mtcookson

The highest powered VG30E that I know of (actually of any NA VG, including the VG30DE that I know of) is built by these guys: http://hekimianracing.com/nissan3lna.html Just curious by what you mean with precise throttle control. I assume you'd basically just be worried about turbo lag... built with the correct turbo you could easily make more power than an NA VG (of course) however you can still retain excellent throttle response. If throttle control/response was that bad on turbo engines they definitely would not use them in racing... the VG30ET actually was used in a IMSA GTP car and led the class for a few years. It was boosted running up to 9k RPM making around 1,000+ HP in qualifying trim. It had a lot of power but being a winning race car definitely required control so its most definitely possible... you just have to build it correctly. Say you're looking for an absolute maximum of 300 whp... if you buy a turbo that handles up to 300 whp and not 400 whp, for instance, this usually means the turbo is small enough for very quick spool, which means instant power and more control. Just some thoughts.

Yup, Pathy intake does bolt up but you do have to watch your hood clearance. That intake won't clear the hoods of most cars. In the Z31 you have to space the rear of the hood up a bit to clear.

Well... the only problem I could see is I don't think there is much room for improvement in the upper plenum design (refer to VG33ER pictures below). Fitment wise... the only proper way I can think of in getting the setup a lot lower would be to make a custom lower plenum instead with very short runners. It would start getting quite tight with the injectors and such but I'm pretty confident you could drop the setup a least a couple inches with a custom lower. Here are a couple pictures I just found of the VG33ER intake and S/C on a VG30E from here: http://www.club-s12.org/forums/index.php?showtopic=16826 VG33ER "upper plenum":

No problem

I believe the VG33ER plenum will bolt on to the VG30E... however... one thing you want to be aware of is the stock VG33ER supercharger is an M62, which is a bit small for a 3 liter V6. An M90 would be a much better choice if you're wanting to go the s/c route and looking for a decent amount of power. Another thing to keep in mind is the setup will be pretty tall so you'll probably need a hood scoop or cowl "induction" hood to clear. The only other alternative mounting setup I've seen was one mounted to the side of the engine clocked 90° (body of s/c vertical) with piping routed to the intake. I've seen some pictures of it but I'll have to search for them again. They may have been posted at the http://www.vgpowered.com forums. Here's a picture of a Z31 with, I believe, an M90 (though it looks more like an M62 to me).

I don't believe the plenum will work at all. You could make the upper work with a custom lower but since the heads are completely difference port shape and location will also be completely different. The exhaust manifolds won't work either due to the ports being different again. VG30E(T) has round ports while the DE(TT) has oval. The DET did have round ports but, if I remember correctly, the spacing is slightly different and the flange is slightly bigger as well. The VG30ET equipped Gloria has the same manifold setup as the 89-94 VG30E powered Maxima's (minus not having the EGR port). You do need the lower manifold for those style intake manifolds as the design is different between most other VG30E(T) lower plenum setups. There is also a plate that goes between the upper and lower plenum that is needed as well.

The best blow off valve (and wastegates) I've found yet: http://www.nipponpower.com/product.phtml?p=1057&i=1&mmk= http://www.synapseengineering.com/ http://www.youtube.com/profile_videos?user=synaptic1

That's a major issue I've been having lately when trying to calculate power and such (outside of this calculator, trying to match compressor maps with my engine and figure out what kind of power I'll see). We know that VE basically increases with boost, I'm wondering if maybe that needs to be added in these types of calculations to get realistic numbers. For instance... I'm working with a VG30E(T). Basing off of another person's dyno, they had ~452 whp at 5,500 RPM at 20 PSI. This was a 7.8:1 CR VG30ET with head work, valves, cams, modified intake manifold, exhaust, etc. To get those numbers I had to put in a VE of 95.5% in my calculator to get the right numbers (though my calculator doesn't take in near as much data as this one so the number will be even higher). Another thing that isn't taken into account is compression ratio. Take that engine above, it has a 7.8:1 CR while I'll be running 9:1, which should be more efficient but I don't know how that would change the numbers.... it just seems like there's no good way of properly calculating this type of stuff. Seems mostly to be just a get in the ball park then throw it on and see if it works kind of deal. With some stuff I'm wanting to screw with I'll be messing with spooling characteristics that will put me close to the surge line of my choice and if my VE calculations are off this will either throw me into the surge area or I'll be further away from the surge line making it not quite as optimized as possible. Hopefully that doesn't sound too confusing but I'm hoping maybe someone could throw in some insight on calculating the volumetric efficiency in a boost situation as well as how compression ratio affects this (to make it even worse, you really should calculate the dynamic compression ratio). Boggles my mind a bit too much.

89-94 GXE's had the SOHC VG30E 89-91 SE's had the VG30E 92-94 SE's had the VE30DE There was an injector change in either 92 or 93, which might be causing the issue you're having (when you did the swap did you swap wiring harnesses as well?). I'm not completely positive but I could have swore I heard somewhere that the way the injectors are fired is different, which may be causing the problem. I could be wrong on that though.

This adapter should be for the VK56 to 6-speed from what I've seen. It does say 5-speed but I believe this adapter was made for that guy running the VK56 in the drift 350Z. Looking at the pattern, I'm pretty confident its for the newer 350Z 6-speed... I'd double check though. http://www.wilcap.com/webdoc2.htm

Ahh, ok. Yeah it was probably just a W-series VG30i. The W-series change was in 4/87 (88 model year I believe) for the Z's, I'm sure the others were probably around the same.

That's interesting. Is it longer than a W-series VG30E or was it non-W?

