NWP Engineering 92 Maxima VQ35 - Update 11/7/2010 - 12.04 @ 113mph
12-20-2009, 04:46 PM
#1
NWP Engineering 92 Maxima VQ35 - Update 11/7/2010 - 12.04 @ 113mph
Edit 4/3/10: Just last night, I was able to set a new record with a 1/4 mile pass of 12.15 @ 113.8mph. I had a 1.86 60'. The DA was 443' and the track prep wasn't the best due to the large amount of street radials that were there. If I want to dead hook with these 20" slicks, I'll need to revisit the track during an actual points race.
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The NWP Engineering 92 Maxima Project Car sets a new personal best and a new world record for the fastest All Motor Maxima.
60' 1.8838
330' 5.1720
1/8 7.8789 @ 90.02 mph
1/4 12.2261 @ 112.76
The track prep was pretty decent considering the wind was blowing so hard and the temps were so low. Plus, we only had about 20 cars running on the track all day. So the track temp stayed pretty cold all day. But, I was able to get a 1.88 60 foot with just a little squawking of the tires on the launch. My 60 foot times ranged from 1.88-1.90. My highest trap speed was 113.09 mph on a 12.24 pass.
I still haven't weighed my car, but I estimate the race weight to be 2760-2800 lbs with driver. I ran without a Power Steering belt. And I kept the alternator belt and cone air filter on the car. I didn't have a proper engine tune for my normal ram air setup.
My slicks are MT 22x8x15s on 15x8 Rota Slipstreams. My pressure was set to 18psi and since they held pretty good, I didn't lower the pressure all day.
I feel this car definitely will see 11s NA before Spring 2010. I can still remove the alternator and install my ram air setup, which have both proven to show very noticeable 1/4 mile time improvements with my old engine (VE30DE). Also, I didn't have time to play with my torque converter lockup to see if I could lower my time any. I will save that for next time. Plus, I am pretty sure I can shave 1 tenth by having a better Density Altitude. The barometric pressure never made it's way above the 30.00 mark all day.
For more information on my modifications, please see the Project Car section of the NWP Engineering website:
http://www.nwpengineering.com/maxima.html
12.22 Pass
Here's the link. Watch it in HQ!
http://www.youtube.com/watch?v=ViDk2fr8nqw
12.24 Pass
Watch it in HQ:
http://www.youtube.com/watch?v=v8xLtKHVUPg
12.30 Pass vs modded Jeep SRT8
http://www.youtube.com/watch?v=jAnvofCIlWU
---------------------
The NWP Engineering 92 Maxima Project Car sets a new personal best and a new world record for the fastest All Motor Maxima.
60' 1.8838
330' 5.1720
1/8 7.8789 @ 90.02 mph
1/4 12.2261 @ 112.76
The track prep was pretty decent considering the wind was blowing so hard and the temps were so low. Plus, we only had about 20 cars running on the track all day. So the track temp stayed pretty cold all day. But, I was able to get a 1.88 60 foot with just a little squawking of the tires on the launch. My 60 foot times ranged from 1.88-1.90. My highest trap speed was 113.09 mph on a 12.24 pass.
I still haven't weighed my car, but I estimate the race weight to be 2760-2800 lbs with driver. I ran without a Power Steering belt. And I kept the alternator belt and cone air filter on the car. I didn't have a proper engine tune for my normal ram air setup.
My slicks are MT 22x8x15s on 15x8 Rota Slipstreams. My pressure was set to 18psi and since they held pretty good, I didn't lower the pressure all day.
I feel this car definitely will see 11s NA before Spring 2010. I can still remove the alternator and install my ram air setup, which have both proven to show very noticeable 1/4 mile time improvements with my old engine (VE30DE). Also, I didn't have time to play with my torque converter lockup to see if I could lower my time any. I will save that for next time. Plus, I am pretty sure I can shave 1 tenth by having a better Density Altitude. The barometric pressure never made it's way above the 30.00 mark all day.
