the car runs lean at 3500~4500rpm?

Also, is it safe to run 7200rpm ?

 

actually it does not run lean at any spots. Those flat spots are from where we step into the throttle quickly - essentially before the wideband has a chance to catch up (since it's post cat).

As for the rev limiter, I think mine is set at 7100 - had it there for over 2 years now

 

Good to know. I can't decide if i should do flywheel/clutch or UTEC after i install my exhaust (via MRC ) however, since i got the SSV just last week or so, I might just do utec first.

 

I would do the bolt ons first, then the UTEC and tune, so you would not have to retune again..

 

am gonna go UTEC after adding some mods to my G35 but i wish they came out with a mounting bracket for G35, MRC is it out or they`re still developing one.

 

That sounds great!! Do you hit the rev limiter often? if you do and is safe to hit 7100rpm all the time, i am sold !

 

I wouldnt say I hit it often...not really much point in doing that But I take the car to around 7k on a daily basis in the lower gears, and have never had any issues.

 

do you think i would see an increase in power with the UTEC over a tuned unichip??

 

Hitting 7100 rpms makes zero power with the stock heads and cams.The HP falls of at 6000 rpms on the VQ motor. To optimize track times you would want to shift where the car stops making power,in our case it is 6000rpms.This would keep you in the powerband.Winding the motor out to 6800-7100 does nothing...I have proven it time and time again at the track..Our times are always better when we shift at 6000 rpms Vs 6800 rpms..

 

IMO on a N/A Z the only difference is timing control, which leads to a more consistant timing map and tune..

 

That is true, but with Z's gear ratio you get more 'use' out of the power.

The power lost after 6000rpm obviously is significant but not significant enough to overweigh the gear ratio.

Ie, if you change from 3rd to 4th in ANY rpm range, you WILL lose power no matter what, unless the power drops SIGNIFICANTLY, and I repeat, SIGNIFICANT - such as 100hp, after 6000rpm.

To put it into calculation..

hp at 7100rpm * lower gear ratio > hp at peak * higher gear ratio


So, even IF the power drops down to say 170whp at 7000rpm, it will still give you better power than the peak rpm in higher gear. According to Z1 Performance Z, the car lost about 30hp at 7000rpm than its peak power.

Also, at a race track you do not have to always hit the rev limiter, you can shift up earlier if you NEED to.. drive to conditions, not to hit the rev limiter before shifting.

In theory with Z1's dyno graph, having another 500rpm will definately help. I just wish to know if it is reliable enough before doing the same thing to mine.

I can create a simple graph if you want visual explanation..

 

That means you left the foot and re-gassed it at 3500rpm..? Green graph shoots right up to the top and red graph upto nearly 17:1 a/f ratio?

 

I wasn't the one driving the car on the dyno but we I recall we starting laying heavy into the throttle in 4th gear at around that point

As for the redline, every tuned ecu I have ever seen from Japan include a 7000-7100 redline, and no other mods to the motor.

 

do you think the utec could make a big difference with the hks sc kit?

 

Adam, It’s nice to hear some information about your car. The numbers sound good and I am sure everyone will benefit from your hard work. I hope you and everyone has a great new year.

 

nice gains. im surprised there was that much power to be had from tuning in a na z. have u considered doing the nismo cam sprockets to allow for more timing advance? u said that u did a lot more than the base map and im curious if u are starting to run out of room to play with timing on the stock sprockets.

 

The UTEC has no control of the VCT solinoid that directs the the oil to VCT sprocket that advances or retards the Inlet camshaft.
The VCT controller may be available in future upgrades.

 

I have 4 NA maps stored in my UTEC. 93 and 100 octane with current mods, no test pipes and 93 and 100 octane with all mods (including test pipes).

MRC and Z1-

Do you use the headphones to tune if your customer has Tuner Reg Pro?

EDIT:

Current mods:

AAM polished plenum
AAM plenum spacer
AAM y-pipe
AAM 2.5" test pipes (currently off)
AAM 3" single stainless angled exhaust
AAM ECU flash
UTEC with Tuner Reg Pro
Injen RD CAI
ACT clutch w/ 6 puck Race Disc
Fidanza flywheel

_________________________________
'05 CS ZR

AAM/TurboXS UTEC/Injen/ACT/Fidanza

265whp/251 max torque

 

ZBoy - vs the standard F Con that comes with the kit? I'd say there is a very good chance that you would see good gains.

Powertrip - Keep in mind my ecu was already flashed...these are the gains vs the flashed ecu, so they would be even more impressive when layed against the dynos of a stock ecu. There is aboslutely zero point in running the VTC sprockets on stock cams...it's not what they are intended for. We'll be working with TXS on hopefully making the VTC operational...testing to commence soon (I have a set of sprockets in stock and will likely be installing them with my new heads/cams)

Bobby Ritz - I typically do not use the headphones unless its a fairly serious car. I am not a believer in tuning to the ragged edge, so my timing curves tend to look very conservative...especially on pump gas

 

Can we see more more pics of the A/F ratio? Also did I read correctly that the control intervals on the UTEC are every 500rpms? The small graph at the bottom looks fairly flat but would like to see the fine grain.

The main reason I would purchase one is to flatten the A/F curve. Any extra gains are gravy