Finally-some good pics of my new exhaust! (NOT 56k safe!!)
02-05-2005, 05:18 PM
#1
Senior Moderator
Thread Starter
Finally-some good pics of my new exhaust! (NOT 56k safe!!)
Here is the injen SES cat-back exhaust I got last week. The Dyno Numbers can be found here:
http://chicagoz.com/v-web/bulletin/b...pic.php?t=1221
http://chicagoz.com/v-web/bulletin/b...pic.php?t=1221
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02-06-2005, 10:35 AM
#12
Engineer
nice whip man...my friend had a 350z with that exhaust...only difference was he got the angled tips...sounds hot huh...
02-06-2005, 01:34 PM
#15
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looks beautiful! i absolutely love the wheels and the way the calipers shine on the polished lip. the exhaust look great as well.
whats in the future for the z?
whats in the future for the z?
02-06-2005, 02:23 PM
#17
Senior Moderator
Thread Starter
thanks ya'll... as for future mods... maybe the APS single turbo, affordable and will deliver enough power for my needs as a daily driver Z.
02-06-2005, 03:16 PM
#20
Senior Moderator
Thread Starter
APS Intercooled Single Turbo High Output System
APS recognises that some 350Z performance enthusiasts demand alternatives to low cost centrifugal superchargers for the Z but are reluctant to move to the price bracket of twin turbocharged systems. The perfect solution is the APS Intercooled Single Turbo system. With huge outright horsepower and significantly higher torque in the low to mid engine RPM range than centrifugal superchargers, the APS Intercooled Single Turbo system delivers far greater engine performance at a comparable price point.
Utilizing the latest in water cooled twin ball bearing Garrett turbocharger technology - mounted low and mean in the 350Z, APS ensures that the greatest amount of exhaust gas energy is available to the turbocharger for crisp turbocharger response and high power and torque. This solves the turbocharger lag problems associated with systems that situate the turbocharger inside the Z's engine bay. In addition, high engine bay temperatures (which is of great concern in high performance vehicles) are alleviated by the APS turbo system design.
High energy exhaust gasses are routed from each cylinder bank in the shortest distance possible directly into the APS turbocharger. Shaving every inch of exhaust tube from the total length to the turbocharger counts when it comes to delivering all the available gas energy to the turbocharger for optimum turbocharger response.
In addition, the lowest possible total exhaust back pressure after the turbocharger is vital as well, not only for turbocharger response and engine performance, but more importantly it lowers the thermal load on the engine - particularly at high power levels.
APS has designed the ultimate turbocharger down pipe - crafted from 304 Stainless Steel (note picture - painted prototype - production system component polished) with divorced wastegate tube. In a single large turbocharger application for the 350Z, the divorced wastegate tube delivers the optimum gas flow after the turbocharger (this is however redundant in the APS twin turbocharger application).
From the down pipe, exhaust gasses flow into the mammoth 3.5" high energy APS exhaust system, again crafted in 304 Grade polished Stainless Steel.
By utilizing 3.5" tube diameter, APS has achieved the best flow possible from the larger APS single turbocharger. Optimum exhaust gas flow was fundamental in the design specification of the APS Intercooled Single Turbo system and as such, it precluded the placement of the turbocharger inside the engine bay. In engine bay turbocharger applications, the down pipe diameter is mandated by the clearance from the engine assembly to the body. In the case of the 350Z, a 3.5" down pipe was well outside the clearance available so this is one more reason (in addition to the manifold to turbo distance and engine bay heat issues) for low and mean turbo positioning in the APS Intercooled Single Turbo system.
APS High Energy 304 Grade Stainless Steel Exhaust system components with 4 bolt racing flanges and precision TIG welded. Intermediate pipe and Test Tube shown above. Note - prototype components shown above - production components are highly polished.
The base system is supplied with the APS tapered coupling to mount directly to the stock intermediate muffler exhaust tube.
An option under consideration by APS is the APS High Energy Exhaust to replace the stock muffler and intermediate muffler pipes. By replacing the final part of the stock exhaust system with twin 2.5" 304 Grade Stainless Steel and the APS true twin 2.5" muffler, exhaust back pressure is further reduced.
All APS exhaust pipes and ducting are precision TIG welded in tight tolerance jigs and fixtures to ensure the highest quality and leak-free assembly on the Z.
