{"id":1020,"date":"2011-05-24T21:58:12","date_gmt":"2011-05-25T04:58:12","guid":{"rendered":"http:\/\/specialtyz.com\/blog\/?p=1020"},"modified":"2013-09-15T14:32:20","modified_gmt":"2013-09-15T21:32:20","slug":"some-96-fix","status":"publish","type":"post","link":"http:\/\/blog.specialtyz.com\/?p=1020","title":{"rendered":"Some 96 Fix"},"content":{"rendered":"

Owning a 1996 300ZX means having to live with OBD-II.\u00a0 Although OBD-II today is a great tuning tool for newer car models, the 96′ Z was left in the dust.\u00a0 1996 was the first year OBD-II was implemented in North America and it was also the last year the 300ZX was produced in North America.\u00a0 This left the 96 a red headed step-child when it came to easy breezy modifications like its younger kind.\u00a0 The 1996 year had 20 less HP, less aggressive camshafts on both the intake and exhaust for both the MT and AT alike (totally different than any of the other years).\u00a0 The 90-95 MT cam spec for duration is 248 on the intake and 248 on the exhaust.\u00a0 The AT 90-95 has a 240 intake and 248 exhaust.\u00a0 Drum roll for the 96…………\u00a0 they use a 232 intake and 240 exhaust!\u00a0 They also have less lift then the earlier Zs.\u00a0 No VTC system (Nissan’s Variable Cam Timing) also hurts power all around.\u00a0 The 96s also use their own special OBD-II ECUs which are tougher to tune and throw codes for non emissions friendly mods.\u00a0 So some have resorted to retro fit their 96s to 95 specs as far as the wiring, ECU, and cam setup goes.\u00a0 This maybe an easy option for some but in states like California it’s a tough option to go through with.\u00a0 Talk about some bad odds.<\/p>\n

Enter Alex.\u00a0 He has a 96 Z32 TT and has the mod bug.\u00a0 Alex has been our customer for almost 10 years now and he’s slowly turned the wick up throughout the years.\u00a0 This past December he wanted to “bump” it up some with the way of our 3″ 4-Bolt Downpipes (Stock<\/strong><\/em> Turbos<\/strong><\/em>), 3″to 2.5″ Test Pipes, Ash 2.5″ I\\C Piping (w\\ SZ Outlet Pipes) & Massives, Selin Dual POP, Nismo 740cc Injectors, Z1 Throttle Bodies, J-Spec Bumper, and some cooling mods for the track (auto-x & road course) duty.<\/p>\n

\"\"<\/a>Freshly painted J-Spec & addition of Powertrix C.F. Ducts.<\/p>\n

\"\"<\/a>Ash product installed.<\/p>\n

\"\"<\/a><\/p>\n

Here are his results on 91 octane.\u00a0 We had to rely on an AFC for fuel tuning……because its a 96.<\/p>\n

\"\"<\/a><\/p>\n

Here’s where it gets interesting.\u00a0 Exposing the shortcomings of modifying a 96 TT.\u00a0 Increasing boost and fuel octane (100) did nothing for it.\u00a0 Easily seen here are the boost differences between the 91 octane tune on 14.7 psi and 100 octane on almost 19 psi.\u00a0 Gains are seen early on between the two only until about 5800 RPMs.\u00a0 After 5800 RPMs the engine cannot efficiently make use of the added boost.\u00a0 Running the engine at this level will only add stress<\/strong><\/em> to it.\u00a0 The cursor on the graph shows the differences at 6000 RPMs.\u00a0 Boost is 12.78 psi on 91 octane and 16.74 on 100 octane.\u00a0 One would expect more power but that is not the case.\u00a0 On 12 psi the engine is more efficient making power and torque.\u00a0 It makes 20 more<\/em><\/strong> HP & torque on less<\/em><\/strong> boost<\/em><\/strong> (12 psi).\u00a0 To make use of the quirky 96 and 100 octane would be to limit boost past 5800 RPMs.<\/p>\n

Up next for this 96 will be the addition of pre-96 cams while adding Nissan’s VTC system without<\/em><\/strong> modifying the ECU & Harness via SZ funky, fresh mods.\u00a0 Keeping it California legal.<\/p>\n","protected":false},"excerpt":{"rendered":"

Owning a 1996 300ZX means having to live with OBD-II.\u00a0 Although OBD-II today is a great tuning tool for newer car models, the 96′ Z was left in the dust.\u00a0 1996 was the first year OBD-II was implemented in North America and it was also the last year the 300ZX was produced in North America.\u00a0 […]<\/p>\n","protected":false},"author":1,"featured_media":1025,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[7,5,3,1,4],"tags":[],"class_list":["post-1020","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-300zx-z32","category-builds","category-dyno","category-general","category-new-products"],"aioseo_notices":[],"_links":{"self":[{"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/posts\/1020","targetHints":{"allow":["GET"]}}],"collection":[{"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=1020"}],"version-history":[{"count":12,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/posts\/1020\/revisions"}],"predecessor-version":[{"id":2320,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/posts\/1020\/revisions\/2320"}],"wp:featuredmedia":[{"embeddable":true,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=\/wp\/v2\/media\/1025"}],"wp:attachment":[{"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=1020"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=1020"},{"taxonomy":"post_tag","embeddable":true,"href":"http:\/\/blog.specialtyz.com\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=1020"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}