Precision Z brought over the Universal City Nissan Track Z33 for some tuning. Armed with minor bolt-ons and JWT cams we went to work tuning.
We didn’t complete the baseline run because of how far off (dangerous) the original tune was. At 3k RPM we gained an impressive 42 ft\lbs of torque! Now this VQ can make power all the way to redline, safely!
Doug converted his NA 2by2 to a TT many years ago and recently brought it to us for a major overhaul. It came to us equipped with an old and tired JDM transplant sporting Sport 500 turbos. Doug wanted to keep the turbos the same for now along with the old 2.5″ exhaust from the turbos back. We installed a Stage 1 IPP Long Block and added JWT 500 cams with new lifters. Added a set of MSP Manifolds. He already had Sard 850cc injectors and 300Degree rails, we did find that his TT fuel pump he had installed years ago dropping pressure so we installed a new pump with the appropriate modifications. BDE Low Pro Motor Mounts were added to ease the install of the Ash inlet piping. Ash 2.5″ intercooler piping was added along with a Selin translator with HR\VHR Pops.
Very pleased with the results for Sport 500 turbos on 91 octane and full 2.5″ exhaust and a brand new engine.
It’s been awhile since the last time I posted. I apologize for not having been on top of the updates.
Many months ago Michael brought us his NA from San Diego.
A most excellent gain of 24 whp at 6500RPM and gains all throughout the RPM band.
David came over from Texas to get his recently upgraded Z tuned. Dane Miller did a very nice job of putting it together so there was very minimal fuss getting it tuned.
This Z32 sports a stock long block with 130k on the clock, JWT Sport 700s, stock camshafts, SZ 3″ Downpipes and Test Pipes and SZ catback. Ash intercooler piping, inlet piping, Ash Massive intercoolers, and Selin translator round out the breathing and induction. Nismo 740cc fuel injectors feed fuel via a new Nissan TT fuel pump.
To switch between his different boost and fuel tunes we added our SZ switcher.
476 whp and 436 torque on 93 octane Texan fuel.
Q16 for 617 whp and 575 torque on complete stock long block and cams.
Congrats to David!
Joseph was looking a little more from his FX so we came to his aid. Having already done a muffler replacement and drop in air filters. We went to work tuning it. Since his FX is AWD, Khiem from down the street was kind enough for us to use his Dyno Dynamics Dyno.
Green is the baseline pull and red was our final tuned pull. Nice gains of 20+whp and torque and no more sudden dips.
Last time we tuned Cons’ Z32, it was almost 6 years ago. Since then little has changed, however the new notable additions are Ash Massives and Ash Intercooler Piping. Inlets are still stock. The modifications that stayed the same are the following: HKS 2530 turbochargers, JWT 400+ Cams, factory cam gears, SZ 3″ Down Pipes and SZ 3″ to 2.5″ Test Pipes, HKS Hiper Catback, RPS Clutch & Flywheel, Nismo 740cc injectors & 300Degree Rails, Selin Dual POP Kit, and SZ Inconel Manifolds.
Special thanks to Arnel for the great photos!
91 Octane tune with average boost levels of 15-16 psi. Just over 500whp!
Here’s a great before and after on 100 octane. As I was writing this I realized that Cons’ Z was spinning tire on the roller by studying the dyno graphs. So the blue run isn’t even the true power and torque the Z is producing. It will be even higher. The red run was back in 2007, fast forward to 2013 and the blue run is much nicer looking. At the cursor point we picked up 140 torque and 107 whp!
German has one sleeper of a Z32. Originally this Z started life as an NA and recently it was converted to a TT. When it originally came to SZ it had what I call the “generic ricer boy” modifications. Don’t get me wrong, a front mount intercooler has its place on many cars but on a Z32 90% of the units out on the market are garbage. This Z had a Greddy 3-Row FMIC which is actually a nice core but it doesn’t stack up to the Ash Massives. The FMIC adds piping length, blocks airflow to the radiator, engine oil cooler, air filters (if not moved to SMIC location), and does not retain the engine’s crossflow design. The Z also came equipped with GT2860RS turbos, JWT 500 cams, and built shortblock. Back in 2011 when German first brought us the Z we made many recommendations to improve his overall package. Fast forward to 2013 and we had our chance to take action.
