mtcookson

yeah, peak power would be very hard to get to. i wonder what those things normall run at, probably not all that much actually.

man... hypocrites everywhere i'd rather have a jap engine any day. fuel economy, reliability, and an engine that doesn't burn a lot of oil, and lastly still makes tons of power. definitely.

wow... yeah, that'd be roughly 107 amps @ 14 volts. definitely time for an upgrade.

Most likely your alternator is on its way out if it can't handle the lights and defroster. I would think the Maxima alternator would be more than enough. Are you planning on running a pretty large audio system? If not, I wouldn't think you'd need more than the Maxima alt.

What tranny did you use?

Putting a V6 into an engine bay designed for a I6 actually gives tons of room to slap a turbo in front of the engine. That seems to be the best way to do it imo.

Just some pros for the VG are they are very strong, very reliable, and the VG30E(T)'s are quite light weight for an iron block V6. I don't know how often it holds true but it seems like Nissan V6's tend to make much more low end torque than their inline 6's. It would require a lot of fabrication though which means a lot of time and potentially a lot of money.

I think the VG would be faster than the RB, it makes so much more torque and much lower in the rev range. Actually, its been proven to be faster the majority of the time. Never seen an 800 whp VQ? How about a 1600+ hp VQ? http://www.theexperience.com/recordrun.htm

The 90-93 engines have "dual" intake ports: The later engines are supposed to have changed to a single port.

how about holset's variable geometry system instead of the vane system? http://www.holset.co.uk/files/2_5_1_5-variable%20geometry.php

Yeah, you're right. They took out the VVT in 96 for new U.S. emissions standards and it did get OBD-II for the first time that year.

Actually... I'm no where close with mine being finished. Work + winter + non-heated garage + very poorly lit garage = little chance of getting to work on it. Not to mention that I'm fixing my brother's Z31 Turbo so we can sell it (he's only 16 and never really needed a turbo car in the first place so we got him a Honda... lol). Once I get that done I might be able to start on the Z but there's a chance I may do some work on the Toyota Corona to get it running so I can sell it. Techincally it runs but there was a reason my grandfather stopped driving it an I need to find out what that reason is. I could have swore he said headgasket but I started it up and it didn't seem like it but the oil light was on so I figured there was a chance it was maybe the oil pump. I'll just have to get in there and find out. On top of that one, I really need to finish my Maxima so that I can drive it around for winter... unless I pick up a beater Subaru wagon that I'm eyeing for 700 bucks or so (downside to that is that'll take money away from the Z project and I don't make enough money...) Dammit... I can't win. lol

yeah! that's the guy.

in the n/a world the saying "there's no replacement for displacement" will always hold true. that kind of power n/a would require a decent amount of displacement... i don't believe you could go any lower than a 6 cylinder and even then that kind of power would be pretty hard to get. not to mention revving that high makes engines much less reliable. i think going by the rpm's you want and the power you want, you're looking into a pure racing engine that wouldn't have any street driving ability. you'd be rebuilding it all the time most likely. with that kind of power you're either going to be looking at a forced induction engine or if you absolutely want to go n/a, a V8 that won't rev nearly as high as you want.

