F.I. Long-Tube Headers installed - Review/Pics/Vids/Dyno

Caravanshaka · 04-23-2010, 08:34 AM

Quote:

Originally Posted by 2theextreme

lube, penetrate, nut

fixed

chuckd05 · 04-23-2010, 02:54 PM

hmm its friday ... wheres the dyno ? lol jp curious to see it though

semtex · 04-23-2010, 03:01 PM

The dynos are done (yes, plural). I'm actually at Forged right now because Sharif forgot to load my valet and anti-theft maps back in after we reflashed my ECU this morning. Will post the dyno sheets as soon as I get home.

Caravanshaka · 04-23-2010, 04:09 PM

are they good?

370Zsteve · 04-23-2010, 04:56 PM

Quote:

Originally Posted by Caravanshaka

are they good?

dainedazz · 04-23-2010, 05:14 PM

Semtex, great job on the review

Car sounds awesome!

semtex · 04-23-2010, 05:22 PM

Original post has been updated with dyno results. I will paste the update in here for your convenience:

Here are the post-installation results.

HP and TQ:

HP and AFR:

As you can see, I lost peak power (the green line is my baseline, the red line is the new one from this morning). My peak dropped from 322.2whp to 316.8whp.

However, before anyone gets their undies in a knot, take a close look at the graph. I lost power only at the very top starting at around 7300rpm. I either matched or gained everywhere else; there were no losses anywhere else in the powerband. In fact, from 2800-4000rpm, then again from 4600-6700rpm, I gained both power and torque. Also, notice the unit scale of the graph -- even though the lines look pretty close together, it's kinda misleading because of how the graph moves up in such tight increments. In my opinion, this is a positive result. I gained power where it's actually usable. If it's at the expense of a few hp from 7300rpm up, fine with me. I hardly take it all the way to redline anyway, and even when I do it's just for a brief moment before I shift up to the next gear. Indeed, the dyno results confirm what I've been feeling through the seat of my pants (or "in the butt" as Sharif put it to me this morning, lol). I made a point of putting a good 140 miles on before doing the dyno because I wanted to make sure the ECU had a good chance to adapt. I can tell you that after about 40-50 miles, I could feel things open up. The increase in power and torque is something that I can noticeably feel just driving around in the usable rev range. Also keep in mind that as my starting point for this before and after, I already had aftermarket headers and HFCs. So I was already making a good bit of power. If my baseline was stock headers and stock cats, the magnitude of the gains would be far greater.

Regarding the AFR graph, you might notice that it's running a little leaner from 5200rpm on up. That is not a direct result of the LTHs. It is the result of Sharif doing a minor re-tune this morning. You see, my AFR actually got a little richer on its own since my original tune, so I asked Sharif to adjust it back. Specifically, I asked him to adjust it right to the edge of being too lean, figuring that over time, it'll enrichen itself again.

Finally, after all this, I went and did some pulls on a DynoJet, just for the sake of comparison. As you can see, the numbers aren't much different. But by doing two different dynos, I guess one could say that they corroborate one another.

vipor · 04-23-2010, 05:23 PM

Peak gains/Average gains are where it's at

ChrisSlicks · 04-23-2010, 05:33 PM

Total area under the curve is what matters and it looks like you gained substantially there.

chuckd05 · 04-23-2010, 05:39 PM

any TQ reading from the dyno dynamics ?

semtex · 04-23-2010, 05:44 PM

Quote:

Originally Posted by chuckd05

any TQ reading from the dyno dynamics ?

It's right there in front of you. In the first graph.

Edit: If you're looking for a printed number, no Sharif didn't put one on. Looks to be about 248 ft/lbs.

cubarican84 · 04-23-2010, 05:51 PM

Quote:

Originally Posted by chuckd05

any TQ reading from the dyno dynamics ?

Sharif@Forged · 04-23-2010, 06:08 PM

Quote:

Originally Posted by ChrisSlicks

Total area under the curve is what matters and it looks like you gained substantially there.

That's the important takeaway....that and the pentrating lubes and butt feel.

semtex · 04-23-2010, 06:10 PM

Quote:

Originally Posted by Sharif@Forged

That's the important takeaway....that and the pentrating lubes and butt feel.

Thanks for all your help with the dyno results and tuning, Sharif!

F.I. Inc. · 04-23-2010, 06:26 PM

Looking good, looking good! Torque and power throughout the curve are by far the most important.

