This is the result of what's been keeping me from being productive. Tomorrow brings me a trip to Blackwater NWR, so at long last, I will be using my camera again.
I have one other thing to do in the near future - I'm installing a Nismo header on my car sometime in the near future. That'll be a fun one to document in pictures... and I wish I had a tape recorder, because this will be the first time I will have worked with a water cooled car since 1999.
An aside - I have also been working on creating a presence on Picasa. I plan on using this with Lightroom and Blogger to streamline posting. See here, if you're interested.
yeah, lots of that ice stuff around here yet. and snow of course. i think tomorrow is the day to dig my way back to the garage and bring a motorcycle out to play on the drier roads tho, just 'cuz.
ReplyDeleteas long as you're taking an exhaust manifold off anyway, now would be the time for a turbo..... just sayin....
honestly, most headers on otherwise stock engines trade torque for hp, you sure that's something you want to do?
-GMT
I get the benefit of increased durability - from having read about it, I don't want to have to deal with trying to get my engine replaced under the federal 80k emissions warranty when the precat blows up. Plus I'm almost at 80k anyway... but uh, aside from that, I already bought the part, so I'm locked in now anyway (sort of).
ReplyDeleteHere's a dyno chart that shows the performance of an off-brand header:
Chart
Rumor has it, though, the Nismo header is a better design than any of the others... I can't find anything that backs that up other than one parts listing that says 16HP/11.6ft-lb peak increase. That's the one I got on supersale from eBay. I guess we'll see, but it seems like the QR25DE bucks all sorts of trends - a cold-air intake actually nets 10-15HP at the wheels and about the same torque gain. It also can't take much in the way of turbo without bottom end modification, it uses a dual-mass flywheel instead of the sprung clutch plate, and it has some other block construction feature that's more like a racing mill than a passenger car engine. Solid lifters, too. In fact, the only real shame is that the connecting rods are too weak and the crankshaft wasn't fully counterbalanced until 2007. Of course, the low end torque vanished that year, too.
Wow... Been a while since I checked in around here...
ReplyDeletePart of me is lamenting the fact that I missed a super-winter from hell, but part of my is enjoying the fifty degree weather here in Nashville this weekend. Although, believe it or not we got several 3-6 inchers this winter, which I never got in Birmingham.
I haven't used my camera since December. Not due to the weather precisely, but because I didn't have my car for a few weeks in January (accident just before Christmas dodging the first superstorm), and now because I'm saving gas money for March-May during wildflower season.
Hopefully you'll get some good photos at Blackwater! The birds have been migrating through here pretty steadily already, so I'm guessing some are making their way up there by now.
ReplyDeletedude - someone deleted their own comment. weird.
ReplyDeletethey build something that blows up at 80k? also weird.
see, headers on a small engine are always an issue. i mean, sure, peak torque and hp are better, yeah - but it's where they lie under the curve that counts. odddly enough right now, i've got no (operational) vehicles in the fleet at the moment with much (well, anything) in the way of top end, but low end torque and midrange hp, yeah, those are handy around town. what's stranger - that i pretty much always upshift the jeep at like 2k on the tach, or that, if i'm not in a hurry, i can get away with it on the buell as well?
anyway, sadly enuff, no pictures lately - too many hours at werk + ISO 27001 certification (no-camera rules) aren't such a fun combination.
-GMT