MREV w/ Utec??
Originally Posted by DomZ
Back to the topic of discussion about 3.9FD. There will be less topend power to help you pull through that gearing up top. The 3.9FD is a good mod on our cars simply because of our top end power and ability to take advantage of that gearing.
What I can say with certainty though:
1) MREV increases the engines total power output substantially.
2) There is a good chance that it is the single most effective NA bolton available for the REVUP engine.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Originally Posted by Hydrazine
Ohhh James.... Do you want to retract the above post? Or would you rather I call you out on it...You just got
I know exactly what you did.
If you don't respond I'll take it as a retraction.
If you or any other Crawford thug responds with any more of the same unethical garbage... people are just gonna have to know what you just posted. And Thawk don't tempt me.
Is tearing down others is your way of building up Doug Stewart or CrawfordZ? Why do you even feel a need to do that? Just give it a brake. Its getting old.
I've asked the moderators to watch this thread. So don't bother trying to edit your post.
I know exactly what you did.
If you don't respond I'll take it as a retraction.
If you or any other Crawford thug responds with any more of the same unethical garbage... people are just gonna have to know what you just posted. And Thawk don't tempt me.
Is tearing down others is your way of building up Doug Stewart or CrawfordZ? Why do you even feel a need to do that? Just give it a brake. Its getting old.
I've asked the moderators to watch this thread. So don't bother trying to edit your post.
Let the moderators watch all they want... I did absolutely nothing wrong. Have a nice day.
Last edited by ZXiMan; Nov 14, 2005 at 07:43 PM.
Originally Posted by Hydrazine
Ohhh James.... Do you want to retract the above post? Or would you rather I call you out on it...You just got
I know exactly what you did.
If you don't respond I'll take it as a retraction.
If you or any other Crawford thug responds with any more of the same unethical garbage... people are just gonna have to know what you just posted. And Thawk don't tempt me.
Is tearing down others is your way of building up Doug Stewart or CrawfordZ? Why do you even feel a need to do that? Just give it a brake. Its getting old.
I've asked the moderators to watch this thread. So don't bother trying to edit your post.
I know exactly what you did.
If you don't respond I'll take it as a retraction.
If you or any other Crawford thug responds with any more of the same unethical garbage... people are just gonna have to know what you just posted. And Thawk don't tempt me.
Is tearing down others is your way of building up Doug Stewart or CrawfordZ? Why do you even feel a need to do that? Just give it a brake. Its getting old.
I've asked the moderators to watch this thread. So don't bother trying to edit your post.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
For what it is worth (and I have experience) *THE* best modification to date (for my car) has been the 3.9 gear swap on the rev-up engine. I knocked off .5 tenths and gained +2 mph through the traps in the 1/4 mile OVER the mods listed. While the gains in horsepower/torque from the Crawford stuff was nice and very noticeable, the gear change was the most drastic. Does that sound like an ad for Crawford?
I have no doubt the M-REV mod will gain low end acceleration. However, I stand by my "assumption" that this mod will be of greater benefit to driveability and acceleration from low rpm will be better but will be less effective as you get into the higher gears under WOT.
The gear swap will give make the rev-up engine much more responsive and this gets rid of the lazy bottom end acceleration and as I said before, with each gear change, it drops the revs right in the sweet spot of the powerband.
I have no doubt the M-REV mod will gain low end acceleration. However, I stand by my "assumption" that this mod will be of greater benefit to driveability and acceleration from low rpm will be better but will be less effective as you get into the higher gears under WOT.
The gear swap will give make the rev-up engine much more responsive and this gets rid of the lazy bottom end acceleration and as I said before, with each gear change, it drops the revs right in the sweet spot of the powerband.
Last edited by ZXiMan; Nov 14, 2005 at 09:13 PM.
Originally Posted by ZXiMan
I wouldn't trade upper end horsepower for anything on my '05 sedan 6MT (especially for straight line acceleration. This especially is true with the 3.9 gearing. Every time I shift the rpm falls right into the sweet spot. Here is a recent (dynojet 248E) dyno pull:
Look at the correlation between power and rpm...and then look at what happens when I shift....
