I will be posting pictures, updates and how-to's in this thread, as we tear down, machine, and assemble our VQ30DE(T) for a turbo B15 Sentra project.

Here are a few pics from the beginning stages of the tear down..






In the coming days I'll post pics of the rest of the tear down, and the end result of machining, and prepping the engine for reassembly. We are waiting for the arrival of the VQ30DET pistons from Jim Wolf Technology.. here's a pic of the custom connecting rods.. (These were purchased from SpeedCrazie)



This should be one kick *** setup.. can't wait to burn tires in 5th gear..

Travis

 

Subscribing. Cant wait to see more pictures

-matt

 

sweeet! im ready to watch this go down.

 

My friend has the matching Arias pistons to these rods. But you already have the DET pistons coming. Subscribing.

 

Travis- I was going to send a PM today, and make sure they arrived.

Can't wait to see the progress of this build! I miss those rods already

 

subscribing..

 

In your PM.. you mentioned that these rods were a different length than stock? I wasn't told that.. I'll have a piston/rod out of the engine today to measure things..

 

What heads will you be using?

 

Stock VQ30DE heads.. and a custom intake manifold.

 

Well.. this sucks.. I compared the Eagles to a stock VQ30 rod.. and they are definitely longer.. by about 1/8".. so, it looks like I won't be using VQ30DET pistons.

 

Please check your PM's.. thanks..

 

Well.. after measuring the rods.. it seems that I have (6) 6 bolt 4G63 Mitsubishi rods in my possession.

Engine Pro 4G63 6 Bolt Rod Specs -
Rod Length 6 Bolt - 5.900"
Big End Diameter - 1.895"
Small End Diameter - .826"
Big End Width - 1.117"

Here is the VQ30DE rod specs..
Rod Length- 5.822"
Big End Diameter - 1.895"
Small End Diameter - .866"
Big End Width - .818"

I talked to SpeedCrazie.. who has been awesome throughout this whole deal.. He has offered to refund me the money for the rods.. and says that he had no idea that these were not the right rods. I could make these work.. but, it will take some machine work, and a set of custom pistons. Not sure where I'm going to go from here.. but, I'll figure something out. I guess that I should have figured it out.. Eagle doesn't even do custom jobs.. just mass production (that's how they're so cheap) based out of China.

Travis

 

Check your PM Travis.

 

Well.. I can't do much with the Eagle rods.. it would cost me around 300.00 when it's all said and done, just to have them machined to fit on the VQ crank.. then, I would have to buy the matching custom pistons that are supposed to work with these rods.. or have a set made.. because the pin diameter and rod length is way off. I feel sorry for Speedcrazie, because he is stuck with a set of 450.00 Mitsu 6 bolt rods, that will cost a good bit to make work.. can it be done? Sure.. but, I'm not going to do it. I'll run stock rods for now.. cryotreated, with the big end machined to accept SR20DET rod studs/nuts. Cryotreat them, and call it a day..

Travis

 

still waiting for your other project, but ok..

 

Cool... keep waiting..

 

at least a couple years.


Nice project, though.

 

I'm sorry.. but, did you have anything useful to contribute in this thread to THIS project? If not, please keep it out of here. My project with Frosty is a totally different animal, and was changed several times before we decided on a final setup. Yes, the car sat in my shop for a while, but, funds weren't there, and the setup changed a bunch. Yes, everything was decided on mid/end of last year.. Yes, I am still working on it.. But, as a I said.. that doesn't belong in this thread. If you would like to bump up Frosty's thread.. then feel free to, and we can discuss it there. Or, alternately, you're not too far away if you would like to drop by and discuss it in person. Thanks..

 

More pics..

 

You may want to talk to Ross pistons about getting a set, they have helped me on several builds. They will custom make anything you can dream up, have what I think is top notch composition, and are relatively inexpensive.

 

All cleaned up.. ready for some ceramic based aluminum engine paint..




ARP studs installed..


Fitted the heads to sit up overnight..

Travis

 

Why'd you go with a 3.0 instead of a 3.5? What sort of power is ths car supposed to be making?

 

Well.. originally.. my customer didn't want to build the short block.. so, I decided to go with the VQ30.. since it's been proven to hold 450-500whp pretty reliably.. Then, after the engine was purchased, he decided to build the bottom end..

It was a toss up.. both the 3 liter and 3.5 will make 500whp easily.. the 3 liter would have done it in stock form.. the 3.5 wouldn't have..

Travis

 

Coming along nicely, Travis. 450-500 whp on a B15? Nice!

And sorry about the comment earlier. I didn't mean anything by it, I know it's a HUGE project and huge projects like that take time...

