MREV+ installed on a NON REVUP engine!
#331
05-14-2006, 03:59 PM
Originally Posted by Mr_pharmD
u wish. try +700
G35 Coupe
2003-2005
VQ35DE
FUEL,IG,REV,SPD,VTC
G35CFLASH
$595
G35 Sedan
2002-2005
VQ35DE
FUEL,IG,REV,SPD,VTC
G35SFLASH
$495
#332
05-14-2006, 05:08 PM
#333
05-14-2006, 05:51 PM
Originally Posted by Rookie84
If you're concerned about warranty, keep your car stock. Warranty issues and mods are very complicated and vary by dealerships and what mood your service department is in. 
I can hardly see anything going bad with proper tuning.
I think UTEC or anything that is simply tunable in future would be better as it is easy to change something at later date. Besides, mail-in reflahs will NEVER give you a perfect tune for your car as there needs to be some sort of margins for the maps in order to be compatible for all G's.
I can hardly see anything going bad with proper tuning.I think UTEC or anything that is simply tunable in future would be better as it is easy to change something at later date. Besides, mail-in reflahs will NEVER give you a perfect tune for your car as there needs to be some sort of margins for the maps in order to be compatible for all G's.
Rookie84, I agree. Either eU, UTEC or any plug and pray are better option than reflash. If nothing else you can always unplug it.
bosssho, for reflash one would need to pay for dyno before plus for shipping I guess.
#334
05-14-2006, 08:03 PM
Originally Posted by dovla
bosssho, for reflash one would need to pay for dyno before plus for shipping I guess.
This time around I am looking to possibly drive to AAM in Maryland...I might even see if Mike will do a group discount if others want in.
#335
05-15-2006, 12:37 AM
Originally Posted by nmanti
Is there a core exchange or extra machining that can be done on an MREV+ to bring it up to an MREVv2?
I realize this is thread is for the non-revup, but it looks like this is where most of the chatter is happening.
I realize this is thread is for the non-revup, but it looks like this is where most of the chatter is happening.
The chatter is because it is a new discovery that it also works on the nonrevup engine too. Naturally many people want more power whenever possible. I know I always want more.
Contact me after June 2 for more info.
#336
05-15-2006, 12:38 AM
FYI EVERYONE!
I will be out on business travel from May 22 to June 2. While I am out, I may have limited internet access.
For anyone sending in cores, try to have them arrive before or after I am out. Its no problem to send them in while I am out, but I may not be able to process the refund until I return.
You can still call us for inquiries and technical support!
Thank you,
Tony Colette
I will be out on business travel from May 22 to June 2. While I am out, I may have limited internet access.
For anyone sending in cores, try to have them arrive before or after I am out. Its no problem to send them in while I am out, but I may not be able to process the refund until I return.
You can still call us for inquiries and technical support!
Thank you,
Tony Colette
#337
05-19-2006, 09:20 PM
#339
05-21-2006, 10:42 AM
Went to AAM in MD with my 05 5AT Coupe. As a comparison to base, I looked up some old G35 Driver Dyno results and what I found was that a 6MT Coupe would dyno in the neigborhood of 229+/- RWHP & 222+/- RWTQ and a 5AT Coupe would put down 227+/- RWHP & 216+/- RWTQ.
With my 05 and its Mods, Grounding Wires, Stillen/K&N/JWT CAI, ME MREV V2 with Isothermal gasket and TB Bypass Copper Coolant plate, Crawford V5 Upper Plenum, and a Stillen Cat back Exhaust and 2900 miles on the odemeter my car pulled 241.12 RWHP & a pathetic 215.61 RWTQ and was pushing 14.23 for an AF ratio b/t 5K RPMS and redline...the initial RPM AF ratio was low too, like Wired 24/7's Z.
After the dyno ran tunes were done, the AF ratio was made perfect and was running in the low to high 13s. The car put down 246.45 RWHP and a better, but still not what I wanted, 224.9 RWTQ. From what I am told the huge torque gains are simply attributed to the car not running so lean.
So let me stop and pause here to say I need to do a lot more testing and tuning b/c I need to see where I am losing torque. If you reread what I said the stock coupes are laying down for torque I am barely above that and not even equaling my old Sedans 229 RWTQ numbers and the exhaust was bone stock on that car which was also a 5AT. So I am going to mess around with the stock upper plenum and the MREV V2 and then maybe just the Crawford V5 and the stock lower collector...either way I need to be seeing around 240 at the wheels for torque...even if I sacrifice a hair of peak RWHP.
AAM was the first shop I have ever been to where I was not allowed to drive my car. While I understand them being safe, it doesn't give me 100% control of how the car is being driven on the dyno so you always have that what if factor going on in your mind...at least I do. This is not a negative against them in any way, but just for me, IMHO, not the way I like to dyno. Also of note is that AAM only ran my car up to an apparent 6300 RPMS or so which did not accurately show where my power dropped off b/c at this RPM the HP was still climbing or at least staying even. I know my snowmobiles make peak power from say 7200-8100 RPMS and then lose like 30% power so I wanted to see where my car did the same. So....
