we can run individual cylinder fuel trim, so if there is a variance between bank 1 and bank 2, I can tune it out.

 

today it fired, it lives!!! IT LIVES!!!!

 

 

post up a vid of that bad boy firin up.

 

should have vids up soon......

We have a race the 22nd and 23 too, so should have some vids from that too.

Should be on the dyno sometime between the 16th and 20th.

This is one of the quickest revving motors I've ever heard.

The car popped 12 codes, only 2 are worth looking into but aren't even important. The other ones will be disabled next time I flash the ECU. They were EVAP, A/C, a CAN code because we have no ABS or BCM, some secondary O2 sensor heater, emissions junk


it going to be SICK

car is around 2600 w driver, so all we need is 260 for a 10:1 power/weight ratio..... I expect 270whp (and goobs of TQ) but wouldn't be surprised to see 280-285whp

 

so how are you planing to detune the car

 

I can control the throttle by wire..... so I can tune it to start closing rather than run a restrictor in the intake piping or playing with ignition timing or cam timing.... That way I can make max TQ in the rest of the rev range, and keep fuel consumption and heat down.

HP will be a flat line just under our max once it comes up, it should have massive TQ under the curve.

 

http://static.ak.fbcdn.net/rsrc.php/...590420199&ev=0


http://static.ak.fbcdn.net/rsrc.php/...587340122&ev=0

http://static.ak.fbcdn.net/rsrc.php/...598340397&ev=0

 

VERY NICE! I like the NWP decal.

 

dyno tuning monday

 

Niceee

 

Have the dyno scheduled at Z1 today (11am). I'm hoping for 265whp.

 

Nice, good luck with it!

 

Not bad numbers considering the crappy ebay shorty headers choking the flow. The only mods we have on the motor are NWP spacers, revup cams and wiseco pistons. The TQ numbers are pretty strong and has lots of power down low. I'll let J elaborate about Osiris, but without it, we couldnt have run this combo on a sentra (350Z ecu).

The car flat out flies. First race is this weekend at Roebling Road in Savannah.

 

Nice! I bet it's going to be weird driving a completely different car for the first time on the track.

 

From what I can tell on the street the flat tq curve is the biggest difference. No longer am I hunting for a gear or powerband. We picked up 30-50wtq between 3K-5K with the cam advance.

Its a shame we never got the exh cams adjustable but I am quite happy with the results @ 263/252.

 

Yeah, it's nice to still be in the power when shifting to another gear. My VE would drop out of the power band when shifting into 2nd and 3rd gear. Then I'd have to wait. With the VQ35, I stay in it.

You picked up 30-50 ft-lbs of torque with only playing with cam timing? Did you already finish tuning your AFR and ignition timing? That's insane. I haven't played with my intake cam timing yet, but I didn't know you could get more than 5-10hp from it.

 

Oh yes - its a lot. Do a quick comparo on the curves (no cam timing v with), you'll see the difference.

In our case the crank sensor was giving a MIL, which would shut down the cam advance. The power drop was silly. We regrounded the sensor and still got an occasional MIL, so we used Osiris to remove the MIL forever. No more issues.

 

it was pimp to be able to delete any check engine light/MIL that was an issue....

the crank sensor code would disable the cam timing.... it was 40-50 ft/lbs in the low rpms...... it sucked, so I zapped it..... along w/ like 10 other codes for EVAP, O2 sensors, and so on.

 

Just finished the alignment and corner weighting. We have -3.7 camber fr/-1.4 rear on the bended rear axle, 4 deg of caster and 10 numbers toe out in fr.

The final weight with me is 2713. That is 6lbs heavier than the QR25DE when we ran nationals in Sept at 2705lbs. All we did since was remove the blower and heater core.

Our corner weights are ridiculous, within 1lb cross weights

With VQ, no driver (2519lbs)
RF 775 RR 505
LF 771 LR 467

With VQ and driver (me), 1lb diff cross weights
RF 808 RR 521
LF 835 LR 549

Old QR25
RF 780 RR 517
LF 837 LR 570

I have some horrid bump steer I need to clear before Friday, but the car hooks like no other FWD I've driven and is super quick out of corners. I'll have video from the track.

 

how close were the strut mounts to being even?

 

Just for laughs my corner weights with me in the car. This was after adjusting to 50% cross weight.

RF = 989 RR = 571
LF = 1043 LR = 625

This year I moved the battery to the trunk on the right side and some other weight reduction at the left front. Added some mods to the right side of the car. Going to install CF trunk and hood then get the car corner weighted and aligned again.

-2.1 degrees camber on the front with 1/8" toe out with 1/16" toe in and -0.5 camber at the rear. How did you bend the rear beam for more negative camber?

