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Z1 Motorsports: AAM TT Kit Installed & Evaluated

Cant wait to see long term like some of these other kits out there... Atleast if something happens down the road Im sure john will be ready to sell you

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Old 02-12-2015, 02:22 PM   #31 (permalink)
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Cant wait to see long term like some of these other kits out there... Atleast if something happens down the road Im sure john will be ready to sell you a built motor...
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Old 02-15-2015, 05:39 PM   #32 (permalink)
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I'm wondering how they were able to extract thatch more power out of 9.5 psi when the other kits on the market are around 12-13 psi at that power level. Does Aam flow that much more air on the intake side? I guess there's a couple different factors when asking about psi including exhaust and tuning. Did I answer my own question?
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Old 02-15-2015, 05:58 PM   #33 (permalink)
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There are 3 typical ways to make more power per PSI.

-Colder Air
-Improving natural airflow through the entire system as a whole (often referred to as Volumetric Efficiency)
-Tuning

Tuning is sort of obvious. More efficient & optimized tuning will produce greater power output given the same quantity of air and fuel. Being on pump gas, I would take a guess that it is not tuned very aggressive.

Airflow is most likely where most of this is coming from. A turbo that flows better on the exhaust side will cause less restriction of airflow through the engine system as a whole, in the same fashion a better flowing exhaust system will; therefore lowering boost pressure at the same airflow. Airflow is airflow, boost is the measurement of how much the airflow through the engine is being restricted between the turbocharger compressors and the engine cylinders. If you increase airflow through the engine, such as a higher flowing exhaust (or higher flowing turbo hot-side), boost pressure will go lower even though the airflow (thus power) remain just as high. Although if you want to be technical, a wastegate is regulating boost pressure not airflow, so you would have to turn down the boost to keep the power the same after improving airflow through the engine.

Temperature is a small factor here, since lower boost means less heat generated through compression, translating to lower intake temps, denser air, greater power. So this is basically a compounding effect of a turbocharger that flows better on its hot side... I would guess making a rather minor contribution since we are only looking at a few psi difference.
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Old 02-15-2015, 08:05 PM   #34 (permalink)
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Quote:
Originally Posted by blackonorange View Post
I'm wondering how they were able to extract thatch more power out of 9.5 psi when the other kits on the market are around 12-13 psi at that power level. Does Aam flow that much more air on the intake side? I guess there's a couple different factors when asking about psi including exhaust and tuning. Did I answer my own question?
Don't forget too we're talking about different dynos on different sides of the country with different conditions etc etc etc. As I have said before... Wait for a trap speed and then we'll see what this kit is made of...
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Old 02-15-2015, 08:09 PM   #35 (permalink)
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Old 02-15-2015, 09:06 PM   #36 (permalink)
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That dyno might read high. All the other cars Aam have built including mine are right around 550 depending on exhaust. I made 501whp with a 2.5 inch ark system. With a new custom 3 inch system from Aam I made about 540-550whp. And that was at the same psi
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Old 02-16-2015, 08:11 AM   #37 (permalink)
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That dyno might read high. All the other cars Aam have built including mine are right around 550 depending on exhaust. I made 501whp with a 2.5 inch ark system. With a new custom 3 inch system from Aam I made about 540-550whp. And that was at the same psi
Are you using their Borg Warner EFR turbos?
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Old 02-16-2015, 08:22 AM   #38 (permalink)
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Don't forget too we're talking about different dynos on different sides of the country with different conditions etc etc etc. As I have said before... Wait for a trap speed and then we'll see what this kit is made of...
While I agree that trap speed does speak of power to weight, dont you think track conditions such as air temp, elevation and baro pressure play a factor in the trap speed for that particular day and setup? Hell even powershifting will add 2-3 more mph, so unless its the same driver its not even comparable. That's why even in stock form, there are varying trap speed and 1/4 times across the country. I tend to trust "Dynojet" more than trap speed or any other dyno simply because the operator has no control over the input of variables. I have tested 3 dynojets on previous cars that I tuned and they all read within 2-3% with temps and baro pressures varying from summer to winter.

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Old 02-16-2015, 11:30 AM   #39 (permalink)
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While I agree that trap speed does speak of power to weight, dont you think track conditions such as air temp, elevation and baro pressure play a factor in the trap speed for that particular day and setup? Hell even powershifting will add 2-3 more mph, so unless its the same driver its not even comparable. That's why even in stock form, there are varying trap speed and 1/4 times across the country. I tend to trust "Dynojet" more than trap speed or any other dyno simply because the operator has no control over the input of variables. I have tested 3 dynojets on previous cars that I tuned and they all read within 2-3% with temps and baro pressures varying from summer to winter.
Well in a perfect world I would like to see turbo kits side by side in a 60 roll.

But a trap speed to me is more important than dyno numbers. I want my Z to trap 130+
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Old 02-16-2015, 11:43 AM   #40 (permalink)
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As much as many people like to hate on roll racing... it really is the best way to isolate a cars power-to-weight for a race. Starting high enough, you can disregard nearly all of the massive variables contributed by tires, suspension, grip, driver experience, and more. Even the 1/4 mile is a tough judge unless the car gets a really clean pass... and good luck finding anyone with a high power 370z that is willing to say they are satisfied with their best 1/4 pass. Youre either wheel hopping for 200 feet, burning tires for 150, or banging the rev limiter in 4th 100 feet shy, assuming you didnt screw up the 1-2 shift that comes up in what feels like the first 12 feet with the all-motor 300hp style gearing.
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Old 02-16-2015, 04:53 PM   #41 (permalink)
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Quote:
Originally Posted by thangcu35 View Post
Are you using their Borg Warner EFR turbos?
I have the exact same kit on mine just installed by Aam competition themselves. And with a new custom 3 inch system I'm making 540whp
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Old 02-16-2015, 05:12 PM   #42 (permalink)
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The hp numbers are great but tq is what win races...
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Old 02-16-2015, 05:57 PM   #43 (permalink)
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The hp numbers are great but tq is what win races...
And tq blows motors
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Old 02-16-2015, 06:44 PM   #44 (permalink)
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Agreed so be sure to build that motor..
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Old 02-17-2015, 11:45 AM   #45 (permalink)
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Quote:
Originally Posted by ROBERT1183 View Post
That dyno might read high. All the other cars Aam have built including mine are right around 550 depending on exhaust. I made 501whp with a 2.5 inch ark system. With a new custom 3 inch system from Aam I made about 540-550whp. And that was at the same psi
Robert,

Our dyno doesn't read high. It's actually lower than most local dynos. The car consistently makes 580+rwhp in 4th gear. The car is also dialed back a small tad in 5th gear to help with longevity.
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