Mack

yeah, I saw that. something ridiculious like a 4.38:1 ratio???? wow. time to start looking for that elusive 3.36 R200. on the brighter side of things, it looks like they meant business with that VQ40DE engine. that thing looks like its meant to take some serious abuse. throw some boost and forged pistons in it and dont look back. 1000rwhp here I come, lol!

I would bet that the truck 6spd is a bit stronger than the 350Z trans. the truck is rated to tow 5500lbs and its also behind a motor that grunts out a fair bit more torque than a 350Z motor. Thats the way nissan usually rolls. truck stuff is more heavy duty than comparable car stuff.

well that sucks. still tho, a vq40DE can be had for around $1200 and the accompanying 6spd for around $800 and youd have a nice, boost freindly setup with a low CR for around $2k.

I was poking around for some info on the vq40de for a 240sx swap and came across these few gems....... "I believe you are mistaken about putting the 350Z transmission on the VQ40. They are using the same bellhousing patterns on the VK45DE, VQ40DE, and VQ35HR which does NOT match the 350Z bellhousing." ""The rear of the block has the same bellhousing bolt pattern as the VK45 and 56 as well as the VQ40DE, some interesting info for all of you swapaholics out there. " and "very important: i have rebuilt both the vq35 and vq40 vq40 6speed is the 350z six speed but i think the bellhousing is different. i say this because looking at the darn thing it is huge. im 99% sure the vq40 has a larger/different bellhousing pattern and corresponding bellhousing on tranny. also, vq35de block is same design as older vq30de with different dimmensions. vq40de is very different. its so different that it should have its own family name(instead of vq). its a two piece crankcase split at the crankshaft. the main caps/girdle are all one piece with the lower crankcase/upper oil pan. the last one i had apart i took pictures of. i need to find them and post them. any vq40/vq30-35 swappage will not be simple bolt on stuff." so then, a quick trip to car-part.com has 6spd 2wd frontier transmissions going for $650 to $1500. thought I would share this with my Z bretheren. and I hope this hasnt been posted before, if it has, i apologize.

I sold a black/red 10th anniversary car 6 years ago for $3500. it wasnt a creampuff, but it wasnt in bad shape either. worht picking up just because its one of the rarest Z cars ever made with only 500 black/red ones being produced.

Ive got a freind that will build turbo headers for anything. $500 for a 4 cyl, so Id imagine a 6 cyl would be around $750. maybe cheaper. thats a pic of a turbo header he did for a saab. quality stuff. he has abit of a waiting list tho, lol

well?? lets see the results!!! I need to know what to look forward to.

nice numbers man! Ill echo everyone else when I say that "hopefully, when I get my engine done, Ill have numbers that good!" on the pulling fuel thing/reducing EGTs... ill say this.... What COULD be happening is at upper RPMs, running super rich the mixture doesnt have time to burn completely in the cylinder, thus when the exhaust valve opens, it continues to burn all the way out the turbo and exhaust system. Pull fuel, solve problem.

I dont know if he ported the heads after I last had my hands on them, but I can tell you that the KA24DE head flows about 230 to 240cfm at around .350" of lift at 25" of vacuum. they flow ridiculiously well for a factory head. I found a thread with a guy doing cross sections of ports and he has access to a flow bench. He got 283.6cfm @ .500" of lift and 28" of vacuum. insane. EDIT: just read further into the thread, his first readings were inaccurate. he re-flowed a completely stock head on a better/newer machine and got about 242CFM@ .400" KA24DE flow numbers

well, soon to be one of 2. but, yes, I am not AWARE of any giken twin cam heads stateside. and I dont think anyone has SEEN a twin cam head in operation stateside.

the only reason I can think of is the fact that ITBs are harder to set up and tune. Although, once properly adjusted and tuned, they beat a plenum set-up hands down, i think. There is a reason why most motorcycles utilize ITBs.