time rpm power torque A/F
0.00 2300 72.7 161.8 15.0
0.29 2400 93.4 202.2 14.8
0.55 2500 100.3 211.4 14.9
0.81 2600 108.1 214.1 14.8
1.05 2700 116.4 222.6 14.8
1.29 2800 123.3 224.1 14.7
1.54 2900 125.5 226.0 14.6
1.78 3000 127.9 230.3 14.4
2.03 3100 131.2 229.7 14.4
2.28 3200 136.0 230.2 14.4
2.52 3300 139.6 232.9 14.4
2.77 3400 145.7 233.4 14.4
3.01 3500 152.2 237.7 14.3
3.25 3600 159.5 239.5 14.3
3.49 3700 166.8 239.3 14.2
3.73 3800 170.0 242.4 14.3
3.96 3900 176.7 242.1 14.3
4.20 4000 181.4 248.8 14.3
4.44 4100 185.2 248.7 14.4
4.68 4200 189.6 247.3 14.5
4.92 4300 191.4 249.9 14.5
5.16 4400 196.8 254.2 14.5
5.41 4500 200.8 256.1 14.5
5.66 4600 211.5 259.6 14.4
5.91 4700 218.6 261.4 14.4
6.16 4800 229.9 264.9 14.3
6.41 4900 243.5 266.9 14.3
6.65 5000 254.4 264.5 14.2
6.89 5100 263.3 262.4 14.2
7.13 5200 267.8 260.5 14.2
7.37 5300 266.3 258.2 14.1
7.61 5400 269.9 255.5 14.0
7.85 5500 272.2 252.9 13.9
8.10 5600 277.7 252.0 13.9
8.34 5700 279.1 251.7 13.8
8.59 5800 279.9 250.6 13.8
8.84 5900 282.7 249.9 13.7
9.09 6000 283.2 248.5 13.6
9.34 6100 284.5 246.3 13.6
9.59 6200 285.0 246.0 13.5
9.84 6300 285.4 244.7 13.4
0.09 6400 285.9 242.0 13.3
0.34 6500 281.4 237.1 13.1
0.60 6600 272.7 233.8 13.1
0.86 6700 266.4 229.6 13.0
1.13 6800 263.1 228.1 13.0
1.40 6900 255.4 226.8 12.9
1.67 7000 247.1 224.3 12.9
1.96 7100 232.7 211.0 12.8
For instance shifting at 7000 rpm, when I shift from 1st to 2nd it drops me in the 5200-5300 range (267hp & 260pft), the 2nd to 3rd gear shift puts me at 5500 rpm (272hp & 252pft) 3rd to 4th gear change puts right into the 5700 rpm range (279hp & 251pft) and 4th to 5th gear change sets me right at 5900 rpm (282hp & 249pft). Any usable power "under" those rpm ranges are insignificant unless you are just punching it from LOW rpm areas in any given gear/road speed.
My '05 6MT sedan has the following mods: Crawford plenum, Crawford headers, Crawford hi-flow cats, messaged lower plenum, port and polished upper, cleaned up throttlebody, UR underdrive crank pulley, Fujitsubo Legalis-R exhaust system, Z-tube, JWT pop-charger, fan shroud mod (to let more cool outside air into filter). On this run I also ran 5 gallons of 100 octane unleaded race fuel, which BTW gave me a solid gain of 11hp and 12 pft peak. The non modified ECM retards alot of timing on the dyno which really hurts the numbers. The race fuel lets the ECM go to full advance without pulling timing, hence the substantial power gain.
I'm quite certain a reflash will gain me some power, especially in the mid range as my A/F is quite lean.
Look at the correlation between power and rpm...and then look at what happens when I shift....
time rpm power torque A/F
0.00 2300 72.7 161.8 15.0
0.29 2400 93.4 202.2 14.8
0.55 2500 100.3 211.4 14.9
0.81 2600 108.1 214.1 14.8
1.05 2700 116.4 222.6 14.8
1.29 2800 123.3 224.1 14.7
1.54 2900 125.5 226.0 14.6
1.78 3000 127.9 230.3 14.4
2.03 3100 131.2 229.7 14.4
2.28 3200 136.0 230.2 14.4
2.52 3300 139.6 232.9 14.4
2.77 3400 145.7 233.4 14.4
3.01 3500 152.2 237.7 14.3
3.25 3600 159.5 239.5 14.3
3.49 3700 166.8 239.3 14.2
3.73 3800 170.0 242.4 14.3
3.96 3900 176.7 242.1 14.3
4.20 4000 181.4 248.8 14.3
4.44 4100 185.2 248.7 14.4
4.68 4200 189.6 247.3 14.5
4.92 4300 191.4 249.9 14.5
5.16 4400 196.8 254.2 14.5
5.41 4500 200.8 256.1 14.5
5.66 4600 211.5 259.6 14.4
5.91 4700 218.6 261.4 14.4
6.16 4800 229.9 264.9 14.3
6.41 4900 243.5 266.9 14.3
6.65 5000 254.4 264.5 14.2
6.89 5100 263.3 262.4 14.2
7.13 5200 267.8 260.5 14.2
7.37 5300 266.3 258.2 14.1
7.61 5400 269.9 255.5 14.0
7.85 5500 272.2 252.9 13.9
8.10 5600 277.7 252.0 13.9
8.34 5700 279.1 251.7 13.8
8.59 5800 279.9 250.6 13.8
8.84 5900 282.7 249.9 13.7
9.09 6000 283.2 248.5 13.6
9.34 6100 284.5 246.3 13.6
9.59 6200 285.0 246.0 13.5
9.84 6300 285.4 244.7 13.4
0.09 6400 285.9 242.0 13.3
0.34 6500 281.4 237.1 13.1
0.60 6600 272.7 233.8 13.1
0.86 6700 266.4 229.6 13.0
1.13 6800 263.1 228.1 13.0
1.40 6900 255.4 226.8 12.9
1.67 7000 247.1 224.3 12.9
1.96 7100 232.7 211.0 12.8
For instance shifting at 7000 rpm, when I shift from 1st to 2nd it drops me in the 5200-5300 range (267hp & 260pft), the 2nd to 3rd gear shift puts me at 5500 rpm (272hp & 252pft) 3rd to 4th gear change puts right into the 5700 rpm range (279hp & 251pft) and 4th to 5th gear change sets me right at 5900 rpm (282hp & 249pft). Any usable power "under" those rpm ranges are insignificant unless you are just punching it from LOW rpm areas in any given gear/road speed.
My '05 6MT sedan has the following mods: Crawford plenum, Crawford headers, Crawford hi-flow cats, messaged lower plenum, port and polished upper, cleaned up throttlebody, UR underdrive crank pulley, Fujitsubo Legalis-R exhaust system, Z-tube, JWT pop-charger, fan shroud mod (to let more cool outside air into filter). On this run I also ran 5 gallons of 100 octane unleaded race fuel, which BTW gave me a solid gain of 11hp and 12 pft peak. The non modified ECM retards alot of timing on the dyno which really hurts the numbers. The race fuel lets the ECM go to full advance without pulling timing, hence the substantial power gain.
I'm quite certain a reflash will gain me some power, especially in the mid range as my A/F is quite lean.
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
---------
Hi Doug,
I know you read my posts. Are you going to let another boy fall on his sword for you?
Or are you going to give him some good advice?
Have a nice day.
TTYL
Originally Posted by Hydrazine
Do you expect everyone here to believe the numbers you posted above are from a 2005 6MT G35 Sedan? Or even from a VQ engine for that matter???.... Mabey you can explain how the Crawford go fast goodies spool up so well.
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
---------
Hi Doug,
I know you read my posts. Are you going to let another boy fall on his sword for you?
Or are you going to give him some good advice?
Have a nice day.
TTYL
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
---------
Hi Doug,
I know you read my posts. Are you going to let another boy fall on his sword for you?
Or are you going to give him some good advice?
Have a nice day.
TTYL
I am knowledgeable enough to do my own thinking. I do not know everything, but I do know a good deal about cars and I dont need someone to feed me my opinions.
Last edited by thawk408; Nov 14, 2005 at 07:56 PM.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Originally Posted by Hydrazine
Do you expect everyone here to believe the numbers you posted above are from a 2005 6MT G35 Sedan? Or even from a VQ engine for that matter???.... Mabey you can explain how the Crawford go fast goodies spool up so well.
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
---------
Hi Doug,
I know you read my posts. Are you going to let another boy fall on his sword for you?
Or are you going to give him some good advice?
Have a nice day.
TTYL
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
---------
Hi Doug,
I know you read my posts. Are you going to let another boy fall on his sword for you?
Or are you going to give him some good advice?
Have a nice day.
TTYL
How many rev-up motors with the "exact" same mods as above have you seen on a dyno? How about none. In fact, I've only seen half a dozen dyno graphs from the '05-'06 rev-up and most of those are with one or two mods only. I probably have more N/A mods than 98% of the rest of the Rev-up owners on this board. FACT IS, the combination I am using works and believe me, I have bought and tested almost every mod out there (including your spacer kit). The plenum worked better for me. Keep in mind too that the 350Z has different timing and fuel curves (programming) than on the '05 6MT G35s (they are right on the edge of detonation right from the factory). Even with good quality 93 octane fuel, the puter is pulling timing like crazy. As I am sure you are aware, excessive detonation causes loss in power and huge losses in cylinder pressures. It can also be disasterous. When the puter senses knock it pulls the timing advance way down which also causes power loss too (10-18hp in some cases I have seen). I've said it many times before and I'll say it again, the rev-up motors respond better to "breathing" mods than the 287hp non rev-up motors. I have owned both ('04 6MT G35 Coupe and the '04 ATI procharged 350Z below) and the '05 rev-up. I've modified them all and I was sorely dissapointed in modifying the 280hp and 287hp '04s. The only thing holding back the higher numbers is the programming on the '05 stock ECM. My car would detonate on the dyno so bad that we *had* to put higher octane fuel in the tank or risk blowing the engine up. The best peak numbers with those deto runs was 274hp & 254pft (and running lean all the way to 6500 rpm. Before you go on some spiel about me being mis-informed, I think it is only fair to tell you that I am a mechanical engineer with quite a bit of engine building and design knowledge. I'm not here to refute you or your products. For all I know they could be down right shiznit! Please remove your panties from your bu**. Thank you.
Last edited by ZXiMan; Nov 14, 2005 at 08:18 PM.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Hydrazine wrote "Do you expect everyone here to believe the numbers you posted above are from a 2005 6MT G35 Sedan? Or even from a VQ engine for that matter???.... Mabey you can explain how the Crawford go fast goodies spool up so well."
------------------------------------------
Hmmmn.... could it possibly be that I have 3.917 gears??? Do you even read my entire posts? That would explain the shorter time/rpm now wouldn't it? Yep, that's right... it took 11.96 seconds to rev out 5th gear from 2300-7100 rpm on the dyno (it's a rev happy biach). So much for your "spool" up and different car theory. What do you have to say for yourself now? 
As Napolean Dynomite once said....
Oh nevermind.
------------------------------------------
Hmmmn.... could it possibly be that I have 3.917 gears???
Do you even read my entire posts? That would explain the shorter time/rpm now wouldn't it? Yep, that's right... it took 11.96 seconds to rev out 5th gear from 2300-7100 rpm on the dyno (it's a rev happy biach). So much for your "spool" up and different car theory. What do you have to say for yourself now? As Napolean Dynomite once said.... Oh nevermind.
Last edited by ZXiMan; Nov 14, 2005 at 09:16 PM.
I am really confused as to why you are taking this how you are. In this thread and even in the 12 page about the MREV mod I gave credit to its increased midrange power, but also discredited its lose of top end. Both of the factors you already knew about. All I did was give my opinion and review of the mod.
Originally Posted by thawk408
Are you directed this just towards ZXiMan, or to both of us?...What do you think I call his house at 10:50 and ask him what to type. I am knowledgeable enough to do my own thinking. I do not know everything, but I do know a good deal about cars and I dont need someone to feed me my opinions.
I am knowledgeable enough to do my own thinking. I do not know everything, but I do know a good deal about cars and I dont need someone to feed me my opinions.Doug left another one of his boys throughly discredited and in a tail spin on another thread. Doug knows what I'm talking about.
And yes, Doug did talk with a sponsoree on the phone and coached him on the slag to say and the questions to ask. <--- Fact! Not an assumption.
Hows that for integrity or ethics?
And it was all specifically to discredit and refute me (Motordyne work and research). If Doug doesn't agree why doesn't he just come on this board and say it himself?
Doug just can't stick to his own business.
I'm calling you out! Why don't you come on here Doug and say what ever you have to say for yourself?
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Originally Posted by Hydrazine
Do you expect everyone here to believe the numbers you posted above are from a 2005 6MT G35 Sedan? Or even from a VQ engine for that matter???.... Mabey you can explain how the Crawford go fast goodies spool up so well.
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
TTYL
You are soooo close.
What are you going to do now? You have been caught red handed in a bald faced lie slaging for Doug Stewart. There is no turning back. Are you going to try and bluff your way out? Or do you think I really know what what you did?
Are you going take the high road or will you dig yourself in deeper by shoveling on even more?
TTYL
Please proceed with caution. For someone who is a so called "expert", you are about to lose some credibility big time. I will expect a COMPLETE public apology (for calling me a liar and a Crawford cronie) after I am done with you :-)
I think it would be in your best interest to send me a PM and lets discuss this like two gentlemen before I embarass you in front of all your potential customers.
I'm not going to waste anyones time with a bluff my friend.
So what is going to be?
Last edited by ZXiMan; Nov 14, 2005 at 09:18 PM.
Registered User
Joined: Apr 2005
Posts: 47
Likes: 0
From: So Calif/Utah
Originally Posted by ZXiMan
I wouldn't trade upper end horsepower for anything on my '05 sedan 6MT (especially for straight line acceleration. This especially is true with the 3.9 gearing. Every time I shift the rpm falls right into the sweet spot. Here is a recent (dynojet 248E) dyno pull:
Look at the correlation between power and rpm...and then look at what happens when I shift....
time rpm power torque A/F
0.00 2300 72.7 161.8 15.0
0.29 2400 93.4 202.2 14.8
0.55 2500 100.3 211.4 14.9
0.81 2600 108.1 214.1 14.8
1.05 2700 116.4 222.6 14.8
1.29 2800 123.3 224.1 14.7
1.54 2900 125.5 226.0 14.6
1.78 3000 127.9 230.3 14.4
2.03 3100 131.2 229.7 14.4
2.28 3200 136.0 230.2 14.4
2.52 3300 139.6 232.9 14.4
2.77 3400 145.7 233.4 14.4
3.01 3500 152.2 237.7 14.3
3.25 3600 159.5 239.5 14.3
3.49 3700 166.8 239.3 14.2
3.73 3800 170.0 242.4 14.3
3.96 3900 176.7 242.1 14.3
4.20 4000 181.4 248.8 14.3
4.44 4100 185.2 248.7 14.4
4.68 4200 189.6 247.3 14.5
4.92 4300 191.4 249.9 14.5
5.16 4400 196.8 254.2 14.5
5.41 4500 200.8 256.1 14.5
5.66 4600 211.5 259.6 14.4
5.91 4700 218.6 261.4 14.4
6.16 4800 229.9 264.9 14.3
6.41 4900 243.5 266.9 14.3
6.65 5000 254.4 264.5 14.2
6.89 5100 263.3 262.4 14.2
7.13 5200 267.8 260.5 14.2
7.37 5300 266.3 258.2 14.1
7.61 5400 269.9 255.5 14.0
7.85 5500 272.2 252.9 13.9
8.10 5600 277.7 252.0 13.9
8.34 5700 279.1 251.7 13.8
8.59 5800 279.9 250.6 13.8
8.84 5900 282.7 249.9 13.7
9.09 6000 283.2 248.5 13.6
9.34 6100 284.5 246.3 13.6
9.59 6200 285.0 246.0 13.5
9.84 6300 285.4 244.7 13.4
0.09 6400 285.9 242.0 13.3
0.34 6500 281.4 237.1 13.1
0.60 6600 272.7 233.8 13.1
0.86 6700 266.4 229.6 13.0
1.13 6800 263.1 228.1 13.0
1.40 6900 255.4 226.8 12.9
1.67 7000 247.1 224.3 12.9
1.96 7100 232.7 211.0 12.8
For instance shifting at 7000 rpm, when I shift from 1st to 2nd it drops me in the 5200-5300 range (267hp & 260pft), the 2nd to 3rd gear shift puts me at 5500 rpm (272hp & 252pft) 3rd to 4th gear change puts right into the 5700 rpm range (279hp & 251pft) and 4th to 5th gear change sets me right at 5900 rpm (282hp & 249pft). Any usable power "under" those rpm ranges are insignificant unless you are just punching it from LOW rpm areas in any given gear/road speed.
My '05 6MT sedan has the following mods: Crawford plenum, Crawford headers, Crawford hi-flow cats, messaged lower plenum, port and polished upper, cleaned up throttlebody, UR underdrive crank pulley, Fujitsubo Legalis-R exhaust system, Z-tube, JWT pop-charger, fan shroud mod (to let more cool outside air into filter). On this run I also ran 5 gallons of 100 octane unleaded race fuel, which BTW gave me a solid gain of 11hp and 12 pft peak. The non modified ECM retards alot of timing on the dyno which really hurts the numbers. The race fuel lets the ECM go to full advance without pulling timing, hence the substantial power gain.
I'm quite certain a reflash will gain me some power, especially in the mid range as my A/F is quite lean.
Look at the correlation between power and rpm...and then look at what happens when I shift....
time rpm power torque A/F
0.00 2300 72.7 161.8 15.0
0.29 2400 93.4 202.2 14.8
0.55 2500 100.3 211.4 14.9
0.81 2600 108.1 214.1 14.8
1.05 2700 116.4 222.6 14.8
1.29 2800 123.3 224.1 14.7
1.54 2900 125.5 226.0 14.6
1.78 3000 127.9 230.3 14.4
2.03 3100 131.2 229.7 14.4
2.28 3200 136.0 230.2 14.4
2.52 3300 139.6 232.9 14.4
2.77 3400 145.7 233.4 14.4
3.01 3500 152.2 237.7 14.3
3.25 3600 159.5 239.5 14.3
3.49 3700 166.8 239.3 14.2
3.73 3800 170.0 242.4 14.3
3.96 3900 176.7 242.1 14.3
4.20 4000 181.4 248.8 14.3
4.44 4100 185.2 248.7 14.4
4.68 4200 189.6 247.3 14.5
4.92 4300 191.4 249.9 14.5
5.16 4400 196.8 254.2 14.5
5.41 4500 200.8 256.1 14.5
5.66 4600 211.5 259.6 14.4
5.91 4700 218.6 261.4 14.4
6.16 4800 229.9 264.9 14.3
6.41 4900 243.5 266.9 14.3
6.65 5000 254.4 264.5 14.2
6.89 5100 263.3 262.4 14.2
7.13 5200 267.8 260.5 14.2
7.37 5300 266.3 258.2 14.1
7.61 5400 269.9 255.5 14.0
7.85 5500 272.2 252.9 13.9
8.10 5600 277.7 252.0 13.9
8.34 5700 279.1 251.7 13.8
8.59 5800 279.9 250.6 13.8
8.84 5900 282.7 249.9 13.7
9.09 6000 283.2 248.5 13.6
9.34 6100 284.5 246.3 13.6
9.59 6200 285.0 246.0 13.5
9.84 6300 285.4 244.7 13.4
0.09 6400 285.9 242.0 13.3
0.34 6500 281.4 237.1 13.1
0.60 6600 272.7 233.8 13.1
0.86 6700 266.4 229.6 13.0
1.13 6800 263.1 228.1 13.0
1.40 6900 255.4 226.8 12.9
1.67 7000 247.1 224.3 12.9
1.96 7100 232.7 211.0 12.8
For instance shifting at 7000 rpm, when I shift from 1st to 2nd it drops me in the 5200-5300 range (267hp & 260pft), the 2nd to 3rd gear shift puts me at 5500 rpm (272hp & 252pft) 3rd to 4th gear change puts right into the 5700 rpm range (279hp & 251pft) and 4th to 5th gear change sets me right at 5900 rpm (282hp & 249pft). Any usable power "under" those rpm ranges are insignificant unless you are just punching it from LOW rpm areas in any given gear/road speed.
My '05 6MT sedan has the following mods: Crawford plenum, Crawford headers, Crawford hi-flow cats, messaged lower plenum, port and polished upper, cleaned up throttlebody, UR underdrive crank pulley, Fujitsubo Legalis-R exhaust system, Z-tube, JWT pop-charger, fan shroud mod (to let more cool outside air into filter). On this run I also ran 5 gallons of 100 octane unleaded race fuel, which BTW gave me a solid gain of 11hp and 12 pft peak. The non modified ECM retards alot of timing on the dyno which really hurts the numbers. The race fuel lets the ECM go to full advance without pulling timing, hence the substantial power gain.
I'm quite certain a reflash will gain me some power, especially in the mid range as my A/F is quite lean.
It sure looks like a turbo plot to me. And with a procharger?
Is this a dyno plot off a Honda?
Thread Starter
Joined: Feb 2005
Posts: 5,106
Likes: 0
From: Cincinnati OH
Wow guys this is getting out of hand... I started this thread to see what the best mod for the $$ on my already mod deficient 35th anniv... I can see the controversy in the opinions. I have always believed whole heatedly in a little spirited competition between companies, this is what spawns truly great work, but this he said she said bull has no place in deciding whether a 3.9 and a UTEC would affect the mrev... I would have to remain neutral in this debate because I honestly and not as intelligent on these matters as all of you are, obviously. As for having an opinion on which company performs better... its that same old story, look at the NFL, I live in Cincinnati, GO BENGALS... and BJ from 350evo lives down the street from me and the shop is 10 min from my house. So I would understand me being a little biased toward both of them. But this much, like all the above bickering has no place in a tech thread... I love this forum because of all the knowledgeable members who seem to find my posts, hawk, hydra, bert, mia etc. and respond honestly and thoroughly. But the fighting isn’t helping present the facts. In fact all the bickering is making consumers uneasy not only me but others. I am going to be honest, I am pretty spontaneous and have decided to hold off and see how it all looks in about 6 mos… I was willing to be a guinea pig but not so much anymore.
Also I have looked at these dyno numbers and compared them to a stock 05 g35 rev-up motor on a mustang dyno and they are a little higher but not unbelievable, also the tq and hp according to the graph I plotted of the numbers using some of the software in the physics lab at school (damn tuition came in handy one time), produced a reasonable curve that crossed around the 5250 range which if I’m not mistaken the Func. of tq to hp in the engine. I’m not sure what you meant by spool up… Hydra if you know something about these false numbers make it known. It doesn’t appear to be using spray, or even a super charger… my best guess is based upon then variable valve timing this explains why the numbers peak as they do.
I have to say the facts and trials about the products in the beginning we awesome hydra, I understand what you mean by area under the curve, but like most supra owners and former supra owners lol, that little peak power reels them back in and allows those 800hp Supras to pull the hell back on the 750 hp vipers with 7million ft/lbs of tq… I know it’s a little extreme but same concept.
Hawk I get what you mean with the gears being modified the setup would almost beg to be revved. I would have the ability to take advantage of that high 7000 rpm redline.
My personal opinion is this would work best on an auto-x or track car best. If I’m not mistaken they spend 80% of their time from 5300 to 6200 at track events and 2% at redline of 7100, however it’s a useless mod on that Z not rev-up. I’m not 100% sure but any track guy would know. As for my use well see I am personally sitting out for a while till I see what I like in results, fact based results.
What does a 500hp Supra, 700hp Supra & 900hp Supra have in common: They all run 12s… except Nemo (the great orange supra 11.3 @ 135 on DR)
PS I had to get that BENGALS quip in “WHO DEY”
Doug, I too am anxious to hear what you have to say … though I am not calling you out except maybe to buy you a beer if you are ever in Cincinnati.
Also I have looked at these dyno numbers and compared them to a stock 05 g35 rev-up motor on a mustang dyno and they are a little higher but not unbelievable, also the tq and hp according to the graph I plotted of the numbers using some of the software in the physics lab at school (damn tuition came in handy one time), produced a reasonable curve that crossed around the 5250 range which if I’m not mistaken the Func. of tq to hp in the engine. I’m not sure what you meant by spool up… Hydra if you know something about these false numbers make it known. It doesn’t appear to be using spray, or even a super charger… my best guess is based upon then variable valve timing this explains why the numbers peak as they do.
I have to say the facts and trials about the products in the beginning we awesome hydra, I understand what you mean by area under the curve, but like most supra owners and former supra owners lol, that little peak power reels them back in and allows those 800hp Supras to pull the hell back on the 750 hp vipers with 7million ft/lbs of tq… I know it’s a little extreme but same concept.
Hawk I get what you mean with the gears being modified the setup would almost beg to be revved. I would have the ability to take advantage of that high 7000 rpm redline.
My personal opinion is this would work best on an auto-x or track car best. If I’m not mistaken they spend 80% of their time from 5300 to 6200 at track events and 2% at redline of 7100, however it’s a useless mod on that Z not rev-up. I’m not 100% sure but any track guy would know. As for my use well see I am personally sitting out for a while till I see what I like in results, fact based results.
What does a 500hp Supra, 700hp Supra & 900hp Supra have in common: They all run 12s…
except Nemo (the great orange supra 11.3 @ 135 on DR)PS I had to get that BENGALS quip in “WHO DEY”
Doug, I too am anxious to hear what you have to say … though I am not calling you out except maybe to buy you a beer if you are ever in Cincinnati.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Originally Posted by GEE PASTA
What is up with your dyno plot? With you mods? I have some big questions.
It sure looks like a turbo plot to me. And with a procharger?
Is this a dyno plot off a Honda?
It sure looks like a turbo plot to me. And with a procharger?
Is this a dyno plot off a Honda?
YES it only took 11.96 seconds to rev from 2300 to 7100 rpm in 5th gear.... that's what going from a 3.50 gear to a 3.90 gear will do. 
I don't own the 350Z with the ATI Procharger in my sig anymore. That car dyno a best of 366hp and 304pft at the wheels (Want to see that plot as well? LOL)
The car in question has the following modifications:
Ported and polished Crawford plenum (there were alot of casting flaws/weld marks). I also matched and opened up (slightly) the area where the throttlebody bolts to the plenum (there was a mismatch).
I then knife edged the throttlebody bore (taper bore) and removed some material from the throttle plate stay (thinned).
I bypassed the coolant running into the plenum completely. This reduced the plenum temps substantually.
I then removed the lower plenum. Again, a few spots that needed cleaning up and I then heavily modified the openings to the top inlet ports (by slightly changing the lip angle and taper) and polished the surrounding areas. I did some more matching and then used a 60 grit finish on the ports to lessen the effects of stratification (the seperation of fuel from the air by fuel sticking to a smooth surface).
JWT pop-charger (I fabricated a plastic shroud to keep hot air from entering the filter area).
Z-tube (removed crankcase ventilation and plugged Z-tube, added a small K&N to crankcase (no more hot oily air being injected into intake).
I cut two 3" holes in the radiator shroud directly in front of the air filter. On the G35, this creates much more cool air entering the filter, especially at speeds greater than 60 mph. I then fabricated a spacer to move the filter 1" closer to the air opening.
Crawford headers
Crawford hi-flow cats
Fujitsubo Legalis-R sedan exhaust with custom resonator
Unorthodox Racing crank pulley
Evo350 3.917 ring and pinion
VP 100 octane race fuel (the difference between a 274hp peak run and a 285hp peak run).
Please keep in mind that my car did dyno 255-262hp stock (the 262hp run was my 4th or 5th pull and the numbers kept going up until that point). Is it so hard to believe that I picked up 23rwhp from the above mods?
I guess it's also too difficult for anyone to believe I ran a 13.55@105 mph at the track too in my not so heavy sedan...LMAO.
Last edited by ZXiMan; Nov 14, 2005 at 10:30 PM.
Registered User
Joined: Nov 2003
Posts: 242
Likes: 0
From: Forth Worth, Texas
Originally Posted by MI 35th
What does a 500hp Supra, 700hp Supra & 900hp Supra have in common: They all run 12s… except Nemo (the great orange supra 11.3 @ 135 on DR)
PS I had to get that BENGALS quip in “WHO DEY”
except Nemo (the great orange supra 11.3 @ 135 on DR)PS I had to get that BENGALS quip in “WHO DEY”
My ATI Procharged '04 350Z was kind of a dyno queen too....
Registered User
Joined: Apr 2005
Posts: 47
Likes: 0
From: So Calif/Utah
Originally Posted by ZXiMan
Are you serious? PLEASE do tell me HOW you came to the conclusion that that is a TURBO application plot? YES it only took 11.96 seconds to rev from 2300 to 7100 rpm in 5th gear.... that's what going from a 3.50 gear to a 3.90 gear will do.
I don't own the 350Z with the ATI Procharger in my sig anymore. That car dyno a best of 366hp and 304pft at the wheels (Want to see that plot as well? LOL)
The car in question has the following modifications:
Ported and polished Crawford plenum (there were alot of casting flaws/weld marks). I also matched and opened up (slightly) the area where the throttlebody bolts to the plenum (there was a mismatch).
I then knife edged the throttlebody bore (taper bore) and removed some material from the throttle plate stay (thinned).
I bypassed the coolant running into the plenum completely. This reduced the plenum temps substantually.
I then removed the lower plenum. Again, a few spots that needed cleaning up and I then heavily modified the openings to the top inlet ports (by slightly changing the lip angle and taper) and polished the surrounding areas. I did some more matching and then used a 60 grit finish on the ports to lessen the effects of stratification (the seperation of fuel from the air by fuel sticking to a smooth surface).
JWT pop-charger (I fabricated a plastic shroud to keep hot air from entering the filter area).
Z-tube (removed crankcase ventilation and plugged Z-tube, added a small K&N to crankcase (no more hot oily air being injected into intake).
I cut two 3" holes in the radiator shroud directly in front of the air filter. On the G35, this creates much more cool air entering the filter, especially at speeds greater than 60 mph. I then fabricated a spacer to move the filter 1" closer to the air opening.
Crawford headers
Crawford hi-flow cats
Fujitsubo Legalis-R sedan exhaust with custom resonator
Unorthodox Racing crank pulley
Evo350 3.917 ring and pinion
VP 100 octane race fuel (the difference between a 274hp peak run and a 285hp peak run).
Please keep in mind that my car did dyno 255-262hp stock (the 262hp run was my 4th or 5th pull and the numbers kept going up until that point). Is it so hard to believe that I picked up 23rwhp from the above mods?
I guess it's also too difficult for anyone to believe I ran a 13.55@105 mph at the track too in my not so heavy sedan...LMAO.
YES it only took 11.96 seconds to rev from 2300 to 7100 rpm in 5th gear.... that's what going from a 3.50 gear to a 3.90 gear will do. I don't own the 350Z with the ATI Procharger in my sig anymore. That car dyno a best of 366hp and 304pft at the wheels (Want to see that plot as well? LOL)
The car in question has the following modifications:
Ported and polished Crawford plenum (there were alot of casting flaws/weld marks). I also matched and opened up (slightly) the area where the throttlebody bolts to the plenum (there was a mismatch).
I then knife edged the throttlebody bore (taper bore) and removed some material from the throttle plate stay (thinned).
I bypassed the coolant running into the plenum completely. This reduced the plenum temps substantually.
I then removed the lower plenum. Again, a few spots that needed cleaning up and I then heavily modified the openings to the top inlet ports (by slightly changing the lip angle and taper) and polished the surrounding areas. I did some more matching and then used a 60 grit finish on the ports to lessen the effects of stratification (the seperation of fuel from the air by fuel sticking to a smooth surface).
JWT pop-charger (I fabricated a plastic shroud to keep hot air from entering the filter area).
Z-tube (removed crankcase ventilation and plugged Z-tube, added a small K&N to crankcase (no more hot oily air being injected into intake).
I cut two 3" holes in the radiator shroud directly in front of the air filter. On the G35, this creates much more cool air entering the filter, especially at speeds greater than 60 mph. I then fabricated a spacer to move the filter 1" closer to the air opening.
Crawford headers
Crawford hi-flow cats
Fujitsubo Legalis-R sedan exhaust with custom resonator
Unorthodox Racing crank pulley
Evo350 3.917 ring and pinion
VP 100 octane race fuel (the difference between a 274hp peak run and a 285hp peak run).
Please keep in mind that my car did dyno 255-262hp stock (the 262hp run was my 4th or 5th pull and the numbers kept going up until that point). Is it so hard to believe that I picked up 23rwhp from the above mods?
I guess it's also too difficult for anyone to believe I ran a 13.55@105 mph at the track too in my not so heavy sedan...LMAO.
You have a lot of confusing information here. I guess that works for you.
I say you are pushing the BS limits. So can I see a true dyno plot from you?
I want to see your name on it. That's all I ask. LMAO
Damn, there is alot of fighting on this thread. I'll settle it once in for all by making base line runs on the highway from 40-100, Stock 06 vs Stock 03. Then I will install the MREV mod and do the same. How's that for a real world test on a mod?
Originally Posted by Diesel350
Damn, there is alot of fighting on this thread. I'll settle it once in for all by making base line runs on the highway from 40-100, Stock 06 vs Stock 03. Then I will install the MREV mod and do the same. How's that for a real world test on a mod?
Running against the 03 is an OK reference point, but the most important pre/post testing will be against your own times.
If at all possible, and for the best controls, do all your pre/post testing on the same day, with the same tank of gas and atmospheric conditions. Try to keep all variables as controlled as possible.
Know where the test will be and get 2-3 pulls of each (for statistical averaging) from 40-100 MPH. Keep it in one gear to eliminate shifting as a variable. Bring a stop watch and start the watch the moment you slam the pedal. Then stop the watch the moment you reach 100 MPH. Do this 2-3X for an average.
Drive home and install MREV. It should take about 2 hours or less. Once installed, drive right back out to the same place and do the same 3 pulls with a stop watch.
Have your buddy in the passenger seat to get both the speedometer and stop watch on video and call out times.
Tony
See attached analysis and dyno plots of ZXiMAN posted data.
Note: TQ and RPM should never cross anywhere but exactly 5252 RPM.
Note: TQ and RPM should never cross anywhere but exactly 5252 RPM.
Last edited by Hydrazine; Dec 10, 2006 at 07:26 AM.