mtcookson

cough Nissan (Infiniti) VH45DE 4.5 liter, DOHC 32 valve, V8 cough

just to clear up a few mistakes i noticed: Z32 TT bell housing has a bit more material on it where the starter mounts... this is due to the TT using a larger flywheel. Everything else is the same. For some reason the FS5R30A in the 87-89 300ZX is said to handle a bit less power than the Z32 version... not sure why... Z32 version may just be beefed up a tiny bit more or something. I do know the gear ratios are a bit different (which might be why... not sure). The FS5R90A (borg warner t5) sucks... because its made by borg warner... which sucks... because they can't make good trannies... which sucks for me because my Maxima has a borg warner tranny that never stays together. The bell housings of the Z32 tranny aren't seperable from the tranny (most like the Z31 FS5R30A is the same way... if not, i'm getting one now ) that's all that i can think of at the moment.

yeah, even most large shop air compressor only put out a few cfm even though the pressure is very high. even with something like the rotary screw compressor, you'd need a 75 hp compressor to produce 386 cfm and up to 100 psi (i'm not sure at what pressure the 386 cfm is produced at... but most likely its too much to run in anything less than a large diesel engine for a semi truck). basically... there's not really any better way to make a forced induction setup. the only way i can see improving what we have is to make a cvt supercharger. this would allow for instant, full boost all of the way to redline. not as efficient as a turbo still due to being ran by the belt but could possibly make a car faster since it would have nearly no lag at all. that's my idea for a good supercharger. since i have no way of making one though, i'll stick with a turbo. lol

the best thing to do with the pcv systems is to get an external vacuum pump to pump out the gasses and such, especially when boosted. most people see actual hp gains when putting a vacuum on the pcv stuff. i know on race cars they'll actually get put an actual vacuum in there (as in, an actual vacuum pressure) which is supposed to help seal the rings better and get out the gases much faster. (the gases tend to be quite corosive and are usually what cause quick oil deterioration so the more you can get out the better)

i used to live in indiana, no smog testing at all (except for in a few counties somewhere around there). i loved not having any testing... don't have any here in kansas either. hopefully it stays that way... if not i may have to hire a hitman to take out the politician that tries putting it in. lol

84-96 300ZX non turbo - 240 mm clutch (however i can't guarantee that they're the same even though they're all 240 mm) 84-86 Turbo - 240 mm 87-89 Turbo - 250 mm 90-96 Twin Turbo - 250 mm The same goes for the 87-96 250 mm clutch... I'm not sure if they're interchangeable or not as I've not studied up on them all that much.

12 gauge shot gun + deer slugs + smog equipment = happy people, no more smog tests i know that i could never live in california with all those smog laws... i'd probably start a mass civil war because of it. lol

i'd just stick with the 240 mm clutch and flywheel setup with a SPEC stage 3 clutch. those are good for 515 ft. lb. torque. the TTZ stage 3 clutch is good to 558 which is only a 43 ft. lb. improvement. you'll probably put out a tiny bit more power with the 240 mm setup than the 250 mm since you'd be spinning more weight further out from the center with the larger one.

i'm innocent, i swear! lol i found it posted on another forum i'm on.

http://cgi.ebay.ca/ws/eBayISAPI.dll?ViewItem&category=31448&item=5563122759

actually the boosthead ones are true superchargers mated with electric motors (that resemble starter motors most likely due to their very high torque output that would be required to create boost). the boosthead chargers make much more than 1-2 lbs. of boost. i believe on the altima they had it, at the least, at 6 lbs. of boost but i'm pretty sure they ran it up to about 12 if memory serves. so far, these are the only true electric superchargers out there that i've seen. correction: on the esc-400 on the altima they've ran it between 4 and 8 pounds of boost. (with the capability to do much more i'm sure) (the esc-400 is a roots type s/c with the electric motors. they have new ones out that are using a centrifugal type compressor with electric motors. the top centrifugal setup (esc-350ch) can make 8-12 psi)

in the end, besides running a totally seperate engine (gas powered), nothing will be as efficient on the *driving* engine as a turbo would. if one did the leaf blower thing with pulleys i think it would be a much better idea to use a centrifugal s/c compressor because those tend to spin no more than about 50,000 rpm... a turbo spins well over 100,000 rpm... even up to 150,000 rpm on some i've seen. like i showed in another thread, the pulley setup would just be crazy to try getting something to spin that fast. < 50,000 rpm would be a much easier speed to attain on a pulley system.

