lol...

I'll just email you instructions on how to make them.

...

Check your email.

Hey send me a copy of that! :)

Post it. :P

Put about 80 miles on the Z this weekend with the cage and all.

Wow. All I can say. Cage + Bracing + Harness + New Bars = Holy crap.

Can not wait to get the coilovers and some real rubber.

Just got back from the dyno touching up my tune.

I picked up 1hp on the top and 4-6 throughout the entire rev range.

Here's a comparo of the best old run vs today's final product... notice the curious humps in torque with the FI exhaust vs the OEM Nismo (the only meaningful change in the engine).

Keen eyes will notice the large difference in AFR.

Let me just say, that the difference in AFR is not where the power difference came from. When the car was at Uprev being tuned (by the guy who created Uprev) there were zero (0) gains in going from the low 12's to the 13's on the car. We ran the AFR up to almost 14:1 and saw zero change in the power delivery, just higher coolant and oil temps. Knowing that (at the time) the cooling system in the car was woefully inadequate, we decided to keep it rich and call it a day.

Now with different parts and a larger radiator (to put it mildly) the AFR naturally ran up higher (and I boosted it a bit as well) and we see the gains we have here.

To qualify that a little, look at the chart where the two traces nearly intersect, note the large gap in AFR? If it were just running leaner making the difference, one power curve would be higher than the other... this isn't the case.

Anyway, I think I'm running into some kind of flow limit. I'm not sure which part is causing the limit.. I hope it isn't the headers (collectors, really) but I suspect it may be. You can see how changing the exhaust really let them honk up at 6k+ but then they fall back on their *** right away. If I can figure out what is slowing the system down above 7k, I think I could get some pretty insane numbers.

We'll see, for now, the car is much happier feeling and I'm satisfied with where I'm at (especially since I tuned it myself and only had to pay for an hour's dyno time).

Knowing you got the FI Exhaust and PPE header, your next step from what I have seen is the intake side.

I dont know what is the diameter of those Nismo Intake but you might want to look into a bigger TB and intake tubbing if they are too small.

If you remember, I mentionned all of this in my thread and at both occasion where I tested back to back , there was gain of 7-9whp with a bigger TB & CAI & Maf Tube.

Does it matter where the main hoop is mounted? Like 2-3" further back or forward? Mind taking close ups of the other mounting locations?

Have you weighed your car yet?

Well, the Nismo intakes are 2.75" ID, I somehow doubt that those or the TB's are an actual restrictor, but I suppose it's possible...

The "cut" so to speak, is between 6200 and 6400 RPM. This corresponds with the point at which the MAF flow #'s clip. Basically it hits like 266 G/Sec and stops. (I think it's 266, it's been too long since I looked at it, I need to start logging that stat now I guess)

Problem is, I don't know how that reading possibly affects anything when the MAF Volts continue to climb/index on the table.

I may need to send some data to a pro tuner and see what they think might be happening... if the lump at the end there extended from 6100RPM and then rolled off closer to redline, I think we would see much more impressive top end numbers. It seems aborted, the way it is right now.

Any knock? The AFR was rising till that dip point then it fell along with the power and TQ

I wasn't looking @ knock counts, but timing wasn't pulled, so I can pretty safely assume that there wasn't excessive knock.

There's a dynamic around that area that I don't understand, and I honestly don't know if any of the tuners really understand it either, because I'm pretty sure it all revolves around VVEL.

I didn't log VVEL position (You always think of these things afterwards, not while you're sitting in the car sweating) so I can't try and correlate any of it to that.

Maybe a pro tuner can help me figure it out... It may be as simple as a plumbing issue though. Definitely looks like there is a specific flow limit it reaches and from there on, it's down hill. It happens later in the rev range on the old exhaust/tune than it does now, but it's the same limit.

I have seen vacuum building up in the top end, this is why I ended going with an oversized TB which proven gain. Twice

the 266G/sec is the max number on the Uprev table. the way it was explained to me in the beginning was that as long as you can give fuel with the MAF Table the G/sec is kind of useless

this is a copy/paste of one of my concern on this topic with Jared @ Uprev

I don't think I've ever seen the g/sec go down while the V was rising, but I honestly don't usually look at the g/sec since that parameter becomes totally meaningless once you change the K fuel multiplier for a different MAF or injectors.

Groovy.

Yeah I need to start logging manifold pressure, sounds like.

don't lose your time with the OEM MAP sensor on the 370z.

it will be better with an actual gauge that can read vacuum properly.