The Nissan 370Z and the Pursuit of More Power

The Nissan 370Z has earned a loyal following since its debut in 2009, thanks to its balance of affordability, rear‑wheel‑drive dynamics, and a naturally aspirated V6 that responds well to modifications. While the factory 332 horsepower (at the crank) is respectable, many owners quickly discover that the car’s true potential is unlocked with a few carefully chosen upgrades. One such upgrade that consistently delivers impressive dyno numbers is the AEM Brute Force Intake combined with a professional tune. In this article, we examine a real‑world case where a 370Z owner gained a measured 60 horsepower at the wheels.

The VQ37VHR Engine: A Solid Foundation

Before diving into the upgrade, it helps to understand what makes the 370Z’s engine special. The VQ37VHR is a 3.7‑liter V6 that features Nissan’s variable valve event and lift (VVEL) system. This engine produces strong mid‑range torque and revs willingly to 7,400 rpm. However, the factory intake system is designed for noise suppression and packaging, not maximum airflow. Restrictive air boxes, convoluted tubing, and a paper filter can choke the engine once you start asking for more air. Replace those restrictions with a high‑flow intake, and the engine can breathe freely again.

What Is the AEM Brute Force Intake?

AEM’s Brute Force Intake is a premium cold‑air system engineered to increase airflow while maintaining excellent filtration. Unlike many short‑ram intakes that pull hot engine‑bay air, the Brute Force design uses a shielded, location‑specific air box that draws cooler air from outside the engine compartment. The heart of the system is a dry‑flow synthetic filter that does not require oil, eliminates the risk of contaminating MAF sensors, and offers consistent flow over thousands of miles.

Key Technical Details

  • Filter Media: AEM DryFlow synthetic – washable, reusable, no oil needed.
  • Inlet Tube: Mandrel‑bent aluminum with a smooth internal surface and a larger diameter than the factory tube.
  • Heat Shield: Injection‑molded polyethylene that seals against the hood to block radiant heat.
  • Installation: Designed to use existing factory mounting points; no cutting or drilling required.

AEM offers intake systems for the 370Z model years 2009–2020 (part numbers 21‑20079C for cold air, 21‑20138C for a direct‑fit dry‑flow system). The combination of increased airflow volume and lower inlet air temperature provides the foundation for a significant power gain, especially when paired with an ECU calibration that takes advantage of the extra oxygen.

Installation: More Than Just Bolt‑On Hopes

Installing the AEM Brute Force Intake is a straightforward weekend job, but attention to detail matters. The owner we followed for this article completed the installation in about two hours using common hand tools.

Step‑by‑Step Overview

  1. Disconnect the battery and remove the factory air box, intake tube, and MAF sensor (carefully).
  2. Install the new heat shield, ensuring the rubber gasket sits flush with the hood liner.
  3. Mount the AEM intake tube and secure all hose clamps to the specified torque.
  4. Transfer the MAF sensor to the new housing – orientation must match factory placement to avoid skewed readings.
  5. Reconnect the battery, start the engine, and check for leaks.

A critical step that many owners overlook is resetting the ECU adaptation. After installing any high‑flow intake, the engine’s learning parameters will be based on the old restrictive setup. Disconnecting the battery for 15 minutes or performing a throttle‑body reset (ignition on, press gas pedal slowly to floor for 5 seconds, key off) forces the ECU to relearn idle and fuel trims. Without this reset, the car may run lean or trigger a check‑engine light until it adapts.

For a detailed walkthrough with torque specifications, AEM provides a PDF installation guide on its official website.

AEM Intakes Official Site

Tuning: The Missing Half of the Equation

Many enthusiasts install an intake and expect immediate power. The truth is that a bolt‑on intake alone will only shift the engine’s power curve slightly — it may even cause a loss in certain rpm ranges if the ECU compensates by pulling timing. To realise the full 60‑horsepower gain, a custom tune is essential.

For Nissan 370Z owners, three common tuning approaches exist:

  • ECUTEK Flash Tune: A bench or OBD‑II flash that rewrites the factory ECU map. This is the preferred method for advanced users because it allows full control over fuel, timing, VVEL, and throttle mapping. Most tuners report gains of 15–20 hp from a tune alone and up to 40–60 hp when combined with an intake.
  • UpRev Remote Tune: A handheld device that lets you send logs to a tuner for remote calibration. It is less expensive than a dyno session but still provides real‑time adjustment.
  • Piggyback Unit (like the AEM FIC): Intercepts sensor signals and modifies them. Older technology; less common on the VQ37VHR because native flash tuning is more precise.

The owner in this case chose an ECUTEK tune performed on a Mustang dyno. The tuner spent several hours dialling in the air‑fuel ratio (targeting 12.8:1 under load) and ignition timing (up to 26 degrees at peak torque). The result was a clean, linear power delivery with no knock events.

ECUTEK USA

Real Owner Results: The Dyno Sheet Speaks

Before the modifications, the 370Z (2015 model with manual transmission) laid down 280 horsepower and 255 lb‑ft of torque at the wheels. Those numbers are typical for a stock 370Z on a Dynojet or Mustang dyno.

After installing the AEM Brute Force Intake and performing an ECUTEK dyno tune, the same car pulled 340 horsepower at the wheels – a gain of exactly 60 horsepower. Torque increased to 290 lb‑ft, with the peak arriving 300 rpm earlier in the rev range. The air‑fuel ratio remained consistent at 12.8:1 under full throttle, and ignition timing advanced safely without detonation.

