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02 Altima 4at w/ bolt-ons

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02 Altima 4at w/ bolt-ons

Old 05-18-2012, 04:18 PM
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02 Altima 4at w/ bolt-ons

I don't post much over here on the org, more of lurker. Anyway, I finally got tuned today at Japtrix/PRO's Performance in Riveria Beach, FL and figured I'd share the results. The shop used a mustang dyno and tuned in 2nd gear. Temp and humidity were both in low 90's (gotta love South Florida).

Car made 242whp and 242wtq

LRMAF
NWP Plate
NWP Spacers
Ralco crank pulley (stock size)
Hot Shot headers
3" exhaust
Tuned with AFC Neo

I gotta get some tires so I can take it to the track. I'd also like to see what it will do on a dynojet in 3rd gear, with some nicer weather. I know the dyno software can correct for weather conditions(SAE), but I'd still like to see what the STD read out would be with a high pressure cold front.

I have a dyno graph, but I don't know how to post it lol.

Last edited by mikehawk; 05-18-2012 at 06:48 PM.
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Old 05-18-2012, 04:51 PM
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Nice numbers, upload it through Photobucket or FlickR or something of that sort and copy the IMG and Paste here.....
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Old 05-18-2012, 06:45 PM
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Thank you.

Name:  JaptrixMustangDyno_May172012.jpg
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Old 05-18-2012, 10:32 PM
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Nice numbers. Which altima do you have. I'm local to japtrix too. They've tuned a bunch of my close friends cars.
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Old 05-19-2012, 04:56 AM
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I have a silver 3.5 SE. I drove all the way up from Broward because a friend of mine recommended their shop lol. They have a pretty good reputation.
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Old 05-19-2012, 12:57 PM
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Originally Posted by mikehawk View Post
I have a silver 3.5 SE. I drove all the way up from Broward because a friend of mine recommended their shop lol. They have a pretty good reputation.
Well... It's a hit or miss with them. When they get it right, the work is phenomenal. But sometimes, its questionable. My friend brought them his rx8 to boost it. A few thousand dollars later, it barelystayed running as it limped out the shop. He later took it to another mechanic who fixed it in no time.
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Old 06-04-2012, 08:17 AM
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What kind of AFR conditioning did you do? (+ \ - %) ?
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Old 06-06-2012, 06:28 PM
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They had to add fuel because of the LRMAF. I drove up to the shop with a berk intake, and then swapped over to the 3.5" w/ LRMAF in the parking lot and pulled it right up on the dyno.

On low throttle it was +11% across the board. On the high throttle it's:

1000 - +10%
1500 - +10%
2500 - +14%
3000 - +14%
3500 - +13%
4000 - +13%
4500 - +13%
5000 - +11%
5500 - +7%
6000 - +10%
6500 - +10%

I've been thinking about adding a little fuel (+1%) at 5000 and 5500 to try and flatten out the a/f, but I'd be going at it blind because I don't have a wideband at home.

Last edited by mikehawk; 06-07-2012 at 06:01 PM.
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Old 06-06-2012, 08:43 PM
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You might be pulling timing from adding that much fuel. If that's the case, there's power left on the table especially up top. Whats your in/out settings?
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Old 06-07-2012, 05:52 PM
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1 in 17 out

Why would the ecu pull timing if it saw more airflow?
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Old 06-18-2012, 02:47 PM
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http://forums.maxima.org/all-motor/3...g-advance.html

Originally Posted by nismology
The self-learn fuel trims take effect in closed-loop only. Both the a/f ratio and ignition timing both use a feedback system during closed loop so any change you make on the s-afc below 40% throttle will be useless. In open loop X millisecond injector pulse width and Y RPM will get you Z degrees advance @ BTDC based on a stored map. Less MAF voltage via pulling fuel with the S-AFC means smaller injector pulse width which means more timing advance. So to compensate for the smaller injector pulse width, you need to either get injectors that flow more or bump up the fuel pressure.

This is the timing difference after I removed 4 - 6%. And I'm still rather rich.
Name:  AFC_Timing-2.jpg
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Right now, I'm looking to add some 440's and a 4" MAF to see what I can gain.
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Old 06-18-2012, 07:42 PM
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Damn, I wish I saw all that before I made this 3.5" intake and got tuned. Is there any other way to adjust the timing? Bigger fuel injectors seems like a guessing game.
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Old 06-19-2012, 12:18 PM
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It is, but a SAFCII and a WB are good weapons, albeit simple enough.

I have 335's (stock are 315's) on my car for those runs, stock fuel pressure.

I currently just bought some 440's. Want to run them with a 4" MAF so I'll let you know how that goes.

I figure it's as close as 1:1 as possible.

