Not really new…I have had the VQ35DE running for about 6 months now. After about 10,000 miles of spirited driving, I finally took her to the dyno and bringing results to the org.

I personally carried out the swap, but would have never been possible without the support of my wonderful girlfriend, the abundant VQ35DE swap info on the org, and particularly Stephen Max with his help in prepping the engine with/for me.

The result:

Uncorrected:
N/A Run: 243 hp @ 5500 rpm; 253 ft-tq @ 4500 rpm
NO2 Run: 344 hp @ 5100 rpm; 395 ft-lb @ 4500 rpm

SAE Corrected:
N/A Run: 233 hp @ 5500 rpm; 242 ft-lb @ 4500 rpm
NO2 Run: 330 hp @ 5100 rpm; 379 ft-lb @ 4500 rpm


Performance Mods:

-VQ35DE, ARP Rod bolts
-JWT ECU with “65 Shot-Dry” Nitrous Control Module
-70 mm Pathfinder Throttle Body
-STOCK VQ30 Exhaust Manifold
-Custom Exhaust
-3” Y-pipe, 3” Dual 2.5” out Magnaflow )
-Custom Pop Intake
-Walbro 255 L./hr high flow,
-Aeromotive Universal Fuel Pressure Regulator
-Innovate Wideband 02
-Denso Iridium Plugs (Stock Heat Range)
-2001 AE VLSD 5-speed Manual Transmission
-Balanced Flywheel/Pressure Plate
-Fidanza Flywheel
-ACT (NM1-XTSS 449 ft/lbs capacity)
-Raxle Axles
-Carbon Fiber hood, B&M Short throw, dropped, sway bars, etc.


N/A Runs:

RED: Above mods with VI closed
GREEN: Above mods wit VI open
BLUE: JWT, Y-pipe, VQ30DE


Conclusions: Optimal power is found with the VI open between idle and 4000, closed from 4000 to 5800, then open again from 5800 to 7000. Time to dump the Summit RPM switch for a window switch.




Nitrous Runs (JWT “65 shot” Dry)

Red Curve power with 800 psi bottle pressure and a very flat 12.0 A/F on the tail sniffer Wideband EUGO. However, a perfectly flat 11.3 on my LM1 Wideband…go figure.

This dyno shows the VI actuating at 5800 rpm.




Other dyno testing:

Comparison between 13.3 (WOT fuel @ 40 psi) and 12.7 A/F (WOT @ 48 psi) ratios yielded same power from 2000 to about 5500, but the 12.7 A/F gave an average about 5 whp from 5500 to 7000. These measurements taken with my LM1 Wideband and not the tail sniffer’s readings.

.

 

veeery nice numbers.
im thinking about Vq35 swap too

 

Good setup, good numbers, good post, good job. The org needs more of this. Your findings about the open then closed then open VI are very interesting.

Tailpipe sniffers read leaner than widebands installed further upstream typically.

 

Great news.

Do you have the run files?

red X >

I've also dynoed with the VI open/closed, but I cannot see your runs...so.. I cannot conclude at this time.

 

Glad it turned out so well, Andres.

 

Those are some great numbers... the pics aren't showing up for me either though.

 

The putfile server seems to be having trouble. I'll see if I can get them hosted on cardomain.

 

Do you have the run files?

Also try photobucket.

 

Post some of the pretty engine pictures for the motorheads, too. My hard drive crashed so I no longer have any of them.

 

Damn 233/242 before headers. Maybe the 5-speed having little loss really does help. JWT timing must help quite a bit too.

And the power under the juice is incredible. That is about 450 pounds of torque at the crank with just a 65 shot! Insane.

How much the car weigh, BTW?

 

Just in case the Putfile server is acting up, here are the dyno plots from another source:

N/A Runs:



Nitrous Runs:


Further dyno run descriptons available on post #1 of this thread.

 

maybe a 3 inch ypipe + vq30 headers...will yield similar or better gains than a 2.5 inch full cattman header system? thats prob why hes putting healthy #s already without headers?

 

Very interesting about the open/close points plural.

Please do post the run files... I'd like them too. And yes some pics for the motorheads would be a bonus..

 

Very nice numbers!!

We others really need to do something about our timing..

 

Man I wish I could do a 3.5 swap because I'm not going to do it until this engine goes.

 

This new data has the potential to justify and employ a triple stage IM... using 2 switchover points.

 

I don't have engine pics with it in the engine bay, but here is the engine on the stand.

I will try to get you guys the video of one of the dyno runs.

For the motor heads:

 

3 inch exhaust seems like overkill. 2.5 keeps the velocity real high. But what do I know.

And we don't have any other dyno to compare with a 4.5 gen w/headers & 2.5" catback like mine. I will provide a baseline before the other mods this spring when I dyno though.

 

Yeah it's even got me curious if it would apply to my 00VI... I never dyno'd with it open down real low like that. I will find out come spring.

