Midnitz

VG Turbo manifolds can be ported to increase flow capacity. Extrude Hone also does a good job opening the internal volume up and leaving a polished smooth finish. I have seen people with stock VG30DETTs pushing over 500hp to the rear wheels on stock turbos.

One of the very best companies out there in engine management is HALTECH. Look them up and you will be suprised as to how affordable a stand alone system can be. I would also opt for a MAF driven system as well as a coil-per-cylinder set up. But this will require that you install a crank trigger mechanism. You may also need larger injectors to feed the larger demand for fuel. This will allow for you to develop some decent numbers provided the intake and cylinder head can flow to support the air the short block can move. Engine design is about making sure that the parts compliment one another to achieve a horsepower and torque goal. Cheers, Roberto

in good condition have cash in hand shipping to zip code 95348 or will pick up near the SF bay area.

Comparing a new Nissan 4 valve per cylinder engine to an older L series engine isn't fair.... Low end torque requires displacement and the ability to fill those cylinders at lower valve heights.(high VE%) The Nissan Titans 5.4 has heads that flow well at a reasonably wide powerband, the 4 valve per cyl heads have this characteristic. The valves are smaller but there are more of them...and the ports behind the valves are also more in number....this is good for high port velocities at low engine speeds and because there are two intake ports per cylinder....the engine can also breathe well at higher rpms. My comment is oversimplified but I hope it makes sense. If we could get our hands on 4 vale per cyl heads on our L series engines.....forget it...we'd be making some serious power.

I know longer runner length is good for low end torque but I am wondering if anyone has reportable improvements over an N42 intake.

check out boport cyl head work.

The car will be turbo charged. I like the idea of leaving the main diamters stock, the current size gives the crank strength and shrinking the size compromises that strength. Money is not an issue....All I have to do is talk to crower with a stroke size. I'll have to mock something up....pics to follow.

Keeping in mind that Nissan managed a 222hp out of a 3.0liter V6 in the 90s using 4 valve per cylinder technology and variable valve timing in earlier models, I'd say that 217hp out of a two valve per cylinder technology engine with less than optimal CFD research in the head /port castings is an accomplishment in itself. Not to knock Paul Rs portwork...but designs have their limitations. This is why forced induction is so attractive. With this said, focus on good cylinder head portwork, good balancing on the rotating assy, match the camshaft to the head flowrates. It is also a good idea to get the intake ported to match the heads' flowrates as well....this way you have a strong, tuned powerplant with no weak links.

--------------------------- Thanks for the good comments.....I may be interested in doing something different. Seems we're all stuck with a 3.1 or 3.2L stroker and that seems to be about as far as we can take it using stock parts.... I am curious to see if I could fit a custom ground forging with an even larger stroke (plus 5-8mm more).....anybody know of clearance issues? I think I may have to mock one up and spec my own design of crank....using the VO7 as a measurement sample. At $2600 for each crankshaft...I want to get it right. Bore skirt and block sidewall clearance grinding are ok so long as they are minimized. *curious*

I have the N42 block and was wondering about maxiumum stroke we could use on the existing castings.... I may provide dims from the LD28 crank I found and have Crower cut me one out of 4340 alloy....Since I can control the stroke dimension and the rod length as well as piston compression heights....what do you guys think I can get away with in terms of maximum displacement?

Gentlemen, I have decided to commence a project to build a 3.1 stroker for my 280z. After emailing numerous people and finding all have been sold, I searched the picknpull site and found maximas of the right year and when I went to check one in San Jose....I found one equipped with a diesel engine!!! A coworker and I spent the morning pulling the engine and removing tons of parts to get the oil pan off.... All of the bearings looked good....the dry film lube on the bearings was still present and no copper visible. The only copper visible was the center main bearing thrust surfaces....but the wear indicators were far from bottomed out....so the crank is in excellent shape!!! Now off to the crank specialists for lightening, knife edging counterweights, cryo process as well a balancing with the rotating assy. Planned for rotating assy are: New Pauter Rods Ross dished pistons for turbo charging Total seal piston rings stock 280z harmonic balancer lightened flywheel from MSA Stage three ported N42 head with welded and reworked exhaust ports, ferrea valves and a custom grind camshaft. Stage 3 ported N42 intake Modified Spearco intercooler (all intake and intercooler and impeller side of the turbo are TLTD coated for thermal dispersion) ECU = Haltech Injectors TBD Turbocharger: Single T3/T4 ceramic bearing turbocharger with custom built and coated header I will post pics from time to time showing progress.

The final size of the TB assy depends on what the vehicle will be used for. TB size and intake manifold runner shapes play a large role in mitigating turbo lag. After turbos spool up, VE increases like crazy. If you're pushing 400BHP, I would Keep the stock TB assy and focus more on intake port/flow work. Until your engine experiences the boost, it is just another engine drawing air by vacuum. Balancing lag mitigation and top end power will ultimately lead you to a decision.

regarding TB sizing, bigger doesn't always mean more airflow. Intake air velocity will have more of an impact with volume of air than shear size opening will. The larger the TB assy on an L28 (even turbos) the less off idle response you will get. This moves the torque curve up the rpm ladder. I purchassed a big throat to augment extensive head and intake work. Camming the butterfly shaft will be in the works. I have to finish the ET upgrade first.