Max Power = 177.59
Max Torque = 192.97

Run Conditions: 79.95 F, 30.09 in-Hg, Humidity: 40% SAE: 0.99

That's with a warpspeed y-pipe, b-pipe and frankencar intake (apexi filter).

How do those numbers sound?

 

Those are low ... Do you have the run files or a graph, with a/f plot?

Could be you're VIAS being but with out a graph, hard to tell .. what RPM did you peak @, and did the power hold/climb until fuel cut? ... Coils/MAF ..

 

I did fix the VIAS last week. The coils have been replaced with the updated ones, and the maf has been replaced a while ago. The car runs fine with no codes.

 

Sounds like you're about 20hp short.

 

the numbers are definately low. your numbers look very close to my auto dyno back when i had a y pipe instead of the headers. what gear did you/they dyno your 5spd in?

 

First it was dynoed in 4th and then in 3rd. 3rd gear was stronger.

 

thats odd. i remember a few dynos at maxus where the dyno operator swore 3rd would put better numbers down but ended up being wrong. each dyno done in 4th had a better curve and better peak numbers on both 3.0 and 3.5s.

 

4th gear runs are the propper ones.

 

Your vias is broken again. Did you use JB weld quik? I used it the first time I fixed my VIAS and the JB weld cracked after a week. I used the regular JB weld and it worked like a charm.

That hp number is lower than the stock hp number when brand new.

 

dyno runs should be in 4th gear because that is closer to a 1:1 gear ratio. 3rd gear will give you more power than you really have. 1st gear will give you rediculous power.

 

Where are the graphs, that will tell us if the VI is broken or not.

 

linked on post #3. looks almost like my graph. Trance Artur- i assume a/f was not monitored?

 

Vias is def. broken. Your TQ is dropping like a rock after 5,000rpm and your power is peaking at 5500rpm. Your power should be peaking at around 6500rpm.

http://memimage.cardomain.net/member...77_13_full.jpg

http://mywebpages.comcast.net/stevte...vsG5_HP_MD.jpg

http://mywebpages.comcast.net/stevte...vsG5_TQ_MD.jpg

Your numbers are typical numbers for a 4th gen 5spd or for a 5th gen auto.

 

not to question you or anything. but i heard a first gear run will give low hp and high torque #'s is torque what you are referring to when your talking about power? I have also heard 4th gear for 6spds and 3 for 5spds. closest to 1.1 gear ratio is correct and also you state that 3rd gear will give higher # this wasn't true in my case. the dyno's are floating around here to prove it.

 

1st wont give you "rediculous" power ..
Got proof foobeca ... I've also dynoed in 2nd and 3rd and both were within 5 whp ...

 

You're right, it's TQ that will be a lot higher in lower gears because the lower gears give you more mechanical advantage. You can easily put 300ft lbs of torque on a bolt if you use enough leverage (breaker bar), but you will still only have .1-.3hp.

 

HP=TQ*(RPM/5252) .. so how does that hold water now? Or is it leaking ...


175ft/lbs @ 2000 = 65 hp
175ft/lbs @ 6500 = 220 hp

 

Lower gears should show fewer HP with these cars on a inertia dyno such as a Dynojet 248C. Because much of the energy is expelled trying to accelerate the obese flywheel.

 

It's was monitored. It's on the second graph.

http://server5.theimagehosting.com/...g=aaa 003.1.jpg

 

put 300ft lbs of torque on a bolt if you use enough leverage (breaker bar), but you will still only have .1-.3hp.



My point is that you can give me a long-@ss breaker bar, and I'll put 500ft/lbs of TQ on a bolt, but I can maybe only spin that bolt maybe a couple of RPM, thus giving an output of a fraction of a 1 horsepower.

Leverage, be it in the form of a lever or gears, multiplies torque, but not power.

Unknowingly, you're agreeing with me and making my point.

 

Have you checked your vias yet? The surefire way of knowing that the vias is dead is if the HP figure is lower than the TQ figure, especially if it's significantely lower.

