complete engine overhaul questions.

vividracing

LS1 swap.

/thread.

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theDreamer

Fixed.

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Jeffblue

yea word... if you want v8 NA power... you need a v8. pretty much sums it up.

vividracing

Well he mentioned $9500 to get an old AMC built up, so I figured a budget of around $10k. Even an LS1 swap is going to break that figure unless he does a lot of work himself.

If money isn't an issue, then yeah a cammed LS7 with upgraded valve train and an intake would be awesome.

My Civic smokes 'stangs all day!!

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b1adesofcha0s

Lambo V12

/thread

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roy'sz

Bugatti veyron w16....that would be pimp!!!

b1adesofcha0s

Well the Veyron is quad-turboed so I don't think it would make the OP happy. Maybe if you just took the engine.

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roy'sz

^^hahahaha nice!!!

chii370

if it would fit w/o mods i would take it lol. VQ doesnt seem to be a very user friendly engine thus far. its not that it wouldnt make me happy. i just dont want just a turbo. i want an engine that makes no less then a certain amount at any given time.... aka NA. even SC has a power curve, not as delayed as turbos but its still there. turbos are a nightmare when they get older. they dont last nearly as long as the engine. i had a 1984 datson 300zx turbo and then a 1992 300zx after they start to get old, and get miles the tubro is usually the first thing that gives you problems far before the engine decides to take a ****. i have nothing against them, but ive just had bad experience with it. so when my Z hits 150k i dont want to be swaping in another turbine, or any other pricy part on a kit. SC are the same way, the compressor is NOT DESIGNED to last 150, 200, 300k, i think they are actually rated. my guess would be about 60-70k. these parts are designed for a car thats not going to be someones only driving vehicle for 10 years lol. one could argue that a NA build wont last that long ether. not entirely true. most people that build an engine do what to it??? beat it, all the time. at the track and on the street. have you ever tryed building an engine up to TAKE abuse and then not abusing it? except on very rare occasion? like 4-6 times a year at a track? i would love to just slam a turbo on there and get it over with, trust me. its a LOT of power, and its easy. but from my past experience they just dont last even under normal driving conditions, even the little bitty *** thing that came on that 84.

im sure you will find a million examples that will prove me wrong, but point is there are just far to many variables to even make a educated evaluation of whats going to happen. it all comes down to how well you take care of it. i get what you guys are saying and i understand it. im just kinda dead set on seeing if this will work. its not really necessary to poke fun at the guy thats treading the path less taken lol.

As for the swaps, that would be cool lol but its a nissan..... im not a blasphemer thats going to pull the good old 350 chevy in the dodge dart bullcrap. i want the car to be as close to original as possible, thats why i havent touched anything visual on the car and never will. well except maybe all leather interior, with the red stitching and embroidery ...... because i feel nissan really dropped the ball and should have made the nismo in leather instead of there ******* old man touring edition

chii370

and i just noticed jeffblue's avatar pic...... thats totally true, i fell for the trap twice lol.

wstar

Power curve: Even an NA motor has a happier end of the rev range, and the more extreme you mod an NA motor if anything the more curvey it gets. This is a rev-happy engine. If you're not at least at 3K RPM, preferably 4.5K+, you're really not in the happy range yet, you're in the moping around the mall parking lot range .

Now many turbos do make the curve a whole lot more extreme and IMHO less drivable, so I'll give you that. I've never been a bolt-on turbo fan though, I'd much rather choose the SC route for the Z, it's flatter and has better initial torque, and it's just less complicated. The only tradeoff really is a lower peak number than a turbo for bragging rights.

As far as engine life goes, I think a solid SC setup that isn't trying to break extreme barriers will hold up well in the long run. But keep in mind everything is relative to how you treat the engine (maintenance), how you drive it (grandma vs endurance races), and how sensitive you are to it slowly getting bad (things getting "loose" and losing power). An interesting data point: the (surely nearly identical) version of our VQ37VHR that Nissan puts in the race version of this car is listed as having a maintenance replacement interval of 3,700 miles.