Interpreting the Dyno Graph

  • Below 4,000 rpm: Gains were modest (5–8 hp) because the stock intake is not the primary restriction at low engine speeds. However, throttle response improved noticeably due to the tune’s recalibrated pedal map.
  • 4,000–6,500 rpm: The largest gains occurred here. The intake increased volumetric efficiency, and the tune added timing and leaned the mixture from a rich 11.5:1 to a more optimal 12.8:1.
  • 6,500–7,400 rpm: Power held steady instead of falling off. The stock intake tends to become a bottleneck above 6,500 rpm; the AEM system maintained flow, allowing the engine to pull all the way to the rev limiter.

These results show that a properly matched intake and tune can transform a relatively mild sports car into a genuinely quick machine, with power levels approaching the older Nissan 350Z Nismo or even the first‑generation 370Z Nismo (350 hp at the crank).

Driving Impressions: More Than a Number

Dyno figures are satisfying, but the real test comes on the road. The owner reported that the car felt significantly stronger from 3,500 rpm onward, with a crisp, immediate response to throttle inputs. The intake itself introduced a deeper induction note – a throaty growl under hard acceleration that disappears at idle, making daily commuting pleasant.

On public roads, the 60‑horsepower gain translated to noticeably shorter passing times and a more effortless merging onto highways. At the track (a road‑course event held at Palmer Motorsports Park), the owner shaved 1.2 seconds off his previous lap time, attributing the improvement to the extra mid‑range torque that allowed him to exit corners in third gear instead of second.

One unanticipated benefit was improved fuel economy during steady‑state cruising. The leaner air‑fuel mixture at partial throttle, combined with reduced pumping losses from the free‑flow intake, raised highway mileage from 24 mpg to 26 mpg (US gallons). While fuel savings alone won’t justify the investment, it’s a welcome side effect.

Cost‑Benefit Analysis

Let’s look at the total investment. A new AEM Brute Force Intake for the 370Z retails for around $350–$400. An ECUTEK dyno tune typically costs $600–$800, depending on the shop and location. Add a couple of hours of labor if you don’t install the intake yourself (or a six‑pack for your buddy), and the total sits around $1,000–$1,200.

For that amount, you get a verified 60‑wheel‑horsepower gain – roughly $17–$20 per horsepower. Compare that to other upgrades: cat‑back exhaust systems often cost $1,000–$1,500 for 10–15 hp; headers cost $1,500‑$2,500 installed for 15–20 hp. The intake‑and‑tune combination delivers the best bang for the buck on the VQ37VHR platform.

Alternative Intake Options and Competition

The AEM Brute Force is not the only game in town. Other respected high‑flow intakes for the 370Z include:

  • Stillen Gen 3 Intake: A dual‑cone design that uses a large heat shield. Gains are similar to the AEM but requires relocating the washer fluid reservoir on early models.
  • AFE Magnum Force Stage 2: Uses a sealed, enclosed housing with a dry filter. Its ram‑air scoop can channel additional air at speed.
  • Z1 Motorsports Cold Air Intake: A high‑quality option with a large filter and mandrel‑bent tube; proven on many 370Z builds.

All these systems will produce comparable gains when combined with a proper tune. The AEM stands out for its easy installation, dry‑flow filter, and the availability of a CARB‑approved version for owners in emissions‑restricted states.

Z1 Motorsports – 370Z Performance Parts

Maintenance and Long‑Term Reliability

One concern with high‑flow intakes is reduced filtration, leading to premature engine wear. AEM’s DryFlow filter has been tested to remove 99.7% of airborne contaminants, which matches or exceeds many OEM paper filters. Cleaning is required every 50,000 miles (or more often in dusty conditions) – simply wash with mild soap and water, let dry, and reinstall. No oiling is needed.

The MAF sensor retains its factory position and orientation, so the signal remains consistent. No check‑engine lights have appeared on the owner’s car after 12,000 miles of mixed driving. The tune was conservative enough to leave a safety margin for heat‑soak or low‑octane fuel, further protecting the engine.

Common Mistakes to Avoid

If you follow this path, steer clear of these pitfalls:

  • Skipping the tune: An intake alone may actually lose power on a modern ECU that aggressively trims fuel. Always budget for a professional calibration.
  • Using an oiled filter near the MAF sensor: Even a slight over‑oiling can coat the sensor, causing incorrect readings and rough idle. The AEM dry filter sidesteps this issue entirely.
  • Forgetting to secure the heat shield: A loose shield can rattle, crack, or allow hot engine air to bypass the filter. Make sure all fasteners are tight.
  • Ignoring intake air temperature (IAT) readings: A cold‑air intake slowly ingests hot air during extended idling in traffic. That is normal. But if you see IATs 30°F above ambient at speed, check for gaps in the heat shield.

Conclusion: Is the AEM Brute Force Intake Worth It?

Based on the real owner results we examined, the combination of an AEM Brute Force Intake and a proper ECUTEK tune offers one of the highest horsepower‑per‑dollar gains available for the Nissan 370Z. The intake alone is a well‑engineered piece that improves airflow and filtration without the headaches of oiled filters. When paired with a custom calibration, the result is not just a dyno number but a genuinely faster, more responsive car.

For owners who want to keep their 370Z naturally aspirated and enjoy a significant performance upgrade without extensive modifications – and without sacrificing reliability – this route is both proven and practical. With 60 wheel horsepower gained, the driving experience transforms from a capable sports car to one that can surprise drivers of much more expensive metal.

If you’re considering the upgrade, order the intake from an authorized retailer, book a dyno appointment with a respected Nissan tuner, and prepare for a grin‑inducing result. The dyno sheet and your right foot will thank you.