So if they melt, that would just turn them into test pipes right? :stirthepot:

The issue you might run into with that though is the melt and then clog the pipe up and watch your engine blow.

Best is to use test pipes or LTH's to prevent any type of restriction or possible catalyst melt down. However, is it worth the loss of SC kit potential in terms of power and possibly boost levels?

I'm waiting to see what GTM can accomplish with the VVEL test tuning before I install my LTH's or just say frig it and install them anyways and live with lower power levels because of the VVEL timing and lower back-pressure.

Today I'm leaning towards frig it and install the LTH's anyways and live with what will be, will be in regards to the power levels on the stage 2 kit. ........ if it ever gets delivered .... lol

Good thing I'm patient

Me To, "im very patient waiting for my stage 2." I have the stillen header's and the Berk Cat's with the stillen exhaust on my car now. Hopefully the VVEL controler will give a slight increase or not loose power with these mod's.
Time will tell. 2011 should be a very interesting year for the 370Z/
Everybody should keep in mind that we should see what the cost per / rwhp will be with this device for the VVEL. You now factor in the cost of a fully built 7 AT with traction control with the cost of the SC. + the bolts ons = aprox $16630.00 + installion cost's =toal cost of my car.
$68,844.35 CDN for my car (including tax). $ 70,000.00 with the 4.08 gears.
For that money i expect to have a 460 rwhp fire breathing monster of a Z.
That should run an 11.7, 1/4 mile. and give a GTR a good run for its money.

I would like to see RCZ put the VVEL controller on his car to see how much more RWHP he would make. His car put's down lots of rwhp now. It should make a lot more.
I would also like to try it on my N/A set up to see how much more power it makes from 7000 to 8100 rpm. before i put the SC on.
Z

Can I know why you guys go to SC over TT setup??

the torque in SC kit is the only thing that keep me away from SC.. like com'n, 350 TQ is just not enough

a stage 1 tt kit with 2.5 exhaust (not 3") can do easily 450 torque and up.

I would love to get a super charger for my g37 coupe but these torque gains are just not enough for me..

Im going to keep my money till gtm control VVEL at that time we shall see if controlling the VVEL will release the hidden torque or not.

I did not need a crazy amount of power nor did I care about the expandability of the TT.
I just wanted a bit over 400whp and mid 300TQ.

Personally after driving both the sc and tt cars, I can see a reason for both. Even if you take cost out of the equation (which is a huge part of that decision for a lot of people), the supercharger just feels right for some cars. Gives you that V8 feel basically, and I think for a G that's perfect, it subtle, doesn't scream this car was modified, and keeps the luxury sport theme of the G. Now the Z, is all ready a bit more flashy so a big visible IC and healthy exhaust note are a bit more at home to me for this car, but still that's not for everyone, which is what makes GTMs supercharger kit perfect for some people. Really hard to explain until you drive the SC car.

I have a epic journey coming up and I can't wait till it's all done.

Finally getting the sex change surgery done?

Ya! GEtting dehomoed and turning back into a real man soon!

Do they make HFCs that work with FI cars? Seems like they sell them for EVOs and STis, but I never had any in my car.

^ they do, but they are nowhere as popular as going catless.

Personally, I love how subtle and yet still powerful my SC kit is and how linear the torque curve and power delivery are. The cash I saved over going with a full TT setup was also a bonus.

Just saw this post. Well said.

I like the linear powerband that's on the supercharger kit. I don't feel the need for 400+ ft-lbs. It's hard enough getting 350 on the pavement, let alone more. Besides, whichever option you go with 1st and 2nd are pretty much useless on street tires anyway.

I haven't been following, whats this GTM VVEL controller I keep hearing about?

They have the equipment to unlock the VVEL, but it's going to be a while until it's finished. Supposedly they're using the white dragon as their first test subject.

Other than getting LTH's to work, what's the purpose / expected gains? I heard there wasn't much at all to be gained from fiddling with the system since it already does a pretty damn good job from the factory. Don't get me wrong, I'd be all for running LTH's.

No no... this is actually remarkable because the problem with the VVEL system from factory is that it has an extremely aggressive cam duration of about 300, yes 300. This in turn causes valve overlapping which means the intake valve and the exhaust valve are both open at the same time and when you're pushing a high amount of air - like with forced induction, you're actually not able to make the full amount of boost because it's being pushed through head so fast it doesn't give the bottom end enough time to compress it. Turn the cam duration down and in turn you'll be able to use more of the air that's being forced into the engine. That's why you see the same stage 1 kit on the 350z HR putting down 470+whp on 14psi, the same exact kit that's available to the VHR motor that is only seeing 8psi (same pulley being used between both motors)

This is what my input is at least on the matter, I'm sure Sam could shed a lot more light on this then I can.

VVEL does not have much to do with LTHs.
It is more on the side of cams and such, it will help those with more open exhaust setups probably but maybe not. Right now they are going to use the FCON by HKS to test tuning with VVEL.

Whoa. A VQ35HR is strong enough to handle 14 psi?

I think it's because VQ37VHR has higher compression than the VQ35

I don't know from a supercharger standpoint, but I've seen a 350 with an HR put down 500whp and 430ft-lbs on 10psi with the Greddy 20G kit. He daily drives it at 8psi which hovers around 450-460whp.

They've really upgraded the bottom end in the 08 350z compared to the older DE non-rev and rev-up motors.

GTM ran a 14psi pulley on their test Nismo 350 on 100-oct and it put down 487whp and 365ft-lbs.

With a fairly conservative tune on 93 oct I'm sure it could be daily driven with no issues. It obviously wouldn't be 490whp, but I'm sure it would be fine at 450.

Displacement and compression both play a factor in the VHR compared to the HR. HR has a 10.5:1 compression ratio, our motors are 11.0:1... We'll make more power on the same amount of boost.

I didn't know the HR engine in the 07-08 Zs had strong enough internals to handle 14 psi even with the lower comp ratio. I had read the older DE engines in the 03-06 Zs w/ stock internals had trouble handling over 10 psi and they had even lower compression than the HR.

rods in the hr are pretty much the same as ours, pretty much everything is actually the same in the shortblock for the most part our stroke is just a we bit bigger.

It seems they changed a few things for the better.

Found it....
http://i140.photobucket.com/albums/r...S/P1010284.jpg
Rods
HR, VHR, DE

The same 8PSI pulley on the VHR made 11PSI on the HR.

The HR and VHR rods look very similar.

this was thanks to poorer flow, smaller displacement, and less valve overlap(the HR's dual cvtc is tuneable)

I am aware of this and is the reason I posted it VVEL is the problem:tiphat: