350z HR

http://world wide web.youtube.com/watch?v=3TAG46SbigE 2007 Nissan 350z hr It was only a short video walk around i designed for my new funnel of mine and my buddies 350z ...

Yellow S4 versus 370z

Good run without a doubt however it appears the s4 got him on the top finish.

2008 Nissan 350z. Invidia Gemini Exhaust with AAM test pipe

Raspy at low rpm's when you are so noisy and throaty at mid and rpm's it def comprises for this! Like it!

350z stock exhaust w/ nismo cai in vehicle

STILLEN G3 Longtube Intakes 370Z - Run 2

Dyno test from the Stillen G3 Intakes Because of Stillen and HPLogic to make this possible. Baseline was 256WHP It made typically 275WHP using the intakes. (Top run was 282WHP) Average...

Spectre Performance 9859 5-1/8" Polished Plenum with 4" Dual Inlet by Spectre

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SP-4''DUALAIR PLUNUM#87590

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Nismo Cold Air Intake on Infiniti G35

Nismo Cold Air Intake on G35....

Lamborghini Murcielago Replica Package vehicle

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DC Sport Air Intake Systems provide the best of both worlds in heat protection and improved breathability. Every kit includes an air filter that requires no oil, therefore no chance in contaminating the mass air flow sensor which can result in loss of power and higher fuel consumption.

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Stillen Dual Lengthy Tube Intake

07 G35.

350z injen cold air intake

just a little seem clip of my 2005 350z with injen cold air intake.

350z Stock Felines with Dual Nismo Intakes

07' 350z z33 with stock felines and Dual Nismo Intakes.

350z nismo intakes

nismo intakes.

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Feature

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• Vehicle Application: 2008 2009 2010 2011 2012 2013 Infiniti G37 Coupe & Sedan 3.7L V6

Collector Edition Trans Am Burnout

2002 Pontiac Trans Am Collector Edition WS6 #619. I needed to switch the back tires for that vehicle and so i made the decision to take them correctly after some show.

Thermal Regulation, Protective Apparel and Warmth Stress - The Exogenous Factor

Whether it's today's chemical, biological agent scare or tomorrow's first responder call, firefighters are among the chosen few who continually play Russian Roulette with their health each time they don their hazardous material suit or turnout gear and head into disaster. Each year governing committees amend standards to improve protective equipment. Yet, in spite of these good intentions, protective fabrics place an immeasurable health risk on the human body. As enigmatic as the term "heat stress" is, so is a "cure-all" solution.

Firefighters, EMTs and other first responders are well versed on the facts and remedies of the minor heat illness occurrences... heat rash, heat cramps, tetany (painful muscle spasms caused by faulty calcium metabolism or diminished parathyroid function), heat syncope (fainting) and heat exhaustion. But, it's the obscure damage that one serious heat related incident as heat stroke can cause that is shrouded in obscurity. In a 1995 Occupational Medicine article, the Cancer Registry of Norway reported a correlation between the incidence of kidney cancer and both exposure and cumulative exposure to working in hot environments and volatiles some 20 to 35 years before observation. The main findings of this study revealed heat stress and kidney cancer in the group with at least three years of total employment. A quote from this study stated, "increased risk of kidney cancer has been reported from previous studies of workers in aluminum smelters and other hot environments such as foundries and coke ovens".

Studies published in the American Journal of Medicine suggest that Acute Respiratory Distress Syndrome (ARDS) and a variety of other critical conditions associated with ARDS are also linked to heat stroke. Recently, the Center for Disease Control revealed astounding facts about Chronic Fatigue Syndrome (CFS) that resembles the chronic effects of an individual who survives heat stroke, but it doesn't end there. Medical research hints a correlation between continual exposure of heat to the body that forces the individual to near exhaustion usually results in mild to serious physiologic and neurologic aftereffects. Typically described as exhaustion and poor stamina, the underlying factor in both a severe heat illness and CFS is their pathology involving our body's cellular energy "storehouse".

Research cannot well define the dysfunction of our body's immune system when it is broached by a disruption caused by severe heat. It does, however, intimate that as our body experiences this severe disruption, our natural killer cells that fight viruses can be suppressed or deficient, compromising our immune system. Commonalities discovered between CFS and sequelae (the medical term for recurrent complications frequently noticed in individuals who recover from a severe heat illness) are:
-overall muscle discomfort, flaccid muscles, headaches and weakness
-sleep disturbances or hypersomnolence (requiring excessive sleep hours and naps)
-spatial disorientation, light headedness and dyslogia (speech impairment, reasoning, memory loss
and/or the ability to concentrate)
-chills and night sweats (a thermoregulatory problem)
-skin sensitivity and sensitivity to heat and cold
-irregular heart beat and recurrent chest and/or abdominal pain
-lowered tolerance to alcohol, irritable bowel and/or diarrhea
-weight fluctuation and menstrual cycle disruption

Our bodies are truly a complex chemical, electrical and biological organism. In the early stages of a severe heat illness, at the cellular level, tremendous hyperactivity and abnormalities are taking place. Excessive heat exposure radically denatures proteins, lipoproteins and phospholipids; it liquifies membranes and provokes electrolyte abnormalities that ultimately leads to cardiovascular collapse, multi-organ failure and finally death. Lipids (one of the principal structural materials of living cells) are transported by the lipoproteins throughout the blood, so disruption of our cells is most definitely not a good thing. As we destroy the lipo-proteins that sheath the myelin in the neurotransmitters (nerve fibers), we impair our communication central processing system. Potassium is essential for muscular contraction and function of the heart, skeletal and smooth internal organ muscles, as well as the osmotic pressure and ionic electrical balance. As heat stress persists, potassium levels peak and wane as muscle damage occurs. As these minerals work together to facilitate one another, abnormal levels of calcium, potassium, magnesium and phosphates could become significant enough to cause hypertension (persistent high blood pressure), cardiac arrhythmias or tachycardia (irregular or elevated heart rate) or be the precursor to mild stroke and require immediate treatment.

As our electrolytes become imbalanced, the onset of vomiting and diarrhea can occur. If excess sweating has occurred, the level of sodium usually measures high unless plenty of water without sodium replenishment was previously ingested. Sodium helps maintain osmotic pressure of extracellular fluid, gastrointestinal absorption of certain sugars and proteins, cell permeability and muscle function. Liver damage is a consistent finding and hypoglycemia (low blood sugar) is very common and may be incited by liver failure.

