221.55 WHP / 207.52 WTQ VQ30DEK Swap
07-11-2009, 10:35 PM
#1
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221.55 WHP / 207.52 WTQ VQ30DEK Swap
Figured I would dyno the DEK swap again to see what power its at.
SAE corrected
4th gear pull
DEK swap, OEM DEK cams
'95 fed spec ECU
SMT-6 tuning
Adjustable FPR - return style
OEM NGK platinum plugs index matched
OEM DEK white dot coil packs
Amsoil intake & HTPerformance MAF adaptor with Frankencar midpipe
70mm Pathy TB
Port matched 2K VI (switch over around 4800 rpm)
5th gen lower with no swirl valves
Blehmco grounding kit
OEM flywheel & crank pulley with all ancilleries hooked up
2001 AE clutch setup
Cattman headers with the y-pipe part header wrapped
Resontated 2.5" test pipe wrapped with header wrap
2.5" LSS mandrel bent catback with it's resonator wrapped with header wrap
2.5" Remus muffler section
Amsoil engine and gear oil
51 pound tire/wheel combo - 17 x 8 MOMO arrows with 235/45/17 Falkens
SMT-6 tune @ 12.7 ~ 13.0 A/F and +10 timing
Conditions: 88.36 F, 29.70 in-Hg, Humidity: 23%, SAE 1.01 (500ft elevation)
SAE corrected
4th gear pull
DEK swap, OEM DEK cams
'95 fed spec ECU
SMT-6 tuning
Adjustable FPR - return style
OEM NGK platinum plugs index matched
OEM DEK white dot coil packs
Amsoil intake & HTPerformance MAF adaptor with Frankencar midpipe
70mm Pathy TB
Port matched 2K VI (switch over around 4800 rpm)
5th gen lower with no swirl valves
Blehmco grounding kit
OEM flywheel & crank pulley with all ancilleries hooked up
2001 AE clutch setup
Cattman headers with the y-pipe part header wrapped
Resontated 2.5" test pipe wrapped with header wrap
2.5" LSS mandrel bent catback with it's resonator wrapped with header wrap
2.5" Remus muffler section
Amsoil engine and gear oil
51 pound tire/wheel combo - 17 x 8 MOMO arrows with 235/45/17 Falkens
SMT-6 tune @ 12.7 ~ 13.0 A/F and +10 timing
Conditions: 88.36 F, 29.70 in-Hg, Humidity: 23%, SAE 1.01 (500ft elevation)
Last edited by 98SEBlackMax; 07-11-2009 at 10:37 PM.
).
07-12-2009, 09:48 AM
#4
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I'm waiting on those biki rom boards to come out so I can raise the rev limiter and re-tune with it. A 7200 rpm rev limit would help me alot.
The SMT-6 gets better results because it can advance timing as well as tune the A/F ratio. The EU is capable of doing the same and more.
For the future I may header wrap the secondaries and gasket match them, convert to a returnless fuel setup, and try those intake manifold spacers NWP is selling.
The SMT-6 gets better results because it can advance timing as well as tune the A/F ratio. The EU is capable of doing the same and more.
For the future I may header wrap the secondaries and gasket match them, convert to a returnless fuel setup, and try those intake manifold spacers NWP is selling.
07-12-2009, 11:10 AM
#6
Very good numbers for the setup Joe, that's about what I had with my DE+00VI.
Definitely needs more revs, and I'd be interested to see where the peak is... a lot of DEK dynos tend to peak a little lower than DE+00VI from what I've seen, but of course as you know there's more to it than just the cam difference.
Definitely needs more revs, and I'd be interested to see where the peak is... a lot of DEK dynos tend to peak a little lower than DE+00VI from what I've seen, but of course as you know there's more to it than just the cam difference.
beautiful from the DE-K
07-12-2009, 08:28 PM
#11
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07-12-2009, 09:31 PM
#12
07-13-2009, 08:30 AM
#14
how easy is the SMT-6 to use and install, this is the first time im hearing about it, ur AFR is dead on through the whole powerband, it might be easier for people like me who dont want to go through the complications of the EU.
07-13-2009, 09:06 AM
#15
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haha, thats what alot of people dont understand with the VQs i love it when people sit there and say 350Zs are slow and go on and on but its the power comes on soo smooth.
how easy is the SMT-6 to use and install, this is the first time im hearing about it, ur AFR is dead on through the whole powerband, it might be easier for people like me who dont want to go through the complications of the EU.
how easy is the SMT-6 to use and install, this is the first time im hearing about it, ur AFR is dead on through the whole powerband, it might be easier for people like me who dont want to go through the complications of the EU.
SMT-6 is limited in timing advance and it only works when the engine is not in closed loop. I only tune from 3500 rpm to redline and use the AFPR to tune fuel below that rpm range.
07-19-2009, 08:16 AM
#24
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This engine never ceases to amaze me. Had a two day track event at New Jersey Motor Sports park in some pretty harsh conditions and the DEK held up nicely. The oil level didn't move at all and it felt good all thru the event. Now if I can get the rest of the damn car to hold up as well.
Last edited by 98SEBlackMax; 07-19-2009 at 12:11 PM.
07-20-2009, 02:09 PM
#25
This engine never ceases to amaze me. Had a two day track event at New Jersey Motor Sports park in some pretty harsh conditions and the DEK held up nicely. The oil level didn't move at all and it felt good all thru the event. Now if I can get the rest of the damn car to hold up as well.
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