I woke up this morning and decided to go dyno... (helping a friend split dyno time ) and my dyno turned out sorta' surprising... I have always maintained that there is little to no gains from a muffler or intake. But from my last dyno thread http://forums.maxima.org/showthread.php?t=331053 to this one, shows quite a significant gain. In any case, I thought that I'd share my 200/200 dyno with you guys. That was sort of a goal in the back of my mind.

Changes from last dyno:
JWT popcharger ---> PR CAI
Stock cat ---> Test pipe
Stock muffler ---> Budget 5th gen muffler

Now I have to put down track numbers to validate those results!! Hope tomorrow pans out for track day (calling for rain over here... and it has not rained in 4 weeks!!!)

Ignore that dip in the first graph… the stupid actuator switch was being a bit of a *****… closed the butterfly valves for a ¼ second…

 

Shoot, those are some nice numbers!

Nice work, are you going to mod your max out any more?

 

Maybe you forgot to mention exactly what changes were made? What type of muffler..what type of intake?

 

Maybe I did, Mike I wanted to keep people guessing... haha j/k (I just copied and pasted from the TMEC forums where the guys know what I did).

Changes from last dyno (in the link posted in the first post):
JWT popcharger ---> PR CAI
Stock cat ---> Test pipe
Stock muffler ---> Budget 5th gen muffler

I did not expect any gains from the PR CAI since the only difference is that it will be sucking in cooler air when I race as opposed to hot engine air.
Last year I dynoed immediately before and after the test pipe and noticed a 4-5hp/4-5tq gain.
Muffler... a muffler has been known to give nothing to 1hp gains from most peoples' experience.

But obviously something in there is doing more than it was expected to do and I for one am not complaining. It would have been nice to do 1 mod at a time to figure out exactly what that is, but time and money will not let me do that right now.

 

That is very suspicious to me...were those numbers corrected at the wheels, etc? Where are they measuring your power from? I don't know.

 

sorry, my post came in after yours, that's my bad. I thought that you were trying to say that you added only an intake and muffler and got those numbers. your mods should do it. again, my bad.

 

I do have the Pathfinder TB mod that I want to do and was not expecting to hit 200 until then. But I will take it now.

SAE corrected and yes that is whp/wtq. But as I said earlier, I was surprised, but looking at my previous dyno of 196/190, with the addition of the JWT ECU, it might have paid itself off even more, with the addition of the 3 new items.

 

damn cant wait to see some track times now.

 

I can't wait either... a lil nervous... lol

With about 180-185 (MEVI'd) at the wheels I ran 14.4. That was also without the JWT ECU so my area under curve was not as thick as it is now. I really hope to get low-low 14s and my main concern is my trap speeds. I had not been having much luck with that after MEVI.

Oh yeah... I got slicks too... I will try to do a few runs on street tires but I have all-seasons in the front right now and bald summers in the back (waiting for winter to put snow tires on and then buy nice summers next spring).

 

I bet it's combination of the new mods making more power and just basic dyno discrepancy. What amount of which is which, who know but there is more power being made.

 

I hate to say it, but I think I can account for your power gains.......different dynos. This dyno was done at Forrest & Forrest Racing and the other one was done at Tag Racecraft. This isn't to say all you power came from just changing dynos, but the only way to know is to go back to the other shop. I can't stress how important it is to use the same dyno everytime if you're trying to validate gains/losses.

It is good to see that the PR CAI does continue to breath in the topend.

 

Yep that was my first qualm about going to a different dyno shop. I am well aware of the dyno discrepancies. TAG used to be my only dyno shop, but I have over the years taken this car to 4 different dyno shops (all Dynojet). Barring one of those four shops, the other 3 shops have all been quite consistent with each other.

The reason I switched from TAG is because their customer service seems to be lacking quite a bit and I could no longer justify driving 45 min to an hour when Forrest and Forrest is right around the corner from me right now. I still have an inkling to go back to TAG in my current setup to compare dynometer vs dynometer... but cash is always the limiting factor. I cannot really justify spending $70 or so just to prove (or disprove) a point.

