Tell me about it! I sold my 235whp/161tq for this car! It was fun, but i need a more professional car right now in my life, find a job first(last year of college)/buy house/ and then rebuild a K series Hatch.

Yes, nice sound system too! I hear that on the lotus though! Throw a K20R or my 235whp/161 tq k20R and you'd fly in that lotus! Like my 2075lbs hatch haha but RWD.


O yea, and for guys that dont know, he designed that Velocity Stack i posted up, and is some form of an engineer. He spent alot of R&D to make that V-Stack into the well engineered piece it is today. I dont see why it wouldnt work better than the stillen stack and filter?

I would play to run it open with no filter on track days!

 

But exactly why would it work better than a stillen when this V-stack wasn't even developed on a 3.5 liter Nissan VQ engine?

 

Well thats the thing, im not sure why. Theres only one way to know, and thats through testing.

This Stack vs. others on close to stock motors and fully built motors pushing number close to G's WHP showed gains, i'd imagine it should be comparable.


Personally though i have a gut feeling his V-Stack will def. make power, I dunno if over teh Stillen as that wasnt really my point, more so than stock cause many people 'claim' that the stock Intake system is fine, some say better than Stillen's intake Kit!

Who knows! Bryan owns a G and could run some form of a Intake test swapping kits and doing runs. I could too if it comes down to it.

 

V-stack dimensions please.

 

The VS300600 Flow Stack utilizes a 6" flanged OD filter. The stack then tapers to a 3" OD outlet, allowing you to couple this to any 3" induction system

I assume this is the one you would use. The stillen/jwt also use a 6" flanged cone filter. The ID of the stillen/JWT neck down to the OEM maf size. don't remember the size offhand. But if yours ins't matched up to the maf size, it will have to be to minimize turbulence.

Being that you are the maker of this product, I would have thought you'd be doing this research on your own vs using us members as RD for a product you want to sell to us. At least state your intentions. You'd probably get a few guys to submit their car for dyno test if you offered them a discount on a finished product.

 

I am not selling this, i just thought maybe of thinking outside the box, bringing in a product that worked wonders in the honda world, and adapating it to Nissans.

I dont know what Bryans intent is, but mine is just to prove his conefilter + Stack will beat anything put against it. And i am sure that filter+stack = a little less than a 100 98 maybe? + a Z tube intake pipe, mated together would pull great numbers!

I am not sure how sure you guys are as far as how hot it gets in the bay, does anyone have any IAT numbers before, and after a heat shield? Because people even in the honda world were convinced that Short ram sucked hot air and didnt make anypower, then people started playing with V-Stacks and found out that it doesnt matter! Short ram(generic piping)+a V-stack made power over any ordinary CAI!

 

I'd be interested to know why this unit would do better than another existing unit that's very similar. What makes your unit superior to what is existing?

 

I've done intake tests with my OBDII datalogger. I've tried stock, power duct cover removed, and then the power duct cover and over radiator snorkel removed essentially opening up the stock airbox by 200%. At a stop, the stock intake sees about 10 degrees over ambient on a 75 degree evening. With the duct removed, it sees about 30 degrees over ambient. With the duct/snorkel removed, it sees about 70 degrees over ambient. After getting up to around 35mph, all the intakes are close to within ambient temp readings. With the POP or Stillen CAI at a stop, you'll the higher end of temps. Heat shields are absolutely worthless. You can't "shield" an exposed intake when the air in the compartment is 140+ degrees. I don't know why people can't understand this.

 

Have you data loged temps with POP or Stillen? That would be very informative data. Sorry Dave, I work with absolutes and this is another unsupported comment as it stands now. In my opinion, I would have to agree that your idle air temps will be higher than stock, as the filter terminates in the engine bay, but how much is unknown.

Claiming that heat shields are worthless is very unsubstantiated. Heat transfers via conduction, convection and radiant heat. Heat shields are very effective at cutting back radiant heat. As for convection, that is dependant on the design, and conduction is going to be material dependant and design dependant. Now the stillen heat shield does not appear to be a very effective design, as it is still very exposed to the rest of the engine bay via convection, hince why I feel you are not far off with the higher temps.

 

First I am enthusiast like most of you. I am here to learn about the VQ, and not try to sell our products. Would I like for someone to step up and provide some test data substantiating our product on the VQ. Hell yeah! I will even send you free stuff or refund stack cost for those willing to step up. SG Motorsports in Canada has already done some testing for us. While I wish I had money and time to develop a G-specific induction system, it is simply not economical for us. My interest right now is to adapt our product to an existing aftermarket induction system for before and aftertesting. I am here simply trying to find data and feedback on existing aftermarket intakes for the VQ. Eventually I will make a decision, purchase the intake, and perform a series of dyno tests, including a baseline stock, aftermarket intake, and aftermarket intake with our velocity stack.

As for our products, you will never hear me claim our product is superior. Granted many of our customers have grown quit enthusiastic about our products and we are thankful for them. What I can tell you is that all velocity stack profiles are not equal. I have probably run over 100 CFD studies to opimize our flow stacks geometry for one thing: Maximum Flow Rate. We accomplish this through our geometry that minimizes the likelyhood of any boundary layer seperation at the inlet or filter flange and by effectively maximizing the "reach" of the pressure differential at the inlet. Now while I am confident our stack will outflow most alternatives on a flow bench, the reality is flow is only part of the equation (though a big part) in the final engine output. Air velocities, effects on MAF readings, etc can and will influence final output.

 

Bryan,

I've got an 05 sedan, 6 speed, with all of the bolt-ons except for pulleys. I've even got a utec that has been tuned. In fact, it was tuned for a stillen intake.

I installed the intake in the spring/summer of 06, and I even have some dynos. Unfortunately, it's not exactly what you're looking for. The before dyno was done in April, and the second dyno was done in mid July. On top of that, I had also put my crawford cats back on in addition to the stillen intake. Regardless, here's the thread, maybe you'll find it useful: https://g35driver.com/forums/intake-exhaust/107972-another-dyno-crawfords-cats-stillen-intake.html

And in case you wander off into the neverland of dynojet correction factors, I've got another thread you may reference: https://g35driver.com/forums/tuner-dyno/162360-dyno-day-05-6mt-revup-full-bolt-ons-vs-stock-07-6mt-hr-videos.html

It's a comparison of my full bolt-on car+tune versus my wife's bone-stock 07 sedan. If you read the second post in the thread, you'll see I discuss correction factors. That post also has an attachment that plots two runs against each other, one with a CF of 1.00 versus 1.06.

Now, I plan on going back to the dyno again soon. I've been toying around with the idea of a few changes to see if I can free up a little more top-end hp. I plan on dyno'ing my car in its current configuration(k&n drop-in, freshly cleaned), and again with the airbox swapped out to the Stillen unit(again, freshly cleaned). I'm doing this out of my own interest. I plan on sharing my findings. Just remember that my car is presently tuned for the stillen, so that should skew the results a bit.

However, if you want me to dyno something of yours while I'm there, I'd be happy to(as long as we can work something out). Just be clear: I'm very honest, and I'll share the results, even if they are not "flattering."

 

Awesome offer Trey!

 

A heat shield does just as you described, it helps protect the filter from radient heat, but that it's. It can't reduce intake temps from underhood heat. The removed power duct/snorkel setup is very close to the Stillen CAI, in terms of exposure to underhood heat. And I'm 99% certain if someone data logged their Stillen CAI intake temps while sitting at a stoplight in 75 degree weather, they'd see 135+ degree intake temps and it would take about 5 seconds the intake temps to drop once the car start accelerating to 35mph+. At speed, the intake temps will be very close to ambient, regardless of intake setup. I have no doubt about that. At the track, if the ECU is seeing 135+ degree intake temps, your car will be slug off the line because ECU will dial back timing and added fuel to keep the motor from detonating at WOT.

The OEM intake is very well designed and you'll be hard pressed to find another sub $40K car with such a good design. One of the best features about the OEM intake is that it becomes slightly pressurized at speeds over 60mph because the intake portion is situated in an area of high pressure. This improves throttle response, air flow, and power (marginally). Additionally, the stock airbox can flow WAY more air that the NA is capable of ingesting at 6600rpms. The airbox really isn't a restriction. That's been proven by a couple of this site's more avid racers too. After removing the Stillen CAI, they were quicker and faster. Yes, conditions vary and a car's performance varies, but if you stick to the same track and have good skill, you'll be pretty consistent. My G 5AT will run within .05 seconds and .5mph on most every run, including hot laps. My G is extremely consistent and I think I could make some good money bracket racing with this car

The only setup I think that might make some useable power, and probably not much at that, is designing an intake is like the Stillen CAI, but has an airbox that is entirely sealed. That would lower intake temps and restore the pressurization effects.

 

So when you say that the stock intake flows way more air than our NA engines require or normally use, do you think that is why Nissan put a 80% restriction on the throttle body opening?

 

Here's the best dyno I've seen for the Stillen CAI, but I think the numbers are a bit suspect because everything on this car seems to be from Stillen and the mods always seem to make the numbers as advertized whereas other people usually see half the gains. Additionally, this is on a Dynapack which usually see higher numbers. 6.5whp gain https://g35driver.com/forums/showthr...t=Stillen+dyno

Stillen CAI - no measureable gain https://g35driver.com/forums/showthr...illen+CAI+dyno