If we VE guys have all the stuff???-->
01-13-2001, 03:23 PM
#41
Guest
Posts: n/a
Re: What's wrong with you?
Originally posted by CoolMax
You've been thinking too much, dumb-***.
I think you just want a new Maxima.
You've been thinking too much, dumb-***.
I think you just want a new Maxima.
12-16-2004, 08:46 AM
#42
Hmmm my last dyno session netted 175 hp and 185 ft lbs torque at the wheels. Since the na z32 dyno'd right at that # also, I guess I am making about 220hp at the flywheel. Also since then, I've added a better exhaust, udp, cai etc..
Originally Posted by Nismo87SE
Basically it comes down to ECU, intake manifold, compression differences. The cams are the same profile, the exhaust is negliable. Its the intake manifold, that **** is big as hell. I compared the intake manifold gaskets and the VG30DE's are about an inch longer. No doubt it has larger/shorter runners so it will make more toppend power. Dont forget the VG30DE power peak is around 6200rpm, where as the VE is 5500-5700rpm. I don't think its even worth it to switch ECU's considering the JWT ECU would be alot better for the buck. Really it comes down to the intake manifold and compression differences. For example look at this dyno of a stock NA Z32 
. You can see right at around 5500rpm the torque curve stays flat till around 6200rpm, thus the DE has more power because its made at a higher rpm. Now if one was to drop the flat torque from 5500-6200rpm, you'd get the curve of the VE. Matter of fact you VE guys might want to try boring out the TB to around 70mm. It would almost match the size of the dual 50mm TBs on the VGDE. This is also why its hard to make over 200-210fwhp NA. The power peak would have to happen after 6000rpm in order to get those numbers. Even VGDE's wiht headwork/bored TB's after bolt ons only gain like 7-12hp/2-6lb-ft vs just bolt ons.
. You can see right at around 5500rpm the torque curve stays flat till around 6200rpm, thus the DE has more power because its made at a higher rpm. Now if one was to drop the flat torque from 5500-6200rpm, you'd get the curve of the VE. Matter of fact you VE guys might want to try boring out the TB to around 70mm. It would almost match the size of the dual 50mm TBs on the VGDE. This is also why its hard to make over 200-210fwhp NA. The power peak would have to happen after 6000rpm in order to get those numbers. Even VGDE's wiht headwork/bored TB's after bolt ons only gain like 7-12hp/2-6lb-ft vs just bolt ons.
12-16-2004, 08:51 AM
#43
Originally Posted by Jeff92se
Hmmm my last dyno session netted 175 hp and 185 ft lbs torque at the wheels. Since the na z32 dyno'd right at that # also, I guess I am making about 220hp at the flywheel. Also since then, I've added a better exhaust, udp, cai etc..
Why did you revive this thread again???
12-16-2004, 09:15 AM
#45
Guest
Posts: n/a
after doing a quick skim....it sounds like they have more HP than we do because there intake is able to take in more air...maybe if somehow you could port through the entire manifold, port match the lower intake and port match the tb it would be more up to par with the intake on the 5gens? i dont know hehe
12-16-2004, 09:34 AM
#48
Originally Posted by DavidMaxum
Thinking too little is what you very well may be suffering from. If you were to say perhaps, that I've been drinking too much, you might be right but under the circumstances you seem to be quite the smart-***. I was merely trying to be as informative as possible something others don't bother to attempt. Save your ignorant comments for someone that you can see in person, because I am sure if we crossed paths that I would take you DOWN *****! Or maybe I just want a new maxima. Later FoolMax.
12-16-2004, 10:20 AM
#49
Originally Posted by ScreamingVE
Jeff92se read through the B.S. smack talk in this link and there is actually some useful information and SAE documentation on the 1st gen VQ as well as some 2nd gen VQ http://www.v6performance.net/forums/...ad.php?t=33267 You can also PM SteVTEC on some more SAE documents on how Nissan overcame some design issues with the VQ engine to make more HP, dispite the lack of VTC's,
01-13-2001, 06:23 PM
DavidMaxum
Guest
Posts: n/a
I don't think he'll be back here anytime soon.
