NissanSportMag(Z31)

Fiche: http://z31.com/fiche/ Yes. The heads changed for the W series. And for some reason, I was stuck on the same year thing. Not sure how I got there, but my apologies for being/getting confused. The prior block was called the A/B series. There were really only a few changes made.... As listed in a Nissan Product Bulletin: improvement of water flow (block, head, head gasket) Full float type piston/rods longer crankshaft liquid oil pan gasket. No mention of the oil pump changing. From memory, the majority of the engine components/sensors remained unchanged from the A/B to the W series. Cams, valves, etc all remained the same. Have you owned those cars from day one? Because every original engine Z31 I've seen, the dipstick is on the left side. But when people swap in JDM (non-Z31) or Maxima VG's, the dipstick gets put on the right side. This is because the intake usually comes down and over where the dipstick would normally be on those models.

The 200ZR models had an RB20DET and produced about 180hp stock. Most imported RBs are from Skylines and produce a little more than that. But it isn't a direct bolt in procedure unless you're able to get the RB from a Z31 and the front crossmember to go with it.

It was originally done in Missouri, and now the owner lives in Oklahoma. I don't believe it's been driven on the street in a long time, so emissions (even if they had them) would not be an issue.

then those people have no imaginations, or don't know how to make new motor mounts.

Then you don't have a VG30ET from a Z31. ALL VG30s (E AND ET) found in the Z31 had the dipstick on the left side of the engine block. And if you read the FICHE information, you'd find out that the rods and crank are exactly the same FOR THE SAME YEAR. Same goes with the CAMS. The reason the oil pumps are slightly different is the amount they flow. If you want to run through the FICHE (z31.com has the listing) to find out exactly what pieces are different to prove it to yourself, by all means, go for it. But if the oil pickup is on the right side, you picked up a JDM engine that was NOT originally in a Z31.

The only real differences between the same year VG30E and VG30ET are: - oil pump - driver's exhaust manifold - detonation sensor - oil pan (tube for oil return) - pistons (lower compression on turbos) - idle control stuff - intake piping before the throttle body - fuel injectors - O2 sensor (depending on the year) Things that are exactly the same: - block - heads - intake manifold - passenger exhaust manifold - exhaust crossover pipe - all other engine sensors - intake plenum - crank - rods - dip stick location

The only way a Z31 will ever weigh 3400 lbs is if you dumped a bunch of bricks in the back. Even the 2+2 models barely got over 3200lbs. The reason most of those cars are only in the 12s is traction issues. Every single one of them. Until you look at John Martin's times, I am pretty sure every car's time is still on street tires. Another contributing factor to the traction issues is the IRS. It doesn't conform well to straight line racing.

84-87 NA = 3.7:1 open 88-89 NA = 3.9:1 open 84-86 T = 3.54:1 open 87-89 T = 3.7:1 clutch LSD * (before 04/87, these were open diffs) 88SS = 3.7:1 viscous LSD Actual mileage will vary depending on your tunes. Last I talked with him, Jason (redz31.com) still gets over 20mpg on the freeway.

Extrude honing will simply smooth out the internals and remove the rough parts. It won't actually remove too much material. I've seen 4 different companies do the plenum gutting, and they all charge roughly the same price, about $400. The gutted plenum is actually larger in size internally. But there is still the issue of the smaller elbow after the throttle body. I'm not sure if any of the companies actually smooth that area out or enlarge it as well. The flow data isn't dyno numbers, but it will give an indication of what to expect. http://redz31.com/pages/plenums.html

Too many variables to really help you. Why are you only going to be running 9psi? The advantages of running a bigger turbo are to allow more boost. The stock T3 will handle up to about 15 psi before efficiency really takes a turn for the worse. The stock electronics and ECU is good to about 12psi. But a rough estimate would be about 200 to 230 at the rear wheels depending on the size exhaust you plan on using.

sbf = small block ford sbc = small block chevy i.e. V8.

Doh! You're right. Not sure what I was thinking last night.

driveshaft is the shaft that runs from the trans to the diff stub axles are the shafts that run from the diff to the wheels.

Your assumption is incorrect. The companion flanges on the differentials are different because of the years. You'll either need to swap companion flanges, or find an 87-89 NA 5spd driveshaft.

The driveshaft will slide out of the transmission when you pull it out. But you'll still need the wrenches to remove it later if you need it in your other car.

This was about 8 months prior to BZF: http://www.az-zbum.com/movies/2004.09.03.Ryan87.13.37.at.102.23.wmv Note the lack of a huge supercharger on top.

Depends on the year. The early Z31s weighed in at around 3000 lbs. Once you started getting into the later years and added t-tops, leather, and other options, you could get up to about 3200 lbs. It's the Z32s that really got fat. But they got a lot more power to move them around. The 13.3 was before he had the supercharger on it and when he was only on nitrous. At BZF, the car never made a good pass. The first run was a shakedown run to get used to the track. It still moved pretty darn quick though. The second run, he went for it and snapped a halfshaft or stub axle on the launch. Sadly, once you start making a lot of power and get good traction, you break stuff easily.

Is there a spot on the JDM head for where it goes? Look for plugs at different locations and see if the CHTS will screw into any of those places.

The curb weight of the S12 V6 isn't that much different than an 84/85 NA Z31. About 100 lbs lighter. The Z31 with that supercharger stuck on top was done by a 15 (yes, I said 15) year old kid in Missouri. (They recently moved to Oklahoma). He had some help from his father, but it was mostly just helping him with direction. At least 90% of the work was done by the son. Those pictures were taken at the 2005 Branson Z Fest.

Yes, it is a JDM motor. No other Nissan in the US had a VG30ET.

That's a VG30ET motor, not a VG30DET. The "D" in the term means it's a dual overhead cam motor. With no designation before the "E" (electronic fuel injection), the motor is a single overhead cam motor.

DET wiring is completely different from ET wiring. You won't be able to use your stock ET wiring with the DET. At least, not without a lot of modifications.

depends on if you need a different type TPS. If you have an automatic, you'll need one from any auto or 88/89 cali emissioned Z31. If you have a 5 speed, you can use one from any Z31. T urbo or non turbo doesn't matter.

Well, if you're looking for ~400hp, you won't be using much off the stock ET motor. Just the driver side exhaust manifold. Everything else would be aftermarket. - turbo - ecu - injectors - exhaust - fuel pump etc.

Yes. There were a lot of automatic Z31 turbos. And the automatic Z31s were all electronic, not vacuum shifted. And yes. The transmission control unit will need a signal from a different TPS. The TPS found on MOST Z31s is just the standard on/off type. The Automatic and 88/89 California models also included a seperate harness for the computer. This does have a variable signal. Apparently, this type of TPS is also found on a few different Nissan cars. I've heard you can use them from Stanza's, 240SX's, etc. So your old KA TPS might also have that extra harness on it. You can download the 1986 Z31 FSM from http://www.carfiche.com to help in your transmission/ECU wiring. I'm not sure how different it will be from your Infinity trans though.