Finally - My PE TT dyno (dynapack) ... Good Start
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Joined: Aug 2003
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From: Los Angeles, CA
Finally - My PE TT dyno (dynapack) ... Good Start
Hey Guys
Here is the first PE TT dyno of my car..... from G35 DynoDay (Saturday)
Notes:
- The dyno chart only covers ~3800rpm and above because our crappy AT will downshift if floored below that. There are ways around this I think, but I couldn't ask him to try different things as this was during a dyno day and there were others waiting behind me. During a tuning session we will try to get more out of the tranny.
- There is a weird drop off right before 6K rpm during my 7psi run. I only hope that this is not a sign of a MAF limitation, as I know for a fact that at ~6.5 psi and up, the MAF voltage does in fact reach/surpass 5V. If this is a tuning issue... I would have a slightly higher peak HP number if this curve kept rising like the others.
- This was done on a stock ECU (for a few reasons, among which was that PE wanted to see the car with a stock ECU and try to tune the A/F without the need for any kind of EM .... yeah whatever!) I humored them, but did not reflash back to a TS ECU for this dyno to get a true, no-EM/tuning dyno of this kit on my car, for myself and all you to see.
- Mokoto (PE Chief engineer) installed an FRP with a stiffer spring than the one provided for MT G/Z kits, as the A/F at the stock 4.3 psi was ~12.0 on the stock program (latest version - AM603). We were able to get the A/F down to low-mid 11's.
- Now, you maybe asking why is it that the af is in low 12's and not 11's... and why the a/f's rise with the higher boost runs? Probably because of an exhaust leak or a bad dyno a/f sensor (but it's still to be determined), as my AEM a/f gauge was showing not only lower, but steadier numbers accross the range (i was sitting next to the dyno operator during the runs). Also, Mokoto's super-duper (>$1K wideband a/f system) was within .1-.2 units of MY aem gauge. At the next dyno session, we will plug his sensor into a spare bung on the bank 1 test pipe to get a better reading. My AEM reading, BTW, were low-mid 11's for hte 4psi run, and in the high 11's to no more than 12.2 for the higher psi run.
- Timing, as indicated on teh dyno sheet, I was taking out too much timing - wanted to be safe. So, for my ~7 psi run, i was taking out approximately 7.7+2=~10 degrees of timing, about 9 for the econd run, and only 2 (and only above 5250 rpm) during the 3rd run (as the J&S was set to begin taking timing off at 5psi of boost and above). Now, the reason that I say that this is too much timing retard is because i am running on a relatively detuned stock g35 automatic ECU (260hp car), which compared to the stock 350z ecu has it's timing at ~4-5 degrees less timing advance (hence the power difference). Another reason I know this is that there was not even a hint of detonation at 7.5 psi and (according to my gauge) ~12.0 a/f. I will be trying a bunch of things at my next dyno session, so stay tuned.
- Also, I really need to get a better exhaust, as the stillen, even though it's dual 2.5" exhaust, it opens into a muffler with a single 2.5" passthrough (stupid). So, I will either be changing the muffler or getting a whole new exhaust...
- a TS reflash will also allow for the TB plate to open all the way, as this is NEVER the case on a stock g35 AT sedan according to TS.
- I will of course not get what an MT car would get because of my AT; there is an inevitable slippage/loss in the TC. However, from the dynos that were done, and those will be posted by Clint (THX723) on the G35 boards soon, the AT's were at a statistical dead heat with the MT's. So, IMO the difference is NOT that significant. However, I am happy with where I am at this point (no ECU tuning),and i think that there is definitely room for improvement.
Any thoughts/ideas woud be greatly appreciated.
Will keep everyone posted
Gurgen
Here is the first PE TT dyno of my car..... from G35 DynoDay (Saturday)
Notes:
- The dyno chart only covers ~3800rpm and above because our crappy AT will downshift if floored below that. There are ways around this I think, but I couldn't ask him to try different things as this was during a dyno day and there were others waiting behind me. During a tuning session we will try to get more out of the tranny.
- There is a weird drop off right before 6K rpm during my 7psi run. I only hope that this is not a sign of a MAF limitation, as I know for a fact that at ~6.5 psi and up, the MAF voltage does in fact reach/surpass 5V. If this is a tuning issue... I would have a slightly higher peak HP number if this curve kept rising like the others.
- This was done on a stock ECU (for a few reasons, among which was that PE wanted to see the car with a stock ECU and try to tune the A/F without the need for any kind of EM .... yeah whatever!) I humored them, but did not reflash back to a TS ECU for this dyno to get a true, no-EM/tuning dyno of this kit on my car, for myself and all you to see.
- Mokoto (PE Chief engineer) installed an FRP with a stiffer spring than the one provided for MT G/Z kits, as the A/F at the stock 4.3 psi was ~12.0 on the stock program (latest version - AM603). We were able to get the A/F down to low-mid 11's.
