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BGTV8 VQ40HRGA Race engine build

BGTV8 Race Car / VQ40HRGA Engine Build Purchased in previous Years: AP Racing 6-spt/4-spot plus AP rotors KW V3 coil-overs Whiteline Bars Brake Cooling Ducts 4.08:1 and KAAZ 2-way 3.9:1

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Old 06-10-2015, 12:54 AM   #1 (permalink)
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Default BGTV8 VQ40HRGA Race engine build

BGTV8 Race Car / VQ40HRGA Engine Build

Purchased in previous Years:
AP Racing 6-spt/4-spot plus AP rotors
KW V3 coil-overs
Whiteline Bars
Brake Cooling Ducts
4.08:1 and KAAZ 2-way
3.9:1 and Quaife ATB
Holinger RD6-SS 6sp sequential In stock (installed in current race car)
7kg Flywheel (ACS)
1350kg clamp solid clutch
IQ3 Logging Dash In stock (installed in current race car)
Haltech Platinum Pro-2000 In stock (will use if ITB is cable-pulled)
1 set Enkei PF01 18 x 9.5
1 set TE37 18 x 9.5

March 9th 2015:
Donor VQ35HR sourced In stock

June 2nd 2015:
Bryant Racing 92mm crank Ordered – 14 week delivery
JWT GA Pistons 96mm @13.4:1
Rings to suit
JWT 21mm pins
Eagle H-beam rods w/ARP2000 bolts
JWT Cams C12/RZ1
Hi-Rev Valve springs/shims etc
JWT AVQ35-EGEAR cam sprocket
Gasket set
Bearing set
HRGA Head Bolts

June 3rd 2015:
Wet Sump CJ MotorSports (baffled)

June 4th 2015:
Comp Systems VQ/HR x-over inlet mani, machined for Jenvey SF52 straight TB, suit HR heads on "tall" VQ block Finally admitted they cannot supply - need another solution

July 17th 2015:
OMEGA Tech Dry Sump system ordered - delivery quoted for end-Aug

August 8th 2015:
CJ Motor Sports baffled sump shipping, will now go onto original engine for use as spare

August 10th 2015:
Z34 shipped to Haltech/Sydney for CAN-sniff so ELITE 2500 can run a VQ37VHR

Nov 11th 2015
Dry Sump received - pictures attached

4th Jan 2016
JWT package arrived, donor engine strip scheduled for later in Jan then to machine shop to machine for crank and pistons, dummy assembly in early Feb with luck. Crank in particular is a work of machining art - photo's to come
PPE LTH fabricated to RHD received (second hand from NIZPRO Engineering in Melbourne)

19th Jan 2016
Induction package selected ......... Jenvey 6 x 53.5mm ITB with OnPointDyno fabricated manifold - link here
OnPoint Developed VQ35HR ITB’s Now Available : OnPoint Dyno
Not cheap but will support 400+whp which is what the engine spec is planned to deliver. Sasha will supply the full induction (manifold, ITB, linkages, fuel rail).

Feb 20th
Revzone in Ringwood now have the donor engine stripped, stroker crank dummy assembled into block with dry-sump pan and it all rotates smoothly - hooray
Heads off the flow-bench guru, looking for ~325-340cfm @ max lift. Heads require relieving so cams will clear and the cam-boxes are packaged to go back to JWT for modification so they clear the cams as well - another huge thank-you to Clark and Ben at JWT - 2 helpful and knowledgeable guys.
Block going to the machine-shop this coming week for boring to match pistons/crank/rods
Decided on MOTEC M130 to drive the car, will settle for cable-pulled throttle in the short term and DBW stepper motor in due course. I will have a MOTEC dash as well (might be CDL3 but I have a bead on a 2nd hand fully configured ADL out of a race car that has upgraded to the latest Motec "wide" dash) - we are confident we can retain OEM ABS and will wire the yaw-sensor into the Motec for logging purposes. The Motec will handle traction control but we lose ABLS which is no problem.
OnPointDyno in Toronto, Canada are doing a base map to suit the engine and induction package plus the harness to hook into the M130 - I cannot thank Sasha Anis enough - he has been a huge help on the induction and ECU side of the project
Charles (Phunk) at CJ MotorSport will supply the fuel system based on the OEM tank/lines until I can move to a bladder tank in due course.

Feb 25th
Flow bench numbers are in:
304cfm @ .500" lift
310cfm @ .600" lift
this equates to just shy of 450hp

Porting tools are out and we are now chasing 340cfm @ .600" lift - will require exhaust port mods as well as inlet !!

