Hmm. Ok. Maybe it just looks different to me in the pic -- I just seemed to remember the color/coating of my y piece looking different...

Anyways, nice dyno #'s, hope mine turn out similarly.

 

Cattman started using a different coating on the manifold then the y-pipe. It sis all still ceramic coated just with two different types

 

wow i want a full Cattman exhaust too. I bet it sounds too nice. I wonder what kind of power I'm putting down now. it may be time for another visit to the dyno.

 

Not only is the color different, the pipes are physically different in my case. Check the length of the flex joint and the location its placed between Optimus310's to mine.

Optimus310


Mine


I got mine after his GD.

 

cattman so yes it must've

 

Mine were like yours. I think it was just a longer flex section and the different ceramic coating. Same technical design just a few tweaks.

 

you mean a pretty couple of quarters. that thing is like $750+

 

and torque moves the car not horsepower.

 

I know MEVI loses power on our cars from low to mid range put helps with high end. Does 00VI do the same or is it actually better through the entire power band.

 

You don't know jack

 

I thought the tires moved the car

 

want to let me know then?

 

Sure torque moves the car, but it is not the only part of the equation. The given rpm that the torque occurs is what is important and that is what HP comes from. So at mid lower rpm's alot of toque is what matters since the rpm's are not high enough to create as much HP. The car accelerates along the HP curve, the torque curve just creates the HP curve.

Looking at the dyno graph in this thread you would want to shift where you would stay in the power band the longest period of time...in other words what part of the power band does the most power ((torque X rpm)/5250) occur over about a 2K rpm span? If you were to shift at 5200 rpm's like you suggested then the car would fall back to 3.2K rpm's and have no power. But if yo were to shift at say 6.3K rpm's then you would fall right back into the heart of the power band, 4.3K rpm's.

A general rule of thumb is to shift 500 rpm's past peak HP

 

do you know by any chance how much revs you fall back when you shift?

 

.......

 

Rpm = mph x gear ratio x 336/Tire diameter

Rough estimate would be from this equation, reason it's rough is b/c the car is still moving foward between shifts, obviosuly, so then the next gear rpm will be higher than this equation suggests.

On a sidenote, VeeQue, mine look like yours, (they were I30MikeD's) and they are now on a 5.5g. I get a slight rattle from 2.5-2.8k someitmes, thinking it could be from tht weird bend ... not sure.

 

Nice dyno, especially considering it was done at 88 degrees. I'll bet it could have posted slightly higher in cooler temps. Purrty head/ypipe section too.

 

Damn, those are some sweet numbers. Any more plans?

 

That's what the correction factor is for,. 1.04 ... So essentially it was like he was at ideal temps, rather than 88*

 

I had a buzzy type noise at the same rpm's. Put some heater wrap around the flex section and it took most of it away. But I did not want to rust out the flex so I took it off after a few weeks and just lived with the noise, but it really wasn't a big deal though

 

Since I have stock cat-back, it's not noticeabele at all, only if your ears are specifically tuned for stock 5.5g Maximas, come to think of it, I forgot how it sounded when it was stock compared to now. Those things helped out tremendously, my first drive, I was amazed, has a hard time keeping traction when flooring it mid -gear in 1st, and that's that I'm at anywhere between 5500'-7400'.

 

Nice numbers Danny! I need to get on the dyno asap..