Run 32 is (Zack342) Me (red dyno graph)
Mods:
Stock ECU/MEVI/UR Underdrive Pulley/Warpspeed Y-pipe/Catco highflow cat/Greddy SP catback/Sun Automobile Hyperground system/Optima Redtop Battery
1999 SE 5speed (Cali-Spec)

Run .001 is jenk01SE dyno (blue Dyno graph)
Mods:
Cattman Headers, Cattman Y-pipe, Cattman High Flow Cat, Frankencar Cat-Back and Intake with JWT Pop Charger, JWT Lightened Flywheel, JWT Clutch, Unorthodox Undersized Crank Pulley, Throttle Body Restrictor Removed, 17 deg Total Timing Advance
2001 Se 5speed

 

wow..thats pretty interesting....what was the temp when you guys ran on the dyno?

 

I wonder what some spark advance and headers would do to the mevi dyno.

 

Very interesting comparison. You guys mind if I use this graph for my 00VI compilation on my site?

 

What gear were these runs done with?

Something I notice is that the 5th gen has a lightened flywheel. This tends to shift the powerband to the right and NOT AS A RULE OR ANYTHING, but from what Ive seen, lightened flywheels give lower #s for TQ. That would be PART of the reason why your MEVI mostly platteus (sp*) from 5600-redline, and his 00VI seems to barely start to make its platteu at redline, and why his TQ is less.

Im speaking from my personal understanding, so if anyone has a different view, please jump in.

 

the timing advance means nothing for the 5th gen as that advance is only for non WOT conditions below 2300rpm...after that the ecu goes into closed loop mode and reads off preset IG advance maps...and hence stock ignition timing...but the headers over y pipe might account for a good deal of the difference as well

 

What graph are u looking at? The 00VI is the blue one and MEVI is the red one

 

That's cool with me.

 

We should have mentioned that my run data is before I installed the lightened flywheel and underdrive pulley...

My run was done in 3rd gear.

I think you need to re-examine the graph regarding your statement above (blue vs red).

 

I don't have the run data on me (at home) but I believe the temp was in the mid-70s (typical Tucson Winter). I can give details once I get to work tomorrow.

 

DOUH! Soory about that long day at work hahah

 

I understand, after reading your post I had to double check myself to see if I didn't get it wrong.

 

considering you dont even have headers the difference in power is very minimal. throw on some headers and hit up the dyno again!

nice numbers too!

 

Great comparo. To me the 00vi curve for these graphs seems like a pretty decent amount of avg. power over zack's. Don't know how much is from the headers. Both nice curves though. The curve i'm most interested in doesn't exist yet, 00vi, i/y/e (no headers) and good EU tune (hopefully where i'm headed next year).

 

although this is a good comparison, i dont think its really fair. both cars need the same mods and headers could make the entire difference. i do like the comparison though

 

On 3.0's? I seriously doubt it. A small, small difference maybe but "the entire difference"? No way...The 00VI is just better, plain and simple.

 

No A/F ? .

 

I'm confused...how is a 5spd 5th gen, which typically dynos at around 190WHP stock...making only 200WHP with headers and a plethora of other mods? =|

 

Why 3rd gear? I thought forth was closer to 1:1 .

 

I will be on the dyno yet this fall with a full EU tune. My dyno from last year was fuel only... this year timing too.

 

Conditions were:
77.6 deg F
27.45 in-Hg
14% Relative Humidity

 

can you show us a stock dyno run making 190WHP?

 

Unfortunately, not for mine...

 

can't wait to see dandy's new dyno...timing makes a huge difference on our 3.0's as you guys all know...and A/F makes very little difference...he already made something like 220whp...I am guessing with extended rev limit and a lot of timing, dandy could hit 240whp! that's up there with the fully bolt-on 3.5's!

and as to what nypd-arnold said, I have always believed that 5th gen's don't make 190whp stock...more like 180...plus you need to understand that zack added the mevi, and it has been proven that about 90% of the reason why de-k's make more power than the regular de engine is the inclusion of a variable manifold from the factory...with the de-k already having it, that huge-gain mod is not there for 5th gen guys to do...in other words without the mevi, zack would be hitting atleast ten less whp peak...

 

Assuming this is Arrons' old dyno.....

1)4G vs 5G engines have some differences internally.
2)He also has 19" wheels.
3)The axle back part of the catback was disconnected.
4)Dyno was 'skewed' due to incorrect elevation and SAE overcorrection.

 

Also, he LOST 3-5whp IIRC with the Fastcat, but I'm not sure which run this is, ie before or after.

 

It is but:
2) I have 18" wheels and they are very light

 

Actually, we expected to see a difference between the stock and high-flow Cat, but there was none apparent.

 

There was definitely a loss post fastcat, but your car was moved to use the lift and then restrapped down. That alone could have accounted for ~3-5whp loss.

 

I'm definitely getting interested here with talks of a 240 WHP all-motor 3.0

Would you really say 90%? Or was that just a random estimate? I would think the differences in the cams would offset each other (better exhaust cams, not so good intake cams). I realize there's other differences as well, though...

 

I am not claiming 240... I have said I was hoping to be somewhere between 230-240. We shall see... remember I do not have cams or a flywheel.

BTW.. to those of you that have PM'ed me in the last couple days about various things... I am not ignoring you, I'm just crazy busy this week and will get back to you as soon as I can get some time to sit down at the computer in an evening. The only reason I'm popping on here once in a while during the day is because I am going crazy doing budgeting at work and taking quick breaks...

 

I was thinking going the same setup as you dandy, I have another set of heads that a shop that has done vq35 heads that has already accepted my challenge in seeing how much more flow they can get out of them with a budget of only $1000 or so...but I don't know if I want to go through with it since if I were going to swap heads with ones that are raced out and go through all the trouble, I would also do jwt cams and valve springs...I wonder at what rpm my power would peak with cams and a ported & polished head?

 

Zack342 /98SEBlackMax /jenk01SE

 

Conditions for my run were:
90.76 deg F
29.67 in-Hg
16% Relative Humidity

 

now I would like to see a 5th gen or guy with the 00VI remove his power valve completely and add his curves to that graph...!

 

Mods for that run were -

Apexi filter with Frankencar Intake
2000 DEK manifold swap with ported upper matched to VQ35 Pathfinder TB
Aluminum flywheel
Warpspeed non mandrel Y pipe
CM test pipe
custom b pipe with stillen muffler
SMT-6 +8 timing and 13.5 A/F
15" BBS wheels with 225/50/15 tires (34 pound combo)

Weather condition was -

94.8 F
29.7 in-Hg
10% Humidity

SAE Corrected

Also the original motor had 173K and was not in the best shape.

Can't wait to go back this October and make another run, the new DEK motor feels aot stronger than the tired DE. Best run with the DE was 14.9 with a totally stripped interior, 1/6 tank of gas, and trunk stripped. This year I've run 14.5 with the full DEK and with full interior,1/3 tank of gas, and a trunk full of stuff. Both times I used the same tires and had similar weather conditions.

 

how come the motor was not in the best of shape. did you do a compression test. Just curious.

 

Burning oil and it had the signs of bad compression, few months later that motor died and I had to swap in another. It still sits in the garage and I have yet to perform an autopsy on it.

 

In my opinion you guys are not making a valid comparison for a number of reasons, the most obvious of which is that different dynos read differently. That and the fact that Zacks dyno is atypically high further invalidates the results for me.

 

Dandymax dyno.