redline06

Damn, just caught up on reading this. Bummer the Z1 headers didn't deliver, however I do find it very odd you're not putting down better numbers especially considering you have cams.
I have a feeling your tuner didn't really know how to take advantage of the cams and headers.
I would stick with your set up for a bit, try and find a different tuner, talk to Jared at Uprev maybe send him a datalog for a second opinion. Sasha from SGM of course since he's the NA VQ God lol.
Martin, the tuner at Fever Racing (formerly Z fever) here in Tampa FL, he tuned my Z the man really knows his ****.
Have you hit the track with yet? would like to see what it traps in the 1/4

And as for turbo, I personally would do a nice mid mount single such as the BP kit.
The S&R kit (or VS&R as they call themselves now) is pretty nice, I'm friends with the guy who fabbed it up for them and he does amazing work. Just not big on that shop in particular, I live in the area and hear a lot of horror stories from friends/people, just a heads up to a fellow Z brother.

Nismo350z#0310

iTrader: (1)

I don't think the Z1 headers "failed to delivered." The problem is MM'08s build was an already maxed out bolt-on setup. The results would be different from a stock setup transitioning to a bolt-on setup. How much was really expected on a maxed out bolt-on / cammed setup?

Edit: My question is rhetorical.

Classy

iTrader: (7)

Realistically 400 RWHP sounds like a maxed out HR motor for NA, HIGH compression big bore stroker motor, ITB's, large custom made headers, dry sump, HUGE cams, I don't see why you couldn't make 400rwhp with that tuned to the gills on c16 making power to about 8k+. Not even kinda streetable but you asked, haha

redline06

I think SGM is gonna crack the 400 mark when they put the ported and polished HR heads on their stock bottom end DE revup.
I believe an HR with k&n drop ins,long tubes, exhaust and cams with a good tune should be up around 340 on pump.
Mine dynoed 297 in 95F heat last weekend on a dynojet that tends to read a bit on the lower side, im confident cold weather will easily break 310-315ish.
My mods are k&n drop ins, PPE long tubes and nismo exhaust on a 126k mile motor.
I personally could care less about dyno #s though,1/4mile times and trap speeds are a much better way of gauging how much power its putting down.

redline06

Next mods on my list are converting to E85, bigger intake piping, MAF housing and TBs (looking at fitting 2 09+Maxi TBs). Also boring out the manifold to fit bigger TBs along with cleaning up the manifold to runner casting and miss alignment.

KingBaby

iTrader: (3)

The miss alignment of the plastic manifold to the intake runner is bad. The TBs to the manifold isn't that bad but it could use a filing down. I would love wider intake tubes seeing how much space there is with long tube intakes. It will be a tight fit but another quarter inch could be had.

redline06

Yeah I've been meaning to clean up the manifold to runner miss alignment just been lazy esp after a month of vacation and then the header install last weekend lol.
I was thinking just to bore out the manifold to accommodate for the bigger TBs, you're right bigger piping could have some fitment problems but I'm sure there's ways around it (cut some ****!) Lol

T_K

iTrader: (5)

If anyone has a dyno coming up and wants to try out a modified cam table for one run, I'm cross-posting from Tuning subforum. The values generated in the table are only changed above ~6000rpm, and all values were the result of simulation, so it's not just random values. No gains could be simulated below that RPM, but above 6000 the simulated results continued to make power to 7500rpm.

I used the cam cards available from JWT, and the headflow results from the SG thread along with remaining common HR parameters. The simulation assumed no intake or exhaust bottlenecks.

Ideally, someone with all the bolt-ons would be the ideal test candidate. Intake tables were only slightly modified but didn't add much power when compared to the stock intake map, all major changes were from the exhaust table above 5000rpm. Stock intake table should generate similar numbers to the slightly modified intake table, so intake table doesn't matter, the power is in the new exhaust table.

Tuning thread