Ugh, I have an RB25DET head and multiple L series blocks, Ive seen and done. I know it can be done. also, somewhere in 1 fast Zs shop lies my RB25DET headgasket. and somewhere in his pics or maybe my pics, I have a shot of an RB headgasket next to an L series. I know what 1 fast Z has done as he and I worked on that head together until I moved away from phoenix 2 years ago. The KA head route was chosen because the coolant and oil passages needed VERY little modifying, the heads are PLENTIFUL and they flow REALLY well stock. I suppose one could use an RB head with all -an fittings for the oil and water, but getting an RB head is almost as difficult and costly as getting an entire RB engine. actually, there was a rumor about a guy in japan that had an L24 with an RB20 head and converted it over to belt drive. It was only mentioned a few times in various forums Im on, but was never accompanied by a link or photos.

you can BOLT an RB26DETT head onto an L28 block. the bolt spacing and bore spacing line up just fine. its the water and oil passages that are a PITA. also, the timing belt VS timing chaing becomes a problem. but yeah, the KA head was one of the more viable options I could come up with. Good to see 1 fast Z got his up and running, as mine has been in the machine shop untouched since march. bastards. You can bolt a KA head onto an L series 4 cylinder block. simple evolution really. the RB series is actually an evolution and hybrid of the l series. it shares a lot in common with the L series motors, yet it also has things in common with some of the other nissan and heavily prince influenced engines such as the S20 and FJ20.

Probably just a salvage yard replacement for a warped head. I have an E30 on an L24 in a 240Z. I didnt put it there, but I suspect that it was a grey market import cheap fix for the original head on the car.

Looks like Ill be going NA on mine. Talked to the machine shop today and the guy will have the dowel pins in place as well as all the halves surface ground and ready for the side plates by friday. I think Ill have to look into some reground cams, as you know the ones I have are slightly puny, lol!! pretty comparable to stock KA cams. Gonna get a header built for it and I have a set of 50MM itbs in the works for it. I just hope they finish soon so I can get something for mock up in my 280ZX engine bay.

Very Nice!!!!!!!! Cant wait to drive the damn thing!!!! now I have to go put my foot up the machine shops ass that is working on my head.

Ill be able to get the weights for a VQ30DE with nothing but timing covers, valve covers, oil pan and a lower intake on it here by the end of the day probably. And I can also get the weight of a VQ35DE short block with just heads, rotating assemble and the block.

theres room to use the stock L series distributor, if one felt so inclined. Ill be running coil packs or ford EDIS when I get it all worked out. megasquirt it is.

megasquirt it.

you may not NEED it unless you are pushing an ungodly amount of torque with a turbo. more surface area = better tq rating. Stock 2+2 and turbo model 280ZXs came with the 240mm clutch.

If you want to use the the 280zx 240MM clutch on your KA, get a hardbody KA24E 4x4 flywheel. Its 240mm.

When Im cruising at around 75ish, towing a trailer with a 3.9 and a 240sx trans, Im getting about 25mpg with my car running a nawwor band tuned MS&S_E set-up in a 280zx. Motor is modded a bit, but nothing extreme. Its possible to tune for power AND economy with megasquirt. infact, thats kind of the point of fuel injection all togheter.

look up a guy named dave henry. he had the record for a mkiv na-t supra for a loooooooooooong timem running huge turbo and nitrous. i beleive his fasrwst time was a 9.49, that was with a th400 behind it and a stock shortblock. hes from fargo too!! nice guy.

Ive heard about combing parts from different VQ engines to make frankenstein type motors and Ive searched this site and have found a littl einfo on it, but not as much as Id hoped. I'm getting a VQ30DE out of a 1997 maxima and its going in a 1990 240SX. I also have access to a VQ35DE out of a 350Z, but the cams, valves and a few other things are missing. What I was thinking was VQ30DE rotating assembly in the VQ35 block, using the VQ35DE pistons on the VQ30 rods and crank. it would give me a VQ32DE (which, I might add, nissan was running in the JGTC skylines). The VQ30 rods are known to be stronger and handle boost better for longer periods of time than the VQ35DE. the only problem is which heads to use. Ive heard that the 35 heads will lower compression on a 30 block, and Ive also read that the 30 heads will lower compression on the 35 block. contradictory. I do know for a fact that the 35 heads flow better. so, and ideas?

Ive got an S30. Its a early 71 240Z with an E31, hatch vents and verticle defrost lines. I saved it from the crusher at a junkyard in phoenix. Its getting resto-modded. Ive got a full set of era correct modification parts for it. No swaps here, sorry guys, lol.