z1 zonly

There was a recall and TSB on 2.5L Altimas and Sentras, as well, and I know of at least a couple of instances of VK's being warrantied for the same issue. Seems awfully coincidental, considering all this occured around the same time frame as the 350Z issues. Any idea about the bores being Nikasil coated?

Between '05 and '06, Nissan had a slew of engines that had oil consumption issues. I bought an '05 VK45 longblock that had been replaced under warranty for that very issue. I've had it kicking around here for two years now, and am beginning to think about using it for my next project. So, did Nissan ever release an official cause for their oil consumption issues? Some Googling suggested it could be defected rings. If this is the case, provided the engine wasn't run excessively low, should I just be able to re-ring it and run it without issue? If it was run low and needs a bore, are VK45 cylinders nakasil plated?

I was just browsing YouTube and found this monster; was wondering if anyone has any more pics or info on the vehicle? I might refute the 9000RPM claim, but still, GEEZ!

With the oil pan installed, what is the distance between the bottom of the oil pan and the mouth of the pickup tube? The measurements would be: 1) The depth of the pan, measured from the flange to the lowest point of the sump. 2) The "height" of the pickup tube off the engine. With the pickup tube installed, measure from the bottom of the block (oil pan mating surface) to the highest point of the tube. The difference between these two measurements is how far the pickup tube is up off the bottom of the pan.

Any luck?

That would be much appreciated. If anyone could get it immediately, please post up!

Hey guys, I need to know the distance between the bottom of the engine block and the mouth of an installed pickup tube on a VG30DE or DETT. I'm trying to figure out the gap between the intake of the pickup tube and the bottom of the oil pan. Thanks!

I see several ways to go about this, all equally badass. 1) Like Daeron said, semi-stock SBC for now and do the flat plane crank long term. 2) Semi-stock VH swap on the Z32 immediately. Do a 'quick-and-dirty' flat plane crank proof of concept on an SBC in another Z car. Then do one for a VH and go all-out, ultimately swapping it in the Z32. 3) M112 on the VH, yumm... 4) If you succumb to mediocrity and don't do anything nuts, I say VH. It's so refined! You could always plumb a turbo in... BTW, there's so much techno babble in the flat plane crank thread that I'll just post this here. THIS is the sound you NEED!!!: http://www.youtube.com/watch?v=BghVb2fM8dY

I got a pretty substantially different result on a freshly-pulled VG30DE (repeat, NON turbo) last November on a Longacre racing scale. With: Everything, as it relates to the standard. Flywheel, pressure plate, clutch disk, bolts were all in place! Fluids were left in place--roughly 5qts of oil and 1 gallon of water. Without: Nothing really. Everything was weighed directly after it was pulled from the car. Came in at 529lbs. Unfortunately, I don't have any pics to substantiate, but I do have a witness.

Thanks guys! If anybody runs across any more links, feel free to post up.

I'm beginning preliminary design on a custom intake manifold, and would like some good reading on basic design principals (how to calculate runner length, diameter, angles, tapering, etc. etc. etc.). Anybody know where I could find some?

I'm interested to know whether any rear diffusers were tested, and if so what their effects were?

Muchos gracias senor! That's EXACTLY what I needed. Ahhhhhh thank you so much.

Since Tim gave me a prompt answer, I thought I'd go ahead and edit this post to say that I've gotten so much information from just browsing this site for a couple of hours... It's unreal. I think I'll stick around for a while