He has an impressive resume and gets a very positive rap, so I am confident in his solution.

Budget will likely take a bit of a hit, but you can;t take it with you !!

Latest updates included in first two posts.

keen to see the finish build. good work mate

Awesome and very inspiring build!

Initial flow-bench results are in .........
Inlet @ .500" lift = 304cfm
Inlet @ .600" lift = 310cfm

310cfm = ~450hp

To get our planned 500hp, we need 340cfm @ .600" lift ... so the porting tools are now out !!!!

Focus needs to be on both inlet and exhaust porting to get to where we need to be.

For anyone looking at NA VQ engines, there is no way you can flow enough air to support more than 440-450hp at the crank ......... regardless of inlet manifold - the heads simply will not support more flow than that.

So, about 400hp at the rear wheels, if that.

How much you think you will have to open up the ports?

Expecting 420-430 atw - anything above 420 I reckon will be a bonus.

With dry-weight under 1200kg (all fluids but without driver), I reckon I can be competitive with the 911 GT3 R or RS and some of the other GT3 machinery.

Heads with porting guy tomorrow, but the real issue will now be exhaust.

I have some RHD PPE long-tubes but need to look at the exhaust port once the porting guy has done his magic to see how it might fit together.

I have a a really good pipe guy so a custom set of headers won;t run more than $1200-$1400 (aussie$).

Things are happening quite quickly now.

Sub'd for awesome build and finished product!

Update 10 added - also added images of induction system fitted to Sasha Anis' race engine for base map creation.

I am well impressed with Sasha's work. Clearly all that time in the deep Canadian winter allows lots of planning time for really interesting "stuff" to happen.

My M150 ECU and CDL3 have also been ordered, delivery in a couple of weeks.

That's pure porn! :eek: :leghump:

https://m.facebook.com/story.php?sto...92006000937647

Is this similar to what your running

420 whp and the oil wasnt even hot, my gracious

Bet that IS BGTV8's stuff being tested. :yum:

Thats what im thinking

I would take that set up over boost any day

Run the IBT's with boost. :yum:

Ahhh well i would do that

There is an itb system in the works that will work with the vvel. Est cost is around $5,000, at least that is what i was told over the phone

By who?

You are 100% correct ....

Remember that Sasha's car (Kels) is only 3.7 litre and my engine is 92mm stroke and 96mm bore (full 4-litres) plus I am running more compression and E85 .... looks like my 420hp atw might be pessimistic .......

Is my induction system on Sasha's race car engine.

Sasha is doing base mapping for my ECU.

He is THE MAN .....

I knew that's what he was testing for. That is awesome. I can't wait to see the end results.

Mamotorsports. I don't know any details or when its going or if it ever will come into production. But it will be in the works very soon. This should be an interesting year for the NA platform

Induction system shipped from Canada today, flat-shift gear knob ordered

OS Giken TR2A clutch and lightweight flywheel arrived. 184mm of low-rotational inertia goodness .... Induction system should clear customs by Wed/Thursday

June Update ..............

Porting now done, inlet flow is 328cfm at .600" lift with ITB fitted and WOT. This should equate to near enough 500hp @ the crank and we are hoping for 420+ atw

Engine dummy assembly now started ........... engine porn photos due in a week or so

Tease:excited:

:iagree: :icon17:

Geez ....

It has been over 12 months since the last post I made.

Have added some photo's of the short engine assembly at the top of the thread, the Motec M150 has arrived plus the firmware to go with it from VitTuned, the wiring guy is doing the M150 harness.

Simlply unplug the Nissan ECU and plug in the M150 using the harness we are making. There are 12 wires to go thru the firewall which plug into the harness into the VVEL controller so the Motec takes complete control of the VVEL as well.

I have Jenvey DBW controllers (one for each bank) for the ITB set up, and the flat-shift gear lever (it has a load-cell so the ECU "knows" when I am pulling up a gear or pushing down a gear and can rev-match and auto-blip respectively).

Vit @ VitTuned is looking into dial-able TC so we can tune the TC for full wet track thru to full dry track

The heads are all built but we won;t install the cams until the engine is ready to go.

First step is to get the Motec running the OEM engine (there are a couple of Production Car runners here who must run basically stock who are awaiting my research) and then we put the ITB kit on the stock engine with the QBE69G sequential and get all that running and then we put the full-fat engine together and put it in the car.

The schedule for this project has blown out because I have been working at the other end of the country since Oct last year and it has left me with zero free time. Just starting to get that project into shape where it is delivery to schedule so I can now afford to shift focus onto personal projects like this.

I hope to hape the Motec running the OEM engine in a couple of weeks and progress to it running the ITB kit and 69G behind the OEM engine before Xmas and the full-fat stroker will go in early in Autumn next year (March/April)

I'm jealous. :tup:

Update

So finally got our patch harness finished and bench checked. Has only take 14 weeks ............... Jeez .......
Car on the dyno tomorrow to run the VQ37VHR engine with the M150 and and tune for best output, and then we will fit the ITB kit and see what difference that makes. I'll then bring the car home to run for a few weeks before sending it back into the shop to upgrade the fuel system, final assembly for the new engine (heads not yet assembled and on the short yet), fit the new engine and Quaife sequential, run the new engine in and try a few power runs to see how close we have come to target.

This project has already run for 2+ years ........... pharque

Seems like this project will be finished when you're in the grave, and handed over to the grandkids. :icon14:

Sub’d

Subbed. Didn't see this build until now... amazing, and so much work!

I'm determined to get it finished .... problem is that I'm working 2 hours flying time from home and it chews up so much time.

My Z34 has been in the shop since late June and was supposed to be all done by now but the guy doing the patch harness has been the delay ... he suffered a serious illness and then had a bout of regret and wanted a waiver because his harness was going into a car that would remain registered and that caused him a pile of issues. I had to draft up a waiver to go onto his invoice before he would release the harness .....

Anyway, on the dyno this morning with the M150 running the standard engine and then we'll put the ITB kit on and find out just how constrained the OEM engine is on the inlet side ...

I'll take the car back for 6 weeks to drive it and debug the Motec is required, and then the real fun starts with completing the 4.0 assembly and fitting it.

That is the real reward.

:tup:

Very true ...............

so when you get this sussed I'll drop my car over and you can knock it up for me in a couple of days?

Yep ..........

Have spent the last 6 days chasing BCM security interactions with the Motec. The M150 will move the VVEL as we want it to, and it takes throttle signals and moves the throttle blades as we expect .................

We can get the car to turn on, but as soon as we hit the starter and it cranks, we are losing power on pin 53 which shuts down the ECU andit does not start.

It appears that AU-spec ECU/BCM combo is subtly different to USDM spec ECU/BCM in this department. The shop in Oregon who produced the M150 firmware package (based on their own Z34/TT) have been uber-helpful but it seems we need a couple of CAN messages for 2 specific PIDs to make it all hang together.

I have the car booked in to Motec Research to do a CAN-sniff to figure out exactly what the ECU needs to publish on what PIDs to keep the BCM happy so it supplies power the way we want.

Close, oh so close but no banana's just yet. Soon though.

Once the MOTEC is running the OEM setup, we'll perfect the tune on the dyno before we move to stage 2 and install the new engine and sequential gearbag and see what it delivers.

When this is all done, we can supply a patch harness, and M150 and the M150 firmware package (IP comes from a shop in Oregon) and you can have what we have. The research is the killer but we are close !!!

I really hope you meant "knock it OUT in a couple of days?", otherwise what are you doing to these cars BG?!