1FASTKINGCAB

I have a 2WD 5speed pickup already with a VG30E in it, so I'm gona do the swap into that. I only have two pass side TT manifolds, so I don't knwo the the drivers side will fix into the stock turbo location. The pass side fit verry good, but I'm going to make solid motor mounts because clearance in gereral is way tight. the driversside turbo will have to wait untill I get my hands on a TT Z32 drivers side manifold

This was just mock up on a spare frame & fire wall

He has a VQ in his maxima think 350Z

I know the Z31 engine bay is tight, but the motor mounts are the same and in the same location as well as the tranny bolt pattern is the same I just test fited a VG30DE-TT into my nissan pickup frame for the first time today. see the post I'm about to create for some pics.

Throttle response. I you look down the throat of a 60mm TB and a 85mm TB side by side, and open them about 5% the larger TB will already have significantly more open area. the second thing is overall flow. some intakes, like the new LS7's in the ZO6's and the blown SVT mustangs have such a large open intake manifold on them, that to place a single blade 60 or even an 80mm TB would be a bottle neck even if a single 60mm could flow enough CFM's to make the HP they want.

Are you implying that the VG30DE-T comes with T-22's??? Because they come with T25's and a good save MAX for the OE TT z32 turbos are about 1 Bar (14.7 PSI) but they can be pushed to 18psi but not for verry logg they get a lost of spiking and surging at that level.

I agree, If you just want to pep it up do Exhaust, Intake, cams and then a chip. Most stock block N/A owners a very happy with 190-200WHP if you want more HP than that you will need some serious money into the block or to the TT swap. I think for about $8,500.00 Z1 in Georgia will do the whole swap into your car. the TT is 300HP stock but 400WHP is easily doable on the stock setup with the right bolt ons.

Escort will make any ratio you want, I guess they are actualy for a beefed up N/A but escort recomends 10:1 for street / strip action up to about 18 psi, although in the same breath they recomend a Nismo crank and rods. I got the pistons chep from a guy who chickend out on building up his Z32. but the engine is assembeld now, and I'm not cracking this $550 gasket set open again. although my tax retun might cover a set of 262 cams I guess I'll just do the TT setup, I like saying "Twin Turbo" and I don't want to explain how I realy have a 93 300ZX TT motor but I fitted it with a single turbo. pluss I have most of the parts already.

If I use a MS 1 to control fuel only. are there any easy ways to fire 6 coild om plugs?? Or can an assembled MS 2 be fitted with 5 more coil drivers? Or will I need to asemble a kit with 5 extra drivers?

The only diffrence in the N/A's and TT's are the pistons. and I already have a VG30DE with Escort 10:1 pistons for a TT (they have oil squirters) and eagle rods so I'll see what happens, I think I'll be good to 550ish whp on race gas and 450ish on 93 pump gas. My main concern is spending the money is getting all the TT parts to fit & work together in my truck, just to turn around and spend another $2k+ on a turbo upgrade. The one and only reason Z32 guys don't do single turbo swaps is that they have no room. I have all the room in the world, and I'm wondering if a single turbo would be a good performance upgrade.

Thats mu 1st truck VG30E, with a T3 .83 A/R Stage 3 turbine and a TO4B H-trim compressor, Z31 Sparco intercooler and under the tranny x-over pipe. I got 345WHP out of it with OEM Z32 370cc injectors. as for the X-over I reused the Pass side manifold and brazed on a T3 flange onto the driver side manifold. then I connected the OE exhaust outlets on the manifolds. Now I have a VG30DE-TT for my next project. but I'm thinking about going VG30DE-T

I am wondering why you guys aren't going for, the 84-86 ZX-T bell housings and using a 94-95 Mustang Cobra Tremic trans. you would need a custom 10 spline clutch disc and a ford yoke I'm sure on the front of your drive shaft. And the FS5w71c is Very weak compared to the FS5R30A also all the pickups after 1993 use the 250mm Z32 TT clutch

I have a VG30DE-TT, and I really want to run a Megasquirt. but when I start looking at all the available parts, I get lost. I know I can wire it all up and figure it out. But can you guys help point me in the right direction? I want to buy the complete 3.0 unit for $330ish from DYI but what else do I need? Thanks, Tom D P.S. I also have all the OE sensors on the motor, I want to use all that I can and ditch the rest.

I guess the closest thing I can think of would be to mount an MSD optical pickup on the crank, and run a MSD DIS system off of it. but the time you have it all figured out you could just do an OEM harness, ECM and intake? there isn't any real advantage to running a carb on the DE's it not any easyer or anything like that.