For more information on my modifications, please see the Project Car section of the NWP Engineering website:
http://www.nwpengineering.com/maxima.html
12.22 Pass
Here's the link. Watch it in HQ!
http://www.youtube.com/watch?v=ViDk2fr8nqw
12.24 Pass
Watch it in HQ:
http://www.youtube.com/watch?v=v8xLtKHVUPg
12.30 Pass vs modded Jeep SRT8
http://www.youtube.com/watch?v=jAnvofCIlWU
Last edited by Aaron92SE; 04-03-2010 at 08:34 AM.
12-20-2009, 06:05 PM
#5
Thanks guys!
Yeah, I did hotlap that run. The track was going to close early and I was forced to do 3 runs in 7 minutes. I ran 12.30, 12,22, and then a 12.24 to finish the day. I bet if I let this engine cool down, I'd shave some time.
Yeah, I did hotlap that run. The track was going to close early and I was forced to do 3 runs in 7 minutes. I ran 12.30, 12,22, and then a 12.24 to finish the day. I bet if I let this engine cool down, I'd shave some time.
12-20-2009, 07:29 PM
#8
Awesome!!! No surprise, just like we talked, you are lot more prepared now at the track vs. previous runs(maxus). congrats man, hopefully one day i'll be able to break a record.. but with u and jim in the way it might be tough lol.
12-20-2009, 07:43 PM
#9
Good vid's Aaron, got any close up ones?
12-20-2009, 11:34 PM
#12
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haha yeah those cars are stripped. Maybe if I get a daily beater, I can strip it down like that. Until then, it's my daily driver going down the strip.
12-21-2009, 09:34 AM
#16
Thanks.
I purchased a high stall from EdgeRacing several years ago to use with the VE. I told him I wanted it to be near 3000 brake stall and it was with the VE. I still have it installed with the VQ35 engine now. I haven't bothered to brake stall it to see if I can get a higher stall due to the increased power I have now with this engine.
So when I wrote down 2700 brake stall on my timeslip, I was just estimating it for my own records. If I read 2700rpm on my timeslip, I know that I was stalling it up pretty heavy, but not as hard as I could. Plus, I've never attempted to stall up my car and take my eye off the tree to see my rpm. I always like to concentrate on the tree. Also, just like the VE did, the car launches HARD, then bogs, and at 4K rpm, it takes off again and screeches the slicks a little in 1st gear. With the VE and high stall, I believe the best way to launch it is to launch right off idle or at 1000rpm. It shocks the TC better and it doesn't seem to bog as much.
I need more 1/4 mile passes under my belt to find the best method for me. This new engine is WAY different than my VE. So it's tough comparing apples to oranges.
Last edited by Aaron92SE; 12-21-2009 at 09:36 AM.
12-21-2009, 09:46 AM
#17
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Of course with spraying nitrous, that bog will be remedied by huge torque from low RPM spray.
12-21-2009, 10:03 AM
#18
Yeah, man I really think you have the power for faster '60 foots N/A with that VQ35. I was watching you launch and it's definitely the bog off the line that is limiting your '60 foot. You take off semi hard, then it just falls flat for maybe 3/4 of a second before you get into your powerband. Maybe a higher stall T/C would remedy that. If you could launch closer to being in your power band IMO you'd shave .10ths off your '60 foot.
Of course with spraying nitrous, that bog will be remedied by huge torque from low RPM spray.
Of course with spraying nitrous, that bog will be remedied by huge torque from low RPM spray.
Talking about an all out NA Maxima, I could revisit my 20x8x14" MT slicks idea and shave my calipers like you did to get the 15s to fit on your car.
But I was surprised to see a 1.88 60 foot NA. I didn't think I would crack 1.90. I was only doing high 1.9s at best at MAXUS 09, but my car was producing much less power due to the extremely hot temps.
12-21-2009, 11:19 AM
#19
The reason I asked about how high you can stall the car is because I didn't know if you could leave harder than you already were. If you couldn't then there would be no point in doing all these weight transfer reducing mods that you were looking in to, but since you're not stalling it up all the way as it is (and also planning on spraying) then it makes sense that you will need more traction in the future. Why don't you try stalling it up higher as it sits right now? Or did you and the track didn't hold?