12-16-2004, 10:02 PM
#57
Senior Member
Join Date: Jul 2004
Posts: 224
VE? VQ? Bah, who cares!?
You'll all tremble before the might of my VG when I get my hands on this turbooooo!!!!
(jk, folks)
You'll all tremble before the might of my VG when I get my hands on this turbooooo!!!!
(jk, folks)
12-17-2004, 05:44 AM
#58
Originally Posted by PulsarDriver
VE? VQ? Bah, who cares!?
You'll all tremble before the might of my VG when I get my hands on this turbooooo!!!!
(jk, folks)
You'll all tremble before the might of my VG when I get my hands on this turbooooo!!!!
(jk, folks)
01-28-2006, 05:33 PM
#59
Originally Posted by Jeff92se
Hmmm my last dyno session netted 175 hp and 185 ft lbs torque at the wheels. Since the na z32 dyno'd right at that # also, I guess I am making about 220hp at the flywheel. Also since then, I've added a better exhaust, udp, cai etc..
.
01-29-2006, 02:46 PM
#65
Originally Posted by Jeff92se
So?.................
01-29-2006, 03:01 PM
#67
Originally Posted by Pervis Anathema
So if I use a VG block, a VQ right head and a VG30DE left head, can I make a hybrid motor that will simutaneously support a turbo on one manifold and an electric supercharger on the other manifold while providing for a 300 shot of N.O.S? I think the hybrid metal alloy compound combined with the flexibity of an aluminum flywheel and pure molybedenum muffler bearings will provide a boost friendly environment and a good catalyst to allow the N.O.S to combine properly with the increased velocity of the liquid polyemer induction substrate.
01-29-2006, 08:45 PM
#69
Originally Posted by Pervis Anathema
So if I use a VG block, a VQ right head and a VG30DE left head, can I make a hybrid motor that will simutaneously support a turbo on one manifold and an electric supercharger on the other manifold while providing for a 300 shot of N.O.S? I think the hybrid metal alloy compound combined with the flexibity of an aluminum flywheel and pure molybedenum muffler bearings will provide a boost friendly environment and a good catalyst to allow the N.O.S to combine properly with the increased velocity of the liquid polyemer induction substrate.
12-03-2006, 11:59 AM
#70
Originally Posted by Jeff92se
Czar, We'll take a ride if I show up. You can see what wheels, tokicos and eibachs feel like.
And yes, the auto VE and 5-sp VE have a slightly different intakes. The 5-sp VE feature a dual stage intake also that operated by a power valve. Look at the pass side of the intake and look for a vacuum cylinder and a little black hose leading to the back of the maniold. Your auto ve will not have one. If we meet, we will have to discuss how to switch these over. There are some other electrical things that have to be switched over also. ie.. the actuator for the power valve etc...
And yes, the auto VE and 5-sp VE have a slightly different intakes. The 5-sp VE feature a dual stage intake also that operated by a power valve. Look at the pass side of the intake and look for a vacuum cylinder and a little black hose leading to the back of the maniold. Your auto ve will not have one. If we meet, we will have to discuss how to switch these over. There are some other electrical things that have to be switched over also. ie.. the actuator for the power valve etc...
sooo would i be able to tune that and make the intake open sooner? like 300 RPM sooner?
i had to bring it back its killin me, i need more info!!!!and dont do this to me ------>
lol
12-03-2006, 02:36 PM
#71
Don't mess with moving the power valve opening point. I tried that on the dyno several years back and never made power- only lost it. The best place for the valve to open is where the factory has it.
12-03-2006, 08:27 PM
#73
or have it open longer?
i have never looked inside of the intake manifold,
do you think those valves could be ported?... along with a ported intake manifold and throttle body
or can you explain to me and or show me?
i have never looked inside of the intake manifold,
do you think those valves could be ported?... along with a ported intake manifold and throttle body
or can you explain to me and or show me?
