Hype was nice enough to work out a spread sheet for me and post it on his site and he also has the Dyno's if you want to download them on his site also. So, thanks Hype.

But, just the things I noticed. It does appear that the 5000RPMs was the best setting for the car. and had a peak HP of 188.16 which you can check out here at this site http://www.vanillaice.com/webmasters/hype/mrc/mrcVI.xls , Which is 12HP more at the wheels than the with the VI closed.

One thing that was really cool is at the dyno place I went the people that own the machine are all mustang'd out. That is like all the work on. They said that the car (Max), was putting down V-8 mustang numbers. And when we turned the VI on. The guy looking at the chart couldn't believe his eyes. And called his buddies over and couldn't believe that we had 30HP gain over stock (VI closed). They stood around for about 5 minutes in astonishment, and wondered if they could apply it to there Mustangs some how. I just thought that was a neat story. They also said that the Air/Fuel ratio was right on the money. But, when I tried the Hybrid intake, it was running rich and said that it most likely isn't worth the gas money for the 2 extra HP it gave me.

Anywho, I have been reviewing the charts and graphs...and one thing that rocks about this mod is that the peak HP is hit around 6000 RPMS, and it basically stays at the peak HP from 5900-6900, which I think might be because of the JWT ECU, because looking over Iansw and speedtrip...they seem to start going back down. But, that is just something I noticed. If you want to check out there spreadsheets you can by going here http://www.vanillaice.com/webmasters/hype/mrc/mevi.htm just to compare.

But it does appear that the RPM switch does have a delay...because it appeared that the optimum opening point would be at the 5400RPM mark...which is where it appears to open when we set it for 5000RPMs

Tell me your thoughts =)

 

Very informative. Does the VI have all the right holes and vacuum ports compare to the US version?

 

Wow 12 fwhp, that is similar to a y-pipe. I wonder if your JWT ECU is respnosible for holding power up tp 7000 rpms? Unlike earlier VI Dyno's which power started dropping off. I want to see this car at a track soon. So you've basically made up for all drivetrain power losses, and now you are putting down what the car came with at the crank, but of course holding it for a way longer time.

 

'their' John

 

There aren't any extra holes. whatever you take of the regular US manifold will fit exactly on the VI manifold. Hope that answers your question.

-John

I love this thing!!!!

 

are you still selling the intake covers?

 

I am looking forward to loving this thing

 

The problem is that if your getting them by themselves they cost around 90-100. If you can get about 5 people in on it would cut it down to around 75. It is just because of the shipping cost that it cost so much. It cost about 50 bucks, but it is almost 40 bucks for shipping. That is the bad thing.

-John

 

LOL thanks for the input.

 

Interesting observation about the Hybrid. When I 1st put my hybrid on, that 1st week, I really noticed all the differences from the CAI. Low end was definitely weaker, but top end was great, especially at 5000-6000 rpm.

Now that me and my ECU are used to the Hybrid I guess, the 5000-6000 part isn't as great as it used to be, but the bottom end seems to be a bit stronger.

How long did you have the hybrid on before you ran the dyno?? I'm thinking that perhaps the ECU didn't get time to adjust to the slightly different intake system, thereby running rich b/c it ws still epxecting CAI type behaviour up top

DW

 

So John, what intake are using instead of the hybrid (the richness dilemma)? I assume the whole CAI? Sorry if you've all ready answered this somewhere else. There's a thousand different threads on this VI now.

 

I agree with you about the ECU not adjusting to it. It was only on for like that one run...which would most likely explain it. What we may do once I get a little more money is drive around town for about a week or two with the hybrid intake. Then, do a dyno to see what happens.

-John

 

Don't be sorry...to keep up with everything that is going on is really hard to do. Anyway, I'm using the CAI right now. And might do a dyno run later with the hybrid again after the ECU has learned the hybrid. Drive it around town for about 2 weeks or so.

-John

 

I'm still wondering why we have the dip after the VI switches over. It seems that there is a delay in the rpm switch itself when wired to the coil, and there must be some extra turbulence or something when the VI opens which accounts for the temporary drop. If you look at the closed and open dynoes there is no drop, but on the other dynoes there is a definite dip. I'm wondering if different vacuum solenoids might even make a difference; the faster the VI opens the better. I just wish JWT made an ECU for 97-99s because the VI/JWT ECU/Popcharger/Ypipe/Exhaust would be an awesome top end combination
-hype

 

I am just curious but is it possible to swap out our ecu in 97-99 and replace it with one from a 95-96, b/c if it is posible i would like to do this when i receive my VI, It would be nice to hold the power up to 7000 rpm with the jwt ecu.
Ryan

 

No it's not. 97s can use a 96 ECU (with some problems), but 98 and 99 have no ECU available.
-hype

 

Maybe the VI opens too slowly? How long does it take to get the VI from fully closed to fully open? Maybe getting a bigger canister or something that would slam it open would help.

