Or, as an alternative, you could grow a pair;)

Semtex -- the car sounds great! Especially on the drive-by vid...I loved it! Congrats!

You should get that dam nut Framed....LMFAO!

nut, penetrate, lube....

:koolaidwall:

lube, penetrate, nut

fixed :rolleyes:

:facepalm:

hmm its friday ... wheres the dyno ? lol jp curious to see it though

The dynos are done (yes, plural). I'm actually at Forged right now because Sharif forgot to load my valet and anti-theft maps back in after we reflashed my ECU this morning. Will post the dyno sheets as soon as I get home.

are they good?

:eekdance:

Semtex, great job on the review :tup: Car sounds awesome!

Original post has been updated with dyno results. I will paste the update in here for your convenience:


Here are the post-installation results.

HP and TQ:
http://www.the370z.com/members/semte...2310-hp-tq.jpg

HP and AFR:
http://www.the370z.com/members/semte...310-hp-afr.jpg

As you can see, I lost peak power (the green line is my baseline, the red line is the new one from this morning). My peak dropped from 322.2whp to 316.8whp.

However, before anyone gets their undies in a knot, take a close look at the graph. I lost power only at the very top starting at around 7300rpm. I either matched or gained everywhere else; there were no losses anywhere else in the powerband. In fact, from 2800-4000rpm, then again from 4600-6700rpm, I gained both power and torque. Also, notice the unit scale of the graph -- even though the lines look pretty close together, it's kinda misleading because of how the graph moves up in such tight increments. In my opinion, this is a positive result. I gained power where it's actually usable. If it's at the expense of a few hp from 7300rpm up, fine with me. I hardly take it all the way to redline anyway, and even when I do it's just for a brief moment before I shift up to the next gear. Indeed, the dyno results confirm what I've been feeling through the seat of my pants (or "in the butt" as Sharif put it to me this morning, lol). I made a point of putting a good 140 miles on before doing the dyno because I wanted to make sure the ECU had a good chance to adapt. I can tell you that after about 40-50 miles, I could feel things open up. The increase in power and torque is something that I can noticeably feel just driving around in the usable rev range. Also keep in mind that as my starting point for this before and after, I already had aftermarket headers and HFCs. So I was already making a good bit of power. If my baseline was stock headers and stock cats, the magnitude of the gains would be far greater.

Regarding the AFR graph, you might notice that it's running a little leaner from 5200rpm on up. That is not a direct result of the LTHs. It is the result of Sharif doing a minor re-tune this morning. You see, my AFR actually got a little richer on its own since my original tune, so I asked Sharif to adjust it back. Specifically, I asked him to adjust it right to the edge of being too lean, figuring that over time, it'll enrichen itself again.

Finally, after all this, I went and did some pulls on a DynoJet, just for the sake of comparison. As you can see, the numbers aren't much different. But by doing two different dynos, I guess one could say that they corroborate one another.

http://www.the370z.com/members/semte...ced-042310.jpg

Peak gains/Average gains are where it's at :tup:

Total area under the curve is what matters and it looks like you gained substantially there.

any TQ reading from the dyno dynamics ?

It's right there in front of you. In the first graph.

Edit: If you're looking for a printed number, no Sharif didn't put one on. Looks to be about 248 ft/lbs.

:bowrofl:

That's the important takeaway....that and the pentrating lubes and butt feel. :bowrofl:

:roflpuke2: Thanks for all your help with the dyno results and tuning, Sharif!

Looking good, looking good! Torque and power throughout the curve are by far the most important.

I want to point out one thing. Some of you will think I am taking a jab but I have a hunch. I am extremely confident that the reason is top end power tails with our long tube headers is due to the Stillen CBE. I feel from a design standpoint that the Stillen CBE is now causing a restriction at that RPM level when combined with our long tube headers. In a nutshell, I think the headers flow too much for the CBE!

Take it as you will, but ask yourself why else would the power drop off. It is not like our headers are more restrictive than the previous setup on the car. Well, if it isn't the headers causing the restriction it has the be the one other component.

Before anyone says anything in reply, please mow my theory over in your head. I am not trying to bash. Personally I think Semtex's car sound great with his current setup. I just want to put all of the cards on the table...

Thank you, Tony

Tony, your theory is certainly plausible. But if the CBE is too restrictive for the increased flow at the top end, wouldn't that just prevent any gains from being realized? In other words, why would it cause actual loss? Wouldn't we just see the numbers stay flat?

It is possible but it would all depend on how restrictive the CBE became at that RPM level. Now obviously the CBE is not restricting the exhaust in the low end or mid range or you would have the same effect there.

semtex: 154


It's available.

Actually he would be #155.

#153 & #154 are taken. I just haven't added them to the list yet...

Tony

Thanks for the review and dyno's Semtex

Rep to you

Those dyno graphs show a nice fat power increase right where you want it, who gives a rat's *** about what the engine puts out at 7500rpm, that mid-graph HP AND TQ increase is huge.

