2000 VI is now on and running on my 96
05-25-2004, 12:54 PM
#282
Well looking at BOTH fsm's, it appears the terminals #1 and #2 are swapped and #4 and #6(tab connector at top) are swapped.
Resistance is 22-ohm on the 5th gen and 30-ohm on the 4th gen.
Verification for resistance between terminals is IDENTICAL though, so who knows.
You still need the other devices such as FICD that are part of the IACV assembly.
Resistance is 22-ohm on the 5th gen and 30-ohm on the 4th gen.
Verification for resistance between terminals is IDENTICAL though, so who knows.
You still need the other devices such as FICD that are part of the IACV assembly.
05-25-2004, 01:01 PM
#283
Father of the 00 VI
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Originally Posted by IceY2K1
Well looking at BOTH fsm's, it appears the terminals #1 and #2 are swapped and #4 and #6(tab connector at top) are swapped.
Resistance is 22-ohm on the 5th gen and 30-ohm on the 4th gen.
Verification for resistance between terminals is IDENTICAL though, so who knows.
You still need the other devices such as FICD that are part of the IACV assembly.
Resistance is 22-ohm on the 5th gen and 30-ohm on the 4th gen.
Verification for resistance between terminals is IDENTICAL though, so who knows.
You still need the other devices such as FICD that are part of the IACV assembly.
I figured all of this out because i will be putting electric power steering on this summer 5-7 hp everywhere
05-25-2004, 04:15 PM
#284
What's FICD?
I thought you'd already done the electric P/S? Maybe the thread I read was just one where you were planning on doing it. I'm very interested in this as well because I've removed the P/S pump from my DE-k to further quicken installation so I may get tired of no P/S and want to do the electric pump.
I thought you'd already done the electric P/S? Maybe the thread I read was just one where you were planning on doing it. I'm very interested in this as well because I've removed the P/S pump from my DE-k to further quicken installation so I may get tired of no P/S and want to do the electric pump.
05-25-2004, 05:58 PM
#286
On the 4th gen there's a fast idle control cam. Raises the idle based on the temp of the coolant. On the 5th gen one though, it looks like its controlled by vacuum. And another thing that I found strange is the coolant that flows through the 5th gen TB goes around the IACV, not any type of fast idle cam. The way they have it, it makes me wonder why they even route it through the TB at all.
05-25-2004, 06:09 PM
#288
What do you mean? Are you talking about the coolant and the IACV on the 5th gen TB? On the bottom of a 4th gen TB there is an inlet and outlet for coolant. People commonly bypass this for hopes of keeping the TB cooler and keeper intake temps down. Not proven to help though. Anyway, on a 4th gen the coolant flows in and around a piston that, when cold is pushed out, holding the throttle open a bit. As the coolant heats up, so does this piston or cam and it recesses back, thus allowing the idle to drop.
On the 5th gen however, the coolant flows in in much the same way, but there is nothing (that I can see) that would make a difference to idle whether the coolant is hot or cold. It just kinda flows through the middle of the IACV. There is a strange looking spring with flat coils (as opossed to round) that may do something with relation to the coolant temp but I'm not sure what.
It looks like the fast idle "cam" on a 5th gen is located at the top of the TB. It looks like a piston that is controlled by vacuum as it is connected to the throttle body behind the butterfly. IS this in fact the fast idle cam or am I off in left field?
What I wouldn't give to sit down with an actual Nissan designer/engineer and go over this engine. Man, that'd be cool.
Sorry if I told you a bunch of stuff you already knew. Just trying to expand on the my last post a bit.
05-25-2004, 09:17 PM
#289
Supporting Maxima.org Member
Join Date: Mar 2004
Posts: 207
Not quite off topic, but I am having a very hard time with all of those vacuum/coolant/fuel hoses on my 4th gen. The 96 FSM is a little vague. Does anybody have any pictures of the hoses?
Kudos to BSwithTF, for telling me where to hook the coolant up to the TB.
Doing an engine swap for the first time, and like an idiot, i didnt mark anything except the fuel in/out.
Kudos to BSwithTF, for telling me where to hook the coolant up to the TB.
Doing an engine swap for the first time, and like an idiot, i didnt mark anything except the fuel in/out.
05-26-2004, 08:41 AM
#290
Why not? Are the two sets of bolts in the way?
