Hate to rain on anyones parade, you won't be making anywhere near 400whp without boost guys.

Wonder what these would do on a FI car..

I agree with the statement above. i just dont think 400 na hp will happen on these vq's

another reply...
Hi again

Nissan anounces VVEL range is up to 288 Deg 12mm lift.

But from our inspection, VVEL cannot reach 288 Deg.
Less than 450 Rear Wheel HP, 288 Deg is enough.

Around 400 RWHP, VVEL mapping was not effective.

Ignition timing map modification is much more effective.

We make the remapping devices and software from scratch.

From our experience, even 500 RWHP doesn't require any other additional piggy bags.
I will post the idling movie soon.

Almost the same as the stock one.

Any question appreciated.

Regards


2012/4/4 <xxxxx@gmail.com>
modifiying VVEL camshaft is not easy.
As far as I know, none of the EMS have the ability to map VVEL, we can log it however but no mapping.

So in order to get less than 450 WHP, you can do that using Nissan ECU VVEL mappings? would you mind elaborating what Engine management system you use for that?

All my exhaust components are non-stock, so I am assuming that going with Exhaust camshaft should get me more HP.

Is the IDLE rpm affected with exhaust camshaft?

Glad to know we dont need any piggy bags.

A ridiculously high-compression, high-revving, well-built motor can push this kind of power, but nobody should expect an engine like that to work in a street car.

I'm talking about people expecting VVEL magic and an exhaust cam to make 400whp

I don't think its just VVEL, exhaust cam making 400 whp. Seems to be a combination of other mods and tuning on top of it.
their stock cars are 340 HP at crankcase
305 whp on Bosch dyno
350 whp with exhaust mods
360 whp tuning for above including AFR, IGN timing
378 whp probably with exhaust camshafts
once you have control over VVEL at higher deg and lift for good range of powerband, maybe this can help in tuning the Ignition timing more, netting CLOSE to 400 whp which is 22 whp more than the last step.
Maybe I'm wrong :)

I am not picky... 300 rwtq and 350 rwhp would be all I need for the next five years at least.

All I'm saying is that the numbers quoted isn't absolutely outrageous. With guys here making 50-60 hp from bolt ons and drive train mods, these engines are making good power without getting into internals. Do I think it will make 400 whp with cams and a VVEL mod? Most likely no. Would I like it to? Hell yeah. In the end it's going to take someone with some stones to test it out. Keep this going, I like agreat debate :)

Theatrically speaking an NA 6 cylinder 3.7L should make 400HP with no problems.

There is already production NA 6 cylinder engine that makes over 400HP. one is an H6/3.6L,and an H6/3.8L

And they do have an H6/3.4L that produces 350HP and 287 lb.-ft.

Yeah, the HP/liter on these motors from the factory is not amazingly impressive, seems like there is still plenty of room to improve. I mean look at something like a F20C motor used in honda S2000. A 2 liter that makes about 240HP, so 120hp/liter. If a 3.7 motor could accomplish the same efficiency, it would be 444HP.

It gives Nissan the room to upgrade without redesigning everything and it fuels aftermarket. Id be willing to bet most aftermarket company's pay Nissan for specs and what not. Yea I think a 400 horse power 370 is doable but I guess well see. I'm sure somebody's going to do it.

Anyone have flow numbers on the stock heads? Cams and some porting (cosworth?) with a nice tune could probably pull 350whp on full bolt ons.

The flow limit is actually the OEM inlet manifold. Without replacing the manifold, we are air-limited to around 420hp.

I have some VQ30 heads (primarily because the CR with these heads is 12.05:1 with std pistons) and 33mm dia inlets and these flow 288cfm @ 12.7mm lift on our flow-bench. According to my rough rule-of-thumb, this equates to circa 445hp and that assumes that the inlet manifold constraints have been resolved.

If we can get to 15mm of lift, we get 300cfm, which gets us to 460hp, but getting beyond 460 without going larger in valve diameter seems impossible (and 600 thou life is a stretch as we need bigger valve pockes in the pistons, and that drops the CR so I'm beginning to believe that half-inch lift is about it - and that means ~440/450 hp.

Getting to 500hp will require head-work - a lot of expensive flow-bench time, together with a bespoke inlet manifold (and 52mm throttle bodies such on manifold). I've already had some aluminium plates machined up to suit my heads and making a manifold out of 51mm tube is relatively simple, but still lots of work and research to go ... with the objective of getting to ~325 cfm which will go very close to supporting 500hp.

This will be a balls-out race engine and not for a road-able car ... for that, it will be 1/10th the cost by going s/c or tt.

RB