March 5th
Sasha Anis has fitted the induction to his 3.7 litre race engine. created a harness and then mapped with the Motec M130. Pictures of the induction setup attached.

April 6th
Flat-shift gear lever ordered, induction system shipped from Canada - due on Monday. Finally selected ECU - Motec (M150) and CDL3 race dash ordered

June 28th

Man, this project is taking some time ....... head porting now signed off, gear box about to ship,


July 31st .... wait for it .... 2017

So in the last 12 months we have:
Motec M150 and CDL logger dash
Flat-shift gear lever
Assembled the stroker short engine
Received CJM fuel system
Ordered the balance of dry-sump system (tank, remote filter, tank heater, clear-vue filter in the return line, big 15"x8"x3" Fluidyne oil cooler plus adjustable vacuum regulator)
Sourced a pile of little bits and pieces - race seat, wheel etc
Found the supplier of oil gallery gaskets (EPS from NISFormance.com)
Found a used VVEL controller so we can scavenge the connect to make the wiring harness "plug 'n play
Spent ages with a CANBUS sniffer

Hopefully now only a few weeks to hook up the Motec and get it running the OEM engine


6th December 2017

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.

28th December 2017

After a week fiddling unsuccessfully to get the car running, we've discovered a difference in ECU/BCM interaction between USDM base/touring and the USDM "Sport" model (which is the baseline for Australian 370Z) for M6 transmissions.

The USDM base setup will crank and start the engine based on the BCM knowledge of the state of the clutch (permit crank if clutch down). For the Sport model, the BCM waits for a CAN message confirming clutch down from the ECU before cranking the engine.

Our M150 firmware package needs to be modified to send the 2 specific bits "on" in the relevant CAN message so that the BCM will trigger cranking and start the engine .........

Bugga ........... (unique Aussie slang .............)

It will be 2 years in a few days since we received the initial package of parts from JWT ........... pharque (another piece of Aussie slang).

Getting closer though.

Update 20-Feb-2018

Finally have the Motec M150 running the car. The M150 controls the VVEL natively (no VVEL controller in the loop), it drives the throttles, interfaces seamlessly with the Body Computer Module and drives the OEM CanBus dash.

I really have to thank Vitaliy at VitTuned who has been an absolute legend in giving us support.

Also have to thank the guys at Revzone as well as Luke McMillan - our wiring guy.

On a relatively high mileage engine that is now starting the breath a bit (has covered ~6-8000 kms on the track), we made a tad over 235Kw at the wheels on the Revzone hub dyno (up 20-odd over my last UpRev tune) and we still don;t have LTH or CAI - just Stillen shorties with 100-cel cats).

The 4-litre engine is about to be made into a long block and be mated with the ITB kit and the Quaife sequential box.



Still to be ordered/commissioned:
Carbon air-box x 2


Future enhancement:
Motorsport fuel delivery system, fuel cell/bladder and dry-break filler
2 sets Braid Forged GT 18 x 10 ET30
Blade Adjustable front and rear bars
Electric Power steering (pattern on current race car system)
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Last edited by BGTV8; 02-20-2018 at 04:10 AM. Reason: Latest update
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Old 06-10-2015, 12:55 AM   #2 (permalink)
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Update 16

Finally have the Motec M150 running the car. The M150 controls the VVEL natively (no VVEL controller in the loop), it drives the throttles, interfaces seamlessly with the Body Computer Module and drives the OEM CanBus dash - no key indicators in the dash, everything works.

I really have to thank Vitaliy at VitTuned who has been an absolute legend in giving us support. Also have to thank the guys at Revzone as well as Luke McMillan - our wiring guy.

On a relatively high mileage engine that is now starting the breath a bit (has covered ~6-8000 kms on the track), we made a tad over 235Kw at the wheels on the Revzone hub dyno (up 20-odd over my last UpRev tune) and we still don;t have LTH or CAI - just Stillen shorties with 100-cel cats).

The 4-litre engine is about to be made into a long block and be mated with the ITB kit and the Quaife sequential box in a months time.

Update 15

After a week fiddling unsuccessfully to get the car running, we've discovered a difference in ECU/BCM interaction between USDM base/touring and the USDM "Sport" model (which is the baseline for Australian 370Z) for M6 transmissions.

The USDM base setup will crank and start the engine based on the BCM knowledge of the state of the clutch (permit crank if clutch down). For the Sport model, the BCM waits for a CAN message confirming clutch down from the ECU before cranking the engine.

Our M150 firmware package needs to be modified to send the 2 specific bits "on" in the relevant CAN message so that the BCM will trigger cranking and start the engine .........