All that aside, assuming that I had never been to a dyno until today, the numbers that I put down today would be all I would have to go with. So I hope that I can substantiate those at the track.


As for the PR CAI, the one that I have has a K&N style cone filter at the end (the dual layered design: V in-V out). I thought that the only problem with this CAI is the low end loss. Overlaying the previous dyno chart with the new one shows no real difference in low end... but then again the test pipe helps the breathing so that could have compensated.

One thing I noticed though is the smooth curve to start and then it gets really jagged... I wonder if that is because it needs to be richened a bit on top end?

 

If you truely are puttin down that type of power 13's are only a good launch away

 

Hell ya he is

 

Well, couldn't sleep last night in anticipation of this morning... and what do I wake up to - RAIN! First time it rained in over a month and it had to be today! I called the track and they closed up for the morning session. It is f@cking BEAUTIFUL out right now though! Sun is out and all the rain is gone, but the test and tune was only until 4pm and it is 3pm already now.

So we shifted track day to tomorrow morning... so the wait extends one more day!

 

So what did you run?

 

So this Sunday, driving there in perfect 15-17 degree (celsius) temp., 50% humidity, cool air, sunny and warm on top... here's what unfolded:

R/T: .529
60': 1.970
330': 5.772
1/8 ET: 8.937
1/8 MPH: 77.72
1/4 ET: 13.890
1/4 MPH: 98.35

I only managed a 1.97 - 1.99 60' and I was hoping for a 1.8 but I couldn't do it. My tire pressure was down to 14psi! I did get a 1.944 with 10psi but I think that hurt my top end.

The cool thing is that once I hit the 13s, I stayed there all day... mostly 13.9 slips all afternoon. It took a lot of playing with tire pressure and launching to get down there. But I think I might have found the perfect psi/launchRPM for St. Thomas.

However I have little doubt that Grand Bend would give me a 1.8 and from racing all day I can now attest to the formula of dropping 0.1sec in the 60' = drop of 0.2 in the 1/4 mile and in my case I gained 1mph in my traps for each drop as well.

I spoke to Nealoc last night and he ran 1.8 on his way to a 13.4 - impossible for me to catch that but I think the track is now the limiting factor.

 

Kick **** man

What technique did you use to warm up the slicks? I just can't seem to do a decent burnout.

 

Why does the first graph say the max torque was 200.3, yet the graph shows you peaking around 195?

 

Thanks Mike.

When I warmed up my slicks, I was able to sit there for as long as I want (no LSD so it is tricky to get both sides going).

I blipped my tires in the waterbox and then crept forward to the dry concrete part of the waterbox and pulled the handbrake. Then it was pretty much rev it way up in 1st with the clutch down and then dump the clutch. I was able to sit there and modulate above 5000RPM (any lower and the tires would grab traction) and just sit there all day. I would stop when I couldn't see through the thick smoke sometimes... haha

 

Good point. I did not notice that. I think the printouts are a little inaccurate. When I took the runs on disk and printed them from home on the free viewer - it somehow showed a spike to 450 torque!! HAHA

I have an Excel printout that shows the proper number - off the same graph!

That's why I also have a post in the dyno discussion thread asking for the free version of the Dynojet WinPEP runviewer 6... that was always accurate.

 

Amazing.........

 

A huge congrats

 

Look at the numbers at the right side of the graph. The 200tq number is at the same height as the 195hp number.

 

That's it. The scales are different by just a little bit. I didn't think so at first because they both max out at 225, but upon closer inspection the power scale starts at 25 and the torque scale starts at 50.

 

nice numbers and great times

 

Awesome, congrats on your PB.

 

Excellent #'s and times Anish.

 

Awesome

 

Wow, great numbers and times. Everyone has been saying the test pipe gives nothing at all, did you do your before and after dyno for the test pipe on the same dyno?