Granted, that's track miles, they're shooting for the moment it begins to loose any noticeable power, and they probably lowered the number a little to increase engine sales. You can probably get a few hundreds K out of this engine daily driving on the street like a grandma, but otherwise you're looking at overhauls/replacements at some point regardless. There's no free lunch on an engine. Every mile you drive, something is slowly wearing down

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chii370

true that.

Q about the SC though, i was pokin around GTM's site and looking at the "power packages" just to see all the different variations they have available (i know you can make your own) and i looked at a couple of the SC. they were 500hp packages, and the dyno graph showed 414 hp for the SC 500hp package, and it shows 583hp for the TT 500 hp package. both are stage 1 and they both cost but a few hundred in difference depending on the other **** you get........ but wait a second.... if there talking about engine horsepower then the SC isnt even making the claimed 500, and the TT is making MORE. but if they are talking WHP then that means the SC probably isnt even MAKING 500 crank and the TT should be in the 600 hp package because if its making 583 whp its well over 600 crank...... WTF i think there just pulling there naming system on the packages out of there ***. ether way, the SC isnt even making the rated, sold as, power...... that bugs me.

typo, lies, or whatever it is aside..... the SC is still far from justified for its price tag. lets pretend they ment crank hp. so a 8k S1 SC just gave me...... drum roll..... 45 horse crank. thats retarded. now, giving them the benifit of the doubt and assuming its talking WHP it still only gives a PEAK increase of roughly 105-110hp. STILL not really justified. and based on that weird comparison to the TT setup numbers they have.... i really do think there talking crank horses. so if this is true, MY GOD the tt is the obvious choice.... its the same amount and gives you almost double the grrr. yes more complicated, yes it sounds..... ******* stupid, but i would rather spend my 8k on 275hp instead of 110. can someone clarify those numbers a little for me? i want to know what those SC can actually do. ive heard claims in the 480-500 WHP range, is this true?

http://www.gtmotorsports.com/images/...29_dyno250.JPG

http://www.gtmotorsports.com/images/..._PSI__copy.jpg

mind you, they are DIFFERENT kits so ignor the price, they come with clutch, traction control and all kinds of other ****. im just talking about the TT and SC themselves. seems odd.

and yes, i noticed the octane difference. it doesnt make much of a difference in raw HP. i run turbo blue in my race car and i can tell you its not 100+ hp of a difference from pump gas. its more like 10.

gbrettin

Why are you okay with building a complex N/A car and not ok with swapping a Turbo or Super Charger?

theDreamer

Ok lets break it down, you are comparing 8PSI (SC) v. 13PSI (TT), that is just retarded sorry. Second, the 13PSI would be the top end of the Stage I TT kit, which by the looks of it is the idea of that dyno, race fuel plus max PSI.

45 horse? Where did you get this number? You honestly are just throwing out numbers with nothing behind them. Great you found some dyno graphs but no baseline of each of those cars. Did the car run 300whp before the kit or did it run 240whp?

I understand you wanting a NA engine which has great engine response, but honestly you seem to be missing many things when it comes to research on the VQ37 SC & TT kits. And where are people getting 450whp from SC? Search and you would have found this: Forced Induction Finished Builds

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wstar

Keep in mind that full set of higher-end bolton NA work (intakes, headers, CBE, UpRev, tune) runs you in the ballpark of 3-4K+, maybe a lot + if you're paying someone else for all the labor, and gets you from stock's ~270 to ~310 (so somewhere in the neighborhood of 10-15% over stock).

I'm pretty sure the 414 number on the SC is in RWHP. You could call them to double-check. Real-world numbers versus stock (not versus a fully bolt-on'd motor), it's nearly a 50% gain in engine power. 8K+ for that is a steal compared to the 4K+ for the boltons.

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