4/3 = 1.33
440/335 = 1.31

And I need a lot of fuel so I can remove at least 8-10% for the added benefit.

I'll be posting timing logs, AFR's and correction %'s when everything gets installed.
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Old 09-09-2012, 04:13 PM
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Good numbers! I'm a south Florida boy as well.
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Old 09-22-2012, 10:40 PM
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Who tuned it Roger ? BTW just a tune with a SAFC , you could have gone to STP in Broward for that
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Old 09-24-2012, 06:46 PM
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Yeah, Roger tuned it. I posted it earlier, a friend of mine was really pushing japtrix. I might be going back to get it tuned again somewhere if nmexmax gets good results with his larger fuel injectors.
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Old 07-30-2013, 07:37 PM
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Looks like you guys were right on about the ecu pulling timing. I did some data logging with my cipher and had the following results tonight:

15 btdc base ignition setting (same setting that I dyno'd with)
3300 rpm --- 16 deg
3388 rpm --- 17 deg
3563 rpm --- 6 deg
3613 rpm --- 2 deg
3688 rpm --- 2 deg
3750 rpm --- 2 deg
3850 rpm --- 2 deg
3938 rpm --- 3 deg
3988 rpm --- 3 deg
4013 rpm --- 4 deg
4013 rpm --- 4 deg
4013 rpm --- 5 deg
3988 rpm --- 5 deg
4013 rpm --- 6 deg
4050 rpm --- 7 deg
4113 rpm --- 7 deg
4150 rpm --- 8 deg
4213 rpm --- 8 deg
4238 rpm --- 9 deg
4300 rpm --- 9 deg
4338 rpm --- 11 deg
4375 rpm --- 11 deg
4425 rpm --- 12 deg
4475 rpm --- 13 deg
4513 rpm --- 15 deg
4563 rpm --- 16 deg
4638 rpm --- 17 deg
4688 rpm --- 17 deg
4725 rpm --- 17 deg
4775 rpm --- 17 deg
4825 rpm --- 19 deg
4900 rpm --- 19 deg
4950 rpm --- 19 deg
5000 rpm --- 19 deg
5050 rpm --- 18 deg
5088 rpm --- 18 deg
5113 rpm --- 17 deg
5125 rpm --- 17 deg
5150 rpm --- 17 deg
5175 rpm --- 17 deg
5225 rpm --- 16 deg
5275 rpm --- 16 deg
5313 rpm --- 17 deg
5350 rpm --- 17 deg
5388 rpm --- 17 deg
5425 rpm --- 18 deg
5475 rpm --- 18 deg
5500 rpm --- 18 deg
5550 rpm --- 18 deg
5588 rpm --- 18 deg
5613 rpm --- 20 deg
5650 rpm --- 20 deg
5700 rpm --- 21 deg
5750 rpm --- 21 deg
5813 rpm --- 21 deg
5863 rpm --- 21 deg
5888 rpm --- 21 deg
5913 rpm --- 21 deg
5938 rpm --- 21 deg
5975 rpm --- 21 deg
6013 rpm --- 21 deg
6050 rpm --- 22 deg
6075 rpm --- 22 deg
6088 rpm --- 22 deg
6138 rpm --- 22 deg
6188 rpm --- 22 deg
6200 rpm --- 22 deg


Looks like it's about time to get some bigger injectors and strap it back on the dyno.
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Old 07-31-2013, 07:46 AM
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Holy crap man. Yeah, I've proven the theory time and time again. But never really thought of the IPW and how large the injectors being, even though it's an elementary concept I should have grasped early on.

And I still haven't logged it with the new 440's. But I did see a small difference which has been documented somewhere here the difference between 335's (Z33 injectors) in using both the 3" MAF and 3.5" MAF.

The 3" required me to remove about 8 - 12% fuel in order to remain where I liked it (13.0-13.5) and timing was "optimal" as far as I thought on timing also.

Went to the 3.5" MAF with the same injectors and the timing suffered a few degrees globally and power didn't do much even though I had a different intake manifold on there.

And, as you know, recently I did some logs just so I could sleep better at night knowing my timing curve, and I've got a pretty aggressive one despite adding +22-25% fuel via SAFCII. So it seems true as you stated or someone did, I think it's the injectors pulse width being so small re: their capacity that has helped this and now timing isn't affected negatively.

In any case, I would like to dyno soon prior to adding the NWPTB.
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Old 07-31-2013, 04:50 PM
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It just dawned on me during ride home from work that my factory timing was set at 14 deg btdc, not 15 deg as shown in the log above. Timing curve might be marginally worse than what I posted above.

It'll probably be a couple months before I buy a new set of injectors and dyno again, but I'll definitely post a follow up to see what, if anything, a little bit of timing will do.
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