12-21-2009, 11:34 AM
#21
The reason I asked about how high you can stall the car is because I didn't know if you could leave harder than you already were. If you couldn't then there would be no point in doing all these weight transfer reducing mods that you were looking in to, but since you're not stalling it up all the way as it is (and also planning on spraying) then it makes sense that you will need more traction in the future. Why don't you try stalling it up higher as it sits right now? Or did you and the track didn't hold?
The higher I launch at doesn't mean more power to the ground throughout the entire 60 foot. But it does mean more power to the ground in the first few feet. With a manual, you can launch high, dump the clutch and hope it holds, right? You don't have bogging issues after dumping the clutch?
You can hear my car bog a tad and then the engine starts to scream, that is my 4K rpm mark exactly. It's like I hit a nitrous switch. At 4K, power hits incredibly hard! SSIM, cams, headwork, etc all contribute to my bad low end power.
My front suspension is not locked down or anything. It was locked when I was spraying out of the hole with my old engine. But right now, I just have rubber spring spacers in the rear. I never removed them since my old engine was in last year.
But when I do start trying to spray a 50-75 shot out of the hole with this new engine, I'm sure I will need to tinker with the suspension somehow. I can set my front Konis to 100%. Right now, they are only 60%. But adjustments require the strut assembly to come off the car. Also, I may try locking my front suspension again if I feel it's needed. But before I worry about any of that, I will just spray the nitrous on the launch and see how the car reacts. It will take a lot of runs to find something that will work the most consistent.
I didn't try launching higher than 2700rpm yesterday just b/c I was running out of time. The track was closing early and they only gave us a 30 minute warning! So I was in the middle of working on my car when they announced that. Then by the time I finished working on the car, I only had about 10 minutes left to attempt a new record pass. That's why I hotlapped 3 times within 7 minutes. I was the last car to race on the track that day too. And last of the year according to what the announcer said during my run.
12-21-2009, 02:58 PM
#25
Launching higher doesn't give me more spin since my slicks are hooking. But it does make me bog a little.
But I'm still experimenting. Once of these days, I'll get a chance to hotlap and get in 10+ runs and see what works the best.
You use to race your automatic with the VQ30. Did you ever race using a high stall TC?
Thanks!
12-21-2009, 03:22 PM
#27
That's been the case with every automatic I've ever raced. But only if you get perfect traction can you tell that it bogs. Usually if you brake stall an automatic and launch, it spins the tires so you can't feel the bog. It's tough to feel too, even with perfect traction, but it's there.
And I haven't had enough comparative runs to determine how much of a difference it makes in the 60 foot. Whenever I would bracket race, I would concentrate on launching my car at the same rpm everytime and trying to get the same 60 foot every time. I never tried to stall it up b/c that gave me traction problems with my street tires. But then, I had a stock 1800 stall TC in my VE when I did all my bracket racing.
And I haven't had enough comparative runs to determine how much of a difference it makes in the 60 foot. Whenever I would bracket race, I would concentrate on launching my car at the same rpm everytime and trying to get the same 60 foot every time. I never tried to stall it up b/c that gave me traction problems with my street tires. But then, I had a stock 1800 stall TC in my VE when I did all my bracket racing.
12-21-2009, 04:07 PM
#28
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I did race my automatic maxima alot, but only with the stock converter.
Every other automatic I have made a pass in at the dragstrip had a transbrake and launching from the maximum rpm possible gave the best times.
It seems your car is bogging due to the same reasons you already posted. Same as my car when it was n/a, it made no power until 4500rpm. You either need to figure out how to launch from higher rpms to get into that powerband, or just spray some nitrous at the launch.
Every other automatic I have made a pass in at the dragstrip had a transbrake and launching from the maximum rpm possible gave the best times.
It seems your car is bogging due to the same reasons you already posted. Same as my car when it was n/a, it made no power until 4500rpm. You either need to figure out how to launch from higher rpms to get into that powerband, or just spray some nitrous at the launch.
