VTC Elimination.
I have a vg so im not exactly sure but i believe if you do a search their is a write up somewhere on grounding the vtc's or something along that lines for the ve. If im not mistaken you lose a few ponies but i guess thats the small sacrifice to eliminate the vtc clacking.
Last edited by ac max 92; Mar 19, 2016 at 10:00 AM.
Guys he is talking about completely getting rid of the assemblies, not just disabling them. I don't think it's ever been done on a VE. I have thought about it but not worth the trouble for me seeing as both my VE's have good VTC's. So I don't really care to mess with it.
To do it totally properly you would need to machine or repurpose a sprocket to use in place of the VTC's. You might be able to just use two extra exhaust cam sprockets but I don't know offhand if they would bolt to the intake cams or even be the correct size. Maybe you could just gut the VTC assembly itself somehow. You would also want to disable the function in the ECU/tune itself.
To do it totally properly you would need to machine or repurpose a sprocket to use in place of the VTC's. You might be able to just use two extra exhaust cam sprockets but I don't know offhand if they would bolt to the intake cams or even be the correct size. Maybe you could just gut the VTC assembly itself somehow. You would also want to disable the function in the ECU/tune itself.
Cut the parts off just to the "left" of the sprocket, find a new bolt, weld them together. Boom. Save weight, simplify it. Or just weld the inside and outside assemblies together, but at that point I'd rather save weight because race car.
Or just see if an exhaust sprocket would fit.
Beats having a VG though, a static cam VE will still have superior cylinder fill characteristics over the two valve motor, much better throttle response, higher volume-metric efficiency at lower speeds. Not to mention every VG on the road is depriving a perfectly good boat anchor the ability to fulfill it's life long dream
Just throw new springs in them and chalk it up to being the same as a timing belt change on a VG except you get to enjoy life afterward.
edit: should have read first, what james said except if you gut the VTC then it'll just spin on itself. You can weld the inside and outsides together at the back of the sprocket and even at the cap, but then the weld is holding it which really wouldn't be a problem (except I think the sprockets are cast.... meh, just play around). If you leave the center splined section in the assembly gives the whole assembly a ton of surface area to engage the two halfs and the welds are more like holding keys. This is all being unrealistically critical, fun conversation though. The valvetrains don't run enough pressure to really be a concern for any of that on these cars. From what I've seen, you'll snap the factory cam in half long before that.
Or just see if an exhaust sprocket would fit.
Beats having a VG though, a static cam VE will still have superior cylinder fill characteristics over the two valve motor, much better throttle response, higher volume-metric efficiency at lower speeds. Not to mention every VG on the road is depriving a perfectly good boat anchor the ability to fulfill it's life long dream
Just throw new springs in them and chalk it up to being the same as a timing belt change on a VG except you get to enjoy life afterward.
edit: should have read first, what james said
except if you gut the VTC then it'll just spin on itself. You can weld the inside and outsides together at the back of the sprocket and even at the cap, but then the weld is holding it which really wouldn't be a problem (except I think the sprockets are cast.... meh, just play around). If you leave the center splined section in the assembly gives the whole assembly a ton of surface area to engage the two halfs and the welds are more like holding keys. This is all being unrealistically critical, fun conversation though. The valvetrains don't run enough pressure to really be a concern for any of that on these cars. From what I've seen, you'll snap the factory cam in half long before that.
Last edited by MrGone; Mar 21, 2016 at 12:44 PM.
Thread Starter
PGMFI
Joined: Feb 2007
Posts: 94
Well I may see what the exhaust sprocket does on the intake cam since I have a few extras. I was able to source 5 VTC rebuild kits, and I ordered them all. So I will rebuild my VTC's and put them back in. Especially since the AEM EMS2 has VTC control as well as the Nistune.
Cut the parts off just to the "left" of the sprocket, find a new bolt, weld them together. Boom. Save weight, simplify it. Or just weld the inside and outside assemblies together, but at that point I'd rather save weight because race car.
