please mods let this stay in here this is a special mod that cant be easily duplicated.
My 00 VI is for sale this includes the upper with all the sensors converted for a 96. Stuff for PCV to work and the adapter block so the TB and IACV can be bolted on.
Also the lower is included with the swirl butterflys removed and holes welded up. And all the injectors included(290 cc's). The 00 injector plugs that are needed are included also . These by themselves cost $140.also included is the summit rpm switch and wiring for the 00 vi to work.


This is complete bolt on nothing needed. One thing you would need though is this is set up for a 01 3.5 pathfinder TB and you will need to get this.

I went from a 14.6 At 95mph to a 13.8 at 100 with the addition of the 00 VI.

Price $690 i wont go any lower that does not include shipping if you live close ill meet you half way.

 

holy shyt....... 8500rpm ??????????

 

You would have better luck in the FOR SALE section.

Proph

 

What would be needed to adapt this to a 98?

 

No low end loss like the MEVI.

~THT

 

from a 14.6-13.8 with only the addition of the VI? Or was it the DR's, JWT ECU, and the VI?

 

why are you selling it if its so great

 

im sure it would work now or need very little work

 

It was with VI and DR's but my 60 ft improved a little over 1 tenth and i believe the DR's hurt my 1/4 mph.
So i would say i gained 6-7 tenths and 5 mph in the 1/4.

I dont want to sell it but i have to it will not bolt to 3.5 heads.

Another thing you guys dont know is that the 00 VI runners are 3-4 inches longer than the US manifold what do you think that means?

Also to some of you brain surgeons i have the nissan engineering papers stating why the 00 vi is a improvement over the mevi and why the MEVI was a problem..
And the new pathys IM is plastic ,plastic IM have a almost extrude hone effect just because of the nature of them.

 

Less heat soak also.

 

Exactly. The DE-K VI is superior in every way. Awesome low and mid-range, superior top-end, almost no intake manifold heat-soak, and the runners are essentially extrude honed from the factory. The MEVI doesn't stack up, and when I have the money im dumping mine for one.

 

IF you use the DEK lower IM, will the 4th gen injectors fit? Why use the larger DEK injectors?

 

I'm not a good mechanic, how would I be able to install it?
How would be able to help me. krismax?

 

I have a convo with all the install stuff me and him had. I am sure he will help, if he doesn't I can provide some details on what to do.

 

Holy crap! I want one for Christmas for myself! So $690 includes everything to install directly to the enigne without any other fabbing?! Will I too be able to rev to what yours does with the JWT ECU? or am I gonna have to keep modding?! I'm very intersted in some numbers via dyno....is it possible to have a comparison of the VI vs. the MEVI?! I've always thought the MEVI was the way but looking at your posts it sounds like I've been looking for the wrong stuff....very impressive!

 

Oh you mean that option that people are complaining about because it removes far too much low end torque? The plastic manifold is superior to the MEVI. Why else would Nissan have killed the MEVI in favor of it?

 

I changed from a MEVI to a '00 VI and there is an incredible difference. I wish the '00 VI had been an avenue to take back when the MEVI was first coming to light but no one thought it would fit. I haven't gotten back to the Dyno-Jet where I usually get dynoed but I did run it on a Mustang dyno (it was WAY cheaper!). I've read that Mustang dyno's differ anywhere from 8%-10% lower than the #'s you'll see from a Dyno-Jet.

Mustang Dyno
(HP) 186.4 @ 6600 RPM's
(TQ) 171.6 @ 4400 RPM's

Dyno-Jet
(HP) 183.9 @ 6000 RPM's
(TQ) 181.1 @ 4200 RPM's

THE FOLLOWING #'S ARE ESTIMATED

Hopefully, when I run it on the Dyno-Jet, I'll see something like this:

(HP) 201-214
(TQ) 185-197

Even if the numbers aren't considerably higher than my MEVI for whatever reason, this has been my absolute favorite mod thus far.

*I removed the EGR system to use the 5th gen TB and IACV. Don't know if it helped more but I wanted to let everyone know. With krismax's set-up, you keep your EGR.

 

the fastest NA 5spd still used an MEVI
the fastest NA auto stil used an MEVI

 

"used" = past tense.

And they would be faster with the DE-K VI.

 

Touche! I'd like to see more stats on the DE-K VI!!! Actually, I'd just like to buy one...can we get a possible GB on anything like this? Plastic Fantastic is the way to go from what I've read!

 

past tense just because the auto is now a 5spd and the 5spd is going turbo

 

stop living in the past and start realizing that the DE-K VI is the new best VI available.....I'm sorry, I realize I have no credibility regarding these but it seems to be the best from what has been said

 

Thanks guys for all who wanted the best VI available but it has been sold a new owner
Im going to miss it and i will buy a used max someday just to put one on again. It is awsome. Hopefully i can learn to love another manifold there was nothing better than having a hot engine with a cold IM and knowing your getting good power.