At least with the EU I can switch it open/closed up to probably 8 times if I wanted to... lol

 

The exhaust setup:

3" Y, onto a 3" inlet (Magnaflow mufflerJ)
2*2.5" outlets (reduced to 2.25)

The undercarriage looks like this:

 

The "65 shot" has never been a "65 shot". (hence it in quotes)

The JWT ECU Nitrous fuel map is supposedly set for a 65 shot on VQ30 injectors. When I received the kit (3.5 years ago), it included a 0.42 jet which is for a 80 shot, not 65.

Either way, when tuning my VQ35DE naturally aspirated, I obtained best power with a fuel pressure set at about 48 psi. Needless to say, the increased injector size (from 260 to 290 CC/min) and increased pressure (43 psi to 48psi) would inevitably alter the "65 shot" fuel map (on the rich side).

Possible solutions:
1) Lower fuel pressure on N/A to accommodate 80 hp jet, or
2) Increase jet set size and leaving N/A Air Fuel untouched

I opted for option 2, although I know that a set of one step colder plugs are needed/recommended. However, JWT nitrous tune timing pull takes a bit of my worries away.

The jet used for this last run (red) is on 0.49 jet (~110 hp). The blue run is on 0.47 jet.

So, 450 ft-lb at the crank are with a 110 hp jet and not a “65 shot”.

Based on my current A/F reading with nitrous, a larger jet is needed to bring my 11.3 A/F to at least 12.0. The 100 hp jet yielded an A/F of 10.8.

 

I was wondering what the power/torque would look like if we were to somehow able to open the valve according to a certain rpm, meaning setting
the VI to open 25% @ 3500 50% @4000 75% @ 4500 rpm etc.... OR if it would even make any difference at all

 

Being tht it's vacuum actuated and not electronic (a la e-throttle on 02+) it would be a PITA and probably not worth the trouble. But that's IMO.

 

Looking at your N/A dyno it would be beneficial if you could have the VI open from 2500 to 4000, then have it closed again until 5500-5600.



EDIT: Reading > me

 

I have yet to weigh the car, but it is not uncommon for me to lose traction on a 40 roll (2nd gear) punch. This is off the bottle. I think that all of here know what happens at 40 mph when I try to hook 390+ ft-lb on street tires.

I guess that the battery in the trunk and carbon fiber hood don't do much for traction.

BTW, the car is a 96' GXE. I will try to get weight and 1/4 numbers sometime soon.

 

Yup ... but we would be talking 100% open or closed, not xx%

 

Very cool. Thank you for sharing with the org!
Just curious as to how much of a bang for the buck this swap is, How much $ did you drop on the entire setup?

 

Wow, it's great to see another person with the JWT 65 shot program, even if he isn't using it as directed
About the nitrous jet size- I talked to JWT and they said the .042 jet is for a 65 shot. Where did you read that it's for an 80? The .052 jet should be for a 100 shot IIRC....
You're putting down some great numbers. Now get to the track

 

Another instance of JWT being retarded. .042 is an 80 shot. .052 is a 120 shot

 

could you post a sound clip of the exhaust set up?

 

excellent.....

 

God damnit JWT..... They're basically trying to get me to blow up my engine....******* idiots

 

Remember when we told you they didn't know it all

 

nice to see another 3.5 4th gen out there, and those number n/a

 

I remember ALL of the times I've heard that by now. I'm used to it.

 

That was with a VLSD tranny, too, which has higher losses than the open diff tranny. Didn't Mardi lose about 20 hp going from open diff to VLSD?

 

As requested, here are large sized poor quality videos of one of my dyno runs and my exhaust.

NO2 Dyno Run

Poor quality video, but here is what you may wan't to see:

4th Gear Pull
A-Pillar Pods:
-EGT (Max of 1400 deg F during N2O run)
-Fuel Pressure (48 psi at WOT)
The LEDS on the A-pillar POD:
-Green: Lit when VI is activated
-Orange: Lit when N2O Dry Solenoid is powered
-Red: Reserved for future use

CEL: Nominally no codes, enabled by JWT ECU during dry solenoid actuation


Exhuast Vid
Or maybe this link

In the exhaust clip, the first 12-13 seconds are inside the car, doors closed.

 

I never saw that thread, but I assume that would be a percentage of power made, not a set amount. Since Matt is making like a bazillion HP, I assume the loss on a NA car would be in the order of less than 5 HP....
Got link?

 

Wow....can't wait to see what times you pull with that beast.

If you're running FWD VQ35 injectors they're 270cc@3bar, so at 48psi they'd be ~284cc.

Also, you're running a bigger bore, so JWTs VQ30 NA program isn't going to be advancing the timing enough.

P.S. It's N20...

 

I don't recall any thread about it. I remember him thinking about the fact that his quaife might be sucking some power being as it is heavier than the stock diff, but I find it hard to believe it would even be noticeable, it's only a few pounds and the moment of inertia for such a small radius (like 2") is very small. I didn't know mardi ever had VLSD even, I thought he went straight from stock to quaife.

Also, there are lots of guys out there with VLSD that don't show any abnormal dyno numbers. I30tMikeD for instance, both when he was NA and now that he's turbo.