The TB's are CNC (computer numerical control) ported. The upper and lower need done by hand since it'd be almost impossible to get done and cost a fortune by machine.

Yes that's how it's done but lots like to keep their OEM parts and can afford to have their car down for a week or two so they just ship them instead of doing an exchange. It's up to the buyer.

Welcome.

Syno, I think whenever you have a chance, since it looks like you have some clear evidence of decent gains to report, make a new thread (maybe with a link to this one for folks who want to review all the details en route to results) that summarizes costs, expected wait time, expected gains, etc.

Otherwise, if I am interpreting those results properly, it looks good!

Also, feel free to PM me if you have the drf's -- if you do and you don't mind sending them to me, I can make and post a range of comparison graphs without the need to post photos of printed out graphs.

I was planning to do this once we get the cats off and show the full gains without any questions of "what if?"

It's late, drf? Like a PDF of the dyno run? I can maybe get that once we head back when the owner gets those test pipes.

I've been keeping up with the thread a little since I have been traveling home. I find it annoying some of the things being said and it's a shame that the community can sometimes lose sight of the over all goal of being here together. Scott keep up the good work. I don't know Scott and have only exchanged a few PM's with the man. I am in Afghanistan during the whole process of sending my upper,lower, and TB's. There was no issue with the exchange and I feel the prices are fare. A lot of people want to see results before taking the dive and that is understandable but to talk crap if they don't meet your expectations is childish. Play stupid games win stupid prizes, that can apply to a lot of situations. I say that with how people talk about his responses to your maybe not so professional words. It is a two way street. I do see a lot of trolls on here so let's just stop for a moment and let Scott do his thing. I have all 3 parts ported and my vehicle is currently at Z1. Hopefully this will be a nice addition to my other parts already installed as well as my nitrous. I hope you all have a safe and happy holiday's this year and as the years keep coming I look forward to new innovations for our beloved Z.

Well Zed Sir, Well Zed.:tup:

Hey, Syno.
Can you do me a favor and label the dyno sheets when they were run, i.e. "Baseline", "Parts added". I'm dumb and I don't know which one is which.

The only one I posted is all the same. I only posted the stock parts with tune vs ported parts with tune. When I get the others I'll label them.

Dyno Run File -- it's the actual data file that the winpep software interpolates. All the detailed graphs in my lengthy dyno thread makes use of that.

The shop should be able to email them to you or you can save it to a thumbdrive.

Gotcha, ok I'll try to grab that when we do this next test run.

Anytime you match the ports. That's hp not left on the table. And if you carefully grind/polish the ports. You can pick up more, even if you are FI. It seams like there are some uninformed people here. It's basic hot rodding 101. The problem here is the way syno comes off.

I read your whole thread. Getting verifiable results to prove your concept with minimal investment is a tough assignment. But you did it. Thanks for all seeing it through to a usable conclusion.

I compared your 23 degree timing with the datalog on my stock 2013 7AT with ECUtek tune and noticed that my max timing at full throttle is 29 degrees. That timing does not knock on my stock 370 with clean combustion chambers. The reduced 23 degree timing required for your 80k mile test vehicle may be the result of deposits in the combustion chamber causing hot spots and/or raising the compression ratio.

Somewhere in the thread you mentioned verifying flow through the manifolds on a flow bench. That is a great idea. Some cylinders may be receiving more flow than others, running leaner and knocking. If you can adjust the porting to make the flow equal to all cylinders, you may be able to crank in more timing and unlock more power.

Sub

That's a good point. If I'd of known more about the testers car I wouldn't have picked him. To much away from what I wanted.

The flow bench testing is done. I'll find out all of the info soon and maybe have Shawn chime in and talk about it.

The flow results are in but sadly only for 1. The lower before and after and 2. The upper and lower together after.

We will be doing more soon with 1. TB before and after, 2. upper before and after. 3. upper and lower before. 4. everything together before. and 5. everything together after.

We have taken this on to see where we were and where we could be to improve for a before and after of everything and by themselves. I specifically machined a port template for the application for this purpose. The stock flow on a regular 370z lower manifold is 335cfm. We then ported the lower and when complete we managed to get an extra 4 to 6 cfm per port! Here is where it kind of sucks...since we where pressed for time we only got the upper port matched result without the throttle bodies to the lower. The overall flow for the entire upper and lower port matched assembly now flows 270cfm. We obviously need the before upper and before upper/lower.

Not a lot of material is left to try and go bigger on either same. We can see the bottle neck is in the upper plenum design but it's a good "out of the factory" part for production purposes. We removed as much as we could get away with to allow sound structural integrity. I'm sure you FI guys don't want your mani to burst.

Everything is still set for some more testing as well so I guess are data isn't completely said and done but most of the hard stuff is addressed!

Stay tuned!

Shawn

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