Technosquare L-Spec reflash drive
#21
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Originally Posted by skaterbasist
This has always confused me. From what I know, in the non revup, the redline reads 6600 and the rev limiter is set to 6800.
But in the revup, the redline reads 7100 and the rev limiter is set to ????
Reason I ask is because I have taken my revup to 7500 rpms at the track, and never bounced off the rev limiter.
So if reflash sets it to 7600, then where the hell is the stock set to?
Hehe... im so confused
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But in the revup, the redline reads 7100 and the rev limiter is set to ????
Reason I ask is because I have taken my revup to 7500 rpms at the track, and never bounced off the rev limiter.
So if reflash sets it to 7600, then where the hell is the stock set to?
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Hehe... im so confused
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#22
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Originally Posted by cturnbull802
i think the rev limiters are set to there respective 6600 and 7100, the tachometer is the one at fault here
Im guessing the ECU cuts the fuel (rev limit) on the revups at 7500 RPM?
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Originally Posted by skaterbasist
From what I understand, the rev-limiters is preset by the ECU which cuts the fuel in order to prevent over reving. That has never happened to my revup, and have taken it to 7400 RPM's stock.
Im guessing the ECU cuts the fuel (rev limit) on the revups at 7500 RPM?
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Im guessing the ECU cuts the fuel (rev limit) on the revups at 7500 RPM?
.
To others:
For the non-revups, would it be wise to raise the revlimit to past 7100? Say, 7500?
#24
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It's not just about raising your rev limit. Even if you rev to 7500, you're not making any power in that rpm range. Unless you have various parts which make power in the upper rpm's you won't get a gain out of it.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
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Originally Posted by 97supratt
It's not just about raising your rev limit. Even if you rev to 7500, you're not making any power in that rpm range. Unless you have various parts which make power in the upper rpm's you won't get a gain out of it.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
I actually don't agree with the Peak Power theory that many go off, especially if you own a VQ35HR. Im sure you have noticed many dyno's, and the hp drop after peak power is very small.
In my case, I made peak power at about 6300 RPM's, but only lost 5 HP from peak power to 7000 RPMs. Acceleration will not stop unless theres a dramatic drop of power.
I've tried this at the track, and shifting at 'peak power' only yielded a slower time.
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#26
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Originally Posted by skaterbasist
I actually reved to 7500 just to see it I could make it past the line in 3rd. At LACR, I can get past the line at 7200 RPM's on the revup which is fine. I tried the same thing at Cal Speedway, and ended up reving to 7500, although not on purpose.
I actually don't agree with the Peak Power theory that many go off, especially if you own a VQ35HR. Im sure you have noticed many dyno's, and the hp drop after peak power is very small.
In my case, I made peak power at about 6300 RPM's, but only lost 5 HP from peak power to 7000 RPMs. Acceleration will not stop unless theres a dramatic drop of power.
I've tried this at the track, and shifting at 'peak power' only yielded a slower time.
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I actually don't agree with the Peak Power theory that many go off, especially if you own a VQ35HR. Im sure you have noticed many dyno's, and the hp drop after peak power is very small.
In my case, I made peak power at about 6300 RPM's, but only lost 5 HP from peak power to 7000 RPMs. Acceleration will not stop unless theres a dramatic drop of power.
I've tried this at the track, and shifting at 'peak power' only yielded a slower time.
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I took my HR to LACR and when I shifted at 7500 from 2nd to 3rd, and 3rd to 4th, I got a slower time. I tried this on 4 runs. May I remind you, I got 20 runs that night.
In first gear I always shift at 7500 only because it puts me exactly where I want to be in 2nd gear plus the engine is revving so quickly that you won't feel a power loss. In the upper gears you actually feel the hp drop. If you look at the dyno, thats about where the peak power is 7k rpm. I shift at 7200 just to give a few hundred rpm of room for the next gear.
Just my opinion, but if you want I can show you the difference at LACR sometime.
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Best time so far in 75 degree weather with sand and a horrible head wind 14.2@99mph. Bone stock.
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#27
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Originally Posted by 97supratt
Screw dynos, i'm comparing my own track times. What you're talking about ending in 3rd gear at LACR rather than 4th is a different story. Thats just you slowing your time down by shifting another gear.
I took my HR to LACR and when I shifted at 7500 from 2nd to 3rd, and 3rd to 4th, I got a slower time. I tried this on 4 runs. May I remind you, I got 20 runs that night.
In first gear I always shift at 7500 only because it puts me exactly where I want to be in 2nd gear plus the engine is revving so quickly that you won't feel a power loss. In the upper gears you actually feel the hp drop. If you look at the dyno, thats about where the peak power is 7k rpm. I shift at 7200 just to give a few hundred rpm of room for the next gear.
Just my opinion, but if you want I can show you the difference at LACR sometime.