Also, any idea what it's going to cost for these?
I'm talking with a fabricator/machinest friend to see what he'd charge for these, but I have a feeling it's going to be too much for what people would pay.
Probably cheaper/simpler to go with a 5th gen throttle-body, so I may just have a couple of those made, if any.
Also, any idea what it's going to cost for these?
I'm talking with a fabricator/machinest friend to see what he'd charge for these, but I have a feeling it's going to be too much for what people would pay.
Probably cheaper/simpler to go with a 5th gen throttle-body, so I may just have a couple of those made, if any.
Originally Posted by krismax
Im making a couple of my blocks ,but they are going to be 70mm pathy blocks. I cant get the stock to work without extreme clocking.
05-26-2004, 09:37 AM
#292
Originally Posted by vsamoylov
ok what is the main problem with putting a 5th gen throttle body? the idle control unit? is that it?
05-26-2004, 12:58 PM
#293
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ok i understand that now. the next thing that i got confused on was the bracket part? why do u need a special fabricated bracket to put a 4th gen throttle body on the VI?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
05-26-2004, 02:30 PM
#294
Father of the 00 VI
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Originally Posted by IceY2K1
Why not? Are the two sets of bolts in the way?
Also, any idea what it's going to cost for these?
I'm talking with a fabricator/machinest friend to see what he'd charge for these, but I have a feeling it's going to be too much for what people would pay.
Probably cheaper/simpler to go with a 5th gen throttle-body, so I may just have a couple of those made, if any.
Also, any idea what it's going to cost for these?
I'm talking with a fabricator/machinest friend to see what he'd charge for these, but I have a feeling it's going to be too much for what people would pay.
Probably cheaper/simpler to go with a 5th gen throttle-body, so I may just have a couple of those made, if any.
I will set the price from $135-150 around $150 shipped.
05-26-2004, 08:02 PM
#297
Originally Posted by vsamoylov
ok i understand that now. the next thing that i got confused on was the bracket part? why do u need a special fabricated bracket to put a 4th gen throttle body on the VI?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
05-27-2004, 03:30 AM
#298
Originally Posted by vsamoylov
ok i understand that now. the next thing that i got confused on was the bracket part? why do u need a special fabricated bracket to put a 4th gen throttle body on the VI?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
and is there anyway to get rid of the low idle speed if i use a 5th gen throttle body?
If you don't use the 4th gen IACV, then you have to use some other means besides ecu control of the idle speed (yes, the ecu does control idle speed). The old school way to do this is by using the throttle body butterfly plate adjuster screw. This works pretty well for me, but there is a minor issue of the idle speed being a little low until the engine warms up.
05-29-2004, 10:14 PM
#302
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Originally Posted by SR20DEN
I am glad to see that someone finally went through with this. Congrats!!
Now you really should concern yourself with the stock valvetrain. The VQ35 retainers are the best option because they're lighter than titanium and only about $3 each from the dealer.
I have been waiting for a good opportunity to realease this information and this appears to be it. The VK45 titanium valves are near identical to the VQ30 valves. The only thing that is different is the total length which can be adjusted with new shims.
VQ30DE Steel valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm
Stem In: 5.965 - 5.980mm
Stem Ex: 5.945 - 5.960mm
Length In: 97.32 - 97.82mm
Length Ex: 94.85 - 95.35mm
Valve seat angle 45º15' - 45º45'
VK45 Titanium valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm
Stem In: 5.972 - 5.980mm
Stem Ex: 5.962 - 5.970mm
Length In: 96.57mm
Length Ex: 94.50mm
Valve seat angle 45º15' - 45º45'
The faces and the seat angles are identical. The stems are slightly different only because the expansion rates are slightly different between the metals. They're both classified as 6mm stems.
The only question that remains is the location of the keeper. If it's high enough on the Ti valve then there is no problem. If it's too low then custom retainers will be needed to make them work.
Now you really should concern yourself with the stock valvetrain. The VQ35 retainers are the best option because they're lighter than titanium and only about $3 each from the dealer.
I have been waiting for a good opportunity to realease this information and this appears to be it. The VK45 titanium valves are near identical to the VQ30 valves. The only thing that is different is the total length which can be adjusted with new shims.
