NA Build: Kacz07's 2006 SS 350z RevUP
06-14-2011, 04:54 PM
#402
I LOVE the comparison of our headers to the Megan headers at high rpm. It's nice to see them make another 10lb-ft of torque as well. I think that proves the advantages of a stepped header and true merge collectors, as well as proper equal length action.
275lb-ft with the cosworth manifold is really good, and I would imagine with a stock non-revup lower your torque would be close to 290 (although I'd imagine the power would be roughly the same).
Great work man! Now bigger cams are needed for even more jam!
275lb-ft with the cosworth manifold is really good, and I would imagine with a stock non-revup lower your torque would be close to 290 (although I'd imagine the power would be roughly the same).
Great work man! Now bigger cams are needed for even more jam!
06-16-2011, 03:04 PM
#404
I LOVE the comparison of our headers to the Megan headers at high rpm. It's nice to see them make another 10lb-ft of torque as well. I think that proves the advantages of a stepped header and true merge collectors, as well as proper equal length action.
275lb-ft with the cosworth manifold is really good, and I would imagine with a stock non-revup lower your torque would be close to 290 (although I'd imagine the power would be roughly the same).
Great work man! Now bigger cams are needed for even more jam!
275lb-ft with the cosworth manifold is really good, and I would imagine with a stock non-revup lower your torque would be close to 290 (although I'd imagine the power would be roughly the same).
Great work man! Now bigger cams are needed for even more jam!
I'd love to go with bigger cams, but I feel like the stock TB and Cosworth will restrict the flow a little. I have sent out a few messages to vendors to see if they could possibly flowbench and port and polish the Cosworth for better flow, but no one seems interested. I love the Cosworth in the engine bay, so I'd do the P n P and likely chop off the neck and mate it to the GM TB w/ a custom cold air intake or stock box integration.
I'm guessing that would be around a grand for everything intake-wise (flowbench, port/polish, welding, intake pipe, etc.) and then another few hundred for the install of the C9R camshafts, the most aggressive JWT cams available for Rev-ups.
Fortunately/unfortunately, I haven't sold all my old parts for the available cash right now, so no tinkering till I iron my intake plan out (Vince has probably been breathing easier with the absence of calls and emails since the last setup and tune was completed
). Not sure if there's anything more I can do exhaust-wise, so I'll leave that alone.Other than intake and cams, I'm still looking for that optimal catch can setup. I'd like to get that installed ASAP.
Finally, some aural crack:
http://www.youtube.com/watch?v=y9fv-JgtLko
06-17-2011, 11:27 AM
#411
My exhaust is SG Long tubes> MD shockwave V1 w/ the Harakiri canisters. I had straight pipes on before, but they were too loud for me and the sound wasn't commensurate with the performance. The Harakiris sound just right. Idle has calmed down, but it still retains that scream during WOT.
I'm going to make another video on a longer straight. I'll spin it out then. I'm actually curious to see how the powerband looks beyond 8k. I would believe I'm safe to rev a little higher without any problems, considering the beefed up block. 8.5k, 9k? We'll see.
I'm going to make another video on a longer straight. I'll spin it out then. I'm actually curious to see how the powerband looks beyond 8k. I would believe I'm safe to rev a little higher without any problems, considering the beefed up block. 8.5k, 9k? We'll see.
06-17-2011, 01:46 PM
#413
^To the best of my knowledge, they are single heavy duty springs. I included them in my build list to IPP.
IPP's website info:
http://www.importpartspro.com/fevqfuvatrki.html
IPP's website info:
http://www.importpartspro.com/fevqfuvatrki.html
06-20-2011, 06:07 AM
#415
With C9's, JWT springs are good for ~8000-8200rpm. C10's will rev a bit higher since there's more duration.
Not sure about the springs you have, but needless to say valve springs are one of the most important parts you put inside of your engine.
Not sure about the springs you have, but needless to say valve springs are one of the most important parts you put inside of your engine.
06-20-2011, 07:13 AM
#417
The BC kit requires removal of the oil squirters right? I don't like the idea of that mod but maybe they've done their homework.
06-20-2011, 07:16 AM
#418
I run the Ferrea valvetrain that IPP offers in their engine packages. I spoke to JWT and Ferrea before i built the engine and JWT recommended I used their valve springs because they optimized their springs with their cams. Ferrea said their springs were stronger, so they should hold up fine, but I will definitely revisit this inquiry.
I'm going to call IPP and Ferrea and ask them about safe rpm limits for the valvetrain/motor. Cams are still a ways off in the future, but it will pay dividends to have this info out there before I make my next move.
I'm going to call IPP and Ferrea and ask them about safe rpm limits for the valvetrain/motor. Cams are still a ways off in the future, but it will pay dividends to have this info out there before I make my next move.
Last edited by kacz07; 06-20-2011 at 07:34 AM.
06-20-2011, 07:19 AM
#419
Squirters are gone because the pistons come down into that area. I have added a bigger oil pan, oil cooler the rear coolant mod, three row aluminum radiator and Forged shroud. Cooling/lubrication shouldn't be a problem.
I am shooting for 7500 so should be fine.
I am shooting for 7500 so should be fine.
06-20-2011, 07:33 AM
#420
+1 On the higher pitch and crisper sound. To be honest, it was a little bit higher with the straight pipes on, but also lower in the rev range, which was not to my liking. I wanted something that would scream up top and be civil eveywhere else. I probably could've accomplished a similar setup with the V2 with the axleback Helmholtz resonators.