Well, If I jubp right into a single turbo I won't play with a samll one I will just get a T3/ 60-1 hybrid and aim for around 550WHP. Mu origional plan was to get the truck runnig with the OEM T25's and shoot for about 300WHP and then I would upgrade down the road as things broke or wore out. but thats only because I have the OE TT manifolds an turbos in my hands. If I go single turbo I need to but a turbo. so I'd just do the 60-1 and fuel now.

I have a pair of OE T25's OE manifolds and a fresh and STOCK VG30DE with 10:1 compresion for my pickup project. all along I was planing on mounting the OE manifolds upside down, with the turbos reclocked and siting high and up front where nissan mounts the P/S pump and A/C compressor. it would seem as though I can only mount the passenger side manifold on the driver side to get one of the turbos where the A/C compressor would be, which is perfect, but I'm stuck on the pass side. I am thining about making a T-25 -TO- T4 adapter, very similar to the pic I up loaded. and I was thinking I could bring the pass side exhaust under the bell housing and up into my adapter so both banks feed the single turbo. Basicly I was wanting to hear some pro's & con's of this setup? My single turbo of choice is a Turbonetics T3/T4 hybrid, with a .63 A/R Stage 3 Turbine and an .60A/R TO4S (60-1) compressor. Here is what I see so far: Pros: I would save money on one wastegate, Turbo upgrades will be ALOT less $$$ more HP per dollar Cons: Twin t25's would have ZERO lag "Twin Turbo" need i say more? single turbo/ dual throttle bodies would look wierd I already have two OEM Garret T25's T25/28's are pricy to upgrade. to go with the 60-1 now would require a fuel upgrade ASAP/NOW OEM won't cut it. any input or comments are welcome.

Thanks for all the input guys. I was leaning too the AEM EMS because I can use a OE Nissan Z32 wiring harness and every thing would be plug & play except for my gauges which I would have to wire all my truck gauges to the Z32 harness.

I am looking at engine management for my truck and the two systems that keep coming up are the Haltech E6X and AEM EMS. both are aound the same price and the AEM is plug & play for my VG30DE-TT and pros or cone for either one?

I am ditching the single turbo thing and going forward with a twin T3/T4's for my truck anyone think twin .48T3 / .60ar 50 trim TO4E's are enough for 600-700whp daily? How can I predict boost threshold and lag?

I would say no one here has hit that type of mileage. a taken care of T3 with standard berings will go 200,000 miles+ there are tons of volvo's & sabb's in the 200K club. Few decked out performance cars see the road engough to get those kind of miles.

That car is white now and it's best ET is 7.6x As far as a VQ35DE in place of a VG30DE I don't see much point to it spend the $$$ on a TT swap. I'm not bad mouthing the VQ but it seems like they work for 350WHP in street trim. while the VG30DE-TT will do 400WHP for the cost of the greddy TT kit or Stillen blower systems. I seems like backwards engineering. just my 2 cents The cost would be insane, just go for a RB26 swap If you want 900-1000hp for the street go for an RB you can get 800 out of the VG and I have NEVER seen a 800WHP Vq

Yeha, I am probably going with the E6X I just know that there are more options out there that I have forgoton about. but the Price in right on te Haltech and it is packed W/ all the options I need. are there any problems running a E6X on a VG30 ? (optical dizzy.)

I have been thinking long & hard on this. I currently run a Greddy emanage which up untill now has worked fine for me, but I am to the point now where I am going to step up the turbo(s) and fuel shooting for 600-700WHP by this time next year. I was lightly thinking megasquirt, But I would feel much safer going with an off the shelf Fuel/spark unit. I need to stay under $2K in parts. And I don't like the AEM system so far I am thinking; HKS F-CON-V Haltech E6X Motech M6OO? I was also thinking about running a Haltech F10X (fuel only) and the factory ECM W/ a MSD box to do the timing. Any input? thanks,

I'll go out on a limb and say YES that GT-40 is to big for the street The GT35 is a Far better choice. you could pull 500hp out of a GT35 at that

I was in the local parts shop today looking at Turbo upgrades and what not, and the guy point out that they have instock a garret/turbonetics T3 center section W/ a .50 A/R TO4b compressor housing and a wheel that he says and I quote "that compressor falls just short of a V-trim but is larger than a S-trim" he said that I could use my stock nissan exhaust housing and turbine wheel. they are asking $4 with a 1year warranty IF they assemble it. they also have a "stage 3" exhaust housing ($200) and a matching .63A/R "Stage 3" turbine wheel ($200). the only draw back to the hot side in it is the ford style flaper WG so I would need a new DP My question is this, is this the right combo for a 3.0-3.3L V6 with a 300whp goal? and is it worth the extra $400 for the hot side upgrade? Thanks for any info, Tom D looking at the turbonetics site it is a TO4b-T5 trim (.50A/R)