Or just see if an exhaust sprocket would fit.
Beats having a VG though, a static cam VE will still have superior cylinder fill characteristics over the two valve motor, much better throttle response, higher volume-metric efficiency at lower speeds. Not to mention every VG on the road is depriving a perfectly good boat anchor the ability to fulfill it's life long dream
Just throw new springs in them and chalk it up to being the same as a timing belt change on a VG except you get to enjoy life afterward.
edit: should have read first, what james said except if you gut the VTC then it'll just spin on itself. You can weld the inside and outsides together at the back of the sprocket and even at the cap, but then the weld is holding it which really wouldn't be a problem (except I think the sprockets are cast.... meh, just play around). If you leave the center splined section in the assembly gives the whole assembly a ton of surface area to engage the two halfs and the welds are more like holding keys. This is all being unrealistically critical, fun conversation though. The valvetrains don't run enough pressure to really be a concern for any of that on these cars. From what I've seen, you'll snap the factory cam in half long before that.
Or just see if an exhaust sprocket would fit.
Beats having a VG though, a static cam VE will still have superior cylinder fill characteristics over the two valve motor, much better throttle response, higher volume-metric efficiency at lower speeds. Not to mention every VG on the road is depriving a perfectly good boat anchor the ability to fulfill it's life long dream
Just throw new springs in them and chalk it up to being the same as a timing belt change on a VG except you get to enjoy life afterward.
edit: should have read first, what james said
except if you gut the VTC then it'll just spin on itself. You can weld the inside and outsides together at the back of the sprocket and even at the cap, but then the weld is holding it which really wouldn't be a problem (except I think the sprockets are cast.... meh, just play around). If you leave the center splined section in the assembly gives the whole assembly a ton of surface area to engage the two halfs and the welds are more like holding keys. This is all being unrealistically critical, fun conversation though. The valvetrains don't run enough pressure to really be a concern for any of that on these cars. From what I've seen, you'll snap the factory cam in half long before that.
Well I may see what the exhaust sprocket does on the intake cam since I have a few extras. I was able to source 5 VTC rebuild kits, and I ordered them all. So I will rebuild my VTC's and put them back in. Especially since the AEM EMS2 has VTC control as well as the Nistune.
Between Jeff (madmax123) and I, we bought up all the remaining VTC rebuild kits that had the correct springs. Well, when I saw "we", I mostly mean him. I only have one kit.
Stand your springs up on a flat surface and measure their height. If the springs are 2.6" in height they're going to fail again on you almost certainly within a few thousand miles of being rebuilt. You want springs that are 2.8" tall. So, while you ordered 5 kits, you really won't know what you have until you measure every spring because Nissan gave all the kits the same part numbers even though they produced two different spring heights.
Junior Member
Joined: Dec 2013
Posts: 60
From: Philadelphia PA
Not to be the bearer of bad news, but it's probable that none of your 5 VTC rebuild kits have the correct sized springs.
Between Jeff (madmax123) and I, we bought up all the remaining VTC rebuild kits that had the correct springs. Well, when I saw "we", I mostly mean him. I only have one kit.
Stand your springs up on a flat surface and measure their height. If the springs are 2.6" in height they're going to fail again on you almost certainly within a few thousand miles of being rebuilt. You want springs that are 2.8" tall. So, while you ordered 5 kits, you really won't know what you have until you measure every spring because Nissan gave all the kits the same part numbers even though they produced two different spring heights.
Between Jeff (madmax123) and I, we bought up all the remaining VTC rebuild kits that had the correct springs. Well, when I saw "we", I mostly mean him. I only have one kit.
Stand your springs up on a flat surface and measure their height. If the springs are 2.6" in height they're going to fail again on you almost certainly within a few thousand miles of being rebuilt. You want springs that are 2.8" tall. So, while you ordered 5 kits, you really won't know what you have until you measure every spring because Nissan gave all the kits the same part numbers even though they produced two different spring heights.
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