New Kinetix Intake Manifold
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From: Miami, FL
New Kinetix Intake Manifold
Read this thread. The new IM got this guy 50rwhp. They are going to test on an n/a car this week.
http://www.my350z.com/forum/showthread.php?t=117236
http://www.my350z.com/forum/showthread.php?t=117236
It should be stated that the peak gains of 55 rwhp and 9 lbs tq were on a FI car and that all the gains were above 6K rpm. Still pretty impressive nonetheless.
http://www.my350z.com/forum/showpost...6&postcount=33
http://www.my350z.com/forum/showpost...6&postcount=33
Looks nice, but with a N/A car I cant see how they will not lose major low-midrange torque due to reduced intake velocity. The stock cam profile and ECU parameters for the variable timing are not matched well for this type of tunnel ram approach. I'm sure the top end will gain, but if you are wowed only by peak HP numbers on a dyno chart, consider the following:
For a vehicle to cover "X" distance as quickly as possible, it is not the highest peak power generated by the engine that is most critical. It is the highest average power generated across the distance that typically produces the quickest time. When comparing two power curves on a dynamometer chart (assuming other factors remain constant), the curve containing the greatest average power is the one that will typically cover the distance in the least time. This fact is what makes the nature of the powerband important. You don't want to give up powerful mid-range performance just to have the highest peak power numbers--that's only good for bragging rights and will kill your acceleration because most time spent accelerating is in the mid-range, not at peak-power RPM. Actually, we want both (maximum mid-range power and maximum peak power), don't we? I guess we'll just have to see the N/A dynos to be sure.
For a vehicle to cover "X" distance as quickly as possible, it is not the highest peak power generated by the engine that is most critical. It is the highest average power generated across the distance that typically produces the quickest time. When comparing two power curves on a dynamometer chart (assuming other factors remain constant), the curve containing the greatest average power is the one that will typically cover the distance in the least time. This fact is what makes the nature of the powerband important. You don't want to give up powerful mid-range performance just to have the highest peak power numbers--that's only good for bragging rights and will kill your acceleration because most time spent accelerating is in the mid-range, not at peak-power RPM. Actually, we want both (maximum mid-range power and maximum peak power), don't we? I guess we'll just have to see the N/A dynos to be sure.
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From: Encino (L.A. 818), Killa Kali
OMG. OMG, there aint enough curse words in my dictionary to say wat i wanna say. But.
Anyone know where i can GET ONE?
i saw the huge a$$ thread on my350z.com anyone have anymore info on it?
Anyone know where i can GET ONE?
i saw the huge a$$ thread on my350z.com anyone have anymore info on it?
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Joined: Mar 2004
Posts: 348
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From: San Diego, CA
Originally Posted by RashMan1450
OMG. OMG, there aint enough curse words in my dictionary to say wat i wanna say. But.
Anyone know where i can GET ONE?
i saw the huge a$$ thread on my350z.com anyone have anymore info on it?
Anyone know where i can GET ONE?
i saw the huge a$$ thread on my350z.com anyone have anymore info on it?
NA dyno to come by wednesdayish, going to cost you about 6-800 by the guesses floating around, a future group buy in the works, replaces top and mid manifold, engine cover to be offered with it too, and thats about all the info. The rest of the thread is full of:
OMG, there aint enough curse words in my dictionary to say wat i wanna say. But.
Anyone know where i can GET ONE?
Originally Posted by ballisticus
Looks nice, but with a N/A car I cant see how they will not lose major low-midrange torque due to reduced intake velocity. The stock cam profile and ECU parameters for the variable timing are not matched well for this type of tunnel ram approach. I'm sure the top end will gain, but if you are wowed only by peak HP numbers on a dyno chart, consider the following:
Plenum
Originally Posted by ballisticus
Looks nice, but with a N/A car I cant see how they will not lose major low-midrange torque due to reduced intake velocity. The stock cam profile and ECU parameters for the variable timing are not matched well for this type of tunnel ram approach. I'm sure the top end will gain, but if you are wowed only by peak HP numbers on a dyno chart, consider the following:
For a vehicle to cover "X" distance as quickly as possible, it is not the highest peak power generated by the engine that is most critical. It is the highest average power generated across the distance that typically produces the quickest time. When comparing two power curves on a dynamometer chart (assuming other factors remain constant), the curve containing the greatest average power is the one that will typically cover the distance in the least time. This fact is what makes the nature of the powerband important. You don't want to give up powerful mid-range performance just to have the highest peak power numbers--that's only good for bragging rights and will kill your acceleration because most time spent accelerating is in the mid-range, not at peak-power RPM. Actually, we want both (maximum mid-range power and maximum peak power), don't we? I guess we'll just have to see the N/A dynos to be sure.
For a vehicle to cover "X" distance as quickly as possible, it is not the highest peak power generated by the engine that is most critical. It is the highest average power generated across the distance that typically produces the quickest time. When comparing two power curves on a dynamometer chart (assuming other factors remain constant), the curve containing the greatest average power is the one that will typically cover the distance in the least time. This fact is what makes the nature of the powerband important. You don't want to give up powerful mid-range performance just to have the highest peak power numbers--that's only good for bragging rights and will kill your acceleration because most time spent accelerating is in the mid-range, not at peak-power RPM. Actually, we want both (maximum mid-range power and maximum peak power), don't we? I guess we'll just have to see the N/A dynos to be sure.