Hemodynamic reports (the study of the forces involved in blood circulation) reveal in severe dehydration cases, abnormal coagulation occurs altering amino acids and causes cerebral edema (excess fluid in the brain cells or tissues). Prolonged intravascular coagulation or loss of blood to the lungs incites damage to the lung tissues and may predispose people to develop pulmonary problems like ARDS. Once this occurs, individuals require more positive inhalation pressure via mechanical ventilation.

Serious heat damage to the body is often associated with endotoxemia (the presence of endotoxins in the blood and tissues) that form an integral part of the cell wall of certain bacteria and are released when the cell destructs. Blood hemorrhaging in the skin (red bumps) can occur followed by blood in the urine. As dehydration increases, the viscosity of the blood changes (from oxygen rich, easily perfused fluid to a sludge-like substance). Vascular tone and capacity, in turn, alter blood pressure and cardiac output. If left untreated, the heart becomes tired and quits. Neurologic complications vary from mental disorientation to delirium, unconsciousness, convulsions or a comatose state (displaying similar symptoms to that of sustaining a serious head injury). Those individuals may require tomography scans to determine the level of Central Nervous System (CNS) damage.

Nerve damage can be as subtle to recovering heat stroke victims as partial or permanent anhidrosis (cessation of sweating). From thereon, the individual's ability to maintain thermal equilibrium may be compromised, especially when faced with heat stress conditions. Irreparable damage to the body's heat-dissipating bodily mechanisms may be noted along with muscle coordination may be weak and affected in some or all quadrants of the body. One's equilibrium and hand-eye coordination may be off. In some cases, lack of nerve conductivity in the lower limbs may also be noted.

Neurologic disorders during the progression of heat related illnesses are further complicated by release of adrenaline (epinephrine- the most potent stimulant of our sympathetic nervous system). Adrenaline stress is extremely prevalent in high-risk occupations where tension, fear, anger, excitement and life threatening situations occur. Release of adrenaline changes the physiological responses and causes a magnitude of complex reactions including, but not limited to increased blood pressure, heart rate and force of blood vessel contraction, relaxation of bronchiolar and intestinal smooth muscles and other metabolic effects. According to John LoZito, Neurologist, a release of some adrenaline is good, but needless adrenaline incites hyperactivity akin to dropping a fuel drum on a bonfire further increasing susceptibility for more serious maladies: stroke, cardiac stress, etc.

Extreme dehydration causes retention of carcinogens and an imbalance of myoglobin (oxygen carrying proteins) in prominent organs like the bladder and colon. Progressive loss of fluid prevents diluting and flushing of these toxins, predisposes one for constipation and urinary tract infections, as well as bladder and colon cancer. Kidney stones may form more readily as calcium, uric acid and other substances become concentrated and form crystals due to fluid loss. Advanced heat stress damage incites sudden rhabdomolysis and intramuscular necrosis (destroying skeletal muscles and decay of muscle tissue also known as muscle wasting).

Researchers have long purported good fluid intake neutralizes the cavity causing acids, flushes away sugar and inhibits the microorganisms that cause gum disease and other oral hygiene problems. For individuals afflicted with asthma, drying of the nose membranes, throat and lung tissues presumably incite more asthma attacks than with hydrated tissues or humid weather. Dehydration, measuring as little as one percent of one's body weight in non-heat stress conditions can be the cause for headaches, fatigue, muscle cramps and the overall "blah" feeling. A net water loss of as little as four percent of one's body weight can cause blood pressure to plummet quickly. These and a host of other disorders make simple nausea and headaches just a walk in the park.

The typical information from organizations like the National Institute of Health, OSHA, NIOSH, CDC, Worksafe Australia and others do not reflect the pathophysiology of how heat stress affects our body at the cellular level. Medical science has just begun to unravel the baneful mysteries of bodily reaction to heat, unfortunately many times after the fact.

The Effects of Medication and Drugs:
The picture becomes more complicated when diet pills, diuretics, over-the-counter cold and flu remedies, and pain medication have been ingested on individuals succumbing to a heat stress illness. Antihistamines, decongestants and remedies containing alcohol act to dry up the mucous membranes and decrease sweat gland secretion, causing further dehydration. Caffeine and herbal stimulants incite the bladder and heart rate, while sleep aids can dull the senses and motor skills and can linger in the body for as long as 24 hours. Individuals diagnosed with diabetes, hypoglycemia or anemia and other undetected maladies (atherosclerosis and other vascular diseases) negatively alter the equation for maintaining thermal regulation. Age, malnutrition, impaired health, adiposity (excess body fat), prior fatigue, lack of proper sleep, or previous or repeated episodes of heat-related illnesses all play a vital role in predisposing individuals to the negative effects of heat stress. Individuals with a previous head injury or nerve damage, underactive thyroid, hypertension or smoke heavily are potentially more susceptible to heat stress.

During the past decade, I have collected data from innumerable sources: pathology and medical reports, insurance and government labor statistics, Department of Defense (DOD) and University sponsored epidemiological studies on Gulf War soldiers, and a myriad of information from institutes around the world. All have revealed astonishing facts. The most notable fact is best stated by my long-time mentor, John LoZito, Neurologist who tutored me for several years... "what heat stresses and negative pressures your body tolerates today are not necessarily the same levels that your bodily functioning mechanisms will tolerate tomorrow... or the day thereafter."

More than two decades ago, I was a small business owner. Every day I dressed in expensive clothing, sat behind an over-sized desk and dealt with the general public from a nice air-conditioned office. Each week I faithfully attended Rotary Club meetings and networked with other business associates at all the right social events. I was a member of the Better Business Council, taught a business course at a junior college and donated more than my share of hours of community service. And one night I changed from the dress ensembles to Levi's and tee-shirts and joined my soul mate in a research and development venture to solve heat stress problems for the U.S. Armed Forces. The project initially sounded reasonable. Create a passive means of keeping ground soldiers cool, especially in desert warfare conditions, without using electricity and encumbering mechanical devices like pumps and batteries that were prone to fail at critical times. The end result must be a man portable device with temperatures that would be tolerated by the body without negative physiologic reaction.

