Sh0velMan's Track Car Build

synolimit · 09-11-2013, 02:36 PM

Quote:

Originally Posted by Sh0velMan

Well, the Nismo intakes are 2.75" ID, I somehow doubt that those or the TB's are an actual restrictor, but I suppose it's possible...

The "cut" so to speak, is between 6200 and 6400 RPM. This corresponds with the point at which the MAF flow #'s clip. Basically it hits like 266 G/Sec and stops. (I think it's 266, it's been too long since I looked at it, I need to start logging that stat now I guess)

Problem is, I don't know how that reading possibly affects anything when the MAF Volts continue to climb/index on the table.

I may need to send some data to a pro tuner and see what they think might be happening... if the lump at the end there extended from 6100RPM and then rolled off closer to redline, I think we would see much more impressive top end numbers. It seems aborted, the way it is right now.

Any knock? The AFR was rising till that dip point then it fell along with the power and TQ

Sh0velMan · 09-11-2013, 02:43 PM

Quote:

Originally Posted by synolimit

Any knock? The AFR was rising till that dip point then it fell along with the power and TQ

I wasn't looking @ knock counts, but timing wasn't pulled, so I can pretty safely assume that there wasn't excessive knock.

There's a dynamic around that area that I don't understand, and I honestly don't know if any of the tuners really understand it either, because I'm pretty sure it all revolves around VVEL.

I didn't log VVEL position (You always think of these things afterwards, not while you're sitting in the car sweating) so I can't try and correlate any of it to that.

Maybe a pro tuner can help me figure it out... It may be as simple as a plumbing issue though. Definitely looks like there is a specific flow limit it reaches and from there on, it's down hill. It happens later in the rev range on the old exhaust/tune than it does now, but it's the same limit.

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