Can we do a VQ thread?

Here's a stock VQ30 (early) dyno that shows the restriction up top

And the intake manifold held (at least partially) responsible

The cool thing about this motor is it has a two piece intake manifold. The lower manifold seems to be just fine, and it happens to house the injectors. So making intake manifolds is straight forward because you don't have to worry about fuel rails or injector bungs!

Unsure of firing order.

And yes, the intakes are two piece and that seems positive.

Fab me up something like this and I'll test it out under race conditions for ya.

I have a spare EG33 throttle body setup here. This might prove useful later on.

Also, I drove my friends stock base model '86 944 today. It felt very good. When I found out it had 150 horsepower and weighed ~2900 I was shocked. A stock VQ in the e30 would be HILARIOUS fun. I think I've made my mind up to use a VQ when I decide to get rid of the bavarian mill.

dsycks, let's build something like this

http://www.youtube.com/watch?v=YZhSgwYs08k

I think we are going to stay pretty boring to start out. I like that for the cool tech virtue of it but I will be butt deep in trying to work a theme to keep us out of hot water and as such won't have enough time to get quite that into things.

Besides, the car will be too fast in stock form. Let alone with variable geometry intakes of doom.

I'm trying to figure out the cheapest donor front driveshaft. The 350z one is composite not steel and the g35 one is $$$. The 350z output shaft is 32 spline and anecdotally 34mm diameter / 126 mm long.

I have guys who do that sort of stuff on staff. Depending on how soon we do ours and when you do yours we could just as easily do two.

Are they planning on making a slip yolk from scratch? Or do you know where I can buy one with the appropriate universal joint? There's a driveshaft shop near my house who quoted me $150 to make a hybrid steel driveshaft if I bring the front and rear fiddly bits. That includes a balance as far as I know.

Does anyone have the dimensions for this motor? Even with the 60 degree angle those heads are probably huge

some gentleman from the internet said: Here is what I’ve had in my files for VQ30DE-K engine (00/01 Maxima) dimension courtesy of “aceman” from “vq30det.com.” Front of crank pulley to extreme edge of rear coolant pipe: 25" (635mm) Height of motor from top of intake plenum (2001 Variable Intake) to upper part of sump (space for cross-member): 25" (635mm) Height of motor from top of intake manifold to extreme bottom of oil pan: 29" (736.6mm) Width of motor including exhaust manifolds: 25" (635mm)

and this also for comparison (LS1)

fix formatting?

aluminum 5.3 ftw?

for the price of 3-4 VQ30s?

Also Taiden i think your pic somehow broke the formatting in here.

Yeah I noticed that, I don't know why. I kind of like it though.

Vigo wrote: for the price of 3-4 VQ30s?

not if we can't figure out an easy answer on the transmission it isn't

In reply to Taiden:

Thanks, did I miss that earlier in this thread. That's what I get for skimming at work

belteshazzar wrote:

Vigo wrote: for the price of 3-4 VQ30s?

not if we can't figure out an easy answer on the transmission it isn't

Car-part lists several 350z 6 speeds in the $600-$400 range

Trans to deal with a 5.3 LS is going to cost pretty much the same as a 350z trans.

No question that a 5.3 is a cool motor but even the aluminum one is going to be about 50lbs more than a VQ and longer to boot.

To keep this train derailed, has anyone considered the ls4 out of the impala ss? It's fwd but that doesn't stop us. It shares the bell pattern with the 60 degree sixes and the 3800, v6 camaro t5 anyone. I think with choosie parts picking this swap is easy sub 1500 or cheaper. I want to do it but have nothing to put it in. (Mg dreams just got pushed to next year, aka 2013).

If you want to really derail it, How come they never lobbed two cylinders of of a LS? Why do all new engines necessarily have to be DOHC when the LSX has proven that pushrods are still capable of great outputs?

It reminds me of when Harley went from flathead to overhead valve. The flatheads were so well developed that it took a couple of seasons for the new technology to surpass the old from a performance perspective.

I don't know why gm doesn't make 90 degree v6s anymore. They do make a fair amount of 60 degree pushrod sixes though. The 3900 has vvt and displacement on demand. They are getting pretty fancy.

I would love an LSx based v6. Oh yes I would.

I don't know why gm doesn't make 90 degree v6s anymore. They do make a fair amount of 60 degree pushrod sixes though. The 3900 has vvt and displacement on demand. They are getting pretty fancy.

I think you answered your own question. The 5.3 makes ~300hp. The 3.9L makes ~240hp. Per displacement it's actually doing about as well, and it's based on an old (paid for) design, and it IS 2v ohv as kreb was asking about. Why build a 90* engine to take up more space and money to do the same job? This is all semi-irrelevant though since the old pushrod 60degree motors are phased out. Now GM is getting the same power out of 3.6L that they get out of 5.3.

I have one sitting in my garage (for now...) I will measure it tommorow.

The engine I have is a 1995 with the 350Z oil pan. It is 23 inches tall, 23 inches wide in the front, 21 inches wide in the back and is 19 inches long.

The 350Z 6-speed transmission is 16 inches wide at the front, 8.5 inches wide for a majority of the transmission, and is 32 inches long.

Where is the majority of the 350z oil pan located?

And is that figure with or without intake manifold and exhaust manifolds?