My customer's (Barry) car will be going under the knife in the coming months.



After running 12.29 @ 110.82mph, 2 seasons ago, it's time for a freshen up..

The goal is to improve upon the numbers, and to provide a strong/reliable setup. While power will be bumped, substantially, we will also focus on balancing, and traction mods. I am also trying to pull some strings to get my hands on a new slick, in the size that we need, that's not yet on the market. Here's a few mods that we have planned..

Sleeved block
Custom CP pistons (Big bore @ 101mm)
CNC ported DE cylinder heads (330cfm/224cfm @ .525" lift)
1mm oversize valves
Custom cams by JWT (.520" lift)
Custom sheet metal intake manifold
90mm throttle body
4" cold air intake tube w/ ram air ducting
Custom long tube headers with 2.5" collectors
2.5" to 3" equal length y-pipe
3" exhaust
550cc injectors
TS custom flash, and SAFC for fine tuning
8200rpm rev limit

Custom air bag helper system in the rear, to adjust the amount of squat/weight transfer on launch.

Ballast plates, where needed, to aid in traction.

Lower engine as much as possible (thanks to J and Joe for the suggestion)


There's a few more surprises in store, but, I'll leave it at that, for now.. If my math is correct, then we should be able to crack 350-360whp on pump gas/meth injection. We'll see..

Travis

 

550cc injectors and 90mm throttle body??? planning for boost or just making everything extremely oversize? Pass on the TS and custom wire a UTEC, way better tune

 

Sounds like it's gonna be a monster. Will the combustion chamber be reworked to compensate for the wider bore?

 

Just in time to. Kevin is working on the 10mm taller Frontier block, rods and crank. Should be worth about 365-379whp with the ITBs

 

sounds sick.

interested in traction mods.

 

and weight....

 

Not in competition with Kevin.. but, I wish him luck.

The VQ40 has a 29mm taller deck than the VQ35DE.. not 10mm.

The bell housing bolt pattern is totally different on the Frontier block, as well. The mount holes in the block are in a different spot..

It actually has a decent rod/stroke ratio (1.80:1) because of the 166mm rod, but, it carries with it, a LOT more mass. If you're looking to build a 8K rpm monster.. a big bore VQ35 makes more sense. It might make those numbers, but, that's not the way that I'd go about it. I'll take a bigger bore over a stroker..

Travis

 

Double post...

 

Just leaving some headroom.. You'll see..

The 90mm TB and 4" CAI will make more power.. Remember, 4 liters, aiming for over 400bhp N/A.

I have thought about rewiring the car for UTEC.. Wasn't there a guy that made a conversion harness that made it plug/play for the 5.5 gen guys? That's the harness that we're using.

Travis

 

Yes.. the chamber will be slightly enlarged and radiused on the edges to promote better flow into the bore.

Travis

 

Was actually thinking about a cloverleaf shaped chamber or other reshaping to promote a more complete burn than the stock heads can achieve. This would lower the octane requirement and give even more headroom when it comes to choosing a high C/R and running more aggressive a/f and timing maps (actually wouldn't need as much timing to make power as I'm sure you know). Widening the bore is counter-intuitive to these positive characteristics due to the fixed rate at which gasoline burns and the extra ground the flame front will have to cover. I have been wondering about this for a few years re: built n/a VQ's seeing that the Nismo VQ35DE competition heads (stage 1 and 2) use the VQ30's more compact combustion chamber as the basis for their design. And to my knowledge no one has modified VQ35 heads to such an extent on a street-based vehicle. Has your machinist addressed the merits of such an upgrade or if he thinks it would be worthwhile? Just throwing it out there...might get shot down..


Either way, look forward to seeing the transformation this engine will undergo!

 

Shaping it in that manner, would require welding. We've talked about it, but, I don't want to get that crazy with it.

Travis

 

Looking forward to this build, subscribed. Any far future plans of any type of FI?

 

We'll see..

 

The member's name is surraTT. Hes still testing the harness he has, something about problems with UTECs that are bought used not working 100% with the harness. He says it should be out in not too long, but it seems like hes been testing it forever

 

SurraTT (Darren I think) is a great guy. The problem with the UTEC is the cold. Below 50-60deg, expect misfires and stumbling.

NISMO has had great success with the VQ30 heads.