DW

 

Is it also true that jwt has no interest in messing with the 97-99 ECU just b/c of the way its set up for strict emissions. if so that just feakn sucks.
Ryan

 

They shouldn't have to. All one has to do is make an adapter harness. About 5-6 years ago you couldn't put a OBDI ECU into a 96+ honda. But guys have made adapter harnesses and now its plug and play. With some research one can find out where to get the male/female connectors at and how to wire them. Adapter harnesses run around $250-350 for hondas so figure at least that much for maxima. At that point why not just buy a stand alone like TEC or speed pro and do your tuning. That is assuming you have a wide band A/F meter. Someone should post the ECU circuit diagram from a 97+ max and one from a 95 max.

 

Hey, nice curves!!!! I mean the dynoes not you.

It would appear that the JWT ecu compliments the VI very well. I believe that another reason your maxima holds the power higher up is a free flowing exhaust.

The JWT ecu impresses me for two reasons. 1st is no mid-range loss. 2nd reason is how linear the torque/hp curve is past 6000rpms. With my dyno I have two jumps in hp, one at 5900 rpm (9 hp) and one at 6200 rpm (12 hp). It's interesting that our hp gains at redline are close.

As to the delay in activation of the VI and subsequent dip it causes in the dyno I think it is mechanical and the nature of the VI. The VI is a rather simplistic solution for high rpm breathing. The electric signal from the coil to rpm switch to solenoid is going to be instantaneous. I am using a 5"x7" vacuum reservoir from summit racing so I have plenty of suck. One factor I could see causing a delay is the length of hose from the solenoid to the VI actuator. When I watched my last dyno I could see the VI actuator and it opened the valves pretty quick.

One important note is that the VI is the same as a 95 (possibly 96) intake manifold. With my 97 max I have all the emissions cr!p on top of my manifold. There is no place on the VI to mount the evap to. Also one of the hose outlet tubes on the VI next to the throttle body was smaller in diameter and had a straight exit as opposed to the 90 degree bend on my 97. Both of these differences were easily rectified.

 

Just did a quick calculation. 188.16 hp at the wheels, assumming a 17% 5 speed tranny loss, translates to 227 hp at the crank.

You pretty much just put a Gen 5 motor in a Gen 4 body. Congrats dude

Even more interesting numbers;

Your Gen 4 max weighs in at about 3000 lbs with 227 hp. That= 13.2 lbs/hp

The 2K2 max weighs in at around 3200 lbs with 255 hp. That =12.6 lbs/hp

The lower number is better, less lbs. But damn, you're so close!

This VI is such a gem, can't wait for mine

DW

 

So what your saying is, MEVI + ypipe + turbo =

 

I see a lot of you all mentioning power til 7000 rpm. I assume the JWT ECU ups the rev limiter? If so, what are the possible problems? Meaning, I don't think Nissan put a rev limiter on the engine just because it wasn't making more power - isn't it to protect the engine from heat or something?

 

I cannot open the dyno plots. After unzipping them, they have names like 1000.002, 5000.008, etc. Any help here would be appreciated.

 

Think you need the dynojet viewer software

http://www.dynojet.com/downloads.shtml

 

Hey Cranman,

I just noticed in your sig you had a hollowed out cat. Maybe yu should consider using a test pipe instead. Some people have suggested that a hollowed out cat would reduce power because of reduced exhuast velocity. Just a thought.

DW

 

The JWT ECU gets rid of the rev limiter completely as far as I know. Theoretically you can rev to 9k, but you'll have problems along the way. Revving to 6800 seems to do ok on Mr. Cranman's car, but as you put more miles on the car its probably more likely you'll float valves and do damage to the engine.
The adapter for the ECU seems interesting, but I doubt it's worth it to buy an ECU for ~500 and then buy a ~300 dollar adapater on top of that.
speedtrip it seems that the VI is opening pretty quickly, but do you see any way to speed it up at all? There will be turbulence and such regardless of how fast it opens, but if we can minimize the time between being open and closed it should smooth out the curve. I still want to see a dyno with a hybrid, but that'll probably be a while.
-hype

 

where exactly do you pick up engine-rpm signal?
good-job overall.

 

The JWT ECU raises the limiter to 7000. Unless everyone I've ever seen post about it is incorrect.

BTW to summarize: At 6700 rpms VI + hybrid setup is 36 hp and 28 ft-lb above regular intake manifold. WOW.

 

Those are impressive numbers and I ordered a VI several weeks ago. I'm curious though, what effect does the VI have on shift points? I know that it is making considerably more power later in the rpms but is it so much more that your shift points would be moved up closer towards redline? I'm not real certain about calculating shift points. I know people have used the gear ratio and multiplied it to the torque at a given rpm for the different speeds but?? ALso, which is more important; horsepower or torque. Oh yeah, this is all in relevance to the 1/4 mile, not wide open highway. Hope I've made my question clear and I hope it is a valid one. Please no flames.

 

From what I've seen you want to shift at redline to put you into the powerband in the next gear.
The only thing you really care about is torque in the graphs. You want a flat torque curve so that you make power into the higher rpms. Hp = (Torque * RPM)/5252 Basically you want to keep the car in the powerband where you have the highest torque. On a car without the VI shifting early is better because we lose so much torque in the high end. Now that the VI minimizes the loss we can shift at redline and start higher in the powerband in the next gear.
-hype

 

Thank you for the clarification. I've just recently gotten my shift points down. Hopefully in just a few more months I'll have to relearn them

 

nice its in excel

 

Well there won't be much to learn with the VI. Redline, redline, redline, thats it