Bugga ........... (unique Aussie slang .............)

It will be 2 years in a few days since we received the initial package of parts from JWT ........... pharque (another piece of Aussie slang).

Getting closer though.

Update 14

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 !!!!

Update 13: 31st July 2017

Pile of new bits sourced per page 1, also firmware for the Motec, can finally see the end ...................

Update 12: 28th June

Head porting now completed, average flow is 328cfm @ 600/thou lift with ITB fitted and set at WOT. Took 7 iterations to get the heads to this point. All cylinders flow within +- 2cfm.

Final engine dummy assembly started yesterday and expected final assembly is about 4 weeks away.

Sequential gearbox ships next week, shifter already here and sent to Sydney for flat-shift lever to be fitted.

Hoping for ~500hp @ crank and 420hp atw. Should have the car on the dyno in 6 weeks or so

Update 11: 6th April

Induction system shipped from Canada today, should be here on Monday. Flat-shift gear lever ordered, box should be ready in May

Update 10: 7th March
Added photo's of my induction system fitted to Sasha Anis' race engine - Sasha has built a harness to interface Motec M130 to the OEM Nissan engine bay harness (with some mods). Base map will be recorded and then this system stripped, packaged and shipped to Aus. I have to say the Sasha is one smart dude .........

Update #9: 25th Feb
Added flow-bench numbers, let the porting begin !!


Update #8: 20th Feb
Donor engine stripped, basic rotating assembly dummied and "it rotates"
Heads off to be ported and flowed
ECU selection made, dash choices narrowed
Engine bay harness being built, base map being done by OnPoint Dyno in Toronto
Fuel system determined and ordered


Update #7: 19th Jan
Induction selected ... details in first post


Update #6: 4th Jan
49kg package arrived from JWT (thanks Clark and Ben) ..........
92mm Bryant Racing 4340 steel crank, 96mm forged CP 13.4:1 pistons, Eagle rods, Total Seal rings, JWT C12 RZ1 profiles, JWT hi-rev springs/shims and a shed-load of gaskets etc. Donor engine tear-down starts later in January

Update #5: 11th Nov
Dry-Sump arrived

Update #4: 2nd Nov
PWR Race radiator received - we supplied a sample and PWR have patterned for OEM mounting brackets and is intended to be a drop-in with no other changes required.
Omega Tech dry-sump paid for and shipped last week ....
Contains VQ37 HR Balancer with trigger wheel and oil pump drive adaptor / pulley, trigger sensor and mount, 4 stage oil pump with 38T pulley and shields, bracket and billet sump - should have pictures by Wednesday - cost of $A4654 (including local GST). Still need a heap of fittings, lines and tank but they are simple to obtain and I have a heap of -12 fittings in stock anyway.

Still no Jenvey x-over ITB manifold available according to Comp Systems, so am now investigating water cut ali-flange plates and we'll make our own to suit Jenvey 6 x 52mm TB - talking to our fabricator

Still waiting on Bryant Racing for 92mm steel crank - overdue by 5 weeks now - patience is a virtue (that I do not possess !!)

No update from Haltech on and Elite-2500 ECU for Z34 yet either

Update #3: Aug 13th
Omega Tech sump ordered - delivery by end-Aug, required very minor re-work for 92mm crank throw
Engine on engine stand and tear-down starting so we can assess heads (surface prep - aka "polish" - only) and valve-train
Settled on wheel size and offset
Still hassling for Jenvey manifold .... has not turned up yet

Update #2 - 30th July
Omega Tech dry-sump ordered on 17th July - ~ 4 weeks to delivery
Jenvey HR cross-over manifold, 6 x 52mm ITB. fuel rail and DBW linkage kit ordered from local agent (Comp Systems in Braeside)
Used VQ35HR engine strip-down and measure started
In discussion about Z34 going to Haltech in Sydney for CAN sniff with view to Elite series ECU support for VQ37VHR/370Z

Update #1: June 29th

I have been working with Omega Tech Engineering in Albury (NSW) on a dry-sump kit and these are the initial CAD renderings to suit a VQ35HR or VQ37VHR engine.

We are still finalising the pump mount to see if we can get it low enough to keep the ancillaries on the LH side of the engine (drivers side of the car for those in the USA, passenger side for us). We still have a little way to go on the final design elements and cost is still preliminary but billet sump, 4-stage pump and pump brackets plus harmonic balancer and oil-pump drive pulleys should land at A$4200. You will need to add fittings and hose plus a tank to get an operable system. The design is optimised for RH drive cars which is why the pump is on the other side of the engine to the Dailey system, but oil suction still comes from the other side of the sump.

