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What kind of power gains and or torque losses can be expected with a 3.7 manifold, throttle body and P2R spacer on to a 3.5 be expected?
Sorry I'm new here, Is it a relatively a easy swap? I have 07 and 08 type S.
Thanks
Johny T
What kind of power gains and or torque losses can be expected with a 3.7 manifold, throttle body and P2R spacer on to a 3.5 be expected?
Sorry I'm new here, Is it a relatively a easy swap? I have 07 and 08 type S.
Thanks
Johny T
3.7 Manifold are useless power wise... if you want the 6whp gain just get a Zdx TB and on your stock manifold. Is the car manual or auto?
3.7 Manifold are useless power wise... if you want the 6whp gain just get a Zdx TB and on your stock manifold. Is the car manual or auto?
The gains you talk about, was that after tuning or just bolted on? Just curious, I have a J35Z3 in my '11 6-6 and it loved the 3.7 IM and TB, not to mention the PCDs, J-pipe, SRI and the dyno tune. It put down 270WHP on a DynoJet before the tune with just a KTuner 91 octane base tune.
I'm not trying to ruffle anyone's feathers, but again - is there a link to a dyno which shows a gain of '6 HP' for the 3.7 IM and TB swap? What about torque gains? With my mods and a tune, the torque curve is almost flat now from almost off idle up to the higher RPMs. Will bolting on a 3.7 IM and TB to an otherwise stock 3.5 nets any gains? Odds are yes - but not big gains. You are introducing more fuel and more air at WOT - I will leave part throttle out of the equation, since when the car in in closed loop, the ECU is constantly adjusting mixture and timing via readings from the O2 and other sensors. Add a competent tuner to that mix and I guarantee you that the correct mods will see even more gains.
Note I said 'otherwise stock'. Add PCD's or HFPC's, J-Pipe etc and now you are making your engine more efficient at scavenging the exhaust. Correctly thought out power modifications work in concert with each other. This concept hasn't changed since I first started modifying my first car in the 80's. Back then it was headers. And tuning the carburetor, better flowing intake manifold, bigger camshaft. All those mods added power to a point, but when combined together the power gained grew exponentially because we are addressing all the requirements an internal combustion engine has - what it needs to run. Suck, bang, blow. (Air / fuel intake, spark / timing, combustion / exhaust).
I'm not trying to ruffle anyone's feathers, but again - is there a link to a dyno which shows a gain of '6 HP' for the 3.7 IM and TB swap? What about torque gains? With my mods and a tune, the torque curve is almost flat now from almost off idle up to the higher RPMs. Will bolting on a 3.7 IM and TB to an otherwise stock 3.5 nets any gains? Odds are yes - but not big gains. You are introducing more fuel and more air at WOT - I will leave part throttle out of the equation, since when the car in in closed loop, the ECU is constantly adjusting mixture and timing via readings from the O2 and other sensors. Add a competent tuner to that mix and I guarantee you that the correct mods will see even more gains.
Note I said 'otherwise stock'. Add PCD's or HFPC's, J-Pipe etc and now you are making your engine more efficient at scavenging the exhaust. Correctly thought out power modifications work in concert with each other. This concept hasn't changed since I first started modifying my first car in the 80's. Back then it was headers. And tuning the carburetor, better flowing intake manifold, bigger camshaft. All those mods added power to a point, but when combined together the power gained grew exponentially because we are addressing all the requirements an internal combustion engine has - what it needs to run. Suck, bang, blow. (Air / fuel intake, spark / timing, combustion / exhaust).
Why are you trying to isolate how individual mods gain HP/TQ? Reminds me of people asking about swapping an ITR style intake manifold on an otherwise stock b18c1. Don't expect to see any gains from one piece alone, you need the rest of the pieces to make it work to the SYSTEMS full potential, which you understand. So why ask to isolate?
Why are you trying to isolate how individual mods gain HP/TQ? Reminds me of people asking about swapping an ITR style intake manifold on an otherwise stock b18c1. Don't expect to see any gains from one piece alone, you need the rest of the pieces to make it work to the SYSTEMS full potential, which you understand. So why ask to isolate?
I'm not asking to isolate anything? The complete opposite in fact. My point was that if people concentrated on making modifications in a planned path, that each individual mod - while adding some power on its own - tend to benefit even more (and add power) when combined with complimenting mods. Just seems that advice is being given saying "That mod isn't not worth it". It's only '6 HP'.
So many people are caught up in the peak HP numbers, especially with dyno runs (don't get me started with the difference in dyno brands, numbers, correction factors, temperature etc) and many ignore things like flattening the torque curve and gaining mid-range torque . All things you'd actually FEEL and USE in daily driving vs even a 20 HP gain at over 6K RPM.
That's like saying "a line of meth is cheap". Sure if you can limit yourself to ONE 50 shot now and again - sure it's cheap. But when you catch yourself going to the distributor 50 miles away so you can get multiple bottle refilled at the same time, you might have a problem.
That's like saying "a line of meth is cheap". Sure if you can limit yourself to ONE 50 shot now and again - sure it's cheap. But when you catch yourself going to the distributor 50 miles away so you can get multiple bottle refilled at the same time, you might have a problem.
nah just buy your own tank and ship it to your house :P
so I'd say 6whp bolt-on, same gain as the 3.7 IM+TB
Dom GSR has a 3.2 CL I believe