We examined a variety of patented devices, amassed data from previous test contingents - case studies on battlefield soldiers, firefighters, miners, roughnecks, helicopter pilots, off-shore powerboat and super bike motorcycle racers, and a host of other subjects who were required to wear protective apparel under normal work conditions, many while conducting high metabolic activity in high heat indexes. We evaluated numerous laboratory test results of a variety of ice / gel, evaporative, vortex and water circulative technologies. Aside from the usual shortcomings of too cold of temperature to allow heat abstraction from an exothermic body or mechanical devices that failed at critical times, we elected to explore exotherm type, constant temperature phase-change technology. Little did we realize what a huge undertaking this project would become. During the three and a half years of research and development, I was fortunate to have been tutored by some terrific medical doctors. I spent an inordinate amount of time in sports rehabilitation facilities like Alabama Sports Medicine (where athletes earning seven figures go for major surgery), HealthSouth, and Atlantic Orthopaedic. My thirst for knowledge on this subject was not limited to humans. I also visited armed forces working dog kennels and Churchill Downs horse track in an attempt to better understand optimum healing temperatures.

According to the United States Sports Academy the perfect temperature for optimum healing in prolonged cryotherapy for return to function is 50 degrees F (10 degrees C). Devices that could maintain that temperature would not cause negative physiologic reaction, vasoconstriction, soft tissue damage, cold shock or frostbite. Rather, this temperature also thwarted the onset of histamine production, swelling and fluid retention to the affected tissue. Hence, this lead to a starting point for understanding how to reduce heat stress in humans by first understanding of how our bodies reacted to temperature variation. Further, I learned about the negative affects/effects prolonged heat exposure has to individuals afflicted with heat intolerant diseases like Multiple Sclerosis, Ichthyosis and other neurological and related skin disorders that thwart an individual's ability to sweat or regulate their temperature naturally.

Today's Achilles Heel:
The serious heat related ailment is described as either Classic or Exertional Heat Stroke (EHS). The latter, common among firefighters and people who conduct high metabolic activity, is highly morbid. Classic Heat Stroke (CHS) is common among sedentary or elderly people, obese, chronically ill, or individuals with advanced heart disease who are exposed to high ambient temperatures, but aren't necessarily exercising in this environment. On the other hand, EHS is accelerated when personal protective equipment (PPE) alters the equation of balancing heat gain against heat loss in an incubative environment like firefighting, mining, smelting etc. EHS victims can display the same acute symptoms of classic heat stroke, but many may continue to sweat. Terms like micro-environmental temperature zone (MTZ), moisture vapor transfer rate (MVTR), intense temperature differential (ITD), sweat fog, work tolerance time (WTT), and latent heat of vaporization all work in concert against you when wearing impermeable chemical suits, turnout gear and a variety of protective fabrics with little or no porosity. Synonymous with HazMat suits, MTZ is defined as the continual rise in the temperature of the latent heat trapped inside the encapsulated apparel when caloric activity occurs and vaporization of moisture is not attainable, creating a thermal burden-the rainforest effect.

A major chemical corporation and the University of Central Florida conducted a 90-day test in a laboratory on how garments interfered with the body's cooling mechanisms. Different garments in weight and porosity were worn by subjects walking on a treadmill until their core temperature reached 101 degrees F. The conclusions - simple cotton clothing can inhibit the MVTR by as much as 20 percent, while fire retardant clothing (contingent upon its porosity, denier weight, color and chemical additive) increases the thermal burden and decreases the MVTR. Researchers continually strive to increase safety while reducing health risks associated with the wearing of protective fabrics.

While testing on treadmills may result in good data in controlled environments, walking on a treadmill in controlled conditions does not emulate the exacting metabolic stress on the body when lifting heavy objects in real life situations, further complicated by wearing protective apparel. A study of threshold limit values in the workplace reveal that even wearing the lightest of garments, heat stress threshold action limits (where individuals core temperature rises to 38 degrees C before requiring treatment) are exceeded in most U.S. cities each summer. The heat wave of July 1999 (in the chemical valley) in Sarnia, Ontario lasted for several days. Two workers lost their lives due to heat stroke while wearing protective coveralls as required by their occupation. Both individuals were in their middle ages and had previous exposure to this type of environment throughout theirworking career.

Balancing heat stress while complying with safety regulations is a dual edged sword. In July of 1998, at the Dothan, Alabama Fire Academy training grounds, I measured the intense temperature differential inside ten firefighters HazMat suits conducting routine chemical spill exercises on a hot 96 degree F day with 82 percent relative humidity. The asphalt temperature averaged 126 degrees F at 0930 hours to 132 degrees F at 1200 hours. The average ITD measured at least 20 degrees warmer than normal skin temperature inside their suits, creating an incubative environment for heat stress.

I define incubative environments as surrounding temperatures that breed heat stress in confined areas where moving air to assist in sweat evaporation, shade and other cooling means are not attainable. One such test I conducted was with the shuttle rescue Black Hawk helicopter crew stationed at Patrick Air Force Base, Florida. These pilots have little means of recirculating cool air while flying nap of the earth at low altitudes. They must wear fire retardant flight suits, further reducing the MVTR as well as a full head helmet, trapping more heat that the body's radiator wants to dissipate. I suspected it would be a highly incubative environment and was interested in determining the ITD these pilots might experience on a normal mission.

The helicopter faced south to gain maximum UV exposure for the six-hour test. At 0800, I placed a sunscreen in the window and a thermometer on the floor shaded from direct sun. At 0900 hours, I took a digital reading of the outside air temperature (OAT) as 92 degrees F. At 0900, the inside thermometer shaded from direct sun measured 99 degrees F. At 1300 hours, the shaded thermometer read 108 degrees F. I removed the sunscreen and moved the thermometer to the seat exposed to direct sun. At 1303 hours, three minutes after removal of the sunscreen, the thermometer measured 115 degrees F. At 1306 hours, the thermometer measured 129 degrees F. Later that afternoon, after 30 minutes of flying into direct sunlight at an altitude of 1000 feet, the sustained cockpit temperature measured 109 degrees F where the OAT at that altitude measured 94 degrees F.