The pressure line goes directly into the oil gallery so we will install an oil filter between the pressure side of the pump and the inlet into the oil gallery, and run oil cooler(s) on the scavenge side of the system with an electrically driven air/oil separator in between scavange exit and coolers maximise cooler efficiency.
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Last edited by BGTV8; 02-20-2018 at 04:12 AM. Reason: Update #14
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Old 06-10-2015, 12:55 AM   #3 (permalink)
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Aero and Body mods

Front Splitter
Second iteration under design

Diffuser thumbnails below

Cage design under way
Attached Images
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Old 06-11-2015, 07:43 AM   #4 (permalink)
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Sounds expensive
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Old 06-11-2015, 08:34 AM   #5 (permalink)
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Sub'd
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Old 06-11-2015, 08:58 PM   #6 (permalink)
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Originally Posted by Elmo370z View Post
Sounds expensive
It is ... figure US$30K by the time this engine is back in the car - wet sump will save ~5K

Fabrication cost for the car (cage, and adding a nett 350kg of lightness) will be another A$18K but I already own the sequential gear box and all required diff ratios.

The car is owned by my business and fully depreciated so it will cost three-fifths of five-eigth's of f4rk all...

Race cars are never cheap

Engine build is scheduled to start in October when the crank and other engine bits arrive.
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Old 06-11-2015, 09:00 PM   #7 (permalink)
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Quote:
Originally Posted by BGTV8 View Post
It is ... figure US$30K by the time this engine is back in the car - wet sump will save ~5K

Fabrication cost for the car (cage, and adding a nett 350kg of lightness) will be another A$18K but I already own the sequential gear box and all required diff ratios.

The car is owned by my business and fully depreciated so it will cost three-fifths of five-eigth's of f4rk all...

Race cars are never cheap

Engine build is scheduled to start in October when the crank and other engine bits arrive.
Can't wait to see the progress!
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Old 06-11-2015, 09:10 PM   #8 (permalink)
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Fudge factor
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Old 06-11-2015, 09:40 PM   #9 (permalink)
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Originally Posted by BGTV8 View Post
It is ... figure US$30K by the time this engine is back in the car - wet sump will save ~5K

Fabrication cost for the car (cage, and adding a nett 350kg of lightness) will be another A$18K but I already own the sequential gear box and all required diff ratios.

The car is owned by my business and fully depreciated so it will cost three-fifths of five-eigth's of f4rk all...

Race cars are never cheap

Engine build is scheduled to start in October when the crank and other engine bits arrive.
I have my business name on the side of mine so I write all my track, mods and maintenance expenses off as advertising!
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Old 06-11-2015, 10:10 PM   #10 (permalink)
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Quote:
Originally Posted by Mike View Post
I have my business name on the side of mine so I write all my track, mods and maintenance expenses off as advertising!
Does it have to be tied to something that can justified as automotive, like your powder coating? I own a business as well and never thought I could get away with that! WTF, I need to do this!!!
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Old 06-11-2015, 10:12 PM   #11 (permalink)
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The Australian Fiscal Fiend (Federal Tax Department) puts limits on what we can do ... initial investment is problematic, unless your whole business is motorsport (mine is not), but we do derive some motorsport related revenue so costs can be offset against income.

I will capitalize the build cost and depreciate the investment against revenue, so over 5 years, the cost can be swallowed.
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Old 06-11-2015, 11:00 PM   #12 (permalink)
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Quote:
Originally Posted by BGTV8 View Post
The car is owned by my business and fully depreciated so it will cost three-fifths of five-eigth's of f4rk all...
So that's how you get away with it in regards to SWMBO.

*Note- You were the first person I've seen use that term (SWMBO). I still laugh every time you use it.
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Old 06-12-2015, 12:23 AM   #13 (permalink)
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Sub'd for this build! Waiting for up-dates will kill me. Are you changing any of the gear ratios in the tranny?
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Old 06-12-2015, 01:35 AM   #14 (permalink)
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Ratios are:

Holinger RD6 Sequential

2.570
1.990
1.600
1.350
1.140
1.000
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Old 06-12-2015, 01:45 AM   #15 (permalink)
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Quote:
Originally Posted by BGTV8 View Post
Ratios are:

Holinger RD6 Sequential

2.570
1.990
1.600
1.350
1.140
1.000
No overdrive. And you closed up your ratio's. So, what's your top speed going to be with your gear sets, and tire diameter?
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