My new project is a huge undertaking and the org will be amazed when its done and the haters will shine then to ,like they do now.

 

We're at the same point as when the MEVI became available. Only difference between now and then is this time there is already a piece available that allows us to hold HP to redline. Back then, nothing was available and it was such an amazing discovery.

It's a new mod that hasn't been fully tested, so people are going to be very critical of it. And no it doesn't just slap on like the MEVI does. To me that was part of the fun of the whole thing. Hopefully more and more people will do the swap and we can get some hard numbers (dyno, timeslips).

 

The kit i sold does just slap on and the 00 vi is alot easier to control than the mevi .

 

True, but someone starting from scratch will have more work involved with a '00 VI than with a MEVI.

 

I guess I'm a hater All the data I've seen says the DE-K manifold is no quicker than the MEVI. Krismax is no quicker or faster than Nealoc (on his 17s) even though Kris has some significant weight reduction, more modifications, and was running DRs and Travis (BSwithTF) was less than a tenth quicker, but slightly slower MPH wise than with his MEVI. Also everyone quickly forgets about reliability the DE-K manifold too. Ask the 00-01 guys about the butterflys seizing in place. The DE-K could definitely "feel" better than the MEVI, however butt dynos can be very deceiving. If I throw my intake resonator on, my car "feels" much stronger from 2000-5000rpms, but the 1/4 mile shows a fractionally slower car. I'll be very curious to see Travis' numbers when he ventures back to KC in the coming months.

I don't have anything against people running the DE-K and I think it's great that people have managed to make them work, but to claim that it's a superior manifold is all aspects is rediculous. The numbers don't support the claims. The other part is most Orger's would have a clue on how to make this thing work. Kris and Travis know their cars and know how to wrench, the majority of the Org is clueless and doesn't know an EGR solenoid from a horseshoe. The MEVI simply bolts up and you're done. Everyone claims that the MEVI looses huge amount of lowend power over stock. With just the MEVI (haven't dynoed with the JWT ECU), I lost around 8-10whp/wtq from 2800-5000rpms. After that everything was good. Once I added the JWT ECU everything was great. Average ET/MPHs went from high 14.6s@95mph to mid 14.4s@98mph. I'd imagine all my lost power was restored with the ECU (according to the dynos). It really doesn't matter though because I launch at 4000-4500rpms, land ~4800rpms on the 1-2 shift, and land ~5100rpms on the 2-3.

Krismax,
If you really have these Nissan papers, why not scan them and post them up and prove of us haters wrong?

 

http://www.poweredbynissan.com/data/Nissan_VQ2.pdf

 

Matt,

That was a sweet article. I sure hope that's not the one Kris is talking about because it makes no mention of the MEVI. It appears to be a comparion between the VQ30DE, truck VQ35, and the old 3.3.

 

Look on page three VOLUMETRIC EFFICIENCY they are talking about the VQ30 and how the composite IM is a improvment over the previous one.

And i think alex has papers (SAE) where it says the composite one is 7% more efficience.

 

And a another reason why the 00VI is better is these reasons
http://forums.maxima.org/showthread.php?t=38053
look at post #8

"What's wrong with the MEVI? You know better than to ask this question

Look at the graphs of the MEVI vs that of the 2k-2k1. You'll see that the 2k-2k1 manifold makes peak power at 6400-6500rpms where as the MEVI makes peak power at 6000rpms. The short runners of the 2k-2k1 manifold simply flow better than the resonance tuned MEVI. My VIM only netted me a peak gain of ~6fwhp. My orginal post was before we knew anything about the MEVI. Also, we didn't know that the MEVI would loose the VQ torque from 2500-4800rpms. This is a slight problem because of the stock fuel cut of 6500rpms which forces us to shift early therefore we have to accelerate with less power on the early portions of 2nd and some of 3rd. With a raised rev limter, we will be able to get out of this less powerful portion of the rpms.

That's my excuse



Dave"

 

Over which previous one...our USDM IM or the MEVI?

 

Given the choice I'd go with the 2k VI over the MEVI, in my opinion the MEVI is good but the 2k VI is better. The one thing the MEVI has going for it is simplicity and ease of installation as compared to the 2k vi. If I were staying in the normally aspirated game I would SERIOUSLY consider switching to the 2K VI.

 

In the next 6 months or so I'm gonna save up enough to be able to swap in the 2k VI and the exhaust cams from the DE-K.

