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Higher cell count = more filtering per cell than lower.
OEM = usually 400cell count
HFCs = usually 200 cell count
So technically you could keep a 400cell count cat however if you increase the diameter of the pipe itself it should yield a bit more power since there is more area. You see this in almost all catalytics, the increase in piping when it meets the cat then decreases into a 2 inch.
Find yourself some 2-300 cell count cat cores and weld them into 2.5 - 3in piping and you'll have a rasp free emissions compliant high flowing cat.
Hey guys, I want to know what you guys this of these tuning results. I’ve tried to build my car such that I can make the most gains possible without being extremely loud and staying close to California regulations should I have to quickly revert to being within smog regulations.
2010 G37s manual with 90k miles
Mods: Stillen gen 3 CAI with Z1 race filter upgrade, z1 ported upper manifold, FI RHFC, ISR y pipe and single exit Y back (370z version for muffler), 25 row oil cooler, RPF1 wheels to reduce drivetrain loss.
Admin Tuned on Dyno, 91 pump gas, with sheet attached
Peak Power: 313.76WHP on Dynojet
I followed the single exit exhaust route due to Moncef’s advice on those making more power. He said that he thinks the HFC is holding me back on power over test pipes. But I’ve seen so many people make way more power than this with HFCs and less upgrades. Moncef also said the car is running fine, no issues that he can notice. No exhaust leaks. Regular oil changes, i recently cleaned out my throttle body.
What do you guys think?
So we had the drift car on the dyno tuned by Martin @rsenthalphy.
No exhaust nor filters in the OEM intakes and it yielded the same power on 93, timing was spicy since it was a drift car and the car had low mileage cats. Sea level Florida.
I think it all lies with being able to push more timing on 93oct without knock
