This is gonna be long.

I am in the midst of rebuilding the VE30DE(3rd Gen Se) for boost. I am using a lower compression piston that will should drop from the 10:1 stock to 8.498:1 compression. I am planning on using a turbo off of a Z31(Getting fitted right now). Is there anything else I need to get. I have heard of someone using the AFC from APEXi but I am not sure how to hook it up. And do you think I would need a AM Fuel Pressure Regulator, I am gonna use the 300zx Black dot injectors.

Any guidance will help.
Steve

 

I assume these will be the 370cc TT injectors right? cause the puny Z31s 259s won't cut it! and IMO if you want this done right it'll take more than an AFC. as far as your question "is there anything else?" yeah theres A LOT more.

 

Yea, I already have the Black Dot injectors from nissan from the 300zx TT. I am doing all of this myself. I am pretty use to the kits that come pre-made and are pretty much bolt on. I am gonna do the fabrication myself here in my shop. I would really like someone to talk to that can kind of walk me through the stuff that I need to do to get this done.

Steve
Peerless Performance.

 

contact 4signs--->
http://www.turbomaxima.com/modules.p...view_album.php

hes probably one of the most experienced when it comes to putting together a turbo VE...although I'm not too sure how or what condition the car is in. I know he had a few probs. but seriously if you have worked with "completed" kits before, than putting together something for the Maxima isn't much different...you just have to start from scratch.

 

What's your timetable? My project went from the backshelf to the semi-back shelf. I bought a welder and have made a decision regarding the turbo's oil return issue. If you can wait, I can probably eliminate alot of hassle. Depends on how you want to run the system though. My setup is clean but it's not to intercooler friendly. To run one, the engine bay would look like a jungle gym! I don't like to run yards of pipe like some of these other guys do. I also want to at least semi-hide my IC if I ever run one. I plan to run an internal wastegated T3, running an external WG might solve a clocking problem I have with the compressor side outlet orientation(for IC use) but then there's the problem of placing a WG somewhere and more pipe.

 

SMIC in the fender -->
http://www.rpi.edu/~laua/carpics/Momo014.jpg

(maybe too small for a 3.0L motor?? but regardless the flow rate is pretty top notch compared to other "junkyard" favorite ICs like off the MKIII)

heres mine, $50...nice and mad thick and should fit in my Tegs fender with VERY little modification!

 

A Turbo off a Z31 is only good for about 250 crank hp.

 

I'd take 300-ish flywheel hp for now. At what psi do they start getting inefficent? 9-ish?

 

i think they start getting inefficient around 12-14 psi. 10 psi is about the max on them with no intercooler.

 

That's what I've read too. I guess it just depends on what engine you use it one for the max hp ratings. I bet 10psi on a Z31 VG is not the same as 10 psi on a 4 valve, direct ignition VE.

 

i know the engine would be way more efficient at moving exhaust gases but wouldn't the turbo be just as efficient on any engine. i would think spooling would be better on the ve but i don't think max psi out of that turbo changes due to a different engine.

 

I thought about that. I think it's along the same lines as "why do the VE engines put out 190hp and the VG only 160? Both have 3.0 liter engines. But one has alot better breathing heads(4 valve vs 2). Better heads means better use of boost. I think that is why you see the VTEC Integra turbo kits get 275hp.

 

Anyone know where I can get the piping for my setup?

 

hmm... but lets say that you run 7 psi on the vg. if you take the turbo right off without changing anything on the wastegate and put it on the ve it should be boosting lower since there is less restriction in the heads and more flow. if that's true, then your max boost would still be 14 or whatever psi (intercooled) because that's when the compressor starts heating things up. the ve will just produce more power at that psi than the vg because of better head flow.

please correct me if i'm wrong.

 

If you run a 7psi T3 on a VG and don't change anything, it will still be a 7psi on the VE. But if the heads are more efficent, it SHOULD make more power with the same 7psi.

 

but since the heads breath better wouldn't that decrease the pressure at the same setting? kind of like, say on a compression test. say your compression is 180 psi. Now say a valve is just barely open letting some air out and the compression is say 170 psi. now say you test it again and your valve is open even more for 160 psi. it's still cranking at the same speed and has the same compression when the valves are closed but since it has more flow the pressure is lower. it's kind of a strange comparison but i would think it would still work out the same.

 

No. The VE compression ratio is just as high or higher than the VG. Plus if the turbo is set at 10psi, the WG won't open until 10psi regarless of which engine it's mounted on. 4 valve heads have alot more valve area than 2 valve vg heads. I guess there is a case where the "dynamic" compression might be affected but that's another story(one I don't really understand 100%).

 

10psi from a T3 is not the same as 10psi from a T4 if mounted on the same engine. The efficiency between the two at 10psi are different, correct?

 

I'd say that's correct. Just because the T4 might be moving more air and it might be doing it at a better efficency than a T3. But a straight T4 will "probably" take longer to get to 10psi than a T3 unless you use a ballbearing center section or use ceramic turbines etc..... $$$!

 

yeah, that's for sure.

I think John at J&H Racing can get a T3/T4 that would work good for a 3 liter for around 700-800 dollars if i remember correctly. It is also a ballbearing turbo i believe. That is through his membership though so there is a 30 dollar a month fee but if you buy a lot of stuff it is well worth it.