12-21-2009, 04:30 PM
#30
I did race my automatic maxima alot, but only with the stock converter.
Every other automatic I have made a pass in at the dragstrip had a transbrake and launching from the maximum rpm possible gave the best times.
It seems your car is bogging due to the same reasons you already posted. Same as my car when it was n/a, it made no power until 4500rpm. You either need to figure out how to launch from higher rpms to get into that powerband, or just spray some nitrous at the launch.
Every other automatic I have made a pass in at the dragstrip had a transbrake and launching from the maximum rpm possible gave the best times.
It seems your car is bogging due to the same reasons you already posted. Same as my car when it was n/a, it made no power until 4500rpm. You either need to figure out how to launch from higher rpms to get into that powerband, or just spray some nitrous at the launch.
All torque converters do better when they are shocked and launched off idle. But, I have to prove that to myself by actually seeing my 60' times after experimenting a little bit.
But, the front engine mount on the VQ doesn't do all that much. It just helps support the engine a little bit. But when under power, the two mounts on the crossmember do almost all of the work. On the VE, there isn't a front engine mount since the crossmember is perfectly centered on the engine. With the VQ, the exhaust is centered on the engine and the crossmember is closer to the driver's side of the vehicle resulting in an engine that leans unless you have a front engine mount.
Last edited by Aaron92SE; 12-21-2009 at 04:33 PM.
12-21-2009, 04:43 PM
#31
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So basically what you're saying is that the higher RPM you launch at, the more you bog? I don't understand the logic there, as you would be further into the powerband right off the bat. Maybe I'm just taking what you're saying wrong.
I also don't see why a higher stall TC would be bad for nitrous, and it would be great for N/A surely. Again, you'd just be higher in the powerband on the launch, and if you're launching at the traction limit already N/A (because of a higher stall TC), you could wait a little bit longer to spray the nitrous (IE set your window switch a little higher) in 1st gear, and still get great '60 foots both N/A and nitrous with the added bonus of less chance of a nitrous backfire. Of course I'm sure your current TC is in good shape, and I'm not suggesting to replace it immediately. I just think it could be advantageous to go with a higher stall when you replace it!
I also don't see why a higher stall TC would be bad for nitrous, and it would be great for N/A surely. Again, you'd just be higher in the powerband on the launch, and if you're launching at the traction limit already N/A (because of a higher stall TC), you could wait a little bit longer to spray the nitrous (IE set your window switch a little higher) in 1st gear, and still get great '60 foots both N/A and nitrous with the added bonus of less chance of a nitrous backfire. Of course I'm sure your current TC is in good shape, and I'm not suggesting to replace it immediately. I just think it could be advantageous to go with a higher stall when you replace it!
12-21-2009, 05:19 PM
#32
So basically what you're saying is that the higher RPM you launch at, the more you bog? I don't understand the logic there, as you would be further into the powerband right off the bat. Maybe I'm just taking what you're saying wrong.
I also don't see why a higher stall TC would be bad for nitrous, and it would be great for N/A surely. Again, you'd just be higher in the powerband on the launch, and if you're launching at the traction limit already N/A (because of a higher stall TC), you could wait a little bit longer to spray the nitrous (IE set your window switch a little higher) in 1st gear, and still get great '60 foots both N/A and nitrous with the added bonus of less chance of a nitrous backfire. Of course I'm sure your current TC is in good shape, and I'm not suggesting to replace it immediately. I just think it could be advantageous to go with a higher stall when you replace it!
I also don't see why a higher stall TC would be bad for nitrous, and it would be great for N/A surely. Again, you'd just be higher in the powerband on the launch, and if you're launching at the traction limit already N/A (because of a higher stall TC), you could wait a little bit longer to spray the nitrous (IE set your window switch a little higher) in 1st gear, and still get great '60 foots both N/A and nitrous with the added bonus of less chance of a nitrous backfire. Of course I'm sure your current TC is in good shape, and I'm not suggesting to replace it immediately. I just think it could be advantageous to go with a higher stall when you replace it!