The Z31 turbo tranny and rear differential should work just fine. They're basically the exact same thing as the Z32 stuff (transmission wise they are nearly identical minus the gear ratios, the rear end of the Z31 turbo is a R200 with 3.7 ratio and the Z32 rear end is a R230 with a 3.692 ratio.) If you use the Z31 turbo rear end (87-89) with the Z31 turbo tranny (87-89) with the VH45 at a 7,000 rpm redline w/ 245-45-16 tires (stock Z32, just for a basis) your speeds would be this: 1st - 42 mph 2nd - 67 mph 3rd - 102 mph 4th - 139 mph 5th - 195 mph RPM @ 60 mph in 5th - 2,150 RPM @ 80 mph in 5th - 2,866 Z31 turbo diff, Z32 tranny: 1st - 43 mph 2nd - 72 mph 3rd - 107 mph 4th - 139 mph 5th - 185 mph RPM @ 60 mph in 5th - 2,274 RPM @ 80 mph in 5th - 3,032 Z31 N/A diff, Z32 tranny: 1st - 41 mph 2nd - 68 mph 3rd - 101 mph 4th - 132 mph 5th - 175 mph RPM @ 60 mph in 5th - 2,397 RPM @ 80 mph in 5th - 3,195 Z31 N/A diff, Z31 turbo tranny: 1st - 40 mph 2nd - 63 mph 3rd - 97 mph 4th - 132 mph 5th - 185 mph RPM @ 60 mph in 5th - 2,266 RPM @ 80 mph in 5th - 3,021 I'm not really sure what the best would be. The Z31 N/A rear ends are open (no limited slip). The 87-89 300ZX Turbo had a clutch type LSD and the 88 300ZX SS is supposed to have a viscous LSD. The Z32 turbo rear end is a viscous LSD I believe. I'm not sure about the Z32 N/A rear but those are R200 with a 4.10 ratio if memory serves.

Could always use the VH45... they are some awesome engines

i think the term you guys are referring to is boost threshold. that is, how long it takes to see boost when you initially take off. turbo lag is how long it takes for the turbo to spool while in gear (i.e. you are going full throttle get to XXXX rpm, let off the throttle, then get back on the throttle).

Are you talking about replacing a VG30DE(TT) or a VG30E(T)? If its the VG30DETT you can get some incredible power out of it. The only benefit of going to the VQ really, would be that it is much lighter. I don't know of anyone that has made quite that much power out of a VQ30 but there is a guy with a full 350Z drag car making 1600+ horsepower out of a heavily built VQ35. Runs 6's in the 1/4 I believe. I'm pretty sure it is now considered the fastest Nissan in the world. With lots money and knowledge you should be able to pull it off with either engine really. Also, the VG30ET's aren't to be held lightly either if that's the one you're talking about. Electromotive took a VG30ET and built it for the Nissan GTP cars. They produce over 1200 hp for qualifying and produce 900 hp for the races. This is using the stock block and heads (i.e. no recasting). They later did recast the block out of aluminum for even more reliability but in its stock form did well enough to win quite a few races. Oh yeah... this was in the late 80's early 90's as well... with a lot of car technology where it is today that shouldn't be hard to meet or surpass as well. I believe there is a guy with a Z31 running in the 7's with a VG30ET as well. I can't remember his name at the moment but you could likely find him on the NHRA's website.

I'm working on putting a VH45 into my 280Z right now. They are incredible engines with tons of potential that hasn't hardly been tapped yet by anyone. They've recently started to get modded much more it seems. I think the one that probably started the big spark on the VH's is the blue Z with the twin turbo VH45. - http://www.zparts.com/showcase/engines/pages/q45v8z-testfit.html

Comparing all of the engines mentioned: VG30ET, VG30DETT, VG33E w/turbo, VG30DET, 7MGTE, RB26DETT, or possible Nissan's V8 the VH45DE w/turbo I'd probably rank them like this for drag racing: VH45DE w/turbo VG30DETT/VG30DET RB26DETT 7MGTE (don't know much about these, but from what I can find they seem to be able to make good hp and torque... i always hear complaints about headgaskets though) VG33E(T) VG30ET The VH45DE I've talked a lot about on this forum and it is simply one badass engine. Its nearly race built from the factory and is extremely strong. With minimal modifications it can make some awesome power and if it was fully built... I'd be scared to see what kind of power it could make. The VG30DETT/DET for a long while has held most of Nissan engines' records for top speed, power output, 1/4 mile, etc. Only recently was the 1/4 mile record broken that we know of by a VQ35DE-TT. It can make some incredible power when built up and is an absolute torque monster. There's a website with some dyno's of a VG30DETT compared to a RB26DETT. Both are pretty much equally modded. The RB26 made 13.4 hp more than the VG coming in at 759.9 rwhp @ 7,820 rpm. The VG30DETT made 746.5 rwhp @ 6,550 rpm. The torque is the biggest difference. The RB26 came in at 543.2 ft. lb. torque @ 7,000 rpm. The VG made... 865.8 ft. lb. torque @ 4,550 rpm. That's a difference of 322.6 ft. lb. of torque. As my brother put it so well "horsepower is for braggin', torque is for draggin'". The other VG's are very capable engines too. They're incredible strong and can make gobs of torque. Their only downfall is they're SOHC so they won't breath as well on the top end. That doesn't however keep them from being used in race cars. There's a guy with a Z31 running in the upper 7's using a SOHC VG. Electromotive also built some VG30ET's for some of the Nissan race cars. They used the stock block and heads (i.e. no recasting) and made upwards of 1200+ hp for qualifying and 900 hp for the races. They're definitely some potent engines and can do just about whatever you need. Size wise, the V6's are definitely wider but it all just depends on how the engine bay is designed. They're wider, but shorter both height and length wise. The I6's are much thinner, but are usually quite tall and quite long. They each have their pros and cons though and in the end, its really up to what you want.

