309hp & 257.1 ft. lbs. Intake, Test Pipes, Emanage Blue - Dyno Plots Inside (Dynapac
05-10-2008, 08:53 AM
#121
Registered User
iTrader: (4)
Join Date: May 2007
Location: New JerZ
Posts: 364
Likes: 0
Received 0 Likes
on
0 Posts
[img=http:/
/img356.imageshack.us/img356/1125/1000414oi9.th.jpg]
Heres what we got with AEM intakes and Turbo XS exhaust... Test pipes in next week.
/img356.imageshack.us/img356/1125/1000414oi9.th.jpg]Heres what we got with AEM intakes and Turbo XS exhaust... Test pipes in next week.
in the tank and no test pipes @ 292 whp... Updates comin next week.
05-13-2008, 03:40 AM
#126
Registered User
Join Date: Jan 2008
Location: Australia
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
Hey although this is my first post...hello. I was curious are you guys using the Greddy harness for the E-manage. Just wanted to know if the N-13 harness listed on Greddy Website for the VQ35DE works with the VQ35HR, I want to use an e-manage ultimate but would like to know if it will work with the harness for the VQ35DE(the harness for both is the same). I live in Australia and all our stuff is JDM spec. Also I keep seeing you guys talking about 91/93 octane fuel? To the best of my knowledge the U.S pretty much rules the Western world, however our premium fuels are 95/98 octane. And yet your 350's post much higher whp's, I have an 07' and when she was stock she pulled 181.2kW atw (243whp) on 98 octane on a Dyno Dyanmics. Do we have different ways of rating fuel? because the japanese run 100 octane. To finish you guys run an awesome site, so cheers for making it easier for me to mess with my Z.
05-13-2008, 03:52 AM
#127
Former Sponsor
iTrader: (564)
Join Date: Feb 2003
Location: Long Island, New York
Posts: 19,266
Likes: 0
Received 5 Likes
on
5 Posts
afaik the ecu harnesses are different.
Yes, there are differences between octane ratings in the US vs the rest of the world (go figure lololol...we can't seem to use the metric system either!)
"Quote:Measurement methods
The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel through a specific test engine with a variable compression ratio under controlled conditions, and comparing these results with those for mixtures of isooctane and n-heptane.
There is another type of octane rating, called Motor Octane Number (MON) or the aviation lean octane rating, which is a better measure of how the fuel behaves when under load. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, a higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON. Normally fuel specifications require both a minimum RON and a minimum MON.
In most countries (including all of Europe and Australia) the "headline" octane that would be shown on the pump is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, this means that the octane in the United States will be about 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, would be 91-92 in Europe. However most European pumps deliver 95 (RON) as "regular", equivalent to 90-91 US (R+M)/2, and even deliver 98 (RON) or 100 (RON).
The octane rating may also be a "trade name", with the actual figure being higher than the nominal rating.[citation needed]
It is possible for a fuel to have a RON greater than 100, because isooctane is not the most knock-resistant substance available. Racing fuels, straight ethanol, AvGas and liquified petroleum gas (LPG) typically have octane ratings of 110 or significantly higher - ethanol's RON is 107 (MON 89, AKI 98) reference[2]. Typical "octane booster" additives include tetra-ethyl lead and toluene. Tetra-ethyl lead is easily decomposed to its component radicals, which react with the radicals from the fuel and oxygen that would start the combustion, thereby delaying ignition. This is why leaded gasoline has a higher octane rating than unleaded."
I dont understand what NewJerZ meant by "tuned on the wrong octane". You don't fill it with super (93) normally?
Yes, there are differences between octane ratings in the US vs the rest of the world (go figure lololol...we can't seem to use the metric system either!)
"Quote:Measurement methods
The most common type of octane rating worldwide is the Research Octane Number (RON). RON is determined by running the fuel through a specific test engine with a variable compression ratio under controlled conditions, and comparing these results with those for mixtures of isooctane and n-heptane.
There is another type of octane rating, called Motor Octane Number (MON) or the aviation lean octane rating, which is a better measure of how the fuel behaves when under load. MON testing uses a similar test engine to that used in RON testing, but with a preheated fuel mixture, a higher engine speed, and variable ignition timing to further stress the fuel's knock resistance. Depending on the composition of the fuel, the MON of a modern gasoline will be about 8 to 10 points lower than the RON. Normally fuel specifications require both a minimum RON and a minimum MON.