A high stall isn't bad for nitrous. But my 3K stall is very streetable. If I go with a 4K stall, it wouldn't drive that great on the street and could possibly lose enough efficiency in order to reduce top end HP. So a 3K to 3.5K stall TC would probably be your best bet with a V6 Maxima.
A 3K-3.5K stall seems to be the best for the Maxima, even if you plan on spraying nitrous on the launch. If I went with a higher stall though, I'd have even MORE traction issues than I would with what I have now. If I went with a 4K stall, it would be tough to keep traction, plus it may effect top end HP due to the TC being so loose and inefficient.
12-21-2009, 07:51 PM
#33
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Hey Aaron are you able to tune your engine right? I believe you might want to find a load based dyno and strictly tune the 2500-4000rpm part of your torque curve. I'm betting that with changes to the cam phasing and timing, you could improve torque delivery. That bog you feel is probably a flat spot in the tune. Also you would need to lock the tranny into a gear and probably lock the TC as well.
But, that's my problem. The higher I stall, the more I bog. So, in my experience with the VE30 w/ high stall TC, launching off idle or at 1000rpm gave me my best 1/4 mile times. And according to Edge Racing Converters, it's best to launch off idle since that shocks the TC the most and gives you the highest launch rpm and most torque multiplication.
Launching higher doesn't give me more spin since my slicks are hooking. But it does make me bog a little.
But I'm still experimenting. Once of these days, I'll get a chance to hotlap and get in 10+ runs and see what works the best.
You use to race your automatic with the VQ30. Did you ever race using a high stall TC?
Thanks!
Launching higher doesn't give me more spin since my slicks are hooking. But it does make me bog a little.
But I'm still experimenting. Once of these days, I'll get a chance to hotlap and get in 10+ runs and see what works the best.
You use to race your automatic with the VQ30. Did you ever race using a high stall TC?
Thanks!
12-21-2009, 08:07 PM
#34
Hey Aaron are you able to tune your engine right? I believe you might want to find a load based dyno and strictly tune the 2500-4000rpm part of your torque curve. I'm betting that with changes to the cam phasing and timing, you could improve torque delivery. That bog you feel is probably a flat spot in the tune. Also you would need to lock the tranny into a gear and probably lock the TC as well.
My tune is just fine. I have made countless of runs starting from 2K rpm all the way to redline. The UTEC can't control my variable valve timing.
If it was a problem with the tune, then the bog would still be there when you launched off idle and let the TC flash to 3K. And it would be there when I am doing my full dyno pulls starting at 2K rpm. This bog is a general torque converter bog. It was there when I was running my stock 92 Maxima with the VE and stock 1800 stall TC.
But, this "bog" that I'm referring to is so small that it's tough to notice. I doubt it effects my 60 foot by more than a hundredth or two. But for me, I'm picky enough to care about that .010 in my 60 foot. I even care about that hundredth in my 1/4 mile time.
I didn't have time to play around with locking up my TC. The track was closing early and I was forced to hotlap several times since they didn't give us much warning. I will probably tinker with my lockup my next time out.
12-21-2009, 10:42 PM
#38
Aaron the same thing happens in my Z. It took me alot of passes to figure out launching the car as high as I could was not the best thing to do. I pretty much feel out the car and launch it based on how the car felt and what kind of 60 I got the previous run. The stall on my TC is 3200 and I very rarely take it that high. My best 60 came from launching it around 2400 or so. I dont look down to see where Im stalling the car either I launch it pretty much by ear. I know how the car sounds when Im in the spot I want to be. I know its weird but thats how I pulled all of my best 60's including my 1.89.
12-22-2009, 12:48 AM
#39
Launching at the max stall of the converter never seems to generate the best results. Flashing the converter seems to be the best way in launching an automatic.
I want to see an 11 sec all motor maxima! It will happen when you get the launch down!
I want to see an 11 sec all motor maxima! It will happen when you get the launch down!