The Z31 turbo tranny from 87 to 89 should be the same as the manual trannies from all of the Z32's. They're the same tranny code and such. Some people say the Z32 trannies are proven to handle 600 hp. I've heard the Z31's handle something like 500 hp... even though they're the same. Not sure if they upgraded some of the internals or what. Gearing wise, the Z32 tranny is supposed to be a damn good match up with the VH45. It probably depends quite a bit on the rear end but from what I've found by searching around, it should match up with the Q45 diff. and Z32 diff. pretty good. The Z31 diff is just slightly higher than the Z32 diff... by a whopping .308 so the speeds will basically be the same. Depending on your tires, the top speed in 5th gear with a Z31 diff would be in the mid 180's. You can mess with gear ratios and such here: http://www.geocities.com/z_design_studio/transmission_300zx_tt.html - for TTZ http://www.geocities.com/z_design_studio/transmission.html - Classic Z's

VH45DE had VVT from 90-96. In 1997 They went to a VH41DE, which lacked VVT. Performance wise the 90-93 VH45's are considered the absolute best for performance. In 94 they redesigned the intake ports of the head which kept the same peak power but changed the curve. The 90-93 engines have a badass double power peak (the power peaks two times in the rev range) making for a unique feeling and more speed naturally. The only weekness of the 90-93 VH45's is the plastic timing chain guides on the slack side. They will break and if ran long enough has the high risk of the chain jumping some teeth causing valve timing to go out and allowing the pistons to hit the valves. In 94 they went to metal backed guides, which can be swapped into the earlier VH's for a permanent fix. That we know of, there aren't any manual transmissions made for these engines so you either have to get a custom bell housing made (if the bell housing is removeable on the tranny you're going to use) or you can have a conversion plate made. Personally, I'd turbocharge one of these engines simply because: 1. there's plenty of displacement for good spooling 2. turbochargers are way more efficient, which means more power and less power consumption 3. depending on the s/c you're wanting to use (i.e. if its a positive displacement s/c), you may not have enough room as these engines are pretty large as is. it might be able to fit between the heads but you would have to make an intake manifold to fit all of that accordingly. I have however heard of a Q45 guy that had supercharged his Q and had nitrous on it. I believe he pushing nearly 600 hp, it not more, on the stock internals and the thing wasn't even sweating it. The engines are definitely badass.

That's something I've never really understood. Most of the dyno comparisons I've seen of I6's to V6's showed the V6 producing a lot of torque in the mid-range while the I6 made most of it up high. In that particular case, it would seem the V6 would be the way to go for drag racing.

Lines coming from the turbo can only be up to three things: Boost signal to the wastegate Oil lines to and from the engine Coolant lines to and from the engine (depends on turbo, not all have coolant jackets) Are the lines in the center section? If so, what size are they?

The VG30DETT's are definitely quite heavy. If memory serves, a couple hundred pounds heavier than the VG30ET. If it were me I'd do the VG30ET. You can get quite a bit of power out of it for the car to be very fun and not have to spend nearly as much as you would doing the TT swap. You might check out http://www.z31.com for some really good info on the VG30ET. You can search around on the main site and the forum for pretty much all the info you need.