Give Me Head Gasket
#41
Originally Posted by Stephen Max
VE is a measure of how much air an engine ingests compared to theoretical. So, yes, it does, at least qualitatively.
You have the ideal setup, older car with mod and stock new car. My '98 runs fine so I am not ready to do mods yet.
#42
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Originally Posted by SVI30
I read it, looked like a long term project. Great if it is a spare car. Also, the numbers looked pretty big, about $3K if everything done right. Giving up the VVT doesn't get you all the power, so it's a catch 22. This is definitely not a backyard project..
The more conservative timing hurts, but for what is basically a 3.5 I/H/E car it moves.
#43
Originally Posted by JClaw
News to me. I did my swap in my driveway. And it cost 2.5k for the swap and headers/catback and an upgraded clutch. If you just do Swap+Clutch you're looking at 1500 or so.
The more conservative timing hurts, but for what is basically a 3.5 I/H/E car it moves.
The more conservative timing hurts, but for what is basically a 3.5 I/H/E car it moves.
What are you planning to get to sub-13?
#44
Originally Posted by SVI30
You showed a volumetic efficiency chart. That's pretty good, I am impressed. Does that equate to HP and torque out? The chart does show a big gap at 3K. Are we back to generalities again?
What I asked is the cam profile comparison between the VQ35 (with VVT but disabled) and VQ30 (w/o VVT), are they the same? We are talking using the A32 ECM, right?
#45
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Originally Posted by SVI30
Looks pretty good. Was it a A32 ECM? I drove from Sherbrook to Montreal once. People move pretty fast on that road. The amazing thing is how fast you guys drive on snow and ice.
What are you planning to get to sub-13?
What are you planning to get to sub-13?
Don't tell anybody, but I'm secretly hoping to crack 12's on street tires.
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#46
Originally Posted by nismology
I don't understand what you mean by generalities.
The cam profile generally refers the shape of the lobe, not the cam timing. You're just wording it wrong i guess. To use the A32 ECU you need to use the A32 cam position sensor, which means you need to use the A32 timing gears, which means the dowel pins on the intake cams need to be repositioned to maintain the stock cam timing. To my understanding, the VQ35 intake cams in the swaps have been drilled such that 6 degrees of valve overlap are maintainted, just like in the VQ30DE. I'm not entirely sure about that though.
The cam profile generally refers the shape of the lobe, not the cam timing. You're just wording it wrong i guess. To use the A32 ECU you need to use the A32 cam position sensor, which means you need to use the A32 timing gears, which means the dowel pins on the intake cams need to be repositioned to maintain the stock cam timing. To my understanding, the VQ35 intake cams in the swaps have been drilled such that 6 degrees of valve overlap are maintainted, just like in the VQ30DE. I'm not entirely sure about that though.
I was asking for the cam profile. The CAM lob is not only related to valve overlap, but the amount of air that goes in. Each ECM expects certain mechanical action, the valve opening timing is not close loop perse but predeternined at design stage. The ECM can detect and control other things such as oxygen in exhaust and fuel and air going in the engine real time, but the original codes and tables are based on the original engine's mechanical design. The adjustment range may or may not compensate for the difference in operating a different engine optimally. Of course the engine runs, but not to what the engine designers intended simply he did know it at the time the A32/ECM design was done in early '90.
The VQ35 swap shouldn't be taken lightly is what I am saying.
#47
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How does that negatively affect the engine (reliability wise)? The A32 ECU is simply overly conservative, that's all.
A VQ35-powered 4th gen IMO is going to be just as reliable as a normal 5.5 gen if you choose a good clutch. I had some axle/diff-related problems because of my slicks, but on the street it's always been a highly reliable car. Before or after the swap.
A VQ35-powered 4th gen IMO is going to be just as reliable as a normal 5.5 gen if you choose a good clutch. I had some axle/diff-related problems because of my slicks, but on the street it's always been a highly reliable car. Before or after the swap.
#48
Originally Posted by SVI30
I was asking for the cam profile. The CAM lob is not only related to valve overlap, but the amount of air that goes in.
2. The VQ30DE cams and VQ35DE cams are different. Therefore their profiles are different. This has nothing to do with CVTC though.
Each ECM expects certain mechanical action, the valve opening timing is not close loop perse but predeternined at design stage. The ECM can detect and control other things such as oxygen in exhaust and fuel and air going in the engine real time, but the original codes and tables are based on the original engine's mechanical design. The adjustment range may or may not compensate for the difference in operating a different engine optimally. Of course the engine runs, but not to what the engine designers intended simply he did know it at the time the A32/ECM design was done in early '90.
#49
No arguement about that. What I am saying is a swap is not a cure-all. Best to be done in a planned manner. If you just do it to fix something else without know what that was, it is a questionable motive.
#50
Originally Posted by SVI30
No arguement about that. What I am saying is a swap is not a cure-all. Best to be done in a planned manner. If you just do it to fix something else without know what that was, it is a questionable motive.
#52
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---UPDATE---
Okay, today I noticed that my idle was going waaaaaay low when comming to a stop. I would be driving at a normal speed and rpms. Around 40 mph and ~2k rpms. I would come to a stop and my rpms would drop past 500 and go down to 250. Then shoot back up to 550. I was afraid of stalling, so I would shove it into N when comming to a stop. This occured under normal brakeing. My subwoofer also cuts out for a second during brakeing.
What can be the cause of this?
Okay, today I noticed that my idle was going waaaaaay low when comming to a stop. I would be driving at a normal speed and rpms. Around 40 mph and ~2k rpms. I would come to a stop and my rpms would drop past 500 and go down to 250. Then shoot back up to 550. I was afraid of stalling, so I would shove it into N when comming to a stop. This occured under normal brakeing. My subwoofer also cuts out for a second during brakeing.
What can be the cause of this?
#53
Originally Posted by Black Maxima
---UPDATE---
Okay, today I noticed that my idle was going waaaaaay low when comming to a stop. I would be driving at a normal speed and rpms. Around 40 mph and ~2k rpms. I would come to a stop and my rpms would drop past 500 and go down to 250. Then shoot back up to 550. I was afraid of stalling, so I would shove it into N when comming to a stop. This occured under normal brakeing. My subwoofer also cuts out for a second during brakeing.
What can be the cause of this?
Okay, today I noticed that my idle was going waaaaaay low when comming to a stop. I would be driving at a normal speed and rpms. Around 40 mph and ~2k rpms. I would come to a stop and my rpms would drop past 500 and go down to 250. Then shoot back up to 550. I was afraid of stalling, so I would shove it into N when comming to a stop. This occured under normal brakeing. My subwoofer also cuts out for a second during brakeing.
What can be the cause of this?
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