We went to work with removing the Greddy FMIC and replacing it with Ash Massive SMICs, Ash 2.5″ IC Piping, Ash Inlet Piping, and Z1 58mm throttle bodies rounding out the breathing. We installed a set of HR\VVHR JWT POPs for air filters and two dummy MAFs. We’ll get to that later. The Z was running fixed solid intake cam gears, we yanked them out, added VTC solenoids and a set of BDE intake cam gears to bring back Nissan’s awesome variable cam timing. On the exhaust side we had nothing to change, it already came to use with our SZ 5-Bolt 3″ down pipes, test pipes, and a B&B catback finishing off the tunes. German brought us a Snow Performance Water Injection kit. We love what water injection brings to the table by lowering detonation thresholds and cooler intake temps to keep heat soaking down. We can also make more power. This is where it can get hairy. Without the proper failsafes in place, that added power may bring trouble. A tune made to extract power from water\meth means more boost than one would run on regular pump fuels. If no water\meth gets injected and the boost is up you can destroy a perfectly good engine. So in order to combat this, Snow Performance’s Safety Injection box was added along with a solenoid to bypass the boost controller’s solenoid. We added a switch to also turn the system OFF\ON. The kits come with instructions to always be ON. We like the ability to turn it OFF\ON with the flip of a switch. We used the factory rear mounted WW reservoir to keep the Snow Performance Boost Juice stocked up and loaded. A low fluid sensor float was added to let the driver know if the system is getting low on fluid. After the reservoir we added a solenoid to keep boost juice from making its way into the engine drawn from vacuum or from getting pushed out due to boost.
The intake manifold was replaced with a beautifully finished chrome piece along with a chromed CAS, bracket, and water pipes. The intake manifold was ported and polished to add the new Z1 throttle bodies. We cleaned up his PCV breather system. Exhaust cam gears were adjustable so we tweaked them for optimal power throughout the entire powerband. The reason we used dummy MAFs was that the MAFs services were no longer required. We installed an AEM Series 2 ECU to replace the Nissan ECU and MAFs.
I always regret not taking a ton more photos. Especially to show the before and after much better. Along with all the detail, quality of work that goes into everything we do here. You can see almost everything is buttoned up and ready to go. No one would know any better to what this Z has cooking underneath its bonnet.
The AEM Series 2 ECU. I have nothing but praise for this ECU. Much better than the Series 1! The Haltech though has definitely won my heart over. We wired the engine’s e-fan to be controlled by the AEM.
I mentioned earlier in this article that we saw this Z back in 2011. We have a great comparison of its transformation on the dyno results.
The red run was back in 2011 before we performed our magic touch. Blue is how it runs today on standard 91 CA octane fuel. No water or meth. We gained 150 foot pounds of torque at 4500 RPMs and 135 whp! Amazing!
This is on the Snow Performance Boost Juice and Kit. We were limited to the amount of boost we could run. Next time we will be adding a Blitz sbc-iD Spec-R Boost Controller. It currently has an Apex’i AVC-R. It had just a spike of 21 psi at 4800 RPMs. By the top of the RPM band we were only at 16-18 psi. It has much more left in it!
Congratulations German! Thank you for the opportunity to let us put the icing on your cake!
Jonah brought over his 2010 G37 Coupe for some tuning. He recently had the engine built with lower compression forged pistons and beefed up rods.
91 octane, we started running out of fuel beginning at this power\boost level. We should see 530+ whp once it has more fuel system.
Mike came to us after his NA build. We would have loved to get our hands on this build as we would have done things differently. In the near future we will be tweaking things ourselves to get more out of this NA Z32.
Compression has been bumped to 12:1, JWT Regrind Cams, Solid Intake Cam Gears (we will be adding VTCs with the slight possibility of changing camshafts if budget permits), Selin Dual POP, Z1 TBs, Headers, HFC Pipes, and Labree Catback. It came to us with shitty cheap injectors and we ended up replacing them with quality Nismo injectors. Sometime this year we’ll have updated results with new mods to get more NA power!
Not to shabby for a naturally aspirated VG30! With the addition of VTC the bottom and mid range will come up a noticeable amount. We gained alot on John’s little NA a few years back. Adding some BDE Adjustable Exhaust Cam Gears will get us to squeeze more. This is all on 91 octane and 12:1 compression.
Cesar has been a good customer of ours for over 8 years. Just this month he had us upgrade his Z32 further by adding Ash Planar Inlet Piping, Ash Intercooler Piping, and Massive Intercoolers followed by a retune.
Cesar’s mod list looks something like this:
We retained the throttle bodies for this round of modifications. So we’ll get a good sense of what the piping and intercoolers make.
Massives installed, we removed a set of Godspeed Intercoolers that were previously installed on the Z.
Piping installed and ready for the bumper to go back on.
Here’s the 91 octane dyno results that show the difference of before and after. We’re able to get away with slightly more boost and gains are had from 3700+ RPMs. Almost 70 foot pounds of torque at 4500 RPMs.
100 Octane results. Very nice difference all the way around. Boost had a small spike at peak torque and where the plot is laid out at 6500 RPMs you’ll see boost is the same. Right there we gained 60 foot pounds of torque and 74 rear wheel horsepower. Peak numbers were also very impressive.