A few years ago, I attended a special military conference held at the U.S. Marine Corps Chemical Biological Incident Response Force (CBIRF) Headquarters at Indian Head, Maryland. The purpose of the conference was to acquaint the military with off-the-shelf solutions to the age-old problem of heat stress. Hence, I briefed key Marine Corps individuals about the most suitable solution- a myriad of HTF exotherm type cooling devices that had been scientifically proven to increase WTT by 22%, while maintaining normal body vitals, as possible solutions to heat stress for some in-field applications. After the bombing of Khobar towers in 1996, the joint armed forces employ more working canines on perimeter security patrol. Desert conditions pose an extreme health hazard to working dogs, as they do not have the bodily means to expel heat readily like humans. After a technology briefing and demonstration of the HTF exotherm technology, I was approached by an engineer from a company who was promoting their new ingestible, non-soluble "thermosensor" being tested by the Navy Seals. When swallowed, this device would directly transmit thermosensory information to the Corpsman when one's core temperature reached 39 degrees C.

The engineer purported that this device could be the answer to reducing heat stress in the field. So I asked him the proverbial question. "Let's say you're on a covert operation in Central America where the heat index averages 100 degrees F and higher. You're carrying only 40 pounds of weapons, radios and extra gear. You must keep your camouflage BDUs on for protection against insect bites, snakes and the like. The heat and humidity, coupled with simple walking in the jungle will increase your core temperature quickly, by one or more degrees. What will this thermosensor device accomplish if remedies can't be implemented the moment the alarm signals?" He replied that they conducted testing in a laboratory on treadmills. "Why the treadmill?" I asked. "Well, because it measures cardiovascular output."

In turn I asked, "have you ever watched a decon team wearing MOPP2/4 gear or JS-List Overgarments during a chem/bio warfare exercise lift the dead weight of an apparently unconscious 180 pound person lying on the ground and carry that individual to a decontamination tent some 40 yards away... and then do this hurriedly thirty or more times representing a bio-chemical agent incident?" Ah, no. "Are you aware of the exponential increase in metabolic energy required to lift an object versus just walking to increase one's heart rate?" Not really. "Do you know what bodily heat is trapped inside this chemical suit in a heat index of 95 degrees F when this individual is carrying people and breathing filtered air?" "No, but the sensor tells the individual to immediately hydrate." "Wouldn't he also have to be decontaminated first before breaking the veil and exposing himself to the environment which delays rehydrating?" He walked away in silence.

OSHA and other organizations purport utilizing measuring devices like Wet Bulb Globe Temperature (WBGT) and other heat stress monitoring equipment as a good means of knowing the environment you're facing. However, WBGT and other devices cannot measure the decrement in mental and physical performance that results in a lower margin of safety and increased potential of errors of pilots and other personnel when placed in incubative situations. Just as each of us are unique as our DNA, so will our WTT vary from day to day and task to task, especially so when protective apparel and nonporous fabrics are introduced in the equation.

Aboard the submarine tender the U.S.S. Frank Cable, due to heat radiating off the engines and equipment in their boiler/engine rooms and adjacent operational rooms, the sustained room temperature averages 96 degrees F to 99 degrees F on most days. The safety director at Electric Boat, builders of the Wolf Class submarine, report that their welders, plumbers and electricians were the top three job classifications to report recurrent heat stress illnesses. They predominantly worked in confined spaces the size of a Magnetic Resonance Imaging tube wearing fire retardant coveralls. During industrial training week in July 1996 at Texas A&M Firefighting Academy, I gained great empathy for the firefighters from Canada that were not acclimated to Texas heat and humidity. All seven first aid tents were kept busy ferrying heat stress cases to a more suitable location for treatment.

During February of 1998, I conducted six heat stress awareness seminars around Australia beginning in Perth, working my way around the continent to Sydney. During that time, I was invited to tour the world's largest deep copper mine in northwestern Queensland, in the heart of the outback. Mount Isa Mine mines four minerals in close proximity - copper, silver, lead and zinc where approximately 35,000 tons of ore are produced daily in this labyrinth whose tunnels extend well in excess of 500 km and at a depth well over 1760 meters. After completing a medical questionnaire, I rode the double-decker lift with 180 workers to the primary sub-level for my briefing. The first oral instruction was to advise me that the best temperature, as good as it gets, averages 41 degrees C year-round.... the kind of environment that incubates heat related illnesses. The previous day, during my on-site heat stress seminar, MIM ventilation coordinator Tony Nixon, reported 28 heat stress casualties occurred during January, almost one per day. To better comprehend work tolerance time, environmental temperatures, air current and other workplace variables, I had to experience it for myself. Although MIM boasts 19 shafts, 14 dedicated to ventilation, the temperature of the air blowing in the shafts was slightly warmer than average skin temperature so excess heat gained by convection was inevitable.

Donned in high denier coveralls and 18 pounds of equipment, I set out to explore the darkness over one mile down. Accompanied by a safety coordinator, we walked and rode in transport vehicles to expose me to a multitude of work situations. Occasionally, I would put on the filter mask to avoid breathing diesel fumes and fine particulate dust. The temperature was unforgiving. Near the stoking areas, the radiant heat approached 60 degrees C. Workers averaged 12 to 15 minutes in this sector, returning red-faced, drenched in sweat, fatigued and dehydrated. Had I not been wearing the HTF exotherm cooling solution of the armed forces research project, I too would have succumbed to heat stress after over four and one-half hours in that environment.

The Physiological Benefits of HTF (Heat Transfer Formula Exotherm) Cooling:
Based on substantial medical research, the unique Heat Transfer Formula (HTF) temperature of 55 degrees F for specific use in personal body cooling has unequivocally proven its effectiveness in greatly reducing the symptoms and effects associated with heat related illnesses. Primarily, this optimum temperature does not cause vasoconstriction or the "thermal shock syndrome" generally felt when exposed to the cold temperatures of ice and gel. Thermogenesis (rapid heat production through shivering) is not incited when this optimum temperature is held in close contact (thermal communication) with the body. Rather, this temperature allows for quick acclimatization, accompanied by a comfortable cool sensation felt on the peripheral skin areas, further inducing heat abstraction from the torso.