VG30DE(TT) and VG30E(T) flywheels aren't interchangeable. the DE(TT) has an 8 bolt flywheel while the E(T) has a 6 bolt. also, to use a larger flywheel and clutch you'd have to space the starter a tiny bit (this is what they do on the VG30DE and VG30DETT tranny. the TT tranny has more material where the starter bolts to the tranny due to the larger flywheel diameter). the 87-89 300ZX Turbo has a 250 mm clutch like the TT however, oddly enough, they tend to not hold as much power as the smaller 240 mm clutch according to the specs of most aftermarket clutch manufacturers. i'd just get a fidanza flywheel and a nice aftermarket clutch (spec, act, exedy, etc.)

only problem with that is the leaf blower is still a blower.... a turbo and s/c's are compressors which is why they can provide boost to an engine. a leaf blower might add enough air for a few horses down low... but mid to upper rpm's will probably see nothing or even suffer due to restrictions. now, if you took the leaf blower apart and hooked the motor up to a centrifugal s/c (using the belts and pulleys still) i'm sure that might just work. you'd have to have a custom pulley made most likely so that you don't under or overboost the s/c... but that'd definitely be something interesting to do. for the car's engine... that would technically be free power considering another engine is running the s/c. in the end though... its probably more complex than one would want to deal with but that'd be pretty cool to have a solid amount of boost from idle to redline

Yeah, having those two extra pistons on the other side definitely makes it super wide... but they're definitely some nice calipers if you can fit them.

yeah, for most street applications i think 20-40 hp loss might be a tiny bit high for a turbo. that's generally what roots s/c's take from the crank if i remember correctly and we all should know by now that a turbo is much more efficient. it definitely takes some power that as said above, no power is free... if you could invent something that was the opposite... you'll either be the richest person in existance or simply cause a world wide economic collapse. (i'd lean for the latter myself)

yeah... you would need one very powerful electric motor to make some actual boost. taking that thomas knight one for instance, he's using three starter motors (most likely geared to allow the compressor to spin much faster than the starter motors are capable of). lets say for instance he was using a performance high torque starter motor, just looking at summit racing, there's one that puts out 180 ft. lb. of torque (a bit lower than others offered but still quite a bit, good to 12:1 compression). they generally put out a bit less than 2 hp. so three of them gets you up to about 6 hp and lets just say 600 ft. lb. of torque for the hell of it (which actually could be needed for a roots since they tend to be a bit harder to turn and whatnot (heavier internals, etc. etc.)) that's definitely a hell of a lot more power than you'd ever get out of the smaller blower motors that those fake electric s/c's use. so basically, you'd have to get an electric motor with a lot of power to really make some boost and hold it stead... even then... you probably couldn't opperate it for too long. i bet you could get one of the larger 5 hp motors and run it for extended amounts of time... but those things are large... very large. (but really... not larger than a big turbo. however a large motor coupled with a s/c, turbo, or roots blower will take up a hell of a lot of space).

personally, i'd make some custom exhaust manifolds to clear the steering stuff but also run up to the front for a large single turbo.... that would be suhweet. twins just don't do it for me considering these days there's not really any benefits of twins over a larger single. with ball bearing technology and all that spooling is nearly equal and it seems most turbo setups tend to be more power with a single over a twin setup. (my personal guess is this is due to singles usually putting out more pounds of boost compared to a twin setup which in turn almost always equals higher torque). the higher torque from higher pressures is due to the displacement basically being higher when more air is put in. basically, for every 14.7 lbs of boost you run through the motor, you're basically putting in the equivalent amount of air that an engine two times that size could take in normally aspirated. so, 14.7 psi on a 3 liter engine would basically be equal to a 6 liter engine... damn i love boost.

FYI: Nissan 300ZX four piston calipers (30 mm) will fit over those rotors perfectly I have a 13 inch Cobra rotor and Z32 caliper setup for my Maxima... it'll be awesome. I'm planning on doing the same for the Z... maybe a bit bigger though, can't really decide yet.

I'd personally go with the VG30DETT just because I'm a VG fanatic. Those things are absolute torque monsters. A while back there were a couple dyno charts showing a nearly equally modded RB against a VG (both setup by the same company having nearly identicle parts as much as they could). The RB produce 10 more hp than the VG (a bit over 700 hp) however... the VG produced over 300 ft. lb. more torque than the RB (VG over 800 tq and RB over 500). Most of the fastest Nissan powered cars are powered by the VG. From what I hear the top speed records are set with the VG, as is highest power output, and fast drag car. Search for Jorge Lazcano and you'll find what I mean on the drag car. That thing is suhweet.

hmm... i bet i could setup some odd valving to allow boost to go into the vacuum port on my wastegate to effectively handle more boost... time to go to the drawing board.

Nissan > *

i don't understand how having a softer spring could limit your upper boost levels considering all a boost controller is, is a device to block the air going to the wastegate... unless its just the pressure inside the manifold that is causing the valve to go up. is that what its doing?

hello unsprung weight lol

you'll need to make custom motor mounts, might need a custom oil pan so that it doesn't hang under the crossmember, might need a different exhaust manifold design to clear the steering stuff but i'm not positive on that one yet, and there might be a chance that the intake manifold won't clear the hood but i don't believe that's a problem... i'll find out soon enough though. then of course you have the wiring harness and such for the ecu. those are pretty self explanatory however once i get into it all i'll figure out what wires need to go where so that you can just hook it up and go. from there, for a tranny, you can hop in on the conversion plate deal to use the Z32 transmission so that you don't have to deal with making a custom bell housing and dealing with weird clutch setups using different trannies. http://forums.hybridz.org/showthread.php?t=98356