- Now, you maybe asking why is it that the af is in low 12's and not 11's... and why the a/f's rise with the higher boost runs? Probably because of an exhaust leak or a bad dyno a/f sensor (but it's still to be determined), as my AEM a/f gauge was showing not only lower, but steadier numbers accross the range (i was sitting next to the dyno operator during the runs). Also, Mokoto's super-duper (>$1K wideband a/f system) was within .1-.2 units of MY aem gauge. At the next dyno session, we will plug his sensor into a spare bung on the bank 1 test pipe to get a better reading. My AEM reading, BTW, were low-mid 11's for hte 4psi run, and in the high 11's to no more than 12.2 for the higher psi run.
- Timing, as indicated on teh dyno sheet, I was taking out too much timing - wanted to be safe. So, for my ~7 psi run, i was taking out approximately 7.7+2=~10 degrees of timing, about 9 for the econd run, and only 2 (and only above 5250 rpm) during the 3rd run (as the J&S was set to begin taking timing off at 5psi of boost and above). Now, the reason that I say that this is too much timing retard is because i am running on a relatively detuned stock g35 automatic ECU (260hp car), which compared to the stock 350z ecu has it's timing at ~4-5 degrees less timing advance (hence the power difference). Another reason I know this is that there was not even a hint of detonation at 7.5 psi and (according to my gauge) ~12.0 a/f. I will be trying a bunch of things at my next dyno session, so stay tuned.
- Also, I really need to get a better exhaust, as the stillen, even though it's dual 2.5" exhaust, it opens into a muffler with a single 2.5" passthrough (stupid). So, I will either be changing the muffler or getting a whole new exhaust...
- a TS reflash will also allow for the TB plate to open all the way, as this is NEVER the case on a stock g35 AT sedan according to TS.
- I will of course not get what an MT car would get because of my AT; there is an inevitable slippage/loss in the TC. However, from the dynos that were done, and those will be posted by Clint (THX723) on the G35 boards soon, the AT's were at a statistical dead heat with the MT's. So, IMO the difference is NOT that significant. However, I am happy with where I am at this point (no ECU tuning),and i think that there is definitely room for improvement.
Any thoughts/ideas woud be greatly appreciated.
Will keep everyone posted
Gurgen
Congrats! I have TT envy. I plan to install the same kit in my 350Z and I cann't wait. I have a couple of questions for you.
1. How was it installing this kit in your car as PE only claims they have a G35 coupe application not a sedan? I've heard that this kit fits the sedan but not first hand info.
2. How will you deal with CARB? I've been told their are some tricks to get around it but I would appreciate your thoughts. I ask this question because a move to California is in my near future.
1. How was it installing this kit in your car as PE only claims they have a G35 coupe application not a sedan? I've heard that this kit fits the sedan but not first hand info.
2. How will you deal with CARB? I've been told their are some tricks to get around it but I would appreciate your thoughts. I ask this question because a move to California is in my near future.
Thread Starter
Joined: Aug 2003
Posts: 1,211
Likes: 1
From: Los Angeles, CA
Hey
1. PE had only tested this kit on an MT G35. Sedan and coupe have IDENTICAL front ends, with the only difference existing in 5AT sedans, whichm until 2004.5 model, had a mechanical fan with one aux electrical pusher fan, instead of twin electrical pullers (ala 350z and 6mt g's). We only had to remove the aux pusher fan, and I have had no real overheating issues, as the mechanical fan does a fine job by itself. Because i was installing this kit on a sedan, PE extended no warranty! Which really sucks.
2) PM me about this.
Gurgen
1. PE had only tested this kit on an MT G35. Sedan and coupe have IDENTICAL front ends, with the only difference existing in 5AT sedans, whichm until 2004.5 model, had a mechanical fan with one aux electrical pusher fan, instead of twin electrical pullers (ala 350z and 6mt g's). We only had to remove the aux pusher fan, and I have had no real overheating issues, as the mechanical fan does a fine job by itself. Because i was installing this kit on a sedan, PE extended no warranty! Which really sucks.
2) PM me about this.
Gurgen
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Thread Starter
Joined: Aug 2003
Posts: 1,211
Likes: 1
From: Los Angeles, CA
It will hit the rev limiter in the 1-2 shift because the needle is rising so fast that it hits the rev limiter before it can shift.
Now, with a TS reflash that raises your limiter, you have no problem. The car shifts at approximately 6700-6800 rpm (7000-7050 indicated).
Gurgen
Now, with a TS reflash that raises your limiter, you have no problem. The car shifts at approximately 6700-6800 rpm (7000-7050 indicated).
Gurgen
Registered User
Joined: Jul 2004
Posts: 510
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From: Montreal, Canada
Originally posted by gurgenpb01
It will hit the rev limiter in the 1-2 shift because the needle is rising so fast that it hits the rev limiter before it can shift.
Now, with a TS reflash that raises your limiter, you have no problem. The car shifts at approximately 6700-6800 rpm (7000-7050 indicated).
Gurgen
It will hit the rev limiter in the 1-2 shift because the needle is rising so fast that it hits the rev limiter before it can shift.
Now, with a TS reflash that raises your limiter, you have no problem. The car shifts at approximately 6700-6800 rpm (7000-7050 indicated).
Gurgen
Thanks !
If that's the only drawback, then this kit is awsome.
Can't wait to install it this spring !
Tasso-
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