12-03-2006, 10:27 PM
#74
Senior Member
Join Date: Aug 2000
Posts: 2,807
If you guys want to make more power in the VE you need bigger cams, headers. You can compare the SR20 to the VE in the sense that 4-5 years ago 140-150whp was the limit for bolt ons. With a VE its 180-195whp currently, however with bigger cams and a custom designed set of headers to match I know 200-220whp can be done. I'm betting a cam with around 270-275* duration and maybe 11.9-12.5mm lift would make great power.
It would also need a smartly designed header with 3in secondary. After the IM would probably need to redesigned to improve the powerband. A design simular to the SR20DE IM would be perfect, torque peak would shift to around 4700-5000rpm and power peak at 6200-6400rpm as well. Of course the hot ticket if possible would be custom 89 or 90mm 11.5 cr pistons. Otherwise I'm sure that with the right design the VE could do 210-220whp with cams + headers + IM.
It would also need a smartly designed header with 3in secondary. After the IM would probably need to redesigned to improve the powerband. A design simular to the SR20DE IM would be perfect, torque peak would shift to around 4700-5000rpm and power peak at 6200-6400rpm as well. Of course the hot ticket if possible would be custom 89 or 90mm 11.5 cr pistons. Otherwise I'm sure that with the right design the VE could do 210-220whp with cams + headers + IM.
12-04-2006, 04:52 AM
#76
that sure is a lot of custom work done the VE, and not a job for a low income student such as me to do, soooo i know im not gonna be able to do that too soon, and when i would be able... the car would be a classic, its already 13+ years old.
I love this car and i want everyone in my city/state to know that this isnt just a family car. its a 4DSC!!!!! with the possibility to go fast
and not just quick
I could get another car (newer, more mods) but im already too attached to this 3rd gen
i think you know your stuff 
I love this car and i want everyone in my city/state to know that this isnt just a family car. its a 4DSC!!!!! with the possibility to go fast
and not just quick
I could get another car (newer, more mods) but im already too attached to this 3rd gen
Originally Posted by nismo97se
If you guys want to make more power in the VE you need bigger cams, headers. You can compare the SR20 to the VE in the sense that 4-5 years ago 140-150whp was the limit for bolt ons. With a VE its 180-195whp currently, however with bigger cams and a custom designed set of headers to match I know 200-220whp can be done. I'm betting a cam with around 270-275* duration and maybe 11.9-12.5mm lift would make great power.
It would also need a smartly designed header with 3in secondary. After the IM would probably need to redesigned to improve the powerband. A design simular to the SR20DE IM would be perfect, torque peak would shift to around 4700-5000rpm and power peak at 6200-6400rpm as well. Of course the hot ticket if possible would be custom 89 or 90mm 11.5 cr pistons. Otherwise I'm sure that with the right design the VE could do 210-220whp with cams + headers + IM.
It would also need a smartly designed header with 3in secondary. After the IM would probably need to redesigned to improve the powerband. A design simular to the SR20DE IM would be perfect, torque peak would shift to around 4700-5000rpm and power peak at 6200-6400rpm as well. Of course the hot ticket if possible would be custom 89 or 90mm 11.5 cr pistons. Otherwise I'm sure that with the right design the VE could do 210-220whp with cams + headers + IM.
12-04-2006, 07:11 AM
#77
Originally Posted by xx-Marshall-xx
or have it open longer?
i have never looked inside of the intake manifold,
do you think those valves could be ported?... along with a ported intake manifold and throttle body
or can you explain to me and or show me?
i have never looked inside of the intake manifold,
do you think those valves could be ported?... along with a ported intake manifold and throttle body
or can you explain to me and or show me?
read your FSM for a diagram of how and why it works.
12-04-2006, 09:10 AM
#78
Senior Member
Join Date: Aug 2000
Posts: 2,807
Originally Posted by nismology
Do you guys have an effective tuning solution or is the JWT ECU the only option so far?