Best time so far in 75 degree weather with sand and a horrible head wind 14.2@99mph. Bone stock.![Smilie](https://my350z.com/forum/images/smilies/smile.gif)
I took my HR to LACR and when I shifted at 7500 from 2nd to 3rd, and 3rd to 4th, I got a slower time. I tried this on 4 runs. May I remind you, I got 20 runs that night.
In first gear I always shift at 7500 only because it puts me exactly where I want to be in 2nd gear plus the engine is revving so quickly that you won't feel a power loss. In the upper gears you actually feel the hp drop. If you look at the dyno, thats about where the peak power is 7k rpm. I shift at 7200 just to give a few hundred rpm of room for the next gear.
Just my opinion, but if you want I can show you the difference at LACR sometime.
![Wink](https://my350z.com/forum/images/smilies/wink.gif)
Best time so far in 75 degree weather with sand and a horrible head wind 14.2@99mph. Bone stock.
![Smilie](https://my350z.com/forum/images/smilies/smile.gif)
Never mind the shifting into another gear story. That was just an example for something completely different.
If you believe your 'theory', that's what matters (I guess). As for me, I have always gotten better times by shifting at redline rather than at "peak" power. And no, it wasnt because an avoidance of an extra shift. I have tried multiple ways (on the same track), and redline always yields better times for me.
By the way, that's an excellent time for an HR over at LACR. Best I've seen a stock Z accomplish (VQ35DE) wasa 14.5.
.
#28
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Originally Posted by skaterbasist
Screw Dynos? Your going by peak power. That's all dyno statistics there.
Never mind the shifting into another gear story. That was just an example for something completely different.
If you believe your 'theory', that's what matters (I guess). As for me, I have always gotten better times by shifting at redline rather than at "peak" power. And no, it wasnt because an avoidance of an extra shift. I have tried multiple ways (on the same track), and redline always yields better times for me.
By the way, that's an excellent time for an HR over at LACR. Best I've seen a stock Z accomplish (VQ35DE) wasa 14.5.
.
Never mind the shifting into another gear story. That was just an example for something completely different.
If you believe your 'theory', that's what matters (I guess). As for me, I have always gotten better times by shifting at redline rather than at "peak" power. And no, it wasnt because an avoidance of an extra shift. I have tried multiple ways (on the same track), and redline always yields better times for me.
By the way, that's an excellent time for an HR over at LACR. Best I've seen a stock Z accomplish (VQ35DE) wasa 14.5.
.
Yeah LACR is just horrible, the best 60ft I could muster was 2.2 because the prep is so bad there. I'm hoping I can go back with some more mods in a few weeks and Drag Radials and hopefully get a mid 13 second run and trap higher than 100mph.
#29
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the only reason to adjust higher RPMs for for people with cams that are making more power all the way to redline, and for those that want an extra buffer during shifting as not to hit the rev limiter.
what you think you see on the analog tach is not the rpm # that the computer sees, so some might have seen the needly fly past what the factory limiter is set at...
for the 287 engine (non-rev up) i would not suggest setting the rev limit to anything past 7200/7300. (factory is 6600) there were some tests done in japan that shows that the VQ's rods failed from sustained rpms > 7600.
for the rev-up engine, add 500-600 more rpms to your factory limiter (for a new rev limit in the near the 7500-7600 range) and that is what is typically set on the reflashes.
F spec costs more than Lspec due to the amount of map editing that is needed and the added capabilties. Don't bother arguing why -- it just is. do a search and read up on the threads that we went over 4 years ago when the ECU first was released and why it's priced that way.
Feedback refers to the what a stock ECU will attempt to do to correct itself to the factory programmed maps when it senses a lean condition (due to plenum mod or hfc) by retarding timing X amount and/or adding Y amount of fuel to the mixture.
what you think you see on the analog tach is not the rpm # that the computer sees, so some might have seen the needly fly past what the factory limiter is set at...
for the 287 engine (non-rev up) i would not suggest setting the rev limit to anything past 7200/7300. (factory is 6600) there were some tests done in japan that shows that the VQ's rods failed from sustained rpms > 7600.
for the rev-up engine, add 500-600 more rpms to your factory limiter (for a new rev limit in the near the 7500-7600 range) and that is what is typically set on the reflashes.
F spec costs more than Lspec due to the amount of map editing that is needed and the added capabilties. Don't bother arguing why -- it just is. do a search and read up on the threads that we went over 4 years ago when the ECU first was released and why it's priced that way.
Feedback refers to the what a stock ECU will attempt to do to correct itself to the factory programmed maps when it senses a lean condition (due to plenum mod or hfc) by retarding timing X amount and/or adding Y amount of fuel to the mixture.
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Originally Posted by 97supratt
It's not just about raising your rev limit. Even if you rev to 7500, you're not making any power in that rpm range. Unless you have various parts which make power in the upper rpm's you won't get a gain out of it.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
I have the HR and I shift around 7200 rpm even though redline is at 7500. Thats where peak power is made.
Last edited by DMK; 06-10-2007 at 06:29 AM.
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