I honestly can't say for sure to be honest. There is a one week management course I have to take first week of May, and it is out of town. So a whole week is gone right there...bad timing.

I am really hoping to have a few kits ready by the end of may. Since I have increased the number of kits being built, I may split this in to two batches. One after the other, not taking any other work on between the two production runs.

Large volume production/supply means "Made in China"...not the case here guys.

She just beat it a couple months ago but now shes stuck with all sorts of bills! Its insane how expensive that stuff can get. I'm 100% sure I want this kit. I would like to make a deposit so that my kit is held untill I can pay for the rest. I just need to be financially comfortable to do so.

Just a couple of pics I took today:

http://i137.photobucket.com/albums/q...pse1dc672c.jpg

http://i137.photobucket.com/albums/q...ps7663496b.jpg

Ran out of T4 twin scroll flanges, there are 6 on order.

Drove my Z to work today, 130km round trip. Not one issue. Ran perfectly.

It's like driving an automotive symphony. Videos will be forthcoming but tuning is first priority. I'll see if I can sneak a video recorder into R/T Tuning for some dyno runs.

Im hoping/planning efficiently to purchase this kit March to April of next year. Until then it looks like there will be plenty of customers to make videos for me to watch and drool over lol.

As always im very impressed with your work and transparency Sasha!

Glad to hear that...it is good to see that there is future demand for these.

As far as transparency goes, it is how I have always done business. There is nothing to hide.
I also value the feedback that is provided by the customers on these (and all other) kits. If there is something that could be changed, made better I am all ears. I know one customer mentioned that the manifold exhaust flanges were warped a bit due to welding/heat. As a result I have now gone to a steel ½” thick (vs 3/8” stainless) T4 flange. So it is thicker and made out of material that is less prone to warping when welded. The welding is also done in stages to allow the entire flange to heat up more evenly.

The welding process on the 3-bolt flanges (header) has also been changed and further steps are being taken to eliminate the chance of (slight) flange deflection.

These are small things, but in the end will result in you guys having a simple flawless forced induction solution for this platform.

This is one of the main reasons I have wanted to purchase a kit from you. I have followed the construction of your kits since the winter build thread on the 350z forum. I love that you arent too stubborn to realize if your design has a flaw, and that you address the flaw, find a solution to it, and share with everyone why and how. That is a practice that is rarely seen in aftermarket parts makers these days.

I know that when I buy this kit (its only a matter of time :tup: ), if there are any issues, you will bend over backwards to help resolve them. Im going to stop there before I :nutswinger: too much lol.

Would you be able to put 1000hp+ on this kit with a fully built motor if you wanted to? What would the max RWHP be for this kit?

Very cool to see those little changes being made! Mine is still running like a top!

Hehe... mine just got built. :happydance:

No there would be no way to make that kind of power with this kit and the two turbo options I currently offer. Some have tried with their top of the line TT's and failed due to a lack of understanding of fluid dynamics. Exhaust flow being a huge factor.



The only kit on the market today that I think is capable of that kind of power is the F.I twin turbo. It is very well built, uses the latest/best turbos that are large enough to flow for that kind of power. Again flow is key here.


At the same time the turbos that I use share the same technology (billet compressor wheels) as the F.I twin turbo kit. These (both F.I kit and my turbos) are the latest in billet wheel turbo technology allowing much better performance than what competition (old technology cast compressor wheels) is offering, unless you pay extra to get the good stuff. The other thing with the F.I turbo kit is that they offer the V-band style turbine housings that are properly sized (in a twin configuration) for this kind of power. These are much more suited for this engine, and again superior to the T25 turbine housings that have been around for a while already. The exhaust manifolds are also very well built, with a proper external wastegate configuration. All of these will play a role when you are trying to make that kind of power.


As for the twin scroll single turbo kit, I am confident that with proper fuel support and E85 fuel 700whp-750whp should be a realistic estimate. The turbo for this goal should be the 6766 T4 with a 1.32 a/r turbine, rated at 935HP by the manufacturer. With the 350z my customers have made 650whp/580ft/tq on pump gas (93 octane) with the smaller 62mm turbo (rated at 735HP) and smaller turbine housing. So the larger turbo and E85 fuel should get the job done.




Please note that those are WHP numbers and not CHP numbers. I know that some other manufacturers use CHP numbers, so please take note when comparing.


You have mail :).

Lol...I think it is important to listen to what people have to say. This is the only way a great product can get even better. BTW, I am very stubborn...but at the same time recognize that somebody has a valid point/concern.



No there would be no way to make that kind of power with this kit. Some have tried with their top of the line TT's (advertised hard too) and failed miserably due to a lack of understanding of fluid dynamics.



The only kit on the market today that is capable of that kind of power is the F.I twin turbo. It is very well built, uses the latest/best turbos that are large enough to flow for that kind of power. This is key (flow).


At the same time the turbos that I use share the same technology (billet compressor wheels) as the F.I twin turbo kit. These (both F.I kit and my turbos) are the latest in billet wheel turbo technology allowing much better performance than what competition can offer (unless you are paying extra). The other thing with the F.I turbo kit is that they offer the V-band style turbine housings that are properly sized (in a twin configuration) for this kind of power. These are much more suited for this engine, and again superior to the T25 turbine housings that have been around for a while already. The exhaust manifolds are also very well built, with a proper external wastegate configuration. All of these will play a role when you are trying to make that kind of power.


As for the twin scroll single turbo kit, I am confident that with proper fuel support and E85 fuel 700whp-750whp would be no problem at all (perhaps a conservative estimate). The turbo for this goal should be the 6766 T4 with a 1.32 a/r turbine, rated at 935HP by the manufacturer. With the 350z my customers have made 650whp/580ft/tq on pump gas (93 octane) with the smaller 62mm turbo (rated at 735HP)with a smaller turbine housing. So the larger turbo and E85 fuel should get the job done.




Please note that those are WHP numbers and not CHP numbers. I know that some other manufacturers use CHP numbers, so please take note when comparing.


You have mail :).

^^^^Truth.

Sasha is one of a handful of vendors that stand behind their product. Highly recommended.

Thank you for clarifying Sasha. Also, when you're talking about HP, is the turbo rated for 935WHP or it can handle up to 935hp crank, maybe resulting in 775-800rwhp after drivetrain lose (just an example)
Whenever I see numbers tossed around and see a turbo is rated for XXX amount of HP, I dont understand what manufacturers mean by that.

The HP rating has a lot to do with the turbine size. For example, the 67mm billet compressor turbo will flow 93lbs/min of air. That is as much as twos GT2871 turbos (common with a twin kit).

However, what some don't realize is that all this air/volume the compressor pushes out has to go through the turbine as well. Not only that, but it has to go through it at much higher temperature due to the addition of fuel during combustion. This is why the maximum power potential of a turbo should always be looked at and combined with the largest turbine available for that turbo.

The 6766 has made 800whp on the 2JZ in the past, so I think it is safe to say that 700whp is achievable on the 3.7L VQ. Of course, real world testing would be the best way to find out what the maximum power output would be with this turbo. To do this properly, a bung would be welded on to the manifold, before the turbo (turbine) inlet so that exhaust back pressure can be monitored.

The exhaust pressure before the turbo should never exceed the 2:1 ratio to boost.

So if you are going to run 20psi of boost pressure, the exhaust pressure before the turbine (not the down pipe/exhaust) should not go over 40psi (less is better/more efficient).