In regards to setting up an appointment. Im located in California, do you guys have any shops over here? Or if not, is there any way we can get the same tune some how?

so if a stock 2012 was in the 28x whp
that mean this 342whp isnt too exeptional afterall...
I went from 256 to 324 without VVEL tuning which is 68whp more and let assume Mike had exactly 280whp as a baseline.. he got +62whp up to 342whp
the biggest difference between him and my setup is the oversized TB other than that the rest is pretty similar.

that 256whp was done on a dynopack which is on part with other 370z.
vq35de were about 215 on that dyno where I used to go. (sg-motorsport.com)
anyway

I was just comparing the gain from both dyno.
the end result isnt as great as they look to be ,,
im not bashing anyone here.

the big point I was showing up is only the gain on each dyno , not comparing a dyno to a different dyno which cant be the same.

Still to many variables was this 256 run the absolute first run?

from what I remember I did 5 base pull and all of them was within 2-3whp up and down which bring the average to 256.


again im just comparing the true baseline to the end result .

doesnt matter if Mike has a 6MT and I had the 7AT .. gain is gain.

On this platform, anything over 50 NA whp took extra work than the run of the mill bolt on's. 60+whp is a lot. 60+ whp from bolt on's and tune is in the same territory as what LS3's and Coyote's get with bolt on's and tuning. Granted, I can guarantee we paid twice as much as they did to get it...

LS3's gain a lot more than 50whp with bolt-ons and a tune. The Z has much less displacement. Cannot and should not compare the two.

my base line was 264 RWHP SAE on a dyno jet. first pull was 261
best withs mods was 309. avg was 304
309 = 321 standard rwhp/
it maid 40 to 45 rwhp gain.
car is a rocket ship with the 4.08 gears.

if you used a dynapack those read higher than dynojets.. so your 324 would actually be like 298whp per dynapack themselves compared to a dynojet.

but its right in line for an LS2. Mine was 340 stock and 385 after intake, headers, exhaust and MTI tune.

actualy when SG closed I did a Dyno vs Dyno (same day within 2 hours) (his dynapack Vs a dynojet) it ended at 324whp dynapack and 321whp dynojet


so that 324 whp was from the same dynapck that when I got the baseline.. you read the thread wrong and didnt do any research before trying to bash on this.

all number I gave here are SAE not STD

330whp STD was on the dynojet as per one of my first thread in this post.

oh and if you meant that a gain on a dynapack is actualy lower than a gain on the dynojet becase the dynapack are known to read higher

first; you are wrong, a gain is a gain no matter what
second; read my previous post about my dyno test
third; a dynapack can also be set to read lower than usual .. its all depend how it was setup in the first place.

I'm definitly doing this beyond a doubt. The tune has to be done else where cause of sponsor deals and all. But I will net same results. I already know the little secert behind the VVEL. It's really not that much of a secert. among tuners. It's just adustments in several ares. I mentioned it to Z1 today and they went silent on me. He he.

Cant wait to see your result Spohn !!
and maybe it could be even better ! haha

but he'll still never be faster than me!!!!:icon18::tup::roflpuke2:

this sound like a challenge !! :excited::driving:

:icon18::iagree:

Share theee secretss!!! :D cough cough
Haha

Am I the only one in this thread that is super excited about the fact that Spohn is tuning his Z? That means he wont be selling it :excited:

LOL at the "secret VVEL tuning". :bowrofl:

For reference, this is the Z1 370Z dyno graph from the beginning of September (before VVEL tuning was unlocked). NOTE: Our car has a Nismo exhaust, which is believed to be what made the major power difference on Mike's car. Due to Z Nationals, and other trackdays we have not had a chance to put the Z1 car back on the dyno for more testing, and to tune the VVEL.

We have a few modifications we have found through extensive testing, that gain additional power on the VQ37, aside from quality bolt-ons.

http://i1196.photobucket.com/albums/...332nonvvel.jpg

:icon17:

Thanks for sharing this piece of information. From eyeballing Mike's and your dyno there isn't much difference in the power delivery in regards to how it slopes and how far it extends. Mike's car seems to have a nice vertical bump of a few wtq everywhere, perhaps due to better scavenging from the exhaust manifold, which later translates into that slight edge in whp. Would it be possible for you to overlay the two graphs? Also, from a scale of 1-10 how far along do you think mike's tune is in regards to VVEL tuning?

The jump in the low end looks like a considerable amount with VVEL tuning.

