Yeah I wish I could say who my sourses are but I am trying to minimize my exposure on the net as I get way too many e-mails and stuff as it is! Sometimes I get annoyed by disinformation on the forums and I can't help but to come out of hiding!

My suggestion to you or anyone who is involved in dynoing or testing their own personal cars or works in the aftermarket designing parts, follow the proceedure that I posted in this thread earlier or your dyno data will be significantly less valuable.

The variabilty is so bad that I can prove that me touching a car is good for some power on a typical Z. I haave seen some exhausts in magazines with an impressive dyno chart that I have tested myself or been around when they are tested correctly and a power loss is shown. As a hint, SCC's dyno testing is accurate. Dave Coleman and the gang strive for accuracy and finding the best way to dyno on their test cars.

Its almost time for me to go back into lurk mode.

Morepower

 

According to their website, Borla does do OEM and they use T-304 Stainless steel (airplane grade).
"BORLA has enjoyed over 15 years of mutually beneficial relationships with the OEM (original equipment manufacturers). We participate in the design and build up of many concept vehicles for DaimlerChrysler and Ford as well as GM, TRD, Mazda, Nissan, and Lexus. Ford Motor Company chose BORLA exhaust for their limited Cobra-R model. Ford's latest national dealer training videos feature BORLA project vehicles. We developed a complete exhaust system, including headers, for the Shelby Series I and have worked with Toyota and their Solara as well as Mazda and their Protégé on both aftermarket opportunities and limited production runs. "
Taken from

here

 

This is consistant with what I've heard from a reputable source regarding dynos for the Z. However as it currently stands, inconsistant results agreed upon, I don't believe there is a better performing exhaust for the Z than the Borla and that includes Nismo as well as Injen.

 

They must have gotten their QS certifcation and are now producing stuff for the OEM's. I stand corrected. My information was from when I interviewed there for a quality manager position. Obviously I didnt take the job.

Morepower

 

Morepower- I get this strange feeling you work for Nissan in the marketing department for Nismo products. Or something similar.

I'm also wondering if you can provide a little more clarification to what you said here:

What if the muffler is not the bottleneck in the stock exhaust. What about the Y-pipe or anything else in front of the muffler?


Couldn't "timing" and "mixture control" be controlled once an aftermarket ECU is released (Technosquare, JWT, etc.)?

I understand that the knock sensor is sensitive in the 350. But wouldn't disconecting the knock sensor only keep the sensor from retarding the timing? And thus, only keep the sensor from ultimately lowering the hp by retarding the timing.
Couldn't this also be controlled by an aftermarket ECU once they are released?

Many are doing 4-5 runs or more in one dyno session. But I agree what you said above will give more consistant results.

I'd be interested in your thoughts. Thx

 

What numbers would that be? Any links?

 

 

I am not a marketing person, I am an engineer. I have many contacts in the racing, Import car magazine and high performance industry.

You are correct, the muffler is not the bottleneck in the stock system, as much as the Y pipe is. However once the engine is modded more to the point of getting cams and such, the muffler may become an issue at this point. When cams have more overlap, the engine becomes more sensitive to backpressure.

Technosquare's ecu has modified the program to limit the amount of active control the ECU has to reduce the flunctuation in timing and mixutre. JWT is also working on an ECU as well although the Technoquare ecu is further along and Technosquare is selling their reflash right now. Tadashi has been working day and night on the Z ECU!

Disconnecting the knock sensors proably is not the best thing with californias 91 octane fuel if you are going to be doing track driving but with 92 and higher octane, it will work ok with no damage to the engine. This is a common trick from the SE-R world. Mostly the knock sensor should be disconnected (but grounded to the engine) when doing dyno testing for development. Since this is sort of a ***** ona Z, you can lace the fuel with 100-104 octane unleaded racing fuel as well. Its amazing to see how consistant the car becomes when it has a lot of octane.

The difficulty in getting good dyno numbers, especialy with californias **** poor 91 octane fuel is what causes much controversy with what parts work best for this car.

Morepower

 

Thanks for the advise, I think I will try this.

Do you or anyone know how to go about disconnecting the knock sensors, like the location of the sensor (s)? Thanks.

 

I couldn't agree with you more on this point. Thanks for the info. There is no need to go back into "lurk mode" as you could probably provide some useful information on the forums.

 

Wow where did all this come from?!?! Well allot of what morepower is saying makes sense and I have actually heard most of it from another source before reading this thread. So my next question is since the Y-pipe is probably where most of the restriction is and where hp can be gained, wouldn't a true dual system (ie borla and injen) show gains?

Morepower, we need more people like you ON this board not lurking around to sort out the misconceptions.

 

Yea I second that morepower post more as the info seems to be very useful. Funny thing is this I own a G but frequently visit this board because more performance issues are discussed here.

Thanks for all the info\dyno sheets\pics guys!

 

pics of the nismo exhaust?

 

is like buying a Ferrari and put Ractive exhaust on....

 

Agreed. So far everything I've read from Morepower is right on the money when compared to what I've learned from people who are definitely in the know. It seems like Morepower is having to keep some information confidential and I can relate to and understand the reason for that as well.

Please post your opinions and what you know more often instead of lurking because misconceptions need to be straightened out by people like yourself who have the correct information.

 

I think what morepower is doing, and what more of the members of this board should do, is the old KISS rule. Keep it simple, stupid. There are traditional rules of thumb to racing and building performance. Higher octane is one of them as it has a greater resistance to detonation and if the knock sensor is what is slowing our cars down, then it seems that this would be an obvious solution. Morepower is pretty much right on and we should understand that if we allow ourselves to become clouded in our thinking by scary and weird ECU's, etc. then we will be too afraid to ever mod our cars and do what it takes to build power. Traditional rules still apply. I don't think that the ECU is so different from a good ol LS1 program that can be reflashed to accomodate mods and free up some power. It just has not been used in the import scene I guess. Nobody on the domestic scene uses crap like AFC-II's etc. They apply real parts that affect airflow, air velocity, etc. and let the programs handle the ECU with a flash. Bring on the cams, bring on the headers, bring us the FI and port your heads, bore your cylinders, balance your parts, build some power.