First acting as a heat sink, this 55 degree F temperature abstracts excess body heat gained through metabolic activity and/or micro-environmental temperatures created when donning personal protective apparel. The blood carried throughout the peripheral vessels and surrounding soft tissues expel the latent heat and become cooler as more and more heat is abstracted from the surface area. Consequently, recirculating cooler blood back throughout the venous return thwarts additional concomitant hyperactivity among the body's vitals required to meet the demands of thermal regulation. As cooler blood continually irrigates the cardiovascular system, less metabolic energy is required, slowing the activity of essential body vitals (blood pressure, heart rate, pulmonary output of increased oxygen demands) as well as the latent heat of vaporization (sweating). As sweating wanes, cellular metabolic activity is reduced and less electrolyte fluids and precious minerals are forfeited resulting in a prolonged endurance factor. Since no vascular constriction is occurring, proper oxygen flow is maintained for optimum muscle function, brain activity and CNS functions.

Akin to the radiator of an engine, the optimum temperature of 55 degrees F is the cooler receptor absorbing heat from the medium closest in proximity (the human body). In this example, as the body's engine cools, less heat needs to be expelled and less stress is placed on the engine itself. Clearly, the engine and its ancillary bodily functions operate more smoothly. As more hyperactive heat is exacted by the body's cooling mechanisms when attaining thermal equilibrium, an individual's vigilance and senses remain more acute. Individuals can focus more clearly on the task at hand, not being physiologically and psychologically distracted by the uncomfortable reactions their body is experiencing as a result of trying to attain or maintain thermal equilibrium.

According to John LoZito, Neurologist, utilizing the optimum temperature of 55 degrees F in as a body management device "helps maintain the body's 'vitals'... the first technology I've seen to work in harmony with physiology to cool both the mind and body. I find this technology especially effective in high risk occupations where 'adrenaline stress' adds further negative pressures to the already stressed individual."

Former Miami Dolphins trainer, Dr. Gary Berns states, "this technology uses safe, comfortable temperatures that work in direct correlation to our body's physiological, neurological and metabolic systems. As the body cooling device absorbs the excess heat from the chest cavity or extremity, the blood flow begins to cool. As the blood cools, the sympathetic system slows down the metabolism. We then vasodilate and decrease the sympathetic outflow and turn our body into a more calm, relaxed state further reducing body vitals, i.e. blood pressure and heart rate etc. Cooling the blood flow at its source with a higher temperature medium keeps the body from adversely reacting - fighting vasoconstriction by pumping more blood through the arterial system."

To further substantiate the effectiveness of "optimum temperature" body cooling, the U. S. Air Force Operations Test & Evaluation Center (AFOTEC), now located at Kirtland AFB New Mexico, in conjunction with Alamo Medical Research Institute conducted an extensive 10-day instrumented evaluation of this HTF Exotherm type cooling device. This technology was studied to determine the utility of these one-of-a-kind Heat Transfer Formula Exotherm Type body cooling devices for sole source inclusion for procurement worldwide. Ten male firefighters with medical clearance for unrestricted duty from San Antonio, Texas volunteered to participate in this study. Laboratory testing was conducted to baseline test participants' physical condition to quantitatively evaluate the physiological benefits of wearing the HTF constant temperature body cooling vests in high heat, high exertion environments versus not wearing a body cooling device.

The end report compared the work tolerance time (WTT) findings of wearing the HTF exotherm cooling device versus not wearing any cooling device as stated below.

AFOTEC Conclusions:
-A 22% increase in the firefighter's work time (WTT) performance was noted.

-No significant change in core body temperatures, blood pressure or heart rates.

-Reduced recovery time for those who put the vest on after completing task.

-Test participants comfort levels were rated higher.

-Slower build up of core body temperature.

07 350z w/ Weapon R Secret Dual Intake

Weapons R Secret Dual Intake, also provide Greddy Evo2 Exhaust.

XMODS 370Z EVO PROJECT

MY FIRST XMODS PROJECT 370Z ON EVO CHASSIS. STILL A Piece IN PROCESS. Is Going To Be ALL ALUMINUM WHEN DONE.

How to modify your Car's Motor Oil

First, let us answer the issue Why wouldn't you improve your own oil? Since you can save money and time. It's not necessary to wait in the service garage or quick oil change shop. For ten dollars you will get the very best oil along with a completely new oil filter. And, it's all too easy to achieve that you can train a monkey to get it done.

Altering your cars motor oil is an extremely simple three-step process: 1. Drain that old oil. 2. Switch the oil filter. 3. Add some new oil. Before we feel the steps, allows answer a couple of fundamental questions.

When must i change my oil?

Try looking in your cars proprietors manual. Most auto producers recommend altering the motor oil every 6,000 miles for normal service, or every 3,000 miles for severe service. I change my oil every 6,000 miles, and my engines run new after i trade my automobiles along with more than 100,000 miles in it. One factor which i do is change a brand new cars oil following the first 300 mile break-in period. Then, next, I alter the oil every 6,000 miles.

What type of oil must i use?

You will not cut costs while on an off-brand oil since your engine will put on out sooner. Use oil that fits the American Pertroleum Institute (API) classification SL. I personally use Valvoline, Quaker Condition, Pennzoil, or Havoline brand oil. These quality oils contain chemicals which make them are more effective and longer.

If you're altering your oil right before winter, use SAE 10W30 weight oil. The dpi means the oil have a thin 10 weight viscosity once the engine is cold, enhancing the engine to begin simpler, and so the oil will thicken to 30 weight viscosity once the engine gets warm, safeguarding the engine better. If you're altering oil right before summer time, use SAE 10W40 weight oil. The additional 40 weight viscosity will safeguard your engine better when it is hot.

What's the initial step?

First enable your engine awesome off. Modern engines run at near to 300 levels (F) and herbal will certainly provide you with a severe burn. You should not need to jack your vehicle up unless of course you've some type of ground embracing sports vehicle or low driver. Just about all cars have sufficient space underneath to achieve under and alter the engine oil.

Step One: Drain that old oil.

Locate the oil drain plug and put a pan under it to trap the oil. Having a box wrench, take away the oil plug.

Note for newcomers: To get rid of the drain plug, transform it counter-clockwise.

- For those who have a GM dual-overhead-cam EcoTec engine you might have a hard time finding the drain plug on everything aluminum.

Once the oil stops draining, re-install the drain plug.

Note for newcomers: To exchange the drain plug transform it clockwise. Start the plug together with your fingers. Whether it appears even slightly difficult to turn, back it! You're crossing the threads.

Step Two. Switch the oil filter.

Move your oil catch pan underneath the oil filter. Utilizing an oil filter wrench to have it began, take away the oil filter. (newcomers: counter-clockwise, and you'll acquire some oil in your hands.)