In most countries (including all of Europe and Australia) the "headline" octane that would be shown on the pump is the RON, but in the United States, Canada and some other countries the headline number is the average of the RON and the MON, sometimes called the Anti-Knock Index (AKI), Road Octane Number (RdON), Pump Octane Number (PON), or (R+M)/2. Because of the 8 to 10 point difference noted above, this means that the octane in the United States will be about 4 to 5 points lower than the same fuel elsewhere: 87 octane fuel, the "regular" gasoline in the US and Canada, would be 91-92 in Europe. However most European pumps deliver 95 (RON) as "regular", equivalent to 90-91 US (R+M)/2, and even deliver 98 (RON) or 100 (RON).
The octane rating may also be a "trade name", with the actual figure being higher than the nominal rating.[citation needed]
It is possible for a fuel to have a RON greater than 100, because isooctane is not the most knock-resistant substance available. Racing fuels, straight ethanol, AvGas and liquified petroleum gas (LPG) typically have octane ratings of 110 or significantly higher - ethanol's RON is 107 (MON 89, AKI 98) reference[2]. Typical "octane booster" additives include tetra-ethyl lead and toluene. Tetra-ethyl lead is easily decomposed to its component radicals, which react with the radicals from the fuel and oxygen that would start the combustion, thereby delaying ignition. This is why leaded gasoline has a higher octane rating than unleaded."
I dont understand what NewJerZ meant by "tuned on the wrong octane". You don't fill it with super (93) normally?
05-13-2008, 04:32 AM
#128
Banned
iTrader: (28)
Join Date: Dec 2005
Location: Spotswood NJ
Posts: 5,510
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Z1 Performance
I dont understand what NewJerZ meant by "tuned on the wrong octane". You don't fill it with super (93) normally?
Thanks for the lesson on Octane ratings...what NJZ meant, was that halfway during the tuning session(because he brought me a car to tune with Less than a 1/4 Tank of gas, and we didnt notice till she was all straped in...) We ran out of gas.
He went to the gas station with a 5 gallon gas can and we filled up on the dyno. After a few pulls the gains we made, were negated, and the power dropped to original power..
We were perplexed, despite leaning the A/F from a low 11's High 10's stock, to 13.0-12.5, we didnt gain power..
Yesterday, JNZ PM'd me and advised me he found the CC reciept from the gas station and the idiot at the gas station gave him 87octane...
That right....87 octane...
So we made 290 on 87 OCTANE....I will SAY THAT AGAIN< 8 7 O C T A N E !!!
05-13-2008, 06:41 AM
#130
Registered User
iTrader: (4)
Join Date: May 2007
Location: New JerZ
Posts: 364
Likes: 0
Received 0 Likes
on
0 Posts
Originally Posted by Julian@MRC
Thanks for the lesson on Octane ratings...what NJZ meant, was that halfway during the tuning session(because he brought me a car to tune with Less than a 1/4 Tank of gas, and we didnt notice till she was all straped in...) We ran out of gas.
He went to the gas station with a 5 gallon gas can and we filled up on the dyno. After a few pulls the gains we made, were negated, and the power dropped to original power..
We were perplexed, despite leaning the A/F from a low 11's High 10's stock, to 13.0-12.5, we didnt gain power..
Yesterday, JNZ PM'd me and advised me he found the CC reciept from the gas station and the idiot at the gas station gave him 87octane...
That right....87 octane...
So we made 290 on 87 OCTANE....I will SAY THAT AGAIN< 8 7 O C T A N E !!!
05-28-2008, 12:41 PM
#136
Registered User
Join Date: Nov 2007
Location: miami,fl
Posts: 244
Likes: 0
Received 0 Likes
on
0 Posts
i have the test pipes on and the turboxs. i have the greddy emanage laying around and i havent had time to install it... i dont want to start splicing my car apart since its brand spanking new... i wanted to know whats the best way to install the greddy... anything i should let the shop know ?
05-28-2008, 12:42 PM
#137
Registered User
Join Date: Nov 2007
Location: miami,fl
Posts: 244
Likes: 0
Received 0 Likes
on
0 Posts
also, can the greddy be used to control timing for nitrous? sorry for all the stupid questions guys but i think im ready to go into the next step and put the emanage on then juice her up. im still doing alot of HW on nitrous so thats going to have to wait atleast a month.