mtcookson

It really depends on the power delivery you want. The RB delivers most of its power in the upper rpm range and can be made to rev quite high. The VG is a torque monster making most of its power mid-range, and much more of it as well. Overall if both were built using a similar setup I believe the VG would definitely outperform the RB (as proven many times). The RB is easier to mod from what I've seen but the VG is definitely a performer. As a comparison, a company built a Skyline and a Z32 with nearly equal mods to both. The RB made roughly 10 hp more than the Z32. The Z32 however made over 300 lb. ft. torque more than the RB and nearly 3,000 rpm earlier as well (~4,400 rpm to the RB's ~7,000 rpm). Like I said... two totally different power deliveries.

I know a lot of Z31 guy do remove a lot of that stuff. I don't have the EGR on my Maxima and there's no light notifying me of it. The general concensus of the EGR is to leave it on though. Unless you have a way to tune your fuel without the EGR, its actually better to leave it on. The AIV I don't know a whole lot about. You may actually search around at http://www.z31performance.com. I've noticed people talk about that stuff quite a bit over there.

They're relatively new, not really well known yet. The Z31 guys that have tried them absolutely love them. Nearly stock pedal effort with tons of power handling and are very easy to drive. http://www.dxdracingclutches.com You can order them here http://www.thespecshop.com/store.asp?Type=Brand&Query=DXD

You don't even really have to go with pre-made grinds. You can call most cam places tell them exactly what you want power wise and they'll design a cam around that instead of having a general cam for a wide range of applications. That'd be the way to go.

I personally wouldn't try either. I'd put some good money into a proven clutch. SPEC, ACT, Exedy, and now apparently the DXD clutches (South Bend Clutch) seems to be a very awesome clutch for the Z31. Or... if you want to go absolutely all out crazy... https://www.amzperformance.com/z31/?page=shop/flypage&product_id=121&category_id=e9f1e3477db5b20b1d87ad02c91ad1c7& https://www.amzperformance.com/z31/?page=shop/flypage&product_id=122&category_id=e9f1e3477db5b20b1d87ad02c91ad1c7&

TT R230 has a 6 bolt input flange and from what I've seen the Armada R230 has a 4 bolt. Q45 R200 are 4 bolt.

I don't think 4 liters is right... I thought the Infiniti Indy engines were all 3.5 liter... VRH35ADE I believe. Either way... it doesn't matter... that engine is AWESOME. I want one

BZF was pretty fun that year but I didn't have a Z at the time (that was running at least). Went anyways and saw that crazy thing. I can't remember what kind of times it ran though. Still pretty interesting seeing a setup like that.

I forgot to put that the torque rating being less on the 250 mm clutches is for the Z31. The Z32 250 mm clutches are rated higher than the N/A Z32 clutches... but unless you're swapping a Z32 crank that won't matter anyways.

The Leopard and Cima are Japan Nissan models that had the option for the VG30DET. That Australian Z32 must've had a swap because the Z32's only came either n/a or twin turbo that I know of.

The N/A and early turbo Z uses a 240 mm clutch setup whereas the later turbo setup use a 250 mm (same goes for the TT Z32). What's weird though is the torque capacity ratings of the 240 mm clutches are higher than the 250 mm clutches, of the ones I've seen. Also, the larger setup would put more weight on the outside (naturally being bigger) which you would think would require slightly more power than the smaller one.

That I know of, no Z32 came with the VG30DET, only the VG30DETT. I believe it was the Leopard and possibly the Cima that came with the DET.

I haven't been into the engine bay of the Z32 all that much yet but I'd say there's a chance the crossover pipe may not clear. The intake manifold is also a little taller than the DETT manifold if memory serves. You could swap the upper and lower intake manifold from a DETT but you'll need to port the lower intake manifold to match the DET heads as the ports are a little larger. By what I've heard from JWT (friend called them) they said you can use the N/A wiring harness and have the N/A ecu tuned to work with the DET. The DETT has a few different sensor or something along those lines according to JWT so it doesn't match up as well.

Yup, definitely JDM VG30ET (not that I had to confirm it or anything ). I have one in my Maxima but with the Maxima intake elbow (pipe right before the throttle bodies). 8.3:1 compression, T25 turbo, euro cams, no egr, and I believe that's it for differences. They only came with an auto tranny but all the manual tranny stuff swaps right over of course.

Stock internals are more than strong enough for boost. Stock c/r is definitely not too high, you'll actually have slightly better low end power for taking off and such. I definitely prefer it over the lower compression setup. If you're planning on running very high boost, the low compression would be the way to go... but for most street setups (if that's what you're wanting) the 9:1 is perfect. Like said above, check out redz31.com for all of the info you could possibly need.

My friend was going to put a DET into a 280Z and talked to JWT about ecu setups. JWT told him they've messed with them before and had good success using a VG30DE ecu and wiring harness (tuning the ecu for boost of course). That would likely be your best bet.

They use an M62 supercharger which is way, way too small for our engines. An M90 would make it much more fun but you would have to make a custom manifold for it to fit since the M62 and M90 don't bolt up the same.

Yeah, it was weird... I didn't notice your post till after I posted, then I felt stupid.

...? Already showed what it is. Definitely not a McLaren http://www.ed.u-tokai.ac.jp/leMan/leManTop.html Its moreso on the right side http://www.ed.u-tokai.ac.jp/leMan/images/sugo_1.jpg

You'd have to be sure to get an s/c with a self-contained oil setup. A lot of them require engine oil just like turbo setups. The oil lines actually aren't that bad anyway. They're short and easy to do. In the end it would be worth it compared to a centrifugal s/c.

Just searched for some and came up with this. Might be a good option. http://trucknbusclamps.safeshopper.com/32/167.htm?938

Any particular reason you want to go with a supercharger? If you're wanting to mount one where the a/c is, you'll likely be looking at getting a centrifugal supercharger. The reason I bring up the original question is its very easy to do a turbo setup on the Z31 being that there was a turbo model. Compared to the centrifugal s/c, the difference would be night and day performance wise as well as the ease of setting it up and cost wise. Reliability would also be a very noticable factor. Belts seem to always be an issue when adding an s/c like that. On the good side, since you'd be replacing the a/c with it if the belt were to break you could still drive somewhere unlike other setups that run off the same belt that the alternator and/or water pump run off of. Anyways, really a centrifugal s/c would be a step in the wrong direction when a turbo setup would be so much easier to do. Even though the compressor itself is of the same design as a turbo, being limited by the belt makes for a very limiting unit overall. You'll never reach peak boost till redline whereas a turbo would reach peak boost in the mid-range (depending on size of course) and would offer a much more fun ride compared to a centrifugal s/c. Just my 2 cents.

Why downgrade? Downgrade you ask? Because the VG will move a car of that size a hell of lot better than the SR20 could ever dream of doing. The VG is a torque monster and doesn't require a lot of revs to move the car, which makes street driving much more fun. Good luck getting that VG to break... you'll have to run some high boost and make it detonate or just not run any oil in it. Besides, it would be cheaper to get the VG up to that kind of power than it would to buy an SR20 and the parts for it to reach that power. The ports aren't quite the same that I remember. I know at the very least the flanges themselves are larger on the DE(TT) than the E(T). It would be easier to just run a single and lag differences would be negligable. It would also be much cheaper doing a single setup than a twin in most circumstances.

They'll use them when making a lot more power, airflow the stock MAF isn't capable of reading. It requires the ecu to be tuned for the change in the output though, its not a direct swap.

The 89-94 Maxima's have a TPS with the seperate harness for the full reading. I'm pretty sure they'll bolt right up as they look exactly the same. Its been a while since I've seen my Maxima stuff so it could be slightly off... but I don't believe so.