Federal Performance 2302 52 Ave Lachine Que, (514)631-1988 We swap the 350z motor in the 300ZX and 240SX http://www.federalperformance.com/ talk directly to them !! http://forums.hybridz.org/showthread.php?t=113933&page=2 Custom Cross member 300ZX tranny mount stock in urethane Cut shifter whole and interior parts (where ashtray is located) or we offer the modified shifter bracket Urethane 300ZX motor mounts reverse 350Z aluminum engine mounts Custom 2 or 1 piece driveshaft Stock 300ZX rad modify in position on fuel rail to drivers side. addition of fuel pressure regulator 2 custom down pipes to hook up with stock exhaust positions. couple of options for hood scoops (very discreet) less than 2" rise with window side opening. There are no steering, exhaust, starter or tunnel clearance issues. Again if interested please PM. Drew
The benefit of the LSX series of engines is weight, size, capacity and aftermarket support. They may have pushrods but are by no means old tech. Sure they are an evolution of old design practices but they have alot of high tech solutions to age old problems. The VQ addresses similar issues that the VG has in the same way the LSX does for the SBC. Apples to oranges, the two different configurations just cant be compared. The reason the Hemis and similar can make those sort of numbers is simply strength and capacity. Make the block out of a solid chunk of cryptonite and jam in as much air and fuel as you can. It has very little to do with where the cam sits in the engine. Sure a cammer may be revved a little higher due to harmonics but so can a pushrod with some smart parts. The VQ in a Z32 is a good idea if the aftermarket support is going to be available. No point in spending big dollars on a conversion if you cant upgrade due to big costs of custom 1 off parts. The VG is very reliable and still available new from Nissan. Why go to the extent of a conversion if you're not going to push the boundries and with the lack of go fast bits for the VQ it seems unlikely that you can better the VG.
what is so special about the vq that it needs custom parts? I can see dump pipe and possibly I/C piping being the only hurdles, both of which are easily overcome. Whacking on a big turbo is a hell of a lot easier and cheaper than putting bigger turbo's on a VG. how many people are going to have a need for performance cams or rods? they have proven the stock setup is beefy enough for a lot of power
It needs custom because very little is available. What is your definition of alot of power? The stock VG internals will do 600hp+.
The inherant strength of the vg is well known. Crank will go 800+ easily, rods and head gaskets 700. Pistons will not affect hp if all external upgrades are well thought out, sure you gain more with light or coated pistons, but this gain is marginal. Cylinder heads will flow sufficient as will throttles and plenums. The greatest benefit of forged pistons is in their resistance to fail from knock. Correct tuning will not see the engine get into this area. Heat generated in the cylinder will affect piston life but is easily kept at bay by correct turbo, ic, exhaust selection. The vg is as reliable at this power level probably more so than an alloy vq. Alloy blocks are simply not as stable as iron at high power levels. I think the vq30 is a step sideways not forward in progress. Swapping a v6 3.o tt for a v6 3.0 t is a big step and cost to gain a slight weight advantage and arguably more efficient engine. The only pro to this would be a better parts availabilty oem as the engine is more current than the vg but then the det is not available locally from nissan, only grey import, so once again nissan "could" get parts but would most likely be ex japan. For me the vq just doesnt tick enough boxes to be a worthwhile swap.
unless it can be done around the $5k mark drive in-out. for the money your getting a newer, fresher, more efficient engine for a little more than a VG
i dont think it can be done for anything like that money, and if it can, that would ne for a TT already. Id rather spend 5 large on mods for a VG30DETT and be making some serious power. I get it that a VQ is newer but i really dont see the point in swapping. a slight weight advantage? top feed injectors(are they?) swapping out a n/a for a large capacity VQ i get, but not a vg for just a newer single turbo version with an ugly plenum...
Why does it matter if it is a US dyno? if you now the correction multipliers you can work out the figure for comparison to our dynos. Thier numbers arent incorrect or inflated if the shop is honest. They use a different sae to us, so the numbers are different not wrong. But this can be easily calculated for a comparison. At the moment there are 3 different correction factures used world wide, none of these are wrong, they just need to be simplified to one not three.