- A strap type oil filter wrench is the greatest kind to make use of. An outlet type oil filter tool can be used having a ratchet as being a regular socket. The issue using the socket type is it has a tendency to find yourself in trouble around the filter. Make use of the socket type tool without having enough clearance round the oil filter to make use of the strap type.

Together with your finger place a thin coat of oil around the new filter's gasket to really make it seal better.

*! Now give consideration - here's had you been can ruin royal!

Together with your hands, install the brand new oil filter. Whether it appears even slightly difficult to turn, back it! You're crossing the threads. Most filters come with an instruction printed in it to own filter yet another turn following the gasket makes contact.

This is what I suggest: screw the filter on until its "hands tight". Then make use of the oil filter wrench to snug up another 1/8 to at least oneOr4 turn. This really is critical!

Once the vehicle is running, the oil pump puts the oil pressurized. If you do not install the oil filter tight enough, the oil can come gushing out. In the event that happens shut lower the engine immediately! Without oil, an electric train engine will secure within a few moments.

The very first time I transformed my oil, I made use of the filter wrench to tighten the filter as tight when i might get it. Wrong! Next time I visited change my oil, I could not obtain the filter off. Fortunately I'd lots of space round the filer, and so i hammered a screwdriver with the body from the filter and used the handle from the screwdriver to show the filter off.

Warning! Don't over-tighten the filter. Do as instructed above carefully!

- The GM dual-overhead-cam EcoTec engine comes with an unusual oil filter situated on the top from the engine. Take away the engine air intake hose. This is the oil filter canister just right of, and below, the finish from the outside intake tube. Make use of a proper size wrench to get rid of the canister lid. This engine utilizes a special filter cartridge.

Step Three. Add some new oil.

Locate the oil filler cap around the valve cover. I have seen newcomers pour motor oil in from the actual brake cylinder towards the radiator cap. Make certain you've situated the the oil filler cap. Take away the oil filler cap.

When flowing the oil, you'd be smart to utilize a funnel between your oil can and also the valve cover oil filler hole.

Just how much oil in the event you add? Try looking in your cars owner manual. Most engines possess a capacity of 4 or 5 quarts. Don't overfill the crank situation. Advertising media are the engine the additional oil is going to be blown out with the PCV value, possibly stalling your engine.

Tip: If you do not be aware of oil capacity from the engine, add four quarts, then look into the oil level, whether it's a quart low add another quart.

Switch the oil filler cap.

Step Four. Start the Engine.

Yes, I understand, I stated there where only three steps. You are finished, this isn't a real "step".

Start the engine and make certain the oil warning light chimes. Look underneath the vehicle to make certain oil isn't seeping out. Switch off the engine and allow it to looking for one minute to allow the oil drain lower towards the crank situation. Then make use of the dip stay with look into the oil level.

How to determine the oil level: Take away the dip stick, wipe it clean having a rag, re-install the dip stick. Make certain the dip stick is within completely or else you will obtain a false reading through. Following a couple of seconds take away the dip stick and look at what lengths in the stick is included with oil. Most dip stays possess a "full" mark printed in it.

Note: I've found the easiest method to get rid of that old oil is by using a funnel to pore it in the collection pan in to the bottles that the brand new oil came. After I obtain a large pile of used oil bottles I drive them towards the oil recycling center. Make sure to mark the used oil bottles which means you don't accidentally think they're new oil.

Copyright(C)2004 Bucaro TecHelp.

Permission is granted for that below article to forward, reprint, distribute, use for newsletter, e-newsletter, website, offer as free bonus or a part of an item available as lengthy as no changes are created and also the byline, copyright, and also the authors resource box below is incorporated.