Yesterday, when I had 5 free seconds I drove up to NH and went to my buddy's Mustang Shop where he has the exact same dyno set up as AAM does. A Dyno Jet, using SAE corrections and a smoothing factor of 5. I did two back to back runs in 3rd gear which is what I am told AAM did, and both runs were nearly identical at 249.71 and 249.66 RWHP with torque coming in at 228.17 and 228.42...not equaling my old Sedan yet, but damn close. Also...my Sedan was run in 4th gear b/c that's what we were told to run the cars in way back then...so to do an apples to apples I did one more run in 4th gear and the RWHP dropped down to 242.74, but the RWTQ jumped up to 231.31 besting my old Sedan finally. It was 2 degrees cooler yesterday than on Thursday in MD, and it was 34% humid vs. only 20% humid in MD.
In conclusion, the tune was well worth it for several reasons, but I need to find out where I am losing roughly 10 lbs/ft of RWTQ.
I hope this helps some of you out there.
With my 05 and its Mods, Grounding Wires, Stillen/K&N/JWT CAI, ME MREV V2 with Isothermal gasket and TB Bypass Copper Coolant plate, Crawford V5 Upper Plenum, and a Stillen Cat back Exhaust and 2900 miles on the odemeter my car pulled 241.12 RWHP & a pathetic 215.61 RWTQ and was pushing 14.23 for an AF ratio b/t 5K RPMS and redline...the initial RPM AF ratio was low too, like Wired 24/7's Z.
After the dyno ran tunes were done, the AF ratio was made perfect and was running in the low to high 13s. The car put down 246.45 RWHP and a better, but still not what I wanted, 224.9 RWTQ. From what I am told the huge torque gains are simply attributed to the car not running so lean.
So let me stop and pause here to say I need to do a lot more testing and tuning b/c I need to see where I am losing torque. If you reread what I said the stock coupes are laying down for torque I am barely above that and not even equaling my old Sedans 229 RWTQ numbers and the exhaust was bone stock on that car which was also a 5AT. So I am going to mess around with the stock upper plenum and the MREV V2 and then maybe just the Crawford V5 and the stock lower collector...either way I need to be seeing around 240 at the wheels for torque...even if I sacrifice a hair of peak RWHP.
AAM was the first shop I have ever been to where I was not allowed to drive my car. While I understand them being safe, it doesn't give me 100% control of how the car is being driven on the dyno so you always have that what if factor going on in your mind...at least I do. This is not a negative against them in any way, but just for me, IMHO, not the way I like to dyno. Also of note is that AAM only ran my car up to an apparent 6300 RPMS or so which did not accurately show where my power dropped off b/c at this RPM the HP was still climbing or at least staying even. I know my snowmobiles make peak power from say 7200-8100 RPMS and then lose like 30% power so I wanted to see where my car did the same. So....
Yesterday, when I had 5 free seconds I drove up to NH and went to my buddy's Mustang Shop where he has the exact same dyno set up as AAM does. A Dyno Jet, using SAE corrections and a smoothing factor of 5. I did two back to back runs in 3rd gear which is what I am told AAM did, and both runs were nearly identical at 249.71 and 249.66 RWHP with torque coming in at 228.17 and 228.42...not equaling my old Sedan yet, but damn close. Also...my Sedan was run in 4th gear b/c that's what we were told to run the cars in way back then...so to do an apples to apples I did one more run in 4th gear and the RWHP dropped down to 242.74, but the RWTQ jumped up to 231.31 besting my old Sedan finally. It was 2 degrees cooler yesterday than on Thursday in MD, and it was 34% humid vs. only 20% humid in MD.
In conclusion, the tune was well worth it for several reasons, but I need to find out where I am losing roughly 10 lbs/ft of RWTQ.
I hope this helps some of you out there.
#340
05-23-2006, 03:09 PM
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#342
05-24-2006, 07:36 AM
I have an 05 G35X and I am curious if I should just get the 5/16" spacer or should I get the MREV2 also? Another question, what kind of gains can I expect from the spacer/MREV2 combo in conjunction with a true dual exhaust like the Stillen? Is it silly to think I would be approaching the magic 300HP mark with my "280HP" engine? BTW, I am not talking ricer HP ratings here(adding up numbers and such). Does anyone use the spacer with a Stillen exhaust?
#343
05-24-2006, 09:44 AM
Originally Posted by absolutg
i'm confused bosssho, what tuning was done? do you have unichip or UTEC?
#344
05-24-2006, 09:46 AM
Originally Posted by RichK
I have an 05 G35X and I am curious if I should just get the 5/16" spacer or should I get the MREV2 also? Another question, what kind of gains can I expect from the spacer/MREV2 combo in conjunction with a true dual exhaust like the Stillen? Is it silly to think I would be approaching the magic 300HP mark with my "280HP" engine? BTW, I am not talking ricer HP ratings here(adding up numbers and such). Does anyone use the spacer with a Stillen exhaust?
#345
05-24-2006, 09:13 PM
Originally Posted by RichK
I have an 05 G35X and I am curious if I should just get the 5/16" spacer or should I get the MREV2 also? Another question, what kind of gains can I expect from the spacer/MREV2 combo in conjunction with a true dual exhaust like the Stillen? Is it silly to think I would be approaching the magic 300HP mark with my "280HP" engine? BTW, I am not talking ricer HP ratings here(adding up numbers and such). Does anyone use the spacer with a Stillen exhaust?
Needless to say I'm anxious to see MREV2 dyno's with 1/2" spacer...
Yes, you can reach 300 crank HP - not likely to reach 300 RWHP