we also expect cooler intake charge. (more power)
3. With hotter manifold and velocity we expect better scavenge of exhaust gases. This leads to a cleaner intake and compressed charge (more power)
4. With a better filtered oil there is much less suspended particulate to attract and retain heat, and less frictional heat gain, and with more than double the stock oil volume in circulation, a better temp control. Remember, about 40%+ of the block is cooled by the oil itself, as it is not within the water jacket.
5. With faster exhaust gas velocity through the turbos we expect quicker spooling and at lower rpms than other units not comparably treated, so more power sooner.

The bottom line will be the ability to produce close to equivalent power with materially less boost pressure on a similar motor. That will translate to greater dependability and durability. This will take some time to figure out, but it could be between one and two psi of boost pressure relieved with similar output. Or, if we get greedy, substantially more power at comparable boost pressure. Either way, it is effectively "free" power on a constant basis through heat management. I am going to turn this part of the analysis over to Dave O, who is the guru in this area, and maybe he can run some tests and analysis his own way and give us a research article? Just look at the numbers lads. Something is definitely at work here! (Which is nice because I would hate to have coated all that stuff and jammed those darn parts in there to no effect!)

 

I would have loved to have been there to check out the dyno run....I guess you forgot to call me?

 

Sorry Jeff, We really didn't plan on doing (and didn't really) a big number run, it was just a tuning session. We where having some electrical and timing issues due to the flywheel and the fluidamper pulley, and the safeguard knock sensor set up that was previously on the car. Dave O and Ed (the owner) was wanting to come down too, yet it would have been a long and boring day of tuning to watch. It all worked out in the end. You didn't miss much.

 

Scott and Mike were doing what I asked, which was performance tuning for the purpose of street/track boost options. I specifically told them I was not interested in a dyno queen brag chart. Loading up on rocket fuel and jamming large boost just to show it can be done would be meaningless if that is not where the car is going to be operating. These are to be real numbers that it will be delivering on the street and the track with pump gas, and pump gas with a blend of race gas. I know some folks would like to push it more, but it does not matter to me. The 0-60 time doesn't matter either, because I am not going to run the car on underinflated drag radials. The 60-130mph time would be of interest...but that does not get reported much. It would have been good to be there anyway, but alas I was just sick as a dog yesterday.

 

From a personal perspective of me driving a N/A 350Z, I do miss not being able to pull those impressive torque numbers....thanks for the update.

 

Good Numbers VRT, I remember stating your work will speak for itself. I wish I had a manual. Thats a lot of power for 05 5AT. Keep up the good work.

 

Thanks Ricky, We can work something out on your car, NO problem.

 

I am sure you could WAGOOD, but that would include a transmission upgrade, VB, and TC. You should have my email address, what would be the quote on that with a built engine.

 

How are you Rick?

Haven't talked in a while.

M

 

No problem, will get a quote out to you soon.

 

super nice!!!!

 

PM from Legend4life
Re: Built JWT TT Kit
Thanks,
I am also curious as to why all of these setups are being stopped at 6300rpm? I can see obviously enough power / tq has been made and it has a great area under the curve already, but it seems hp has only just peaked at 6300 in the latest graph (eagle1) and it isn't showing any signs of falling off yet. Normally as long as the hp hasn't fallen off significantly, even though tq has, you can continue to accelerate fast and rev higher in the gear right? And could be useful in racing, not needing to shift as early, etc.

Hello Legend4life,

We build cars with the goals to make a 350Z and G35C daily driver into the optimum road racer and NOT A DYNO QUEEN. As with many cars, Corvettes ZO6, Vipers, the TT Porsches, the need for 6000 plus RPMs isn't necessary because of where the power band sits.

When driving on the track, I am using power between 3000-6000 rpm. Yes, we probably could rev the cars higher, yet the higher you rev this VQ35, the more heat, and the more heat you need to dissipate that heat not to harm the motor. Trust me, heat is your biggest enemy on a FI car!

So, if we are making huge power (over 500 FT/LB of torque), we are very satisfied. As a matter of fact, most of our cars never run 14 PSI on a racetrack. For the most part, 12 PSI is the max I can imagine. Yet at that level you will make like Eagle's car, around 450-470 WHP and over 500-550 FT/LB of torque. Trust me, that is so much power that you will rarely EVER find another car show up on a track with that kind performance.

REMEMBER, we do not build Drag Racers.

As for utilization of our VRT car's power, why not use a simple gearshift to relieve the higher rev and USE THE TORQUE to propel your car to the next power and speed range.

Not to mention, I am not sure if you have ever driven a WHP and high torque car, but it is the torque that moves you. The age-old saying, "it is not horsepower, but torque that wins races." This statement holds true for our goals. Yet for arguments sake, this statement isn't always true for all racing such as in drag racing the higher horsepower in addition to traction wins races.

The statement seems to be working for VRT when we take our daily drivers and match them up against ZO6s, Porsches, and others. Our cars command road racetracks. And yes, this isn't real racing for $$$ or SCCA points, but when you have a $150k Benz, 997 Porsche, or new ZO6 and you get passed by a Roadster Nissan 350z they know only cost $35k, it is very humbling for them. I am not being cocky, this is for real. Simply watch our video.

This is what we have been delivering to our VRT customers. Hope I have answered your question and I apologize for the long explanation.

 

very very nice amazing #s