 

Haha, yea. He was proving your point.

 

I do know the high torque happens @ low rpm (typically) but you're talking different gears affect #'s ... How so? .

Just because shorter gears would show lower mph (speed), doesn't mean they will give lower or higher #'s, since all gears will start out @ x,xxx rpm, and end @ x,xxx rpm, on a fixed load (intertia dyno) no matter what gear thay're in, another reason why we dyno @ 1:1 or closest to. Theoretically, the results should be the same regardless of what gear is used because the increased torque in the lower gears is cancelled by the decreased speeds.

But, real world, different gears always have different amounts of drag. A low gear may fly the engine through the rpm range so quickly that it never has a chance to build up any helpful intake and exhaust resonance to take advantage of IM and or exhaust design.

SR20DEN's point is clear in a 6MT car, since it takes more energy to get the flywheel spinning @ 20 mph, compared to 50mph+, since it has already been pre loaded and has momentum.

 

Thats not true and has been proven plenty of times on dynojet 248c's. 4th gear will yeild higher numbers than 3rd gear but it will always be within a 10whp median.

 

aye you should be at around 200+ hp but keep dynoing and do some tuning or something grats none the less on a successful dyno run just keep em going.

 

With which cars? SR20's car made more power in 4th because of the momentum of the heavy a$$ stock 3.5 flywheel. This is not true in general though.

 

You're forgetting about torque multiplication. A car will produce more torque at the wheels in 1st gear than in 4th. There's more torque, but less work is being done, hence the higher torque numbers and lower HP numbers when you dyno in too low a gear.

 

this is a Maxima site so Im talking about Maximas. Any 5 or 6 speed Maxima will make more power in 4th gear which equals the closest to 1:1 ratio. My SC'ed 4th gen with a lightened flywheel makes more power in 4th gear than 3rd...

 

Now that i think about it what you're saying it makes sense. Less overall torque, but more output speed equals more work being done, which means more HP.

A question on the side though....does the dyno take into consideration the speed the drum is rotating at?

 

4th gear with 5 speed is the closest to 1:1 and any other gear run should be thrown out.

 

so with the same mods on a 98 it should be expected to put down more than these numbers? or is the 2g motor different in another way than just the mani?

 

Everything else being equal, the 2k puts down slightly more power than the 95-99 motor with a 00vi. This is mostly because of lighter internals. A 98 with the same mods and a 00vi will murder a 00 in cold blood at the track because of its lower weight.

Car and Driver, June 1999

The K is for kaizen, which translates to "improvement". 217 pound-feet at 4000 rpm. This improvement in performance was achieved by extensive revisions, including the lightening of reciprocating parts and the adoption of a new, thin-wall aluminum block. Induction resistance was reduced and that, along with the adoption of a rotary-valve variable-volume intake system, led to a seven-percent improvement in engine filling. Nissan engineers also claim a 40-percent reduction in exhaust back pressure, due largely to a variable-capacity muffler, which uses a blow-off valve to open a less restrictive path through the muffler at middle to high revolutions.

 

Taken from another thread

1. The DE-K will put down slightly more power due to the added exhaust cam lift.

2. If nissan actually lowered the mass of the reciprocating parts they surely would have included it in their SAE technical paper. Once again, the lighter internal thing is a myth.

 

The dynojet's software removes the effects of mechanical advantage and gearing from the results. By reading the engine's rpms, and comparing it to the speed of the roller, it adjusts for absolute mechanical advantage, and calculates the output likewise. The calcualated results of the dyno reflect an absolute 1:1 connection between the engine's rotational velocity, and that of the rollers.

The inaccurate results you get in the lower gears are mostly the result of an insufficient number of data points. The roller speeds up so rapidly, and the pull is so short, that the amount of data from the roller is limited, and the results are much less precise, and thus less accurate. As well, in lower gears, tire spin is more likely on the rollers, and wind-up or bucking in the driveline and bushings is more likely. Both of these would adversly affect the results.