Travis, btw I was just busting your ***** about Kevin. I dunno what he's doing, but if history repeats itself expect ANOTHER epic thread to come up soon. I love seeing the envelope being pushed. Funny that its the sentra guys doing it.

 

Actual OEM VQ30 castings or Nismo vq35de heads with the 46cc combustion chambers which I mentioned?

 

Iirc the nismo heads are actual vq30 castings.

 

That's a negative ghostrider. The Nismo heads have vq35de intake ports and identical port angle. The only thing they have in common with vq30 heads is the 46cc combustion chamber and valve sizes. IIRC they even use the long-reach 3.5 spark plugs. It's the best of both worlds; the superior flow of the 35DE heads (they flow even better than stock as you would expect) and the compact combustion chamber of the 3.0. Don't want this to get too far off topic so I'll digress.


I agree that this beast should be tuned by a UTEC at least. Selling the TS would cover most of the cost off the bat! I am also curious about the huge injector size.

 

Correctomundo. I was vague in what I said before, but I was referring to the VQ35 heads with the 46cc CC.

Travis, I'm surprised you are not going after the full revup head swap.

 

Guess I can't believe everyone lol. Ill take your word on it. No arguement here .

 

It's cool.. I take it in stride. I've pushed the envelope since day one.. I know that you haven't known me for very long, but, I've done some pretty cool stuff with the B15 chassis since 2001. I was rocking the B15 before the Spec V even came out. I had the first SR20DET swapped B15 SE, back in 2001, and was running 11's at the drag strip when people didn't even know what type of car it was. I'd get comments at the strip, like.. "That's one of those new WRX's!!".. Nope.. Just a Sentra.

Travis

 

What's the expected compression ratio?

 

I don't care for the cam options for the revup heads.. and I can make more power with the current DE/aftermarket cam options.

 

11.3:1 should be the final C/R with machine work to the combustion chamber, and new bore size.

 

You guys aiming to run pump gas?

 

The VTC on the exhaust side. The cams swap back and forth.. Aftermarket or OEM, wouldnt matter. I thought you'd like to play with the advance.

 

The range on the exhaust limits how big of a cam I can run.. because it's just bang on/off..

Travis

 

I know you can get this together - but I have to ask, whats the schedule? When do you anticipate having it running in Barry's car?

 

There is no set schedule as of now.. The block is sleeved, and the pistons are being finished (had to get valve reliefs cut in for the higher lift cam). Basically, Barry will dictate the schedule, as he plans on doing this build in steps. I'd say, mid summer or so, but, it's really up to him on the timeline.

Travis

 

pump gas with methanol injection..

 

OK, July 15th it is! I cant wait to see it running!


With 11% more displacement and >1/2" lift cams, when do you expect the motor to come on power?

 

Love that people are building some crazy all motor VQ35s now.
Sick build man!

Sent you a PM as well!

 

lol.. I'd be happy with that deadline.. Nah, let's face it.. no one can really afford to toss around that kind of money all at once, in this economy.. And, the fact that I have other work in front of me, all sort of works out for both of us. It gives Barry time to spread the cost out, and it gives me time to split the work up into chunks, while still allowing me to work on other stuff in the meantime. It's a win/win..

I think that the increase in displacement, will broaden the curve overall, so, the bigger cams really won't be as noticeable a loss on the bottom end as it would be, if we were keeping the stock displacement. Good tradeoff, because the bigger cams will have a LOT to offer up top.

Travis

 

The higher compression should help, also. I bet it'll still have a NASTY 4k+ midrange.

 

That exhaust setup has been something I have been talking about for over a year now, glad to see you guys are gonna do it. I really think this thing will be just pure awesome to drive.

GL

 

Intake manifold parts..





Kinetix 'aint got nothing on this stuff..

Travis

 

curious to see this intake manifold completed and how the runners will fit...

have you decided what cams you are going to run?

 

I'll be running JWT's new C9 cams.. and I'm working with a company to have a CNC head porting program written to my specs. This is happening as we speak, and when we're finished, a STRONG 350+whp N/A VQ should be the end result.

Travis

 

sounds like this is still a few weeks out?

if your ported +1mm heads flow 330cfm, then what do stock heads flow on your bench? just asking for comparisons results