^Which part of the lowend are you talking about? When I look at both graphs, the similarities I see can be partitioned into three sections, 1) 3500-5500rpm 2)5500-6000rpm 3)6000-onward. If they overlay the two together we might be able to better distinguish but from my eyeball that's what i noticed.

I take reference from honda's VTEC when it changes in lift configuration. That feeling that everyone refers to "dayum VTEC kicked in yo" but here it's the inverse direction which might have been intended by nissan to give it a better low-mid end response. Not knowing what can be accomplished by osiris in tuning in that department, i can only ask the experts like Z1 to see how they feel the progress might evolve from here on out since they've been exposed to the capabilities.

just for clarification, my exhaust is straight pipes all the way back to two 12" glasspacks.

This is pretty funny as I don't recall speaking to you and I don't believe you spoke to Rob. I can tell you right now this wasn't just VVEL tuning. I do know how you will see the same gains since the dyno you go to reads different every time as well as making more power than a dynojet which is something mind boggling for most:icon14:.

I do wish I knew this secret in the VVEL that's different from what everyone else knows :rolleyes:

Do you think 330whp is achievable with your headers and your tune with Berk HFC and Stillen exhaust?

Megan is right, typical average gains are in the 50 - 60+ whp across the board with the typical mods Gen3, ART/LTH and CBE. This is without touching the VVEL.

gtypical gains for those mods are not 50-60whp... LOLOL where are you even getting that.

find the examples you speak of.

look up Megan's profile, and anyone else running the long tube headers, Gen 3 and CBE with a tune.

i know people with LTH gen 3 and CBE and tunes in person.. dont need to look at someone far away's profile. you do not just gaine 50-60whp from that.

So again, please provide some actual proof in the form of dyno sheets from multiple people.. as you stated.. typical gains are.. so to be typical it must happen alot.

John, just to clarify since I went ahead and ordered the 350z headers from you guys,.. The only thing I need is either 350z test pipes or hfc's, no other modifications?

well you are wrong as I did gained about 68whp without vvel tuning.
dyno sheet are also around.
doesnt matter what we tell you that it can be done you will just not believe.

as the guy previously look at my Journal and you will see what was involve to get this high.

-custom CAI & MAf tube (Stillen ver3 are very similar in term of adding power)
-custom TB
-custom HR intake manifold (which usualy give a lower peak power than the VHR)
-PPE step long tube header
-custom x-pipe & straight flow muffler
-Uprev tuned by me.
-lightweight crank pulley *NST*

there is still power to be had with a stock VQ37vhr engine but I blew the engine before I was almost done with the next project

edit; I removed the A/C delete from the list because that was after my last dyno session.

I'm running long tubes with every bolt on to the motor and exhaust. Only thing I don't have is a flywheel/clutch upgrade. I was at 316 with it's best run, but was untuned. I don't think a tune was going to get me 14whp. My baseline was 266-270 FYI. My tuned numbers are 10-12whp off, but I'm thinking it was heat killing the numbers.

Anything over 50 is doing great, over 60whp over baseline is an anomaly, a gracious dyno or a combination of low temps, full bolt ons, tuning, low elevation, and at least a dynojet. The dyno I've been using is reporting around 18-20% drivetrain loss in crappy Vegas weather and elevation.

I haven't followed every post here, but I it seems as though there is still debate over the value of having access to the VVEL maps.

Here's a simple way to determine their value empirically.

Re-load the previous tune where fuel and timing was optimized for Mike's set-up using stock VVEL mapping. Fine tune as needed -- leave VVEL alone. dyno three runs. Take the best.

Then load the tune with optimized fuel, spark , and VVEL tuning. Fine tune as needed on all relevant maps. Take three dyno runs and report the best.

Compare and contrast -- question answered.

If Mike makes another 10-12 whp (or more) at points throughout the rev range when adjusting all three parameters together as opposed to just two, clearly having access to the VVEL maps is helpful for extracting maximum power.

I don't know where Mike is, but your numbers are severely negatively affected by power and elevation, even with very high CF's.

At sea level in FL, where I am, the summer heat and humidity will absolutely kill power, no matter how much correction is used.

The SAE guys need to develop better corrections for their estimates... :p

It's worth it to take some advice I heard once from a very wise man about how to compare dyno numbers.

But if you must, account for some of the potential differences...by watching percentages.


If, for instance, we choose to compare mike's gains to yours, say...

(342-280)/280~= 22.1% gain

(324-256)/256~= 26.6% gain


And this is why I'm always loathe to compare numbers.