Improve Gas Mileage - Over 30 Methods to Improve Your MPG and Reduce Gas

There are two major categories in fuel savings:
driving habits vehicle maintenance/upgrades
First, DRIVING HABITS:
Anticipate, use your brakes less, and don't accelerate quickly. Look far down the road ahead, even if "far" is a city block. Get into turn-lanes smoothly and early: avoid accelerating to get in front of traffic. Anticipate stops or slow-downs ahead and take your foot off the gas: try to coast much more than you brake. Additional coasting distance saves fuel and extends brake-pad life. Remember: he who leaves stoplight quickest pays more at pump. Use Cruise Control. It saves fuel and speeding tickets. But it's not just for cruising. The "Resume" button can give you decent acceleration without wasting fuel. Overdrive and gear selection. If your automatic has Overdrive, use it. If you have a manual transmission, shift early to keep engine rpm's lower and always use the highest gear for highway cruising. Slow down. As you increase speed above 60 mph, wind resistance increases rapidly as a percentage of total fuel consumption. Typically, every mile over 60 mph costs you ~1% in fuel economy. Carefully consider your route and the time of day: traffic flow is a huge factor. For example, say that along your interstate travel route, the space between vehicles averages 3 to 4 car lengths... typical of traffic in many large cities. If it's stop-and-go, fuel economy will be bad. But if traffic is moving smoothly and fast (at 60 - 80 mph), then fuel economy can be superb: those rushing vehicles create a jet-stream of air that dramatically reduces wind-drag losses. Up to 30% gains are possible. For maximum fuel economy, follow a larger vehicle and use cruise control. Also keep in mind wind direction: if the wind blows strongly from the right and you're in the right lane, you'll get NO break in wind resistance from vehicles ahead. Plan and Combine errands to make fewer trips. Think like your great-grandparents did. Plan meals and grocery shop once a week to once a month: just make a list of other errands during the week, plan your route, and do it all in the same trip. Arrange with other parents to carpool or pick up the kids for you. Such planning may seem like work at first, but it frees up time, helps you relax, and can improve your average fuel economy by 5 to 15%. It can also cut your average weekly miles by 20% or more. Total dollar potential: save 10-35% of monthly fuel costs. How does this help fuel economy? During the first several miles while warming up, the engine and transmission are not operating efficiently. This is why city fuel economy can drop dramatically in cold weather, when it can take 10 miles for the engine and transmission to warm up. Automatic transmissions in particular can be power hogs when fluid is cold, and manual transmissions can feel like you're shifting in molasses. (Hot/cold temperatures are one of many reasons to use a full-synthetic 100,000-mile transmission fluid). So, combining two or three trips into one reduces the miles you drive, and also gets you better fuel economy. Use air conditioning wisely: - Keep your windows rolled up at speeds over 40 mph: the air turbulence around the window makes the air-conditioning cheaper than the fuel-economy penalty from additional wind-drag. - Turn off the air and roll down windows at speeds under 40 mph in the summer heat: the additional wind-drag is cheaper than the air-conditioning. Fuel economy impact? ~ 1-5%. Buy fuel wisely. Ok, this isn't actually improving your fuel economy, but here are some tips to save fuel money. Tuesday afternoon or Wednesday morning fill-ups will normally save you money: those are typically the lowest prices of the week. Also, filling up in the morning when the fuel is cooler will get you a few extra cents of fuel. So your best time to fill up is -- on average -- Wednesday morning. Don't "top off" your tank: you risk losing fuel to the station's vapor-recovery system, giving them back some fuel you're buying. Use a good fuel additive at fillup. Injectors with excessive deposits have poor spray patterns that can cost you 2 to 15% in fuel economy. Those deposits are caused by poor quality fuel. Since '95 the EPA has required all gasoline to have deposit-control additives. But about half of all gasoline on the market is lowest additive concentration (LAC) gasoline, which barely meets the regulation and contributes to excessive deposits. What can you do? First, if your vehicle is designed for premium gas, and you're using it, your injectors may be fine: most premium fuels include higher additive levels that are effective at keeping injectors clean. However, what if you don't use premium? Use "Top Tier" detergent gas -- if you can find it -- because this new fuel classification meets the 2004 GM/Honda/Toyota/BMW deposit control standard. If you don't need premium and Top Tier isn't available, you probably need an additive. BEWARE: there are many mousey fuel additive products that generate nice sales profits but do little for your vehicle. Find a good one that will actually clean your injectors, keep them clean, and (for diesels) lubricate your fuel pump. Our website suggests fuel additives that we know do the job with quality, for a fair price. Lose some weight! Clean out your vehicle's trunk (and maybe the back seat). Tools from that weekend project two months ago is costing you fuel! Every 200 pounds in your trunk costs you roughly 1 mpg. Don't drive! Carpool, occasionally ride a bicycle or walk, telecommute for part of your work-week, or take public transportation. Shift your work-hours to avoid gridlock. Stop-and-go traffic is hard on fuel economy. Arrange traveling to/from work when traffic flow is running smoothly at the speed limit. Minimize idling -- idle smart: Engines only need 10 seconds for warm-up before driving (30 seconds if below zero). Idling your engine more than a minute typically costs more fuel than re-starting it. So avoid drive-through lines at banks and fast-food shops: instead of sitting in line, park and go inside. BUT, when you must idle with an automatic transmission, put the transmission in Neutral or Park while you're waiting: this will cut fuel usage at idle by 10-40% depending on the vehicle and the transmission temperature. (With manual transmissions, use the brake to keep from rolling back - not the clutch. That saves fuel and extends clutch life.) Park in the Shade: The hotter the fuel tank gets, the more gas you lose to evaporation. Smart vacation thinking: If your vehicle is a gas guzzler, consider renting an economical vehicle to drive on vacation. With a discounted week-long rate at better fuel economy, the rental might pay for itself. If you lease your vehicle, using a rental vehicle will also lower your total lease miles. Keep a log of your mileage and fuel. By monitoring your fuel economy and driving habits, you can see the cost impact of changing your driving style, and you can spot the poor fuel economy that is often a first-alert to maintenance issues. In addition, as you make changes to improve fuel economy, you can measure the exact results (averaged over five or more fill-ups for best accuracy). Second: vehicle MAINTENANCE & UPGRADES. These areas often get skipped in recommendations on getting better fuel economy. That's unfortunate because they can have huge impacts. Most fuel economy improvements fall into two general categories:
decrease friction in the vehicle's drivetrain (engine, transmission, differential, wheel bearings, tires); make it easier for air to flow through the engine, anywhere from the air intake to the exhaust tailpipe.

These are the same areas that performance-enthusiasts change to get more horsepower. I spoke with a Lexus mechanic who has won awards for his modified 2003 Dodge 2500 pickup with the Cummins turbo-diesel engine. He was surprised that with his many thousands of dollars in horsepower upgrades, he was getting about 23 mpg even with large tires and higher ground-clearance. "Every time I increased the power, the fuel economy improved." No surprise to me: except for tires and suspension, he increased his truck's efficiency with every power upgrade.

"Experts" generally (wrongly) define the "proper" pressure as the vehicle manufacturer's recommendation. That's what the government says. That's what most service shops follow. Unfortunately, that's seldom correct in your and my vehicle tires.

Fact is that OEM wheel/tire combinations for most passenger cars and light trucks are designed by the TIRE manufacturer for even tread pressure on the ground when inflated to between 35 and 42 psi [pounds per square inch]: that optimum inflation range is much higher than the recommended 28 to 33 psi that are in many owner's manuals or on door-jamb labels.

If your tires normally wear the tread off the shoulder before the center of the tread, then your tires ARE under-inflated.

So how much air pressure should you use? Visit our full online Ultimate Fuel Economy Guide for important details.

Impact? By our conservative estimates, most vehicles are riding on tires that are 8 psi low, costing about 3% in fuel economy.

The number of vehicle owners turning to synthetic engine oil has increased dramatically, because consumers are learning that synthetics are better than petroleum products in every way, BY DESIGN. More vehicle owners are beginning to realize what the OEM's and quick-lubes don't want them to know: that full synthetics can cut wear rates in half and outperform traditional oil for up to 35,000 miles between oil changes.

But consumers don't realize THREE KEY THINGS:

First, that the benefits of synthetics extend to every lubrication area in the vehicle. For example, most transmissions fail because their transmission fluid has failed, either because the fluid hasn't been changed frequently enough, or because the fluid overheated. Synthetic fluid helps hugely to prevent transmission problems, and naturally saves fuel at the same time.

Real life: My '94 Taurus SHO got 10% better fuel economy with engine oil and transmission fluid change, my '02 Sierra 2500HD Duramax truck got 8% better fuel economy with just synthetic engine and differential fluids, an acquaintance picked up over 20% on a 37 foot gas-engine motor-home, and my friend Phillip's 1999 Olds Silhouette van picked up 20% just by changing to synthetic engine oil -- saving him over 0/yr in fuel.

