I know there's probably a billion threads on this by now but I just have to ask. I know that some orger's have made a 3.0/3.5 hybrid but is it possible to just drop the 3.5 in using the 3.5 ecu. Ya i know all the wiring from the ecu and engine would have to be done but I was just wondering if it would be possible, What would it take (clearence issues, anything otherr issues, etc), and if possible what would be a reasonable price to have a proffessional put a 3.5 and 6spd tranny in a 96?

 

Nope.... problem is the 3.5 ECU doesnt just plug in, every sensor has to have every wire spliced in... only one person has done it.

THe transmission fits with some issues... but from what person said, its not worth the hassle

 

the tranny is definitely too much of a hassle since its cable driven unlike your stock transmission

 

yea its possible if you know what your doing. so far i beleive its been done using both 4th gen and 5th gen ecus. its def not a simple project. browse the all motor forum, just about every other thread touched on this topic.

 

Someone put an entire 3.5 engine in and got it working with a 4 gen ecu?? Can you show me the link?

 

I would imagine this is what hes talking about... http://forums.maxima.org/showthread.php?t=364779
IMHO its not worth it YET.. unless they can get the VTC to work... which looks like it wont be happening

 

VTC is trash..........along with the 2k2 VI i gained 6whp by getting rid of the VI divider on my 2k2 IM. My dyno #s are good without VTC especially with my timing at 20degrees at WOT with the JWT ECU.

 

Funny I didn't see the VTC buldges in the chain covers. You sure he's running them? Or maybe swapped in the 4 gen intake cam sprockets (static vs varible)?

 

Like i said above VTC is trash and unneeded, thats my girls car i did all the work and IMO VTC is a waste.....

 

Thanks. Very nice work. Ground breaking stuff!

 

See I didnt know that... thats good to know though

EDIT: and big props for this project... it just gets better and better

 

Do the VTC's help in the low/midrange?

 

Clearly there is much you don't know

 

The VTC is said to increase torque and horsepower by 14% at 3200 RPM. That wasn't dyno proven but I doubt Nissan would go through the trouble of addind VTC if it was "pure trash".

So, until Vasily gets to a nearby dyno, and we compare his curves to yours, we will never know.

Or we could find a 2002-2003 dyno with mods like yours and compare the curves.

 

I'm not afraid to admit it

In all honesty I thought disabling the VTC would cause a big loss in HP... only because our VQ's suffer so much from not having any.

 

If taking off the divider helps, I wonder what tying the "power" valve open would do.

 

Here's the link (I was wrong it is actually 9% and 12%):

http://www.nissanperformancemag.com/march04/ask_sarah/


What are the differences between the VQ30DE and VQ35DE? Thanks, Will.

Nissan continues to improve upon their engines as the VQ35DE replaces the VQ30DE in the Maxima (and powers the 350Z). The VQ35DE was designed for even more low end torque. Displacement was increased from 3.0L to 3.5L using a longer 95.5mm bore (the size of your piston) and 81.4mm stroke (how far the piston travels up and down) versus the 93 x 73.3mm bore x stroke in the VQ30DE.

The Maxima’s variable intake system and new valve timing control system, NCVCS (Nissan Continuous Valve Timing Control System), improves volumetric efficiency through optimal timing control proportionate to engine speed and intake manifold length, increasing torque 9% at 2000 rpm and an additional 3% at 3200 rpm. An internal valve system which adjusts intake length relative to engine speed, NVIS (Nissan Variable Intake System), boosts horsepower and torque (roughly 11% at low engine speeds).

Internal components went on a diet lowering the inertia mass and reducing friction of reciprocating parts to get quicker engine response and a quieter ride. Lighter pistons were designed to include a reduced skirt length, reduced pin offset, lower skirt rigidity, and a tapered pin boss making them the lightest in the world for their size. The engine’s connecting rods are fastened by bolts only, to reduce reciprocating weight. A new long reach spark plug design improves cooling performance by increasing the water jacket around the plugs, which strengthen knock resistance and allowed the ignition timing to be advanced.

The VQ35DE block weighs in at 35 pounds lighter than its predecessor. In the end, horsepower jumps to 250hp@6000rpm (240hp in the auto) and 240 ft lbs of torque@3200rpm (265 in auto) while the VQ30DE is rated at 190hp@5600rpm and 205 ft lbs@4000 rpm (222hp@6400rpm and 217ft lbs@4000rpm in the 2000+ VQ30DE-K’s). Nissan Motorsports just released a new head which has the VQ30DE chamber volume but the VQ35DE ports and titanium valves which raises the compression ratio to 12:1 if you’re interested in building a naturally aspirated Maxima.