 

Throw a 250 shot on it for good measure and don't forget the AWD conversion

 

I've yet to see a reliable 500 WHP stock VQ30. Maybe i missed it? (I dare you to say Hal ) Besides, the serious 3.5 power players are inevitably 350Z/G35's and it's easy to mess up with those due to ignition timing they run up top from the factory and the crank angle wire issue. There HAVE been relatively reliable 500+ WHP stock VQ35's though. It's just that the margin for error is much smaller due to engine control reasons.

 

Well, I guess we'll find out..

Shorter stroke.. better rod/stroke ratio.. and a beefier connecting rod.. all pluses for the VQ30..

I wouldn't mention Hal.. I saw the crap that he did to Frosty's car..

Well, since we're on the record here, what's the biggest number made on a VQ30 bottom end? A few people that I've talked to mentiond high 400's reliably.. Honestly though, I'm not around the Maxima community enough to really pay attention.

 

I'll agree here. A tad overrated though. The 3.5 still has a relatively short stroke.
3.5 rods = hot coined vanadium steel. Advantage 3.5 from a materials standpoint. Rod bolt vs. stud/nut is weaker for sure, though. That can be fixed with ARP's, but beside the point i suppose.
Don't know of any over 450 WHP now that i think about it. Like i said, maybe i missed something.

 

Theres probably over a dozen stock blocked 35's out there making 500+ wheel.

I'm interested to see what you do with the IM. Any plans yet?

 

Just for interests sake a VQ30DET in a S14 Nissan Silivia .. guy in local club is building

 

Hal is the only one over 450whp that I know of. His methods of getting and maintaining it were however questionable, to say the least. I think with a good tune/fuel setup you could get more WHp than you would ever need FWD out of a stock VQ30 block.

The VQ30 is still strong. Everyone always goes with the VQ35, but the VQ30 deserves some respect, especially boosted.

 

Hal had a 476whp/505tq dyno with his first turbo setup + spray and a 538whp/60xtq dyno with his second turbo setup + spray. As far as the lifespan of those of those motors I do not know.

Mardigras was most likely making 500ish whp for a long time on his stock VQ30 that he went 11.5 @ 126 on. I was probably at 430/430ish for 11.7 @ 123mph traps.

 

Agreed. I just happen to oppose the "VQ35's are weaker under boost than VQ30's" camp.

 

The rod material used for the VQ30 is very strong.. and it's definately got a size advantage over the VQ35 rod. The only advantage that I see is that it has a larger diameter big end.. which helps with rod bearing load. Also, I'd rather have a long rod/short stroke motor, than a short rod longer stroke motor.. especially when rod strength is the main issue.

The other issue, is that the VQ35 piston has a thinner top ring land.. I'm sure that with good tuning, they hold up just fine.. but, the VQ30DET piston option made this a no brainer for me. Lower compression.. thicker top land..

Honestly.. pound for pound.. I think that the VQ30 would stand up better to boosting over the VQ35.. How many VQ30's have broken, or bent connecting rods under high horsepower conditions? How many VQ35's have we seen with broken rods or pistons in the Z community?

If this guy had endless funds.. I would use a VQ35 block/crank and a set of aftermarket pistons/rods, with a conversion to run the VQ30 ECU/harness.

Travis

 

What intake manifold were these guys using?

 

MEVI/00vi or Stock. No one has done custom(in the 400+hp range).

 

I don't even think he should be brought into the discussion. He went through at least a couple motors.


Anyway, the GT motorsports G35C made it through a full day of road racing @ ~550 WHP before it let go on the last session because he decided to rev to 6800. At lower revs it held up just fine. Stock everything internally.

 

That's your opinion, which is fine.
Alot of these blown engine are due to engine control issues, not necessarily mechanical limitations. Ever heard of the crank position sensor wire issue?

Fact: There are way more boosted VQ35's than VQ30's.

By virtue of sheer numbers and more people pushing the HP limits with their motors there will be more blown 3.5's. There's also less room for error when tuning due to the Z33 ECU. Some VQ35's have handle 500+ WHP reliably yet some others blow at < 400 WHP. What's the variable? Yup.

 

I never said the VQ30 material was weak. I said the VQ35 material is stronger due to the way it was processed. I don't want to keep speculating about this. It's useless.
Compared to what? A stock VQ30DE piston? If not, the comparison is invalid.

 

Hal was using MEVI and/or stock, I'd have to go back and look at posts to know if he was using the MEVI or not at the time of the 476 dyno. Mardigras was using MEVI. I was using a stock IM.