Drawing on the technology utilized in the APS Intercooled Twin Turbo system, APS has designed and manufactured a custom configured, vertical flow high efficiency intercooler utilizing custom designed light weight cast aluminium end tanks. Extremely high flow rates and massive temperature reduction - a level of performance that other manufacturers can only aspire to achieve.
With a huge 25” x 9” x 3.5” core, at 650 hp flywheel, the pressure drop is less than 1.0 psi. At the same turbocharger flow conditions, the intercooler outlet temperature is less than 15°F higher than ambient, at any vehicle speed over 50mph. Truly outstanding results at such a huge horsepower level. So just like the APS turbochargers, the APS intercooler has massive additional headroom available.
Vertical flow inside the APS intercooler is by far the optimum configuration given the space considerations that must be accounted for in the front of the vehicle. This solves the huge air flow restriction problems that horizontal flow cores experience particularly at high power levels.
The horizontal flow configuration shown above forces the charge air to flow through very few internal intercooler passages. In addition, each internal passage is very long, causing further restriction to charge air flow - resulting in a high pressure drop.
The vertical flow configuration as specified by APS spreads the charge air flow evenly over a far greater number of internal passages and results in significantly less restriction. The path length of each internal passage is also shorter, with a smaller fraction of total charge air through each passage, thus further improving air flow over a horizontal design. The net effect is massive charge air reduction but with improved air flow and less restriction over a cheap horizontal core configuration intercooler.
Another important aspect of intercooler design for the 350Z is the number of times the charge air must change direction in order to enter and exit the intercooler. Since air flow is momentum based, each time the charge air must change direction, it consumes energy - which results in high pressure drop and reduced engine power.
With a horizontal flow core, the velocity vector turns 90 degrees twice on entry and again twice on exit. In addition, both turns must take place inside the height of the end tank.
Note - APS twin entry intercooler from the APS intercooled twin turbo system shown above.
With the APS vertical flow intercooler, the velocity vectors turn only once over a very wide distance on entry (over 25 inches) on entry. This allows the air to turn very gradually - a very good thing.
Importantly, the APS intercooler uses the latest in Bar and Plate core technology, not low cost off the shelf tube and fin. Other than the fact that the APS intercooler core boasts the highest flow and greatest temperature reduction, the bar and plate construction results in an inherently strong intercooler core of high thermal inertia. The advantage here for the performance street car and drag race enthusiast is that with the core's high thermal inertia, massive reserves of cooling capacity are available in situations where ambient air flow over the core is low. So, after a power run to heat tyres prior to staging for a quarter mile pass, there is plenty of intercooler capacity to launch with full power at your disposal - rather than forsaking power with a tube and fin construction core that becomes heat soaked during the initial burst.
Another aspect worthy of consideration is the internal air passage cross sectional area and fin arrangement of the APS Bar and Plate construction in relation to tube and fin. The tube and fin core has a 5mm edge boundary so for say a 3.5" thick core, you lose half an inch in internal thickness which impacts on passage cross sectional area. In addition, the fins are extruded so they are essential in a straight line and parallel to flow. This means that the internal surface area presented to the charge air is nowhere near as great as that on a traditional bar and plate – which has an alternating offset internal fin arrangement. The result is the bar and plate core used in the APS intercooler flows better and removes far more temperature than the traditional horizontal flow tube and fin. These are just some of the reasons for APS specifying this vertical flow bar and plate core on the 350Z TT.
That said, for other vehicles, other configurations may be applicable, which is why taking a general purpose core from one vehicle and using it in another different type of vehicle is often fraught with problems – even though the cores may be of similar size.
Unlike other systems that require cutting or removal of structural components at the front of the vehicle, APS has designed the 350Z FMIC as a truly bolt-on unit that not only maintains the structural integrity of the vehicle, but also delivers outstanding intercooler performance.
The APS intercooler core is of internally finned construction and offers significantly enhanced flow and heat exchange performance, particularly at high charge air mass flow rates. Also, unlike other manufacturers of intercoolers who reduce cost by using low cost off the shelf cores, the APS intercooler is designed with the optimum ratio of intercooler core surface area (over 225 square inches!) to intercooler volume (787 cubic inches). The result is an intercooler system with outstanding flow and cooling performance, particularly at high engine horsepower levels of 500 - 700hp.