Great writeup. I'm hoping to get the whole F.I. enchilada myself. :D

Ugh.. I was hoping that I was going to snag #154. Tony expect a phone call...sooon

Semtex, Tony might be right because if I remember correctly, the diameter in the Stillen exhaust varies from head to toe. Its something wierd like 2.25 > 3?? > 2.25 > 2.5 > out. Please dont quote me, I just thought I remember thinking that to myself when I hacked up the exhaust. They dont use a consistant diameter throughout and that might be a restriction as it reaches the top.

Wow can't believe I missed the tq being there. Lol. Oops

I sent you pm, Tony. ;)

I just noticed that the paper printout of the dyno I got from Sharif is actually a little easier to read than the screen capture, so I scanned it in. The lines are thinner so you can see the deltas better and more precisely.

http://www.the370z.com/members/semte...2310-sheet.jpg

not sure if this has been covered but since i didnt want to go through all the pages of stuff, will the lth with aftermarket exhaust be able to pass emissions? or will i have to pay to have them removed before taking the test?

if you cannot be bothered to read we cannnot be bothered to help oyou

I doubt it would pass....lol.... where in Canada are you from?


Emission tests don't exist where I live....lol

Thanks semtex.

+1 REP

Different jurisdictions have different methods for emissions testing, so it depends on where you live. These will pass with flying colors where I live, because all they do here is hook up their computer to your OBDII port to check for codes (aka CELs). If you're clean and haven't had any recent codes, you pass. They don't bother looking under the car to verify you have cats, and they don't put a sniffer in the pipe anymore (unless it's a really old car with no OBDII). If they did use sniffer on my car I'd be screwed. lol

Sorry I got to the party late. semtex, you are an awesome man for going to the trouble of doing all the work (install, dynos, posting).

I have a few questions. The before and after dynos, are there multiples of each or just one of each? If there are multiple dyno runs, are they averaged together and shown on a single line? Or are these the best of each session?

The reason I ask is because these before and after graphs look to be, at most, about 10 hp or 10 ft/lbf away from one another at the greatest delta. I've witnessed hundreds of dyno sessions where back to back runs were not as consistant as these two are.

I fully understand you went from a very efficient setup to another very free flowing setup (the difference compared to stock would be much easier to see). The sound difference alone is reason enough to justify the cost in my book (if the sound you are after is achieved), but after looking at the graphs so long I'm wondering what gains were really made. I'm all for lowend torque over highend hp everyday of the week. I just want to know more about the graphs posted so I can make my own conclusion pertaining to the gains.

One more question, I'm not on here very often and I don't know you, does your car have an automatic or manual? (can't see the videos at work)

Thanks for your time.

Multiple runs were made, and all of them consistently showed loss of peak hp, as well as the same deltas in the low and mid-ranges. The two lines on the Dyno Dynamics are the best from each session. But within each session, the multiple runs were within +/- 2whp of each other, max. That's how consistently this car dynos. Indeed, you can see this in both the pre-installation dyno charts that I posted, as well as in the DynoJet sheet that I posted.

I'm referring to this one (baseline from 4/7):
http://www.the370z.com/members/semte...n-04-07-10.jpg

And this one (post-installation from 4/23):
http://www.the370z.com/members/semte...ced-042310.jpg

If you look at the first one above, the baseline from 4/7, you can clearly see that the two runs are on top of each other. There really is no variation at all. Heck, the peak outputs are just .5whp from one another. But when you overlay the best run from 4/23 on top of the best run from 4/7, that's when you see variation in the low and mid ranges:

http://www.the370z.com/members/semte...2310-sheet.jpg

Keep in mind though that the dyno is just confirming what I could already feel. The gains aren't monumentally huge or anything; it's not like the effect one feels from installing a turbo. But it is noticeable none the less (to me at least). So I'm quite sure the gains are real. But you're entitled to draw your own conclusions to the contrary if you so choose, obviously. We purposely didn't overlay all the runs from 4/23 over the runs from 4/7 because with so many lines on the graph, it would be just too crowded/cluttered to see what's going on, especially when the gains are so modest. In other words, the deltas are quite small, visually speaking, so they'd be much harder to see if we had like 5 lines on the sheet for hp and another 5 for torque. With the DynoJet run, I had no baseline for comparison, so there was no reason not to display all runs made that day. The purpose of the DynoJet run was just to compare its numbers against those from a Dyno Dynamics dyno.

My car is is a 6MT, to answer your other question.

So let me ask you guys this. Are Semtex's current specs pretty much the upper limit we can hope to achieve with simple bolt on mods and staying NA? What I am asking, is 315-320 whp and ~255ft/lbs torque the upper limit we can hope to achieve with relatively simple upgrades?

Once you have LTH, CBE, Pulleys, Lightweight Clutch/Flywheel and CAE, does the next step have to be some form of Force Induction to go beyond his current numbers?