I want to point out one thing. Some of you will think I am taking a jab but I have a hunch. I am extremely confident that the reason is top end power tails with our long tube headers is due to the Stillen CBE. I feel from a design standpoint that the Stillen CBE is now causing a restriction at that RPM level when combined with our long tube headers. In a nutshell, I think the headers flow too much for the CBE!

Take it as you will, but ask yourself why else would the power drop off. It is not like our headers are more restrictive than the previous setup on the car. Well, if it isn't the headers causing the restriction it has the be the one other component.

Before anyone says anything in reply, please mow my theory over in your head. I am not trying to bash. Personally I think Semtex's car sound great with his current setup. I just want to put all of the cards on the table...

Thank you, Tony

04-23-2010, 02:54 PM	#47 (permalink)
chuckd05 A True Z Fanatic Join Date: Oct 2009 Location: NY Posts: 2,391 Drives: No longer a Z Rep Power: 20	hmm its friday ... wheres the dyno ? lol jp curious to see it though __________________ 09 370Z 6M PW - FBO Best 1/4 mile = 12.926 @ 109 SOLD -- 08 BMW 135i - FBO 12.1@120mph SOLD -- white 09 e92 335 Coupe Mtech - 11.9 @ 119 :-)

04-23-2010, 03:01 PM	#48 (permalink)
semtex A True Z Fanatic Join Date: Jan 2009 Location: Behind enemy lines Age: 54 Posts: 5,995 Drives: People to drink Rep Power: 32	The dynos are done (yes, plural). I'm actually at Forged right now because Sharif forgot to load my valet and anti-theft maps back in after we reflashed my ECU this morning. Will post the dyno sheets as soon as I get home. __________________ "There are no small accidents on this circuit." -- Ayrton Senna 316.8whp & 248 ft/lbs (Dyno Dynamics) \| 319whp & 256 ft/lbs (DynoJet) (04/23/10) Stillen G3 CAI, CBE, Pulley / F.I. LTH / GTSpec Ladder Brace / Setrab Oil Cooler / UpRev-tuned by Forged Perf.

04-23-2010, 04:09 PM	#49 (permalink)
Caravanshaka I shake Caravans Join Date: Apr 2009 Location: north Dallas Posts: 9,517 Drives: everyone crazy Rep Power: 42	are they good? __________________ ____________________ PROJECT DiaD - Sold but not forgotten! The first testicular guard, the "Cup," was used in Hockey in 1874 and the first helmet was used in 1974. That means it only took 100 years for men to realize that in order to work the penis, the brain must remain whole.

04-23-2010, 05:14 PM	#51 (permalink)
dainedazz A True Z Fanatic Join Date: Jan 2009 Location: NY, NJ, Philippines Posts: 1,325 Drives: 09' SR 6MT Z34 Rep Power: 293	Semtex, great job on the review Car sounds awesome! __________________ DaineZ' Rosalena \| Kenwood \| Pioneer \| 3M \| 180 Custom \| Stillen \| Z1 \| Fast Intentions \| Setrab \| Eibach \| Varis \| UpRev \| TEIN \| UAM \| Amuse \| Bride \| Southbend \| WORK \| TWM \| BFGoodrich \| Robispec \| TAKATA \| GTSPEC \| *Instagram* @johndainez

