andy10v

Sounds good, any further engine mods planned?

I hope to get a similar result, once I get my finger out and get the headers fitted.

I keep swithering about doing cams as well, typical scope creep for a car that was supposed to stay stock.

Do people build their own fuel returns for the 350z or just buy the kits?

How do you find it to drive after a 350?

That is a nice result, is it noticeably quicker to drive than stock now?

What is the current engine mod list?

You can basically use any appropriately sized supercharger, but you will need to fabricate a mount, tensioner setup, get it in line, fabricate pipework etc. Mini supercharger would be too small.

Unless you have the skills to fabricate/weld I would pass, also being a pioneer is normally expensive.

However if you enjoy a challenge, anything can be done. Simplest/cheapest would probably be a Eaton M90 (ebay from a Jag etc) onto the lower intake manifold manifold, and a big hole in the bonnet, simply ugly and effective, could possibly be done with a plate style adapter. I think a DIY centrifugal would be fiddly, and I have not seen cheap OEM centrifugal superchargers.

Yes but what lasting gains are to be had if the ecu dials them out days later?

*never seen proof of this but so the story goes.........

MAF based WOT with long term fuel trims could give an initial HP increase from breathing mods due to a leaner mixture than stock, assuming stock WOT is safe/rich. Long term fuel trim would then adjust injector pulse duration to due to continual difference in short term fuel trim target/value giving a higher than stock, but lower than when the mods were fitted.

MAF is different from speed density/alpha N, the MAF can read increased airflow from breathing mods, and then take a value from a different cell, so slight increases in efficiency will be "tolerated" by the ECU, but large deviations will not, as the cell values are not there to support it. Stock ECU will allow a certain amount of variation due to wear on components, sensor drift, differences between engines, fuel octane rating etc.

A proper live map will optimise all the cell values for the cars increased VE etc, giving a larger power gain.

This would appear to be supported by people fitting headers and getting a small HP gain, then a remap giving more.

tool for doing seals with he heads still on got mine orderd mine blawn oot a bit smoke aswell on the up side It stops folk driving right up yer arse

Did you have to get it from the states?

Same car recorded 270hub bhp thou pretty good number for a DE motor , circ approx 310 flywheel bhp , stock motor , headers, ART decat pipes, plenum spacer,stock airbox with velocity stack, Milltek system and a very good reamp with UPREV. a Stock DE will give around 235/240 hub bhp we have seen from all the cars we have run over the years.

Ignoring cam install costs, would a set of "stage one" cams, eg Nismo R-Tune, Tomei PonCam, JWT S1 give a significant improvement on the above car?

Good info thanks.

Is a revup oil pump a good upgrade in that case if you were fitting cams/springs/retainers?

What limits RPM on a DE?

What is your planned spec Ben?

Long tube headers £1500

JWT C8 cams £

JWT valve springs/shims £

Uprev £450

Plenum spacer?

Ben UK 75mm TB?

Injectors?

How bored will you get changing the headers every year so you can get through an mot?

Would you not just build an MOT cat pipe you fit to the centre section for MOT? Even if you were running true duals you could easily make a Y-cat-Y to make an easily swapped section, then just run straight pipes in that section the rest of the time, V bands or bolt through flanges and it would be a quick swap.

So cost wise on DE assuming the Superstreet/Onpoint numbers are correct and using their mods anybody fancy filling in some blanks or correcting prices?

How much gain did Sasha get by using a custom upper plenum rather than just a spacer?

205-210whp

Stock £0

272whp

Longtube headers £1500

Race exhaust £600

Custom intake plenum £

90mm throttle body £250

Remap £450

Total

292whp

Longtube headers £1500

Race exhaust £600

Custom intake plenum £

90mm throttle body £250

Remap £450

Stage 1 cams £900

Total £

326whp

Longtube headers £1500

Race exhaust £600

Custom intake plenum £

90mm throttle body £250

Remap £450

Stage 2 cams £900

Valve springs £

Total £

Note "With 300 degrees of duration, these cams don’t idle all too well and won’t run very smoothly below 2,000 rpm, but they make power."

372whp

Longtube headers

Race exhaust

ITBs

JE pistons

Eagle rods

Stage X cams

Valvesprings

Ported head

Injectors

Standalone ECU

Mapping

Total £

Note "the engine is constantly surging and will not run below 1,500 rpm."

413whp

HR engine swap

3.7 stroker

JE pistons

GTR rod bolts

Valve springs

Cams

ITBs

Injectors

Fuel pump

Custom airbox

Dry sump

Standalone ECU

Mapping

Total £

DE supercharger costs 350 WHP

Supercharger kit £

Uprev £750

Total £

DE supercharger costs 400whp

Supercharger kit £

Uprev £750

Fuel system £

Total £

Personally my current plan is

Plenum spacer £170

HR exhaust manifolds £110

Decats £200

Uprev £450

Total £930

Not sure whether to do cams as well, jumps the cost up a fair bit, Nismo exhaust already fitted as it came with the car.

The above ignores labour costs, assuming DIY.

£200, 1988 Audi 90 2.0 10v, it had no MOT or tax, it didnt even start

Abbey fit them to DEs

http://www.350z-uk.c...lds#entry937642

HR has tubular manifolds as stock which I am afraid flow real well , we have fitted a few sets of HR manifolds to DE motors with good results. We only fit these thou when we have the motor out for some work. Too much trouble to do with the motor in for the gains.

 

I very much doubt your see a 10 to 15 bhp gain from a manifold change , the main restriction on the Zed exhaust set up is the stock Cats , running HFC helps a little with flow but running Decats give the best flow but can be noisy on some exhausts , the Milltek works well with de-cats thou on the 350Zed.

 

We have been told about some other headers that do work but they remove the ability to fit cats to the car thou, they are made by

 

http://www.ppeengineering.com/

 

Got some RHD stock header being shipped out to them to get them to jig up for RHD cars.

 

I do feel you may see the steering column fouling on the RH header thou.

HR v DE (pictures stolen from the internet)

As far as I can read you need to use HR decats or HR cats with HR exhaust manifolds on a DE.

HR manifolds can be used as an economical upgrade on a DE, fit HR decats at the same time.

Would you fit the manifolds yourself or pay to get it done? That makes a huge difference to value for money.

HR or DE decats?

Yes it has been resurfaced in August. I was last up at the start of August.

Crail thrash day?

Looks like a fun day out, nice catch at the start! I did the same thing at Clarks but lacked the talent to catch it and ended up in the gravel

Thanks for the build thread, it is a good read through.

There are universal 4" (I think a K1 is 4" tips?) exhaust bungs on ebay, you will probably have to drill the new bung to match your existing exhaust

Thanks, always a relief with a new car.

Quaife arrived, comes with instructions to shorten a shaft.

Opened up the spare diff for a quick look

Whiteline diff bushes are on backorder with Clark.

I bought a set last night I am afraid, your ones would have been much closer!

Thanks

Looking for HR decats

thanks

Looking for a pair of HR exhaust manifolds.

thanks

Put the front end back together last night, topped up the oil, ran it up to temp with no leaks.

MOT passed today with no advisories!

Power steering cooler arrived today so the bumper will be coming back off to fit that.

I think the car deserves a pair of decats for passing its MOT