Well...as some of you that pay attention to other forums such as 300zxclub.com know that a customer of mine (Jay Shev) recently decided to abandon this project he had been investing into for some time. His attention has left the Z world for a more luxurious avenue of cigarette boats. While I can't blame him for wanting to have fun this project was very close to being completed (engine wise). Below are a few images of the build I built for him and where it suddenly died at. This would have been one of the fastest Z32s in the country if not the world which we had planned to set a new land speed record at the Texas Mile race next year. Overall, I am happy I had the opportunity to build this engine. It gave me a lot of ideas and improvements I've been able to adapt to the VGs hindrances especially in the oiling dept. Modification List: EPR Machined/Prepped Engine block EPR Modified High Speed Crankshaft Modified Oiling system in block Tigged Counter Weight Ported oil pump JUN Adjustable Intake Cam Gears ARP Main Studs ARP Head Studs L19 EPR 7qt Sheet Metal Oil pan EPR Windage kit Clevite Bearings w/ EPR Coating Service Pauter Rods Wiseco Pistons Coated NA Oil Squirters Ferrea Valves w/ EPR Coating Service Ferrea Retainers JWT Valve Springs Tomei Solid Lifters JWT Mechanical Camshafts w/ EPR Coating Service Honed lifter bores w/ EPR Coating Service EPR Coated Combustion Chambers EPR Coated Exhaust Ports TDM Manifolds Tial External Wastegates Tial BOV Garrett Twin GT35R Turbochargers Single Plain Intake manifold Top Feed injector System 90mm Throttle Body ATI Race Damper EPR Billet Valve Covers EPR Billet Auto Flex Plate TH400 Trans with Manual Valve body PI Torque Converter V Mount IC / Radiator System Theres plenty more but I can't list it all.... Enjoy the images. These first group of images are when I machined the engine block and had my buddy (Pro Stock cylinder head porter) begin the cylinder heads. On Jays heads I merely roughed in the ports and did other various machining to them and my friend who works with me now finalized the ports to form the worlds first canted VG30 intake port. We are in the middle of developing further intake ports for the VG, VQ, & VR cylinder heads to be CNC'd for exacting replication. I have so many more pics but I can't show due to build practice and special details I've done to this engine. I know this isn't "spectacular or fancy" as one said so previously to another build but its a nice approach to a VG build and just a little more to showcase to the Nissan Community. Enjoy guys.
Abandoned project, so what happens now? Obviously some serious modifying was going to take place to fit in the engine bay.
customer is selling off the majority of the sub assemblies. I've taken over the chassis and long block. That kit is a direct drop in. no modification of the chassis is needed.
I saw those parts for sale on TTNet and was a bit gutted. Really wanted to see what 2 x GT35's would do. Even tempted to buy - but wont fit as my front guards are tubbed - bugger. Can I ask why you went for 90mm throttle body? - i would have thought 100mm was better according to my calcs, especially if you wanted 1500hp!!! Also re the manifold design, most keep low to fit under the hood, any reason why so high? Some nice work there, what were you planning re oiling issues - dry sump?
For the intake manifold design and fabrication, it wasn't up to me nor did I build it. That was all done by the fabricator or did the manifolds and such. If it were up to me some things would have been different but for what it is, the setup would have been adequate in making the power.
What would you have done different? The reason i ask is I am looking at replacing/improving my intake plenum.
I'd of liked the turbos to be more tucked near the engine and my idea of a sheet metal manifold are completely different. Just a personal preference ordeal nothing more
I love the positioning of the turbos. I dont suppose those manifolds might be available to buy to suit other turbo sizes?
So if this donk is supposed to have a billet main girdle how come its being line bored with the stock item in place? You do nice work, no doubt, but for the claimed horsepower that stock main bearing setup is not strong enough by miles. Just look at what was done with the race versions of the previous model VG for a good example of what is required, for a lot less power than you are claiming. Unless we are talking American pony power
reduced plenum volume usually makes for better response and a better power curve as the air is introduced closer to the valves (quicker from the intercooler with less time to heat up from the motor) and the reduced volume means that the turbos have less volume to pressurize and therefor less lag. I was thinking of a very similar design to this myself. There are ones out there that can be fabricated / bought that will fit under hood with no mods.
those manifolds are for sale with the turbos and all other hardware right now for $8000USD. PM me if you want to purchase them.
you do realize that Escort Racing runs a stock main girdle making 1300rwhp right? The stock girdle is plenty strong enough. Where did it state in the build that he is supposed to have a billet girdle? This engine isn't the engine for my promod (my personal car) this was a customers engine I was building for him. I think you getting two things confused. The reason why the previous model VGs use the other girdle style was because of a few reasons... 1. They used a full on dry sump setup 2. The engine saw MUCH more abuse than this engine would have ever seen. 3. Thats not a billet girdle yet a cast core (billet) much like the cast core billets we use in our camshafts for the DETT engines. I'm not sure why you think the stock girdle isn't strong enough to support said HP figures.
In his defence I can't see where it says billet main girdle? (I may have missed that?) I was looking at the cams - what spec are they? they don't appear to be very aggressive, What was the intended boost pressure & RPM to hit 1500HP? Personally I think that inlet plenum would be one of the big weak points in trying for such high power, with no bell mouthing or trumpets or anything in there it's going to be like a brick wall for HP. Obviously it's not finished & it is infuriating when people criticise unfinished work but Mr EP has said he isn't a fan of it in any case.
THAT is some serious coin for a pair of turbos & manifolds I'm assuming the turbos are ~$6K for the pair?
Correct I never stated anywhere in this thread on that customers build sheet that he was or is having a billet girdle. I have stated that MY personal race car will have one made as I'm building a stroker kit for the engine. As for the cams they are JWT mechanical grinds that they offer now. They are a 276 degree .433 lift with a +4 degree advancement off centerline. Puts it in at a 117 if applicable.
Makes a little more sense, the way I read it I thought turbos, manifolds & hardware for that install - made for some damn expensive stainless tube LOL! What you have listed there seems very reasonable for the money - if someone wanted to go that way
Not quite right. Plenuin volumes and length of runners, play a very signifcant impass on the engine's torque development. There are quite few books on this and signifcant amount of information. As for throttle response it is not entirely correct, sorry, don't want to put you down but we need to keep information correct. The biggest improvement with this design is the reduction of parasitic drag and separtation of boundary layers experienced with the standard length of the intake runners. Also you want the air to spend as long as possible in the intercooler. Also if you are concerned that the manifold is heating the air use a bakerlight gasket to separat it from the engine and it will be as hot as the intercooler pipe work. A lot of dollars there, and so late in the build he decides to abandon it...... some people do strange things.