VQ30DE Steel valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm
Stem In: 5.965 - 5.980mm
Stem Ex: 5.945 - 5.960mm
Length In: 97.32 - 97.82mm
Length Ex: 94.85 - 95.35mm
Valve seat angle 45º15' - 45º45'
VK45 Titanium valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm
Stem In: 5.972 - 5.980mm
Stem Ex: 5.962 - 5.970mm
Length In: 96.57mm
Length Ex: 94.50mm
Valve seat angle 45º15' - 45º45'
The faces and the seat angles are identical. The stems are slightly different only because the expansion rates are slightly different between the metals. They're both classified as 6mm stems.
The only question that remains is the location of the keeper. If it's high enough on the Ti valve then there is no problem. If it's too low then custom retainers will be needed to make them work.
also i want the titanium valves did you find out if they are in the 56?
05-30-2004, 12:15 AM
#303
Originally Posted by krismax
I might be going to the meet june 5 if anyone wants to see my VI.
P.S if anyone wants one of those adapter blockes ill have a few there
P.S if anyone wants one of those adapter blockes ill have a few there
might?! you WILL BE GOING!!!
You and 98Blackmaxse. I must hear this thing in person
05-30-2004, 06:44 AM
#304
Originally Posted by krismax
Mardigrasmax said in a old post thet the crower springs and retainers from the 2 jz will work, i will get some and measure them . Its $391 for the titanium springs and retainers ,cheaper than jim wolf and not steel.
also i want the titanium valves did you find out if they are in the 56?
also i want the titanium valves did you find out if they are in the 56?
06-01-2004, 08:12 AM
#307
yeah that is kinda what I figured, I just saw the words "bypassed the rev limiter" while skimming through and was wondering if this was done of if he got the JWT. I would watch those 8K revs though without some stiffer vlave springs.
07-06-2004, 02:02 PM
#308
Newbie - Just Registered
Join Date: Mar 2003
Posts: 10
how much modification is required to install a 5th gen tranny in a 4th gen ?
Originally Posted by krismax
2nd and 5th gears is stronger and nochyness is reduced.
07-06-2004, 11:38 PM
#310
Originally Posted by 96whtmaximagtr
how much modification is required to install a 5th gen tranny in a 4th gen ? i sthere a writeup anywhere
there is no modification needed. I currently have a 2k1 5 speed tranny in my 97 SE 5 speed. Some say that the shifter sits too low and effects driveability but it doesnt for me. Maybe cause i have a pascetter STS but looking at how it is, i dont think it causes that much issue. Mine sits almost perfectly in the middle. If you want to see a pic, PM me.
2k2+ tranny on the other hand is another story. And 2k+ auto's may take a lot of modification since they involve more computer stuff...
10-18-2004, 04:02 PM
#311
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Join Date: Oct 2003
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Originally Posted by SR20DEN
And again, the setup will need all new shims to take up the slack of the slightly shorter valve. I am waiting on a .org member to send me a bunch of VQ30 parts to study. If i can get a good enough deal on VK45 valves I will inspect this. I can't use the VK intake valve in my VQ35 because the face is 1mm smaller but I can use the exhaust valve if I shave the stem to make it shorter. The reason behind that is the VK45 valves are longer than VQ35 valves but shorter then VQ30 valves.
The VK56 uses the same size valves as the VK45 even though it has a much larger bore of 98mm. If the VK56 used ti valves it would be better because I have better access to Nissan parts as opposed to Infiniti parts.
The VK56 uses the same size valves as the VK45 even though it has a much larger bore of 98mm. If the VK56 used ti valves it would be better because I have better access to Nissan parts as opposed to Infiniti parts.
10-18-2004, 06:41 PM
#313
Originally Posted by 98SEBlackMax
Ok I PMed Endus about the video and his server is up to the task to provide it. 
This video was taken at the meet Sunday, keep in mind we got this whole thing running with the Summit switch a few hours before this was taken. Endus took numerous vids and made this short clip. Enjoy
Right click and Save
This video was taken at the meet Sunday, keep in mind we got this whole thing running with the Summit switch a few hours before this was taken. Endus took numerous vids and made this short clip. Enjoy
Right click and Save
11-05-2004, 05:03 AM
#319
Moderator who thinks he is better than us with his I30
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Posts: 9,335
Originally Posted by BSwithTF
My ECU adjusted itself to the larger injectors. I got it checked on the dyno with a wideband about a month after the install and they said the A/F was alright.
