thanks Thanks everyone. 200kw at the engine i would be happy with, but 200 at the wheels would be ideal. What sort of figure would that be at the flywheel? Um...no NOS is one of the few things that is illegal in canberra . Fireworks, pot and drink driving on your p's yes, but no happy gas. I plan on keeping my car for a while so i am treating it as a blank canvas. As i get the money i will do bits and pieces to it. Anyone have an opinion on lightened pulleys?
To be honest, 200rwkw is easily achievable in the VG. There is 4 cylinders out there pumping 170-180.. heck in america their in the 200's !!!! yes KW. Chrispy was right before, lighten every single reciprocating part in the engine, next most important thing would be balance, although this can be said in all motors, you can have all the best parts in the world spinning in your motor at 3000rpm, as soon as you run into harmonic vibrations caused from the high rpms, if it's out of balance, haha...good luck... ITB's is a must, but see.. people confuse ITB's for power, it's not meant for power, ITB's give you that snappy throttle response. I'd go for a strengthened crank, knive-edged (not bullnosed), polished, race bearings on wide side (engine would last about 80,000 instead of 200,000 ), longer custom rods, custom pistons with a shorter pin height, compression of 12.7:1 and a resin filled block just to name a few. That bottom end should be good to rev to 10k I don't see why 300-350kw isn't achievable in a vg.
sounds like your talking about a race engine. Would it still be streetable and how much would that sting me for? ....and what is anITB?
You could make that much with stock intake, but you will get a bit more power with tuned length intake. You get the ram effect the same as with extractors. 200rwkw would be approx 250ish flywheel kW
Interesting point raised about the intake manifold -when i was modifying my l28e the serious guys in the states were putting alot of time into designing custom manifolds as the factory one was no good above 6500rpm. So you could have the biggest most efficient valve/cam combination in the world but the l-series wouldn't suck any harder once it got above 6500... Anyways the vg30de is improved in so many ways but does anyone know the limits of the intake? It'll need to rev to make that power...
whoa 40k is a bit beyond my budget atm.... i dont think the missus would be too happy if I spent that much. Might have to keep it on the lowdown.
I don't really see a point in using manifolds until you reach their limitation, Being N/A it's important to really get those tuning effects going.
Would be very hard to do it As someone quoted before $40k i think, thats money well spent elseware and not on a NA imo, Jedi with 150ish rwkw, one of the/if not, the fastest NA on here im pretty sure has not spent near that sort of cash, with 40k u could build one hell of a race motor
yeah remove the vg30de and buy a infiniti q45 half cut, get the motor out vh45de ( 4.5litre v8 ) puts out around 220kw stock! at the flywheel and with good mods and cams you could see 300kw at the flywheel. its a very smooth engine too. even the stock engine combined with the NAs 4.11 diff ratio would see quick times.
why n/a look the question has to be asked, why n/a? and this is not a smart arse question, if you are looking for power then why n/a and not FI or even a large capacity n/a, this question is aimed at any n/a owners serious answers please
cause for some people lag is ******* annoying. personally i love the feel of turbos kicking in. but the majority of drivers even car enthusiasts desire response in their cars. hence the majority of aussie bogans go for v8s
people with NAs Zeds generally care less about power and more keen on maximizing handling/usability. if you're after outright power and you're doing up a NA to get it, obviously barking up the wrong tree. a logical reason for some to want 200RWKW from a NA would be it's usability around corners as you can get on the accelerator much earlier and it's unique factor. a 200RWKW NA zed (purely from trick tuning and not nitrous) would be a very impressive piece of engineering IMO. that's not to say having a NA @ 200RWKW automatically gets you a usable package. if you rebalance the engine to rev its tits off and make that power, chances are the bulk of its power comes in from 5500-8500. that's certainly much less usable than say a NA that's responsive between 3500-7500. As much as I'd hate to say it, a LS1/2 conversion would be my ideal goal for good cornering as it's lighter allowing you to dive into a corner and the low down torque would be great for corner exits.
Thanks for your help everyone. I wanted to stick with stick with NA just to see how far it can go sensibly. I am happyish with the power for now and just want to go bit by bit as i get bored. I'm hoping to get it to the track and really develop my driving skills. Plus if i get the need to go faster than most cars out there i'll just jump on the bike
What is this "lag" you speak of? The standard turbo's kick in @ 2000-2500 rpm, reaching peak tourque @ 3500rpm. Which imo is far less laggy than an na where the turbo's never kick in (as there arent any ) A well setup & tuned tt will get you far more power, cheaper and its still useable. Many of the na boys are contradicting themselves. They say that they dont want lag, but then are saying that a built na motor will be best at 5500-8500rpm? Is that not lag right there, waiting until 5500rpm? BTW, I am speaking from both sides of the fence, having owned an na, and now my 250rwkw TT. The lag is not even noticable. What is noticable however is the 336 Horses trying to rip the road in half via my tyres (420 stallions under my bonnet :zlove: )