In other words, for most vehicles, high-performance synthetic lubricants are one of the simplest and best changes that you can make to improve fuel economy -- yet it's rarely mentioned! One reason is because it's brand dependent. Most people will get 2 to 12% improvements in fuel economy, IF they use one particular brand of lubricants, but less or no improvement with other "synthetics".

Second, not all "synthetics" are real PAO synthetics. Today, in fact, most are fakes because the lubrication industry has agreed that it's OK to deceive you. (Our site explains how to tell a true synthetic from a petroleum "synthetic".)

Why do you need real PAO synthetics, anyway? Because in every way they perform better than petroleum products -- by design -- and because they are uniquely able to save you the maximum amount of money with 25,000 and even 35,000 mile drain intervals, while other "synthetics" are designed for 7,000 to 10,000 mile use, to maximize petroleum-oil-company profits out of YOUR pocket.

Third, not all real synthetics are the same. As a Mechanical Engineer who has worked for years in automotive, and done extensive research (see About Us on my site), I live in the everyday world of real results and have developed some strong recommendations based on data and verification with personal testing. In fuel economy, for example, ASTM standardized fleet testing results with one company's synthetic lubes in commercial vehicles shows an average 8.2% improvement in fuel economy vs the common big-name commercial lubricants. (See this data on our site.)

Few companies will show legally-binding data based on standardized (tightly defined) test parameters like this, because independent testing on their products will not produce favorable data to support their product claims. In comparison, hundreds of ASTM 4-ball Wear Test results in independent laboratories over years have shown that one company's lubricants are consistently designed to reduce frictional wear and internal fluid-friction losses to a greater extent than even most synthetic lubricants. Friction reduction translates directly to better fuel economy and much longer-lasting vehicles.

You want data from respected independent testing laboratories? Ahh -- so you know marketing claims are worthless! We have overall comparative testing data for many specific oil blends, including Mobil 1: ASTM testing by independent laboratories. While all the oil companies run these tests, generally only one company publishes significant data, while the others rely on vague performance claims and clever marketing slogans. Beware: test results against generic "competitor A, B, C" are legally meaningless. But published/advertised test data against named products is legally binding, with huge lawsuit potential from competitors.

- Loaded roof racks or cargo pods can cut 5% or more off your fuel economy. A cargo rack that slides into a trailer hitch allows you to carry extra stuff, still get into your trunk, and use less fuel.

- Sunroof air-deflectors can be handy, but do cost you a bit of fuel. Removing the air deflector might save 1/4 to 3/4% in fuel economy.

- Consider adding a truck bed cover, either soft-type or hard-shell, to get a 1 to 2 mpg boost. What about dropping your tailgate to travel, or replacing the stock tailgate with an "air gate" net or louvered tailgate? They're not as reliable: results depend on vehicle aerodynamics, bed length, and what you do (or don't) have in the truck bed.

- Reduce air turbulence under your vehicle: "Off-road" packages with protective underbody "skid plates", or "ground effects" styling packages can add 1-4% in fuel economy. The downside? The vehicle may be more difficult to service.

- Adding an air deflector to the roof of your truck/SUV when towing will also add 1 to 3 mpg by reducing trailer wind-drag. But it can also reduce your non-towing fuel economy by about the same amount if it's still in position on the vehicle when you're NOT towing.

Easy Improvement: Replace your air filter with nanofiber filters born from military/aerospace technology. (Just released in 2005 with worldwide patents, and reasonably priced.) You get pressure drop nearly as low as an oiled gauze filter while filtering out 100% of wear particles down to 3 microns (for real). Clean with an annual tap/shake/vacuum. No warranty problems.

Intermediate: The next thing to look at is the air-filter box design. Many OEM's have a restrictive flow-path going into the air-box (to reduce engine air-intake noise, or to reduce water intake if you drive through a foot or two of water), including lots of internal stiffener ribs. Sure, the improved strength from ribs may enable you to stand or kneel on the air-box, but they often cause pressure-drop and turbulence.

There are two improvement routes: an aftermarket air-induction system, or DIY modifications.

The best route is to look at replacing the entire air-intake box and filter with an aftermarket "air induction" or "air intake" kit.

Caution: oiled gauze filters won't keep out many wear particles, so they produce high engine wear-rates. Plus, excess "tack oil" can cause reduced fuel economy and trouble with warranty coverage at many dealers. Choose wisely -- go for the OEM certified nanofiber solution if one is available for your vehicle, because nanofiber air filters are the best technical and economical compromise between no filter at all and a restrictive stock filter. The minimum intake choice should include a two-stage dual-density oiled-foam filter: far better than oiled-gauze. If you can't get at least that in an aftermarket air induction system, then we recommend skipping it: upgrade to a nanofiber air filter, and consider modifying the stock air-box as we outline on our website.

Advanced: see our site for these details.

Our easy, intermediate-level and advanced airflow improvement suggestions can realistically net you from 2% up to a maximum 8% improvement in fuel economy.

- Most "oil additive" or engine "metal treatment" products are or will be embroiled in lawsuits in a number of states. If an oil additive claims a fuel economy improvement over 1%, forget it. Lubrication Engineers explain that oil is a highly engineered chemical package, and that if you want better performance you must buy better oil. Base your choice on published, standardized ASTM test results. That's the best and cheapest way to get better lubrication performance.

- Fuel treatments/additives and catalysts? 2-15% gains are available, with the biggest improvements for vehicles with a long diet of cheap LAC (Lowest Additive Concentration) fuel. Question the cost vs value. The answer is Yes to some good ones, No to some poor ones, and "why bother" to a lot of them. Question who to trust, and research what you buy.

- A mechanical or electronic aftermarket product? Fundamentally, if it isn't actually improving airflow through the engine/exhaust, it's probably NOT going to boost fuel economy. Our site has specific "improvement" examples that WON'T save fuel.

2008 350z w/ injen dual cold air intake first try out

didnt possess the bumper on yet and may wait they are driving it.........therefore the plastic cover at the base began to rub from the ground... :-( it had been the worst ...

2008 Nissan 350Z - Nismo cold air intake fly by

Carrying out a fly by within the Z to exhibit the way it sounds, it may sound a lot even louder personally I have no idea why your camera wont get it so great. All stock aside from...

zero intake after existence original mix

Melodic progressive track!!