However, there is more to intercooling than size alone. Fully engineered light weight, cast aluminium end tanks ensure optimum charge air distribution throughout the entire cooling core for maximum charge air cooling and minimum pressure drop.
The reality of intercooler excellence in terms of performance equals:
* Largest intercooler surface area possible
* Optimal intercooler internal passage volume
* Lowest possible pressure drop
* Highest possible intercooler core efficiency
* Matched to the turbocharger air delivery in lb/min
In other words the greatest possible charge air temperature reduction with the lowest possible pressure loss at the rated flow of the turbocharger - Whilst maintaining good throttle response.
APS recognises that some 350Z performance enthusiasts demand alternatives to low cost centrifugal superchargers for the Z but are reluctant to move to the price bracket of twin turbocharged systems. The perfect solution is the APS Intercooled Single Turbo system. With huge outright horsepower and significantly higher torque in the low to mid engine RPM range than centrifugal superchargers, the APS Intercooled Single Turbo system delivers far greater engine performance at a comparable price point.
Utilizing the latest in water cooled twin ball bearing Garrett turbocharger technology - mounted low and mean in the 350Z, APS ensures that the greatest amount of exhaust gas energy is available to the turbocharger for crisp turbocharger response and high power and torque. This solves the turbocharger lag problems associated with systems that situate the turbocharger inside the Z's engine bay. In addition, high engine bay temperatures (which is of great concern in high performance vehicles) are alleviated by the APS turbo system design.
High energy exhaust gasses are routed from each cylinder bank in the shortest distance possible directly into the APS turbocharger. Shaving every inch of exhaust tube from the total length to the turbocharger counts when it comes to delivering all the available gas energy to the turbocharger for optimum turbocharger response.
In addition, the lowest possible total exhaust back pressure after the turbocharger is vital as well, not only for turbocharger response and engine performance, but more importantly it lowers the thermal load on the engine - particularly at high power levels.
APS has designed the ultimate turbocharger down pipe - crafted from 304 Stainless Steel (note picture - painted prototype - production system component polished) with divorced wastegate tube. In a single large turbocharger application for the 350Z, the divorced wastegate tube delivers the optimum gas flow after the turbocharger (this is however redundant in the APS twin turbocharger application).
From the down pipe, exhaust gasses flow into the mammoth 3.5" high energy APS exhaust system, again crafted in 304 Grade polished Stainless Steel.
By utilizing 3.5" tube diameter, APS has achieved the best flow possible from the larger APS single turbocharger. Optimum exhaust gas flow was fundamental in the design specification of the APS Intercooled Single Turbo system and as such, it precluded the placement of the turbocharger inside the engine bay. In engine bay turbocharger applications, the down pipe diameter is mandated by the clearance from the engine assembly to the body. In the case of the 350Z, a 3.5" down pipe was well outside the clearance available so this is one more reason (in addition to the manifold to turbo distance and engine bay heat issues) for low and mean turbo positioning in the APS Intercooled Single Turbo system.
APS High Energy 304 Grade Stainless Steel Exhaust system components with 4 bolt racing flanges and precision TIG welded. Intermediate pipe and Test Tube shown above. Note - prototype components shown above - production components are highly polished.
The base system is supplied with the APS tapered coupling to mount directly to the stock intermediate muffler exhaust tube.
An option under consideration by APS is the APS High Energy Exhaust to replace the stock muffler and intermediate muffler pipes. By replacing the final part of the stock exhaust system with twin 2.5" 304 Grade Stainless Steel and the APS true twin 2.5" muffler, exhaust back pressure is further reduced.
All APS exhaust pipes and ducting are precision TIG welded in tight tolerance jigs and fixtures to ensure the highest quality and leak-free assembly on the Z.
Drawing on the technology utilized in the APS Intercooled Twin Turbo system, APS has designed and manufactured a custom configured, vertical flow high efficiency intercooler utilizing custom designed light weight cast aluminium end tanks. Extremely high flow rates and massive temperature reduction - a level of performance that other manufacturers can only aspire to achieve.
With a huge 25” x 9” x 3.5” core, at 650 hp flywheel, the pressure drop is less than 1.0 psi. At the same turbocharger flow conditions, the intercooler outlet temperature is less than 15°F higher than ambient, at any vehicle speed over 50mph. Truly outstanding results at such a huge horsepower level. So just like the APS turbochargers, the APS intercooler has massive additional headroom available.
