mtcookson

Looks like a modified Jaguar XJR-15 Edit: Here you go: http://www.ed.u-tokai.ac.jp/leMan/leManTop.html

Those 350Z 6-speeds can be found for very affordable prices surpisingly.

I believe there should an a seperate ecu for the auto tranny to control it. To run an auto you would need the tranny computer and an auto tranny engine ecu. They say you can put an auto ecu on a manual but not vise versa.

You should actually have quicker spooling and a little more power with a short exhaust like that on a turbo setup. Heck, there's even a very slight chance that reliability could be better due to reduce backpressure... but I couldn't back that one up. Just an interesting thought. If you do any street driving and want a quiet setup you can do a regular exhaust and have a cutout for racing. Something like this: http://www.mccordcg.com/mpp/mpp.htm

Ugh.... nevermind. I finally found a picture of it right after I posted the thread. Turns out its from a 200SX so it should be a Z22E.

Hopefully you guys can help me out. I can't seem to figure out what engine this is. It says Nissan Z on the valve cover, which makes me think the Z series (Z20E, Z22E, Z24E, etc.) but I cannot find any pictures of the Z engines that match up to this one. Most of the pictures I've found show a carb-like breather on it. Someone swapped it into a Mazda REPU since the rotary was toast but never finished it and its been bugging me since seeing it. http://www.machzracing.com/Repu/repu1.jpg http://www.machzracing.com/Repu/repu5.jpg Thanks for any help/info you can provide!

A resonator would probably help out quite a bit for that. Be sure to get an actual muffler, that'll be the most important thing. By that I mean something with some actual muffling capability like a Magnaflow, Flowmaster, etc. Those little canister "mufflers" don't really do any muffling at all, they're pretty much a large tip really. Flowmaster has very good muffling for the flow. Magnaflow will be a bit louder than the Flowmaster but definitely out flows it (flowmaster eh? ) By the way... I love your sig... "I never finish anythi" lmao that was good!

I believe its the VG30DE(TT) that had different heads for the different engines. The VG30DET even has a different head from the both of the engines available in the U.S.

The valve is that manifold is called a "power valve". Its basically two very small valves between the two different sections of the manifold. Its not a variable manifold, not in the sense of having two different runner lengths. Supposedly the Pathfinder manifold is one of the best flowing VG manifolds. The 3rd gen Maxima manifold doesn't flow very evenly and the dual throttle body is kind of limiting. On that power valve, if you're planning on going with boost you'll want to disable it. With boost it seems to cause a loss of power.

The VG30ET pump is supposed to be a slightly higher volume pump than the N/A pump (NissanParts.cc lists it as flowing 25% more). Just to be on the safe side, I swapped an ET pump to my N/A engine when doing a turbo setup on it. The blocks are the same so it swapped right over.

You should actually just keep the stock engine in there and turbo it. The VG30E(T)'s are incredible engines. They'll handle a ton of power and would actually be cheaper to build up than the VG30DETT as the cost of the DETT alone is quite high. Check out http://www.redz31.com for a ton of info on the VG30E(T). I think in the long run you would be much more pleased with it. The VG30DETT is definitely an awesome engine... but the VG30E(T) is one as well. I personally believe the VG30E(T) is a little more reliable than the DETT as well. Either way though, its all up to you... what you want. I'd just search around for info on both engines and go from there. That'd be the best way.

That makes a little more sense now. I guess whenever someone over at Z31.com mentioned the late 87's had the higher compression they must have meant late 87 production wise.

From what I can tell of Nissan's FAST parts system, all 4/87 and up have the same pistons. Also, kind of strange, but it looks like the turbo changed in 10/86 according to the parts system.

4-speed auto

The VG30E crank does not need to be swapped for the DE crank. That would be the last thing you would ever break in the engine.

I believe he's just talking about boring the VE out to 3.3 liters or so.

VH pros: - Heavily built from the factory (much like the VG and RB) - Light weight all aluminum design (lighter than VG30DE(TT) from what I can find) - Can be found for cheap - More displacement and can rev quite well (stock redline nearly 7k rpm) Cons: - Early VH (90-93), some of the timing chain guides were made of plastic which break and can cause valve damage. They can be replaced with the 94-96 VH guides for a permanent fix. - No aftermarket support, but anymore is very easy to get around with custom stuff (its more fun and personal that way anyways ) - Very wide and tall making swaps a little more difficult into smaller cars - No manual transmissions bolt right up but can be fix with a custom bell housing or conversion plate, which the latter is what most people are going with to bolt the Z32 5-speed to the VH That's all that I can think of at the moment.

Some like it because it can make a ton of power stock and built. My problem with it is that not only is it very heavy but most of its power is up in the higher rpm range. I'd prefer the VG30DETT and better yet the VH45DE for an all out engine. The power output of both of those engines would be much lower in the rpm range making for a much more fun street engine. On top of that, I believe they'd be able to make much more power, especially torque wise, than the RB would be able to. As a comparison, their's a company that built an RB and VG both with pretty much equal modification. The RB produced 10 more hp than the VG... the VG though produce over 300 lb. ft. torque more than the RB and nearly 3,000 rpm sooner (RB's being in the 7,000 rpm range and the VG in the 4,400 rpm area). I think the RB is in the 600 lb. range but I can't remember for sure. I know that its a very, very heavy engine. The VG30DE(TT) is also a heavy engine, which is why I prefer the VH45 the most.

Yeah, he's talking about putting the stock T3 style turbo on an N/A VG. 84 to early 87 VG-T's had the T3 turbo with 7.8:1 compression. Late 87 to 89 VG-T's had a T25 turbo with 8.3:1 compression.

VH45. They are very, very awesome engines... I personally think one of Nissan's best out there. I'm putting one in my Z32. You could always do a rear mount turbo setup. I'm likely going to do that as I have a very good idea for that setup for the VH. Transmission wise... nothing bolts up manual transmission wise. You can get an adaptor plate to bolt the Z32 5-speed to the VH at the moment. We had a group over at NICO get a set of them made but a few guys are selling theirs so you may contact them about it. Here's one of them: http://forums.nicoclub.com/zerothread/204142 Other than that its all custom to get a manual transmission on the VH.

The later Z31 Turbo tranny is supposed to be stronger anyways.

I think I'm one of the few who don't.

marcg is his username here.

The GT3076R would fit pretty well for that power range. It would be getting near the upper limit but it should spool pretty quickly and have good high end as well. The GT35 would get you closer to the 600 hp mark or you could use a Holset HY35/HX35 as well. Those are very nice turbos and very affordable. I believe a guy running an HY35 in a Z31 is spooling in the 3,500 rpm range or so. Might be a bit high for autocross and whatnot but would be better than the GT40+ range. I'm working on a pretty cool valve setup to help spool turbos quicker, I just need to get the time to work on it. It would work very well with the HX35 and even better with the GT3076 with the right exhaust housing. With that setup it would make the scca type races much better. If you're going to use nitrous, that'll definitely make the turbo spool quicker if used on the low end.

To have a pretty high power drag car will likely make it terrible for scca type races. The turbo would have to be pretty large meaning it won't spool all that fast. Garrett GT wise you'd be in the area of GT40, probably larger for 750 hp. You'd pretty much have no low end power. You could always swap turbos for the different events but that would definitely become tiring. What kind of 1/4 mile times are you aiming for? As fast as possible, certain times to beat certain people, etc?