The bump steer is bad on my car as well. Bought bump steer adjustable outer tie rods and a bump steer gauge. Going to see how bad the stock geometery truly is and if I can dial it down to nearly zero bump steer.

Oh have you seen the crazy stuff that Mike Kojima has done with his B15 track car?

http://www.motoiq.com/projects/proje...ra_spec_v.aspx

 

Oh yea, I've seen Mike's stuff. I spoke to him two weeks ago at the Drift ATL event. Found out my tramlining is due to worn LCA bushings. I dialed back the camber to -2.9 and added some toe in. I'll need metal bushings, b/c the nismos dont cut it.

FYI, to get a tach to work with the 350Z ecu I went with a Sunpro 7910, set on 1 cylinder. Works great.

 

are you running just the 350z ecu ?

using the sentra gauge cluster?

 

We did our own engine harness, linked in to an 03 350Z ecu (no wideband requirement). We ran new can wires for the data port, kept the Sentra body harnesses and sentra cluster. The fuel, speedo, coolant gauges work. I direct wired the speedo and coolant from the sensors to the cluster and have the Sunpro tach. There are a million ways to make the stock tach work, but with a race this weekend I didnt have time to set it up. There is no tach signal on the 350Z ecu. We have relays for the Fuel Pump and ECU power, all run off switches on the dash.

If we did it again, we'd take the maxima harness and wire in a 350Z connector at the end. Funny thing is, the alternator wasnt charging until we hooked in the dash cluster. Go figure.

 

nice!

being a race car using a 350z ecu is really nice!


glad to see your going to be back to racing!

 

Talking it over with Mark (B13 VQ35) and the issues he had, I am very happy we went with the 350Z. Our very first dyno pull was 255whp, Mark's barely cracked 220. After 49 dyno runs we could only muster 8 more hp from the cam timing. Ignition and fuel were about dead on from the start. This could be considered a purely drop in and go mod, no tuning required.

 

So you think the cam timing only helped you by 8hp or so? I still would love to get an extra 8 hp on low end. I'll take every ounce of power I can get.

 

cam timing was 40-50 ft/lbs in the 2500-3500 rpm range... it didn't equal out until about 5300, cam timing drops to 0* starting around 6000rpms or so. In the low ranges it's up to about 35* and then tapers off.

There is more tuning to do

 

I'm supposed to go out to Cali and help finish that car, haven't heard back from Mike yet.

 

Are you referring to the ECU pulling the cam timing back due to the code you were getting? Or did you see 40-50 ft-lbs after you already had the fuel and ignition timing set, then you simply adjusted cam timing? I hope you understand what I'm trying to ask.

I am curious what your dyno chart looked like once you had your AFR and ignition timing tuned to it's full potential. And then what your dyno chart looked like when you adjusted cam timing alone.

 

8hp on the low end, depending where it's @ in the RPM range means a lot more torque, quantitatively.

Your cam timing profile seems as if it would look like this (Z33)

 

Yes, that's right. But I think his cam timing went to 0 when he had that code. I am trying to figure out what the before and after would be just by tinkering with code free cam timing.

 

I have a bunch of data logs I need to look through. If the ignition timing and other variables are the same, except for cam timing, then you really want to have functioning CVVT.

it was huge amounts of TQ loss, peak numbers weren't affected though.

 

Yeah, the CVVT definitely helps low end power. But did you ever do a dyno run with the functioning stock cam timing map versus one that you tinkered with to increase HP?

 

I may do this, IIRC SR20DEN has done it before, but I may just for poops & giggles, but d/c the solenoids and dyno & log comparing the power curves (fully functional Z33 & d/c'd). I wonder where the cam timing would be when dc'd, and if data logging would show it even if the sol. were d/c'd.. .

 

I'm not talking about disconnecting it. I am only talking about figuring out how much power can be gained when comparing the stock cam timing map to one that has been edited for the most power.

From what I understand, the 40-50 ft-lbs of torque gain Big J noticed was caused by a completely disabled cam timing solenoid due to the MIL they got.

 

Ahh I see.


Below is the stock curve for 2nd gen FWD VQ35's and one for RWD's as well. But I have no dyno comparisons for either.

 

CVVT is going to make power below 5500 or so. Disabled, the peak HP numbers are the same.

 

Had a couple issues crop up a the track this past weekend. The crank sensor is either fried or the wiring needs a refresh, the rpms the ECU saw were wacky over 4K and the motor was cutting out. It was also running close to 210deg after 6 laps. I think there is air trapped in the block/heads.

I drove around at 20% throttle in 4th gear.. got passed by Miatas, but had a good time. No leaks or other issues, so thats good. Next race is June 18-19 at Road Atlanta.