whos' throwing out a number??

i have many dyno runs, and tuning hours into my opinion.

that Z that blew up was a ticking timebomb from the beginning, and by no means an example to keep using as reference for specification.

anyone that would set their TT up that way, and then haphazardly adjust boost (without pulling timing and revising the fueling) becomes the exception to normalcy, not the rule....

IMO

 

SMS, not trying to be controversial, just letting people know that we really don't know if 9 or 10 psi is the safe limit on the G35 if "done properly". You surely have done more research on the subject of FI than I have, but only time will really tell the tale. That's all I was trying to say.

<font color=blue>The above statements are only my take on the issue. If you disagree with anything I typed then you are 100% right!</font color=blue>

 

understood...

controversy is not necesarily a bad thing here, nor am i upset by it....

i am, however, ttying to learn/find more out about the VQ limitations, and dont wanna dismiss other's failures (but in this case, the 7.XXX lbs is no yardstick i will use for theory)

my service manager spoke the an Infiniti engineer on friday, and found out some of the design limitations of the VQ.... that (plus safe mapping and tuning) is what i am going by for the formula for success.... (remember that the blower doesnt have 9 lbs of boost at any rpm range other than MAX; the turbo cn get peak boost sooner, and hold thruout the revs , till the wastegate expells)
that's why i am not afraid of the 10lb number, since it is a split second number, that i dont use on the street anyway; i am more concerned/interested with the additional boost to be had at lower, streetable rpms that the smaller pulley subsequently creates...

rambling on , at this point...

more data to follow, with graphs of progress too......