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BGTV8 VQ40HRGA Race engine build
16 Attachment(s)
BGTV8 Race Car / VQ40HRGA Engine Build
Purchased in previous Years: AP Racing 6-spt/4-spot plus AP rotors KW V3 coil-overs Whiteline Bars Brake Cooling Ducts 4.08:1 and KAAZ 2-way 3.9:1 and Quaife ATB Holinger RD6-SS 6sp sequential In stock (installed in current race car) 7kg Flywheel (ACS) 1350kg clamp solid clutch IQ3 Logging Dash In stock (installed in current race car) Haltech Platinum Pro-2000 In stock (will use if ITB is cable-pulled) 1 set Enkei PF01 18 x 9.5 1 set TE37 18 x 9.5 March 9th 2015: Donor VQ35HR sourced In stock June 2nd 2015: Bryant Racing 92mm crank Ordered – 14 week delivery JWT GA Pistons 96mm @13.4:1 Rings to suit JWT 21mm pins Eagle H-beam rods w/ARP2000 bolts JWT Cams C12/RZ1 Hi-Rev Valve springs/shims etc JWT AVQ35-EGEAR cam sprocket Gasket set Bearing set HRGA Head Bolts June 3rd 2015: Wet Sump CJ MotorSports (baffled) June 4th 2015: Comp Systems VQ/HR x-over inlet mani, machined for Jenvey SF52 straight TB, suit HR heads on "tall" VQ block Finally admitted they cannot supply - need another solution July 17th 2015: OMEGA Tech Dry Sump system ordered - delivery quoted for end-Aug August 8th 2015: CJ Motor Sports baffled sump shipping, will now go onto original engine for use as spare August 10th 2015: Z34 shipped to Haltech/Sydney for CAN-sniff so ELITE 2500 can run a VQ37VHR Nov 11th 2015 Dry Sump received - pictures attached 4th Jan 2016 JWT package arrived, donor engine strip scheduled for later in Jan then to machine shop to machine for crank and pistons, dummy assembly in early Feb with luck. Crank in particular is a work of machining art - photo's to come PPE LTH fabricated to RHD received (second hand from NIZPRO Engineering in Melbourne) 19th Jan 2016 Induction package selected ......... Jenvey 6 x 53.5mm ITB with OnPointDyno fabricated manifold - link here OnPoint Developed VQ35HR ITB’s Now Available : OnPoint Dyno Not cheap but will support 400+whp which is what the engine spec is planned to deliver. Sasha will supply the full induction (manifold, ITB, linkages, fuel rail). Feb 20th Revzone in Ringwood now have the donor engine stripped, stroker crank dummy assembled into block with dry-sump pan and it all rotates smoothly - hooray Heads off the flow-bench guru, looking for ~325-340cfm @ max lift. Heads require relieving so cams will clear and the cam-boxes are packaged to go back to JWT for modification so they clear the cams as well - another huge thank-you to Clark and Ben at JWT - 2 helpful and knowledgeable guys. Block going to the machine-shop this coming week for boring to match pistons/crank/rods Decided on MOTEC M130 to drive the car, will settle for cable-pulled throttle in the short term and DBW stepper motor in due course. I will have a MOTEC dash as well (might be CDL3 but I have a bead on a 2nd hand fully configured ADL out of a race car that has upgraded to the latest Motec "wide" dash) - we are confident we can retain OEM ABS and will wire the yaw-sensor into the Motec for logging purposes. The Motec will handle traction control but we lose ABLS which is no problem. OnPointDyno in Toronto, Canada are doing a base map to suit the engine and induction package plus the harness to hook into the M130 - I cannot thank Sasha Anis enough - he has been a huge help on the induction and ECU side of the project Charles (Phunk) at CJ MotorSport will supply the fuel system based on the OEM tank/lines until I can move to a bladder tank in due course. Feb 25th Flow bench numbers are in: 304cfm @ .500" lift 310cfm @ .600" lift this equates to just shy of 450hp Porting tools are out and we are now chasing 340cfm @ .600" lift - will require exhaust port mods as well as inlet !! March 5th Sasha Anis has fitted the induction to his 3.7 litre race engine. created a harness and then mapped with the Motec M130. Pictures of the induction setup attached. April 6th Flat-shift gear lever ordered, induction system shipped from Canada - due on Monday. Finally selected ECU - Motec (M150) and CDL3 race dash ordered June 28th Man, this project is taking some time ....... head porting now signed off, gear box about to ship, July 31st .... wait for it .... 2017 So in the last 12 months we have: Motec M150 and CDL logger dash Flat-shift gear lever Assembled the stroker short engine Received CJM fuel system Ordered the balance of dry-sump system (tank, remote filter, tank heater, clear-vue filter in the return line, big 15"x8"x3" Fluidyne oil cooler plus adjustable vacuum regulator) Sourced a pile of little bits and pieces - race seat, wheel etc Found the supplier of oil gallery gaskets (EPS from NISFormance.com) Found a used VVEL controller so we can scavenge the connect to make the wiring harness "plug 'n play Spent ages with a CANBUS sniffer Hopefully now only a few weeks to hook up the Motec and get it running the OEM engine 6th December 2017 So finally got our patch harness finished and bench checked. Has only take 14 weeks ............... Jeez ....... Car on the dyno tomorrow to run the VQ37VHR engine with the M150 and and tune for best output, and then we will fit the ITB kit and see what difference that makes. I'll then bring the car home to run for a few weeks before sending it back into the shop to upgrade the fuel system, final assembly for the new engine (heads not yet assembled and on the short yet), fit the new engine and Quaife sequential, run the new engine in and try a few power runs to see how close we have come to target. 28th December 2017 After a week fiddling unsuccessfully to get the car running, we've discovered a difference in ECU/BCM interaction between USDM base/touring and the USDM "Sport" model (which is the baseline for Australian 370Z) for M6 transmissions. The USDM base setup will crank and start the engine based on the BCM knowledge of the state of the clutch (permit crank if clutch down). For the Sport model, the BCM waits for a CAN message confirming clutch down from the ECU before cranking the engine. Our M150 firmware package needs to be modified to send the 2 specific bits "on" in the relevant CAN message so that the BCM will trigger cranking and start the engine ......... Bugga ........... (unique Aussie slang .............) It will be 2 years in a few days since we received the initial package of parts from JWT ........... pharque (another piece of Aussie slang). Getting closer though. Update 20-Feb-2018 Finally have the Motec M150 running the car. The M150 controls the VVEL natively (no VVEL controller in the loop), it drives the throttles, interfaces seamlessly with the Body Computer Module and drives the OEM CanBus dash. I really have to thank Vitaliy at VitTuned who has been an absolute legend in giving us support. Also have to thank the guys at Revzone as well as Luke McMillan - our wiring guy. On a relatively high mileage engine that is now starting the breath a bit (has covered ~6-8000 kms on the track), we made a tad over 235Kw at the wheels on the Revzone hub dyno (up 20-odd over my last UpRev tune) and we still don;t have LTH or CAI - just Stillen shorties with 100-cel cats). The 4-litre engine is about to be made into a long block and be mated with the ITB kit and the Quaife sequential box. Still to be ordered/commissioned: Carbon air-box x 2 Future enhancement: Motorsport fuel delivery system, fuel cell/bladder and dry-break filler 2 sets Braid Forged GT 18 x 10 ET30 Blade Adjustable front and rear bars Electric Power steering (pattern on current race car system) |
Update 16
Finally have the Motec M150 running the car. The M150 controls the VVEL natively (no VVEL controller in the loop), it drives the throttles, interfaces seamlessly with the Body Computer Module and drives the OEM CanBus dash - no key indicators in the dash, everything works. I really have to thank Vitaliy at VitTuned who has been an absolute legend in giving us support. Also have to thank the guys at Revzone as well as Luke McMillan - our wiring guy. On a relatively high mileage engine that is now starting the breath a bit (has covered ~6-8000 kms on the track), we made a tad over 235Kw at the wheels on the Revzone hub dyno (up 20-odd over my last UpRev tune) and we still don;t have LTH or CAI - just Stillen shorties with 100-cel cats). The 4-litre engine is about to be made into a long block and be mated with the ITB kit and the Quaife sequential box in a months time. Update 15 After a week fiddling unsuccessfully to get the car running, we've discovered a difference in ECU/BCM interaction between USDM base/touring and the USDM "Sport" model (which is the baseline for Australian 370Z) for M6 transmissions. The USDM base setup will crank and start the engine based on the BCM knowledge of the state of the clutