Synolimit does boring and polishing of intake manifold.

Not really sure of the size of the Z1 TB but it looks like they just made the butterfly bigger.

The maxima throttle bodies will only be beneficial on a custom intake like the GTM built one for 1slow370.

I think you mis read what I wrote. I wanted to bore out the stock throttle bodies. z1 ported my upper plenum. Sending out the stock throttle bodies to get ported costs just as much as just buying 2 stock maxima TB which are already a bigger diameter than the potentially ported 370s. I wanted to do porting of the TB or a bigger one if possible before I put on 3 inch charge pipes

Didn't see this posted. Pretty much answered what I needed to know. Thanks

sorry... if I went to much in details as to help you in case you would somehow decide to go with the maxima09 + TBs...

No, thanks for you help. I think bullet answered my question. It basically won't work without a custom made manifold. Like I said I'm going to boost the car very soon and figured that bigger TB could benefit me. It looks like without getting a custom manifold made that i am left with porting the OEM TBs.

what are your thoughts on increasing the bore and shorting the stroke? I'll have a spare motor soon.

What is the objective .... not sure what benefit you are chasing.

I want a mean NA motor. Just toying with the idea, I know that alot of exotic cars make big power with larger bore and shorten strokes without the aid of forced induction.Is it feasible with out motors?

Look at our bore/stroke, do you really need to go more oversquare? Just get stronger lighter internals and better oiling . Then change everything else

We do them for $305. Thinned shaft and flat head screws installed to 63mm. Two maximas are that much?

does anyone know what the factory cylinder liner thickness is?

also has anyone fitted a vq40de 92mm crank?

You can go max 1mm oversize on the bore without sleeving the engine.

With Darton MID sleeves, you can get to 96-100mm bore and VQ40 crank will give you 4334cc's @ 100mm bore

VQ40 crank is in the Valkyrie Z34 on OEM bore with HR head conversion.

All this is in various previous threads.

I did do a search but not much came up regarding the vq40de crank, from your reply I'm assuming the crank is a straight forward swap into a vq37vhr block.

Yes, contact Bryan at Valkyrie - user "a.m. Brian" and/or search for the build thread on his race car (build was actually started by user Shamu).

One of the later threads is here
http://www.the370z.com/track-autocro...a-raceway.html

Best source of information is Clark Steppler at JWT who is an absolute mine of good information.

You will drop $20K into a 500hp (at the crank) VQ build though and it will be a race-spec engine that won't be very driveable as a street or daily vehicle and will probably require a stand-alone ECU.

There are a couple of other build threads on hi-HP NA builds (Megan370Z is one and 1Slow370Z is another), all chock full of good info.

Your other source is Sasha Anis in Canada . www.onpointdyno.com for details

The vq40 crank will not swap into the vhr, the bearing diameters are different as well as the flywheel height and the nose for the timing gears, the valkiryie motorsports car has a brian crower stroker.

Or let's start a funding website to dump money into a reputable company to learn what makes the impossible possible. Decoding the mystery into the vvel And maybe tuners could unlock respectable gains out of a NA build. Bigger displacement like gains or probably just need to stop imagining such non-sense.

2 maxima ones are cheaper than that

And a bigger TB's gonna bolt to the manifold how? When they're bigger you have an issue with the holes lining up. Also what's the size? Bigger also has an issue with the manifolds lip needing ported down so air doesn't hit that lip. Also how many TB's does a maxima have? One? Cause if it's only one that means on the Z you'll have to install one upside down or some how extend the wire harness to plug in. All this seems like a pain.

1slow370z did it. shoot him a pm, but he also had a custom manifold created to fit the TB's

He also had a custom intake manifold

So I'm right. So spend less on two throttle bodies but spent $3000 on a custom manifold.

He wanted to be different. Noone else offers better than his one off. I would do if i had the bank roll to spend countless amounts of money. His car did make more power than any N/A Z in the world and a set-up that noone has dared to try and he succeeded.

Yeah but look at the amount spent vs what was achieved. If I'm not mistaken is was 371hp but using STD and possibly 5th gear. 4th and SAE were talking around 350hp. I'm not sure I'm down to do into the teens $$,$$$ for 20-30hp. Poly windows and drive train weigh could do the same performance wise.

Not to mention more than a few of those hp came from switching to a dry sump. That alone will rape your wallet.

Because of the increased rpm or am I missing something?

That and you're not dragging the crank through the oil.

Yea but he stated the cam doesn't really start producing until after 8,000 rpms. Also he wasn't done with building the car up. Plus this is the first of it's kind. I'm sure if more companies follow his set-up they could fine tune for more horsepower. Member when the first TT KIT. Came out, you were lucky to break 500whp.

Another note if he wanted 600 or 700 horsepower he definitely had the money for a TT KIT.

I'm totally aware of the cost needed to do something like I mentioned lol. I'm not trying to argue that. I need to have something done to my lower plenum and TB because I could benefit from having 3 inch charge pipes.

He also had velocity stack in the 3 inch charge pipes, i wonder if that gave any benefit in the power band.

Really think it's that much oil? When the motors off I know it's soaked obviously but while running I thought the pan was pretty empty. Empty enough the dip stick barley reads anything. Plus with a 5w oil while running that's pretty thin whatever does touch the crank.

The oil level when off doesn't go high enough to touch the crank so when on it surely doesn't.

To clarify, the crank is not submerged in the oil. There are losses due to oil splashing around into the rotating assembly.

One quick link - Technical Description - Dry Sump Systems

The loss is called windage. You got oil whipping around with the crank as it is spinning. The oil puts a drag on the crank. When you eliminate the oil whipping. You pick up hp. Couple of ways you can do it. Use a deep sump oil pan, windage tray, deep sump oil pan with a windage tray, or a dry sump. Listed from the least to the most efficient.

I always wondered how you picked up horsepower from a dry sump

I am new here and don't have a Z yet. I am coming from the MR2 world. I have read a good bit of this thread though. I see people saying that there are limitations to what can be done N/A and still be streetable. On the MR2 board I am on, there is an interesting N/A build. There is an N/A Toyota 2GR being built for big power. The 2GR is Toyotas 3.5 liter V6. In fwd configurations it is rated at around 270hp. In rwd configurations (Lexus), it is rated at 306hp. The rwd engines do receive direct injection as well as some other mods. The owner is using a fwd engine to start with. Originally the owner of the engine was shooting for 400 hp at the crank. As he got into the build and after discussing with his builder, he started thinking 500hp/crank might be possible and streetable. On his engine he bored it to 3.6 liters. They have also tried different intake manifold set ups. THIS, seems to be a bottle neck for the 2GR as well as exhaust manifolds. So far they are seeing big gains on the top end with some of their intake manifold configurations. I do have to say that this engine seems to be choked off pretty badly from the factory. When dropped in a 2nd gen MR2 with custom headers, exhaust and intake system (stock intake manifold), they put out an additional 40-50 hp on the stock ecu. I will say that the 2GR heads are known to flow really well.
My point is, on paper, the VQ engines seem to be pretty close to Toyota's 2GR. If big N/A power can be made with the 2GR why not the VQ. the VQ37 already has more displacement to start with as well as a lot of R&D work. The Toyota engine isn't really know as a "performance" engine.
I don't know much about these Nissan engines beyond the basics but if they really pick up the gains in power that I read about with typical bolt on mods and a tune, that tells me they are pretty choked off from the factory. Probably to keep them quiet. The Toyota engine is QUITE loud when uncorked. If decent gains can be made with bolt ons and a tune, it would seem like these engines like to make power they just need help. If the heads flow well, it shouldn't be too hard. Has anyone experimented with individual throttle bodies on a VQ engine. From what I have seen on other modern engines, ITBs really wake up the top end.
1 difference that I am aware of is that Zs are new cars and MR2s are OLD! Not too many people will to experiment with new cars. I get it. Just my 2 thoughts.
If all goes right over the next year, I'll have my own lil Z. I can't wait.

From what I have seen no one wants to take the time to build an all motor high horsepower Z when you can switch to boost and make huge power. Going the N/A route to make 400whp takes alot of money ( increase the rev limiter to 8,500-9,000 rpm's, second install a cam, unless you can install it by yourself like 1slow370z did hella expensive and labor intensive, third is the most important should of been 1st is the oiling system, the nismo oil pump is prone to fail at high rpms, so a dry sump is your best bet and it cost just as much as a stillen supercharger kit). I know that when the car first came out, it was stated by Nissan that the head's couldn't be messed with let alone putting in a cam and tuning it from there.

Also creating a manifold takes alot of R&D and hoping people are willing to purchases them is a huge risk. There is one company now who is attempting to make a manifold, but who knows how long until it goes into production.

Take a look at World record N/A build by 1slow370z, As far as i know he is the only one in the world who attempted this build and made really good power, but sold the car before he unlock the full potential everything he did to the car.

Far as ITB's correct me anyone if i'm wrong, Also takes a tremdous amount of time,labor, and again money as the Z's throttle is drive by wire and to run itb's you would need to switch over to pull type throttle bodies and run a standlone to get the car up and running. I tried winning the 500 million dollar powerball so i could build and badass streetable high revving N/A Z but it didn't quite workout as i planned. Hope this helps you out.

Lol, tell me about it. If i had won id have a Radical 3.2 V8 in my MR2. I would imagine ITBs could be throttle by wire. There ARE new factory cars running them. I would think a lot of intake manifold r&d could be done on a computer. Some of the V6 swapped MR2 guys built their own manifolds. I believe they were for boosted engines though. They used something like a section of 3 or 4 in diameter aluminum pipe for the plenum the smaller pipe for runners. I think they got flanges made by outside shops. The ones that i saw made power over stock but like i said they were boostex engines. Where there is a will (and big cash) there is a way.

I agree sir, I just wish I had the funds to make this happen. Instead I have to wait years to make this happen