Vertical flow inside the APS intercooler is by far the optimum configuration given the space considerations that must be accounted for in the front of the vehicle. This solves the huge air flow restriction problems that horizontal flow cores experience particularly at high power levels.
The horizontal flow configuration shown above forces the charge air to flow through very few internal intercooler passages. In addition, each internal passage is very long, causing further restriction to charge air flow - resulting in a high pressure drop.
The vertical flow configuration as specified by APS spreads the charge air flow evenly over a far greater number of internal passages and results in significantly less restriction. The path length of each internal passage is also shorter, with a smaller fraction of total charge air through each passage, thus further improving air flow over a horizontal design. The net effect is massive charge air reduction but with improved air flow and less restriction over a cheap horizontal core configuration intercooler.
Another important aspect of intercooler design for the 350Z is the number of times the charge air must change direction in order to enter and exit the intercooler. Since air flow is momentum based, each time the charge air must change direction, it consumes energy - which results in high pressure drop and reduced engine power.
With a horizontal flow core, the velocity vector turns 90 degrees twice on entry and again twice on exit. In addition, both turns must take place inside the height of the end tank.
Note - APS twin entry intercooler from the APS intercooled twin turbo system shown above.
With the APS vertical flow intercooler, the velocity vectors turn only once over a very wide distance on entry (over 25 inches) on entry. This allows the air to turn very gradually - a very good thing.
Importantly, the APS intercooler uses the latest in Bar and Plate core technology, not low cost off the shelf tube and fin. Other than the fact that the APS intercooler core boasts the highest flow and greatest temperature reduction, the bar and plate construction results in an inherently strong intercooler core of high thermal inertia. The advantage here for the performance street car and drag race enthusiast is that with the core's high thermal inertia, massive reserves of cooling capacity are available in situations where ambient air flow over the core is low. So, after a power run to heat tyres prior to staging for a quarter mile pass, there is plenty of intercooler capacity to launch with full power at your disposal - rather than forsaking power with a tube and fin construction core that becomes heat soaked during the initial burst.
Another aspect worthy of consideration is the internal air passage cross sectional area and fin arrangement of the APS Bar and Plate construction in relation to tube and fin. The tube and fin core has a 5mm edge boundary so for say a 3.5" thick core, you lose half an inch in internal thickness which impacts on passage cross sectional area. In addition, the fins are extruded so they are essential in a straight line and parallel to flow. This means that the internal surface area presented to the charge air is nowhere near as great as that on a traditional bar and plate – which has an alternating offset internal fin arrangement. The result is the bar and plate core used in the APS intercooler flows better and removes far more temperature than the traditional horizontal flow tube and fin. These are just some of the reasons for APS specifying this vertical flow bar and plate core on the 350Z TT.
That said, for other vehicles, other configurations may be applicable, which is why taking a general purpose core from one vehicle and using it in another different type of vehicle is often fraught with problems – even though the cores may be of similar size.
Unlike other systems that require cutting or removal of structural components at the front of the vehicle, APS has designed the 350Z FMIC as a truly bolt-on unit that not only maintains the structural integrity of the vehicle, but also delivers outstanding intercooler performance.
The APS intercooler core is of internally finned construction and offers significantly enhanced flow and heat exchange performance, particularly at high charge air mass flow rates. Also, unlike other manufacturers of intercoolers who reduce cost by using low cost off the shelf cores, the APS intercooler is designed with the optimum ratio of intercooler core surface area (over 225 square inches!) to intercooler volume (787 cubic inches). The result is an intercooler system with outstanding flow and cooling performance, particularly at high engine horsepower levels of 500 - 700hp.
However, there is more to intercooling than size alone. Fully engineered light weight, cast aluminium end tanks ensure optimum charge air distribution throughout the entire cooling core for maximum charge air cooling and minimum pressure drop.
The reality of intercooler excellence in terms of performance equals:
* Largest intercooler surface area possible
* Optimal intercooler internal passage volume
* Lowest possible pressure drop
* Highest possible intercooler core efficiency
* Matched to the turbocharger air delivery in lb/min
In other words the greatest possible charge air temperature reduction with the lowest possible pressure loss at the rated flow of the turbocharger - Whilst maintaining good throttle response.
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