IS350 0-60 time with RRracing tune
Correct. A stock IS350 typically puts down an average of 265rwhp on a dynojet. Of course, various types of dynos and weather conditions can alter the resulting output. As for gains, the consensus on the forums yield the following expected results for certain mods:
*Intake= 5rwhp
*Axle back exhaust= 5-7rwhp
*Catback exhaust= 10-12rwhp
*Headers= 12-16rwhp
*ECU Tune= 12-15rwhp
I believe there's a company called The Driveshaft Shop that was building custom CF driveshafts for the IS-F and IS350 community but demand was very low so it remains a custom order.
*Intake= 5rwhp
*Axle back exhaust= 5-7rwhp
*Catback exhaust= 10-12rwhp
*Headers= 12-16rwhp
*ECU Tune= 12-15rwhp
I believe there's a company called The Driveshaft Shop that was building custom CF driveshafts for the IS-F and IS350 community but demand was very low so it remains a custom order.
True that a lighter driveshaft will be easier to spin and could improve acceleration slightly. But considering CF isn't exactly cheap (Some wings go for $1000+, a driveshaft is much more complicated) how much will it cost? And has it been tested before? I'd seriously consider this if it isn't ridiculously expensive, adds a lot of impact on the car, and is reliable.
Correct. A stock IS350 typically puts down an average of 265rwhp on a dynojet. Of course, various types of dynos and weather conditions can alter the resulting output. As for gains, the consensus on the forums yield the following expected results for certain mods:
*Intake= 5rwhp
*Axle back exhaust= 5-7rwhp
*Catback exhaust= 10-12rwhp
*Headers= 12-16rwhp
*ECU Tune= 12-15rwhp
*Intake= 5rwhp
*Axle back exhaust= 5-7rwhp
*Catback exhaust= 10-12rwhp
*Headers= 12-16rwhp
*ECU Tune= 12-15rwhp
Rookie
Joined: Mar 2015
Posts: 70
Likes: 1
From: WI
True that a lighter driveshaft will be easier to spin and could improve acceleration slightly. But considering CF isn't exactly cheap (Some wings go for $1000+, a driveshaft is much more complicated) how much will it cost? And has it been tested before? I'd seriously consider this if it isn't ridiculously expensive, adds a lot of impact on the car, and is reliable.
Lexus Champion
Joined: Apr 2014
Posts: 1,636
Likes: 9
From: California
1399 for cf shaft, it has been tested it's made by drive shaft shop, that's about a good as it gets for a reputable place! Read from a guy with a gto that he did 13.2 before and 12.9 after shaft , that's Hella worth it to me, especially with us not having much to choose for performance! My cf hood was $800, so 1400 for a good performance mod, I well worth it.. with all the bolt ons, tune and the shaft with DR 12s should b ubtainable..
1399 for cf shaft, it has been tested it's made by drive shaft shop, that's about a good as it gets for a reputable place! Read from a guy with a gto that he did 13.2 before and 12.9 after shaft , that's Hella worth it to me, especially with us not having much to choose for performance! My cf hood was $800, so 1400 for a good performance mod, I well worth it.. with all the bolt ons, tune and the shaft with DR 12s should b ubtainable..
Idk, seems unlikely that the drive shaft would make a 3 tenths difference at the drag strip alone. I've heard of bone stock ls2 Gto's running the 1/4 in high 12's bone stock so maybe it was just driver error or the conditions were better. Or perhaps be didn't have DR's the first time. Not saying it won't make an improvement but it definitely wont be that huge.
https://www.clublexus.com/forums/performance/757198-is350-in-the-1-4-12-s-roll-call.html
Based on these two threads, breaking into the 12s is feasible with an I/H/E set-up, a low 60' time, and reducing weight such as removing the passenger seat.
https://www.clublexus.com/forums/is-2nd-gen-2006-2013/320160-is350-finally-in-the-12s.html
https://www.clublexus.com/forums/performance/757198-is350-in-the-1-4-12-s-roll-call.html
Based on these two threads, breaking into the 12s is feasible with an I/H/E set-up, a low 60' time, and reducing weight such as removing the passenger seat.
https://www.clublexus.com/forums/performance/757198-is350-in-the-1-4-12-s-roll-call.html
Based on these two threads, breaking into the 12s is feasible with an I/H/E set-up, a low 60' time, and reducing weight such as removing the passenger seat.
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The key for the fastest times is COLD temps and a non-heat soaked engine bay. Each time I've gone to my local drag strip, either my first or second pass of the night is my best. A pass in late Nov, like in the link above from caymandive, or in March like my sig below shows that is possible in the best conditions possible.
Intermediate
Joined: May 2015
Posts: 448
Likes: 71
I am starting to think there has to be something that has an affect on our hp/acceleration that has been overlooked or at least not mentioned in this thread. I have noticed a wide but consistent variation in my 40-60 times that don't seem to be dependent on temperature. On a flat road I will get either 2.2-2.4s, 2.7-2.9 or sometimes as high as 3.4ish. I would get these on the same day, within minutes of each other with no real change in temperatures. My personal best pre headers was 1.9s with cool 60F intake temps. Before that it was 2.2s @70F, however I have several 2.3-2.4s runs in the low 90s. First run with headers was 1.8s @70F which got me all excited thinking they made a difference, however since then ive had many 2.4ish runs. Out of two pulls this morning in the 40s I had 2.4s so there is something else going on. I want to say its the ignition timing jumping around for whatever reason and am thinking fixing the cause of that should bring the average times closer to the fastest times.
Are you able to measure your Knock Correction Learn Value (KCLV) via Techstream? There were a few IS-F folks that were having issues with their power output due to a low KCLV reading. High intake temperatures can have an impact to the KCLV.
https://www.clublexus.com/forums/is-...a-logging.html
https://www.clublexus.com/forums/is-...a-logging.html
Intermediate
Joined: May 2015
Posts: 448
Likes: 71
I can check the kclv, but it has been cool lately and my intake temperatures are almost always within 5F of what the outside temp is unless I sit and idle for a while. As far as spinning goes, that is more of a problem in first, usually im good from 40mph+ which is why i do 40-60 and 60-80 pulls.
Rookie
Joined: Mar 2015
Posts: 70
Likes: 1
From: WI
The key for the fastest times is COLD temps and a non-heat soaked engine bay. Each time I've gone to my local drag strip, either my first or second pass of the night is my best. A pass in late Nov, like in the link above from caymandive, or in March like my sig below shows that is possible in the best conditions possible.
Rookie
Joined: Mar 2015
Posts: 70
Likes: 1
From: WI
I'll be honest that was a lot less than what I initially thought it would be. I thought it would exceed $2k to be honest. Regardless I emailed someone there and I'm not sure how much the stock driveshaft weighs, but the CF one weighs about 25 pounds. If someone knows the weight of the stock driveshaft, that could be useful. I honestly think to break 12s you just need a good launch and bolt-ons and a tune even if your tires aren't the best. If the .3 second improvement is actually what you'd get that is absolutely incredible.
I'm a bit skeptical about this myself, but who knows how much weight a CF driveshaft would take off. If there is actual proof somewhere a CF driveshaft will actually remove that much time I'd really like to see it. Otherwise, he could have just gotten a better launch that day.
I'm a bit skeptical about this myself, but who knows how much weight a CF driveshaft would take off. If there is actual proof somewhere a CF driveshaft will actually remove that much time I'd really like to see it. Otherwise, he could have just gotten a better launch that day.