I have been doing the basic mods to my 2005 6mt and have been very happy with the outcome. The next on the list is the new crawford plenum. It should be here in a few days and of course I had to call doug @crawford today and we talked for about 30 minutes. This is a very nice man and its no wonder why he has such a good reputation. This guy tells it like it is and made me feel like I have done the best installs so far. I was worried about the new plenum and the new 2005 Mt bottom plenum. I do not want to lose any bottom end power. He basically told me I might be very surprised on this new Plenum change. In other words even more H-Power. This is how the conversation ended. He said we are at about 280 to 285 rwhp now and to reach the "magic 300 zone internal mods will have to be made. I will do a dyno test after the install. OH I forgot to mention that the stillen grounds are coming off and the "gords" are going on. My goal is to to reach 250-260 to the rear wheels. IM at 4800 ft above sea level and I know that will hurt power. And in this lean condition I want to try a colder set of plugs degreed in to the exhaust valves. IM open for a few more mods if you guys want to share.-----------------------------------Dennis

 

get a supercharger

 

Do not want one, I quess you have one. Is that right?

 

Gee, so you said that doug's 350z is about 280 to 285 rwhp? what mods does doug have?

 

Considering most 6mt are dynoing around 225 to 230 rwhp, 250 rwhp is not impossible.

 

he has a 2005....so the 225 to 230 doesn't factor in.

GEEPASTA~ Make sure your dyno is SAE corrected then the sea level won't be a factor.

 

That i can not say. I belive its all of his "bolt on's. Call this guy he is just great.

 

Doug has a 350z, so he runs the 350z stock intake (which means you'd need a z-tube). He also has the Crawford Plenum, Crawford Headers, Crawford Cats and the TS ECU reflash for the "Crawford Package". That is all Doug has on his car and he's getting 280+ rwhp. With headwork and new cams he's hoping to hit 300+ rwhp. The only snag seems to be the ECU. (Who would have guessed... )

 

neffster, he doesnt have any after market exhaust?

 

Sorry, I think he's got the Borla TD for the Z of course... Forgot about that one.

 

GEE PASTA,

Before my current job, I was an engineer for NGK Spark Plugs for 4 years...

I'm a little lost on why you may be thinking of switching to colder plugs. Is the cylinder pressure increasing?

At your elevation, getting enough air is a problem, of course. This means that if you install a colder set of plugs, you may be risking a possible fouling issue when the engine is cold/cool, because you may not be getting enough air (i.e. a rich mixture). In theory, the MAF should help balance this out by readjusting the injector timing so that this doesn't happen, but you never know.

I just wanted to issue you a possible warning about that. Unless you've increased cylinder temperature (either through pressure, spark timing, poor cooling or prolonged high RPM use), you shouldn't need a colder set.

I also wouldn't go the other way on that enginer, either (hotter). The knock sensor programming on that engine (another NGK product) is very sensitive. Why Nissan programmed it to be like that, I have no idea.

Now, as a suggestion for plugs, I would honestly say that a set of single iridium plugs from NGK or Denso might help give you back some hp. Not alot (a big misconception is that spark plugs can give back bunches of hp, this is usually not the case), but maybe one or two, plus maybe a little more throttle responsiveness (flame front movement on iridium spark plugs is faster than most other plugs, due to the smaller center electrode size).

NGK's are the iridium IX plugs (LFR5AIX-11), and Denso's are the Iridium Power. Don't even bother with the Bosch +4's: more ground electrodes don't help power, they only give more anti-fouling capability.

Sorry about the length, just my $0.02.

 

I agree with you. IM trying to get more timing in the VQ. Anything I can do to keep the knock sensors from pulling the timing out is what I trying to do. I had in the past real good luck with degreed spark plugs with the gap open to the exhaust valves. Running a drag car on the verge of detonation the fine tuning of degreed plugs helped. It only takes one cylinder to detonate to have the knock sensors pull timing out. What do I have to lose anyway.
Dennis