I'd actually use the turbo parts and not the turbo motor... the 9:1 compression of the VG30E isn't too high for boost. I'd reconsider as you will have more power with a better low end and efficiency (fuel economy) will be better. As far as swapping, check out this site: http://www.redz31.com/pages/turbo.html

I was wondering the same thing myself. I have a DE in the garage that I was going to take apart to see how close it was to the E but just haven't done it yet. I think I read somewhere that the VG33's crank snout is larger than the 30E so that could possibly be another option as far as matching things up.

Ahh yeah, in that case the Z32 clutch and flywheel would definitely be the way to go. I believe most take some material off of the snout and a little off of the timing belt gear and crank pulley at the same time. They are case hardened so you have to be careful as taking off to much material will heavily weaken the parts from what I've heard.

Bell housing is the same though the starter placement of the Z32 5-speed is different (mounted on bell housing compared to mounted next to the block on the VG30ET). The DE(TT) uses an 8 bolt flywheel while the E(T) uses a 6. You can however mate them together. You'll need: 89-91 Nissan Maxima 5-speed flywheel 84-86 300ZX Turbo or 85+ Maxima clutch Z32 NA 5-speed (TT 5-speed can be modified to work (starter pad)) Z32 throw out bearing Z32 starter Lower Z32 engine to transmission brackets (if I remember correctly, I'm pretty sure these can be used) That will allow you to bolt the Z32 5-speed straight up to a VG30E(T) and will work perfectly. Was running that setup in a 91 M30 and am going to run it in a Z now. The shifter setup is different if I remember correctly. The Z32 uses a bracket that holds the shifter and has a piece sticking out of the back for the shifter to connect to. It sits further back I believe but what's nice about the bracket is its easily modified to just about any length you need up to putting it right against the shift "rod" sticking out of the box. Here's an aftermarket solid shifter bracket on the Z32 tranny (stock shifter placement though): (Pictures are a bit big so if you have a slow connection it may take a bit) http://www.machzracing.com/M30/Drivetrain/SSB2.jpg http://www.machzracing.com/M30/Drivetrain/SSB3.jpg

Mazworx's site works fine for me, plus I think they have the best adapter currently available as it gives a flush mount like stock (not spaced out). http://www.mazworx.com/store/?event=displayProduct&product=59 The Wilcap adapter is for the VK V8, VK56 to be exact I believe and I think its actually for the 6-speed, not the 5-speed if memory serves.

Nah, you worded it fine. I understood what you said for the most part but for some reason still added that. I do weird things sometimes. As far as actual transmission options... I would probably give the VK that one as it does have the 5-speed. Though... the VH does have the same auto as the Z32 TT which means you can get a pre-built Z32 TT auto tranny and just swap bell housings... I'd still prefer a 5-speed though.

You would need to have a different adapter made for VK as it has a different bell housing bolt patter... and, the VK is in the same boat as the VH, not having any manual transmissions available without an adapter. I'm sure Mazworx could easily make an adapter for the VK to use the VG 5-speed... I really like their adapter idea. Works great and keeps the tranny flush, doesn't add any thickness to it, which in the case of swapping into a vehicle that uses a rear sump oil pan gives you extra room for more oil capacity. However... the VK does have the 5-speed automatic, which wouldn't be too bad really. I kind of wish it could fit the VH45 for use in a Q45. I want a 5-speed in the Q, but would prefer to keep it auto... oddly enough. Usually I hate auto trannies but when driving the Q it somehow just fits. If you're making 1,500 hp then you've likely built it for drag racing which means you should have a Powerglide or similar in the first place.

Looks like mostly a bushing deflection issue, which the NA will still have, but would definitely be remedied by getting suspension arms with the heim joints (check out http://www.splracing.com for one company that makes them) or even polyurethane bushings would likely eliminate a lot of the flex. That I know of... no. I would check out http://www.z31performance.com for info on that though. Personally... I wouldn't use that differential on a turbo equipped vehicle. Turbo engines generally produce a wide enough power band that wider gearing works better. Search around on this site and you'll see many guys going faster with lower ratio differentials on turbo setups.

Correction... hydraulic lash adjusters. No lifting going on, just the rocker arm pivoting on the HLA. Valve, roller rocker, and HLA are all under the cam itself.

I'll give you the valves (though they are smaller).... the micro polished crank... compression ratio (though by only .8:1)... and the variable intake (but barely). VH has the coated pistons, roller rockers (cam above valves, no lifters, just hydraulic lash adjusters which have been shown to handle upwards of 9,000 rpm or so if I remember correctly. the rockers may be aluminum, i can't remember but can check tonight), forged crank and rods with hyper eutectic pistons (VK likely to have the same piston setup, i.e. not forged), and has VVT. The intake of the VH, though not variable, is quite amazing in itself. Its very rare that you'll get a tuned, equal length, long runner intake manifold like that. Its a pretty cool design that you won't see on a lot of engines. Commonly referred to as the "spider" Lastly... the VK has an open deck........ yeah....

Interesting... what parts of the design do you like better? (minus direct injection of course )

Why? For the money you would spend not only getting that engine but making it work in a hybrid setup you could put that toward a VH45 and have a more powerful Nissan NA V8 that is likely even more reliable. Even if you were planning on keeping the engine stock... the VH would still be a better choice as, like I said right in my previous post, the VK has issues.

The VH45 is generally accepted as being better than the VK45 and definitely the stronger and more reliable. The rated power of the VK may be higher than the VH but the actual power output of the VH is actually quite close to the VK's. The VK still requires an adapter plate, is likely still quite expensive, many have had issues of them burning quite a bit of oil, and the newer ECU/electronics system would likely be harder to modify. The VH would simply be a much better choice as the VK offers nothing that would be better (except that they are newer with less mileage... though negated by the oil burning issue).