New dyno numbers: 294 rwhp
I would love to see your track numbers. Let me know if you ever come up to Ennis I would love to run against you.
I just waiting for UpRev to get some time available on their dyno to finish tuning and get some current dyno numbers. I may go to the SAR this Friday but not 100% sure yet.
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Joined: Jan 2008
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From: Houston Tx
Originally Posted by IntenseFab
Awesome! Well from the sounds of things you'd hang Stillen/HKS S/C Equipped Z's 
Last edited by BrazenZ; Apr 1, 2008 at 04:36 AM.
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Joined: Jan 2008
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From: Houston Tx
Kudos on the build up Rednezz. I would point out ( and correct me if am wrong) but those are dynojet engine graphs which usually run a little higher than DynoDynamics
Last edited by BrazenZ; Mar 31, 2008 at 08:59 AM.
Originally Posted by IntenseFab
Any reason why you are running an N/A car excessively rich under WOT? 11.8 is quite a bit of fuel for no f/i. Tip in looks great but you are losing alot of power around 2100 RPM. Your graph should steadily increase and look alot less peaky.
Originally Posted by SOLO-350Z
Mine also ran extremly rich for being stock. I am in Texas as well, 93 octane and here is my graph below. I think it has something to do with the HR.
Originally Posted by SOLO-350Z
Mine also ran extremly rich for being stock. I am in Texas as well, 93 octane and here is my graph below. I think it has something to do with the HR.
Very....
impressive. My plan has always been to try to take the car as far as possible NA. My bolt on power mods are tne Nismo CAI, Nismo Exhaust, MD 5/16th Spacer, Nismo Headers, Berk Metallic HFCs. The plan is to pick up some AMS racing pullies, Nismo camshafts and tune w/ U-tec.
I'm not exactly sure where I'll end up but I really enjoy the pursuit of squeezing everything out possible.
Well done.
I'm not exactly sure where I'll end up but I really enjoy the pursuit of squeezing everything out possible.
Well done.
Originally Posted by i8acobra
STD correction = overinflated numbers. Switch to SAE for more accurate numbers.
STD numbers are not always higher, it depends on ambient conditions, most namely, humidity. My STD numbers are typically LOWER than my SAE values. This is because I live in the desert, 8 -12% RH is common almost year 'round.
Lil' rundown on CF's:
Lil' rundown on CF's:
Originally Posted by Maxima.org Dude
SAE (Society of Automotive Engineers), USA. Power is corrected to reference conditions of 29.23 InHg (99 kPa) of dry air and 77 F (25°C). This SAE standard requires a correction for friction torque. Friction torque can be determined by measurements on special motoring dynamometers (which is only practical in research environments) or can be estimated. When estimates must be used, the SAE standard uses a default Mechanical Efficiency (ME) value of 85%. This is approximately correct at peak torque but not at other engine operating speeds. Some dynamometer systems use the SAE correction factor for atmospheric conditions but do not take mechanical efficiency into consideration at all (i.e. they assume a ME of 100%).
STD or STP. Another power correction standard determined by the SAE. This standard has been stable for a long time and is widely used in the performance industry. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard.
ECE (European Community), Europe. The ECE standard is based on the European Directives. Power is corrected to reference conditions of 99 kPa (29.23 InHg) of dry air and 25°C (77 F). Friction torque is not taken into consideration at all.
DIN (Deutsche Industrie Norm), Germany .
The DIN standard is determined by the German automotive industry. Power is corrected to reference conditions of 101.3 kPa (29.33 InHg) of dry air and 20°C (68 F). With the advent of European legislation and standards, national standards such as the DIN (formerly widely used) are now less significant.
Actual You may see this on some charts. What this means is this is the actual horsepower archived on the day tested and no correction factor has been applied. One can assume better or worse results with varying weather conditions.
STD or STP. Another power correction standard determined by the SAE. This standard has been stable for a long time and is widely used in the performance industry. Power is corrected to reference conditions of 29.92 InHg (103.3 kPa) of dry air and 60 F (15.5°C). Because the reference conditions include higher pressure and cooler air than the SAE standard, these corrected power numbers will always be about 4 % higher than the SAE power numbers. Friction torque is handled in the same way as in the SAE standard.
ECE (European Community), Europe. The ECE standard is based on the European Directives. Power is corrected to reference conditions of 99 kPa (29.23 InHg) of dry air and 25°C (77 F). Friction torque is not taken into consideration at all.
DIN (Deutsche Industrie Norm), Germany .
The DIN standard is determined by the German automotive industry. Power is corrected to reference conditions of 101.3 kPa (29.33 InHg) of dry air and 20°C (68 F). With the advent of European legislation and standards, national standards such as the DIN (formerly widely used) are now less significant.
Actual You may see this on some charts. What this means is this is the actual horsepower archived on the day tested and no correction factor has been applied. One can assume better or worse results with varying weather conditions.
Last edited by NmexMAX; Jul 11, 2008 at 04:20 PM.
Originally Posted by Z1 Performance
Rednez - Was there any work done to the heads or were they used out of the box?
http://cosworthusa.com/store/pc/view...7&idproduct=69
(related)cool article...
http://www.sportcompactcarweb.com/te...ild/index.html
Zquicksilver
Looks like the headers on the Cosworth motor look very similiar to the Nismo headers. My problem is the intake manifold. After 6300 rpm I just don't have enough air. I really wish I had a Cosworth intake manifold or anything better than I have now so I can take full advantage of my heads and cams. I'm sure I can pick up another 10+ rwhp.