346whp @ 0 pounds of boost
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Vendor - Former Vendor
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Joined: Jul 2007
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From: Brampton, ON
My roadster just put down 299whp, with the 90mm TB and SG headers. The previous number was 240whp with stock headers/cat, and an aftermarket intae but stock upper plenum. And with no tune.
So the three parts: a tune, headers and our intake, are that 50whp gain on a revup
So the three parts: a tune, headers and our intake, are that 50whp gain on a revup
Sell your body on the streets, then invest in boost or LSx. There is no easy answer NA (up until now?).
Technosquare has been reflashing our ECU for about a million years ±10
They're old and not talked about here anymore but they worked well.
Technosquare has been reflashing our ECU for about a million years ±10
They're old and not talked about here anymore but they worked well.
Are you selling the intake/tb? Pictures?
Thread Starter
Vendor - Former Vendor
iTrader: (3)
Joined: Jul 2007
Posts: 469
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From: Brampton, ON
The ECU used was a haltech, however the only things altered are also available to be programmed on the stock ECU through the UpRev. So it would require a 90mm MAF bung welded in, otherwise it should be entirely do-able.
It's the same intake as what was on the racecar when it made 346whp. We're working out hte kinks in the larger throttle body now, we will have something for sale as soon as possible. For now, if you're interested in an intake please send me a PM so we can gauge interest. Please only send a messege if you're truly serious with cash in hand. Thanks guys.
It's the same intake as what was on the racecar when it made 346whp. We're working out hte kinks in the larger throttle body now, we will have something for sale as soon as possible. For now, if you're interested in an intake please send me a PM so we can gauge interest. Please only send a messege if you're truly serious with cash in hand. Thanks guys.
The ECU used was a haltech, however the only things altered are also available to be programmed on the stock ECU through the UpRev. So it would require a 90mm MAF bung welded in, otherwise it should be entirely do-able.
It's the same intake as what was on the racecar when it made 346whp. We're working out hte kinks in the larger throttle body now, we will have something for sale as soon as possible. For now, if you're interested in an intake please send me a PM so we can gauge interest. Please only send a messege if you're truly serious with cash in hand. Thanks guys.
It's the same intake as what was on the racecar when it made 346whp. We're working out hte kinks in the larger throttle body now, we will have something for sale as soon as possible. For now, if you're interested in an intake please send me a PM so we can gauge interest. Please only send a messege if you're truly serious with cash in hand. Thanks guys.
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Joined: Dec 2010
Posts: 36
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From: atlanta
Right now the valve cover is just breathing to atmosphere. I have all the fittings and check valves etc to try an exhaust scavenge setup that I'm going to work on in the next few weeks. It will require a catch can so that I'm not sucking oil into the exhaust (which may actually be a good way to keep the competition behind me - they will always think my engine is about to blow if it's smoking out the exhaust!)
I typically work on the 2.5L 4 cylinders but the 3.5 PCV system is the same more or less.
The nipple that would attach to the inlet pipe after the MAF has a built in restrictor (which can easily be drilled out). The reason for the resrictor is the air pulled through the crankcase for PCV venting is metered and bypasses the throttle. If the hole in the nipple was too large the amount of air bypassing the TB wouldn't allow the TB to restrict enough air for the motor to idle at a correct range. At WOT the PCV system more or less vents due to positive crankcase pressure rather than vac being pulled by the intake manifold. We found that drilling the restrictor in the nipple out and gutting the PCV valve and venting will pick up 4-5 whp on the dyno w/ the 2.5. If you'rw going to vent the VC's give them large holes to do it. Haven't had time to do it on the 3.5 yet. Don't know the differences on FWD vs RWD pcv pipe routing, but the easier it is for the motor to vent crank pressure the more power the motor will make.
the SR20 motors have a great system. They vent to a vented catch can witha built in separator that drains back to the sump so most of the oil is returned to the oil pan.
w/o our system addressed yet we go through about 1/3-1/2 a qt in a weekend.
that intake is a monster. Im really interested in the intake but if it required the headers plus tune that can get quite expensive. iv got the funds to go both ways (Na,FI) I really just dont know what i want. lol
I typically work on the 2.5L 4 cylinders but the 3.5 PCV system is the same more or less.
The nipple that would attach to the inlet pipe after the MAF has a built in restrictor (which can easily be drilled out). The reason for the resrictor is the air pulled through the crankcase for PCV venting is metered and bypasses the throttle. If the hole in the nipple was too large the amount of air bypassing the TB wouldn't allow the TB to restrict enough air for the motor to idle at a correct range. At WOT the PCV system more or less vents due to positive crankcase pressure rather than vac being pulled by the intake manifold. We found that drilling the restrictor in the nipple out and gutting the PCV valve and venting will pick up 4-5 whp on the dyno w/ the 2.5. If you'rw going to vent the VC's give them large holes to do it. Haven't had time to do it on the 3.5 yet. Don't know the differences on FWD vs RWD pcv pipe routing, but the easier it is for the motor to vent crank pressure the more power the motor will make.
the SR20 motors have a great system. They vent to a vented catch can witha built in separator that drains back to the sump so most of the oil is returned to the oil pan.
w/o our system addressed yet we go through about 1/3-1/2 a qt in a weekend.
The nipple that would attach to the inlet pipe after the MAF has a built in restrictor (which can easily be drilled out). The reason for the resrictor is the air pulled through the crankcase for PCV venting is metered and bypasses the throttle. If the hole in the nipple was too large the amount of air bypassing the TB wouldn't allow the TB to restrict enough air for the motor to idle at a correct range. At WOT the PCV system more or less vents due to positive crankcase pressure rather than vac being pulled by the intake manifold. We found that drilling the restrictor in the nipple out and gutting the PCV valve and venting will pick up 4-5 whp on the dyno w/ the 2.5. If you'rw going to vent the VC's give them large holes to do it. Haven't had time to do it on the 3.5 yet. Don't know the differences on FWD vs RWD pcv pipe routing, but the easier it is for the motor to vent crank pressure the more power the motor will make.
the SR20 motors have a great system. They vent to a vented catch can witha built in separator that drains back to the sump so most of the oil is returned to the oil pan.
w/o our system addressed yet we go through about 1/3-1/2 a qt in a weekend.
Any pics of what you do exactly or diagrams of the parts? Do you vebt it out to the atmosphere or back into the intake?
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Joined: Dec 2010
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From: atlanta
PCV stuff is all EPA stuff. The lower the crankcase pressure the better low tension rings seal at high rpms.
It'd take me a good page or so to explain the finer workings of the modern PCV system.
And as far as VQ35 intake manifolds go, I'd put my money on a modified FWD VQ manifold beating a RWD manifold anyday...... but I don't know if it'd even fit on a Z or G.