04-23-2010, 05:22 PM	#52 (permalink)
semtex A True Z Fanatic Join Date: Jan 2009 Location: Behind enemy lines Age: 54 Posts: 5,995 Drives: People to drink Rep Power: 32	Original post has been updated with dyno results. I will paste the update in here for your convenience: Here are the post-installation results. HP and TQ: HP and AFR: As you can see, I lost peak power (the green line is my baseline, the red line is the new one from this morning). My peak dropped from 322.2whp to 316.8whp. However, before anyone gets their undies in a knot, take a close look at the graph. I lost power only at the very top starting at around 7300rpm. I either matched or gained everywhere else; there were no losses anywhere else in the powerband. In fact, from 2800-4000rpm, then again from 4600-6700rpm, I gained both power and torque. Also, notice the unit scale of the graph -- even though the lines look pretty close together, it's kinda misleading because of how the graph moves up in such tight increments. In my opinion, this is a positive result. I gained power where it's actually usable. If it's at the expense of a few hp from 7300rpm up, fine with me. I hardly take it all the way to redline anyway, and even when I do it's just for a brief moment before I shift up to the next gear. Indeed, the dyno results confirm what I've been feeling through the seat of my pants (or "in the butt" as Sharif put it to me this morning, lol). I made a point of putting a good 140 miles on before doing the dyno because I wanted to make sure the ECU had a good chance to adapt. I can tell you that after about 40-50 miles, I could feel things open up. The increase in power and torque is something that I can noticeably feel just driving around in the usable rev range. Also keep in mind that as my starting point for this before and after, I already had aftermarket headers and HFCs. So I was already making a good bit of power. If my baseline was stock headers and stock cats, the magnitude of the gains would be far greater. Regarding the AFR graph, you might notice that it's running a little leaner from 5200rpm on up. That is not a direct result of the LTHs. It is the result of Sharif doing a minor re-tune this morning. You see, my AFR actually got a little richer on its own since my original tune, so I asked Sharif to adjust it back. Specifically, I asked him to adjust it right to the edge of being too lean, figuring that over time, it'll enrichen itself again. Finally, after all this, I went and did some pulls on a DynoJet, just for the sake of comparison. As you can see, the numbers aren't much different. But by doing two different dynos, I guess one could say that they corroborate one another. __________________ "There are no small accidents on this circuit." -- Ayrton Senna 316.8whp & 248 ft/lbs (Dyno Dynamics) \| 319whp & 256 ft/lbs (DynoJet) (04/23/10) Stillen G3 CAI, CBE, Pulley / F.I. LTH / GTSpec Ladder Brace / Setrab Oil Cooler / UpRev-tuned by Forged Perf.

04-23-2010, 05:23 PM	#53 (permalink)
vipor A True Z Fanatic Join Date: Aug 2009 Location: Euless, TX [ DFW ] Age: 42 Posts: 13,531 Drives: Nismo 09-0183 QAB Rep Power: 49	Peak gains/Average gains are where it's at __________________ 2009 NISMO # 0193 \| QAB \| Albums! \| 05.04.10 (Dynojet) 291.94hp/248.28tq Oil Cooler (DIY) \| Custom Headlights \| GTSPEC Braces \| F.I. Long Tube Headers

04-23-2010, 05:33 PM	#54 (permalink)
ChrisSlicks A True Z Fanatic Join Date: Mar 2009 Location: North East Posts: 6,203 Drives: 09 370Z Sport M6 Rep Power: 653	Total area under the curve is what matters and it looks like you gained substantially there. __________________ Hotchkis ARB \| Stillen CAI \| Art Pipes \| Berk CBE \| Stillen AP Racing Brakes \| AE Performance Oil Cooler \| BC Racing ER Coilovers \| Doran Control Arms

04-23-2010, 05:39 PM	#55 (permalink)
chuckd05 A True Z Fanatic Join Date: Oct 2009 Location: NY Posts: 2,391 Drives: No longer a Z Rep Power: 20	any TQ reading from the dyno dynamics ? __________________ 09 370Z 6M PW - FBO Best 1/4 mile = 12.926 @ 109 SOLD -- 08 BMW 135i - FBO 12.1@120mph SOLD -- white 09 e92 335 Coupe Mtech - 11.9 @ 119 :-)

04-23-2010, 06:26 PM	#60 (permalink)
F.I. Inc. The370Z.com Sponsor Join Date: Feb 2009 Location: Simi Valley, CA Posts: 2,989 Drives: 2010 GT-R/2007 F-250 Rep Power: 685	Looking good, looking good! Torque and power throughout the curve are by far the most important. I want to point out one thing. Some of you will think I am taking a jab but I have a hunch. I am extremely confident that the reason is top end power tails with our long tube headers is due to the Stillen CBE. I feel from a design standpoint that the Stillen CBE is now causing a restriction at that RPM level when combined with our long tube headers. In a nutshell, I think the headers flow too much for the CBE! Take it as you will, but ask yourself why else would the power drop off. It is not like our headers are more restrictive than the previous setup on the car. Well, if it isn't the headers causing the restriction it has the be the one other component. Before anyone says anything in reply, please mow my theory over in your head. I am not trying to bash. Personally I think Semtex's car sound great with his current setup. I just want to put all of the cards on the table... Thank you, Tony __________________ *Follow us on Facebook: Fast Intentions Inc.* Phone: (805) 522-FAST (3278) Email: tony@fastintentions.com www.fastintentions.com "FUELED BY PASSION"

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