I don't use a MAF. Yes, the Cosworth helped my very upper most rpm's in hp and torque, but as you can see from my above dyno, which is well before any change to the plenum, or intake, or throttle body, it dwarfs his in the look of the curves

 

Sick build! You are right about RT, they are some great guys. You should get water/meth injection. Have you read anything about meth injection?

 

Given the design of our heads, water/meth is not going to do much of anything on the car, as his compression is nowhere near the level where it would be able to take advantage of the extra timing. More parts are not the answer - making the most of the majority of what he has is really what is needed IMHO

 

I would think it would help when he is spraying nitrous, to make power or even as a safety feature right? What is your opinion in that scenario?

 

I know nothing about nitrous I was just talking about for na use

 

Its sad everyone has to just keep taking you at your word Adam. Is it really that big of a deal to just go to a dynojet and post sae corrected numbers. Other than that its all bs speculation and don't kid yourself there is a lot more speculation in the community over your build than you think. If you do ever really go to a dynojet I am sure the car will have some problem and it will be to late and then.........some big back story and no results...again. Also for the posted dyno charts the first chart from jb's build I wouldn't use as it was never backed up or came even close, nothing against jb just if you read the whole thread the results weren't repeatable. The original xerd headers worked on a stock nonrevup great compared to other header/test pipe setups, once bigger cams are introduced they are pointless, read the whole sg header thread, their headers on a nonrevup didn't fair well. Try getting a manifold pressure/rpm reference just for piece of mind.

 

One of these days I def will and probably take another modded Z with me just as a comparison. I don't tune or build customer cars and with one recent exception our machinist doesn't work on our customer cars either because we just are not on the service side of the industry. So it's not like I am selling my services based on my car. In fact most of those who have done NA builds of late didn't get their stuff from us (which is fine btw, I'm not meaning to come off like a spoiled brat). My car remains something I built for me and for no other reason. It's nearly impossible for me to take time during the week to get it done and when the weekend comes I sorta put cars on the backburner (or I'm out just enjoying the car). At the same time I understand how it's important for some to see a dynojet on my car and I certainly will get it done in the near future

 

Lol, i don't no anything about na, I was mainly talking about nitrous, ahahaha.

 

Dyno 8/10:

Uncorrected: ~310hp/286tq
STD: 303.42hp/280.34tq
SAE: ~293hp/274tq

**Please note: Run conditions: 91.73, 29.71in-Hg, 47% humidity**

I'm really looking for some quality headers. The Crawfords look decent and, of course, everyone knows the story with the SGs. The supersprints, from what 1cockyz and others have said, have a great reputation and are built on pretty solid research.

If anyone has any other recommendations, I'm really looking to set this build off. Thanks for the help in advance.

 

Nice numbers man. Pretty good tq.

 

Stick with the Megan long tubes, but modify the collector

 

+1 for what 1cockyz said .. go to adynojet so we can see some real numbers adam...... ILL pay for the dyno time and ur day at work! i wanna see ur 320whp

 

Yeah, that's what I need to do. The shockwave td tips are uneven in the back just like 1cockyz's trimming during his collector engineering. I haven't had it to really check if the tips were adjusted to same point, but I'm assuming Pat from RT would have assembled it with care. The exhaust is beautiful.

 

A note of interest... I had a conversation with an engineer from Ferrea about their valvetrain. The gentleman hypothesized that the top end of the VQ engine was limited in the ability to generate power at high rpms because the cam hub assembly does not allow the cams to spin fast enough.

I'm not sure if I agree based on some of the NA dynos I've seen, but there isn't enough information to say either way.

 

Was it an engineer or a salesman? Unless he is saying that at high rpm the pulleys can't hold cam timing it sounds fundamentally wrong. I would say your headers are choking the top end flow, especially after looking at the power after peak between our builds. Looks like it pulls nice from 4-7k.

 

Current engine bay picture:

Mrev2
5/16th spacer
Samco hose
Z1 MAF housing
stock 06 airbox



Nitrous control setup (cubby door closes):
RT Tuning customized. Super clean and stealth.

 

Working on v-stack modification in 06 airbox setup. Getting some heatwrap for the MAF and airbox.

 

A crappy video from my phone and a nice **** eating grin.

 

Not sure if you all are subscribed to SG's newsletter, but they have modified an OEM plenum by cutting the neck off it and welding on a larger opening with a GM TB. This is DIFFERENT from the the test they were performing before and really smooths out the airflow that was once kinked by the factory elbow. Their site doesn't reflect this project, but I'm sure you'll be hearing about it soon.

As you can see below, they're going to be starting up their header production this fall!

 

Bumped for newsletter posting.