 

I think the 2K VI is does have some better charectoristics, but there have also been assumptions made about it. For one, the argument that the 2k VI will not cause a loss in mid range torque when bolted up to a VQ30DE. We don't really know that for sure. Looking at a dyno of a 2K maxima doesn't really prove that. It has been shown that there were some changes done to the VQ30DE-K...slightly different cams, lighter internals along with less friction, and the variable capacity muffler. So bolting on the 2k VI would not necessarily make the VQ30DE performe the same as a VQ30DE-K. The point was made that the 2k VI holds a higher peak hp than does the MEVI. A couple things about that....if your basing that on a dyno of a 2K maxima, then again, it could be the cam difference allowing for that to happen. If your basing that on BSwithTF's dyno then it could be the fact that he ran on a Mustang dyno which hold power longer than a dynojet. It is very possible that the 2k VI does not cause any mid range loss, but there has not been any before and after dyno done to prove this.

Comparing a MEVI dyno that was done on a particular car and a particulardyno to a 2k VI dyno that was done on a different car and different dyno does not prove anything. I had a 10hp/10lbs tq difference from one dyno jet 248 to another dyno jet 248. Both done within a week of each other.

The 2K VI does seem to offer a little bit better alternative to the MEVI, but it really has not been proven. The few 2K VI maxima's have not ran any better than the MEVI cars at the track. But again, these are different cars and different tracks. The power difference we are looking at could be small enough that we would never really know for sure.

If I was going to go with a different manifold and I had did not have the MEVI, then I would probably try the 2k VI, not because it has been proven, just because it has the potential to be better.

 

Ahh yes, but that post was a few years back when we all under the belief that the DE-K manifold had two distinct sets of runners. Recently we found out it uses resonance tuning just like MEVI and 3.5 manifolds. There aren't seperate sets of intake runners like you'ds find on a Contour SVT or V6 SHO.

Using the DE-K manifold with the stock rev limiter is about as pointless as the MEVI with the stock rev limiter. Most gearheads know you want to be shifting ~300-500rpms past peak HP in the lower gears in an effort to land you next gear at the ideal rpm. Regardless of the VI system, the 6500rpm limiter doesn't let you do that. With the JWT ECU everything changes.

I don't deny that the DE-K may be marginally better in terms of flow and design, but it's not this huge leap above the MEVI in terms of power and at the track it appears you'll be hard pressed to find the gains for all the fab work involved. Most DE-Ks peak out 6300-6400rpms and the MEVI peaks out at 6100-6200rpms. My MEVI peaks right at 6150rpms and holds basicially holds that peak number (within 2hp) till about 6400rpms. Peak numbers are pretty meaningless too because all know area under the curve is what ultimately matters.



BTW, good luck with the 3.5 VQ endeavors. Your car will be a beast with all that torque.

 

Who cares whether it has 2 distinct sets of runners or not?? How it gets it done isn't the issue here. You recognized that it's powerband was superior then, and it's still superior now, regardless of it's design. Besides, your just discussing it's power characteristics. What about virtually no manifold heat-soak for consistant performance over and over again?? And as for the failures that have occured with the 2K VI, that can easily be fixed with a JB weld.

And I'm willing to bet that the reason why the people that have the 2K VI haven't run too much faster is because of tuning issues. The DE-K's injectors are 17% larger and without proper tuning the car will run invariably rich, killing HP.

 

Whoa when was this discovered? I hadn't heard this, I saw someone mention it in a random thread but honestly I thought they were just mistaken.

My main reason for wanting a dek manifold has little to do with the upper reaches of the RPM band, the MEVI does just fine up there (though any little improvement helps) but it would be nice to gain back some of the loss of midrange from the MEVI, or perhaps not suffer any loss at all (or maybe even a gain, who knows til someone does a dyno comparison).

 

The point was that Dave made the post with information that has turned out not to be true....also, since then it has been proven the small changes were made the from the VQ30DE to the VQ30DE-K, inlcuding slightly different cams to take advantage of the VI and lighter internals. You can't hold Dave to his old statement when new information has come to light. It was all specualtion on Dave's part...some of which turned out to be wrong.

The only reason I ever posted in this thread was to give some balance....there has not been any proof thus far that the 2K VI is netting noticeable gains over the MEVI. There are signs that point to it being better, as well as reasons why it may not be. But for you to say it is superior, besides the plastic, is just your educated guess.

You can't look at how the 2K maxima performed with it's VI and expect a 4th gen with a 2K manifold to do the same when it has been proven that changes were made to the VQ30DE-K.

 

BTW, good luck with the 3.5 VQ endeavors. Your car will be a beast with all that torque.[/QUOTE] Thanks for the support and i wish it was as easy as putting a 3.5 in, its not. Thats not what im doing.

And if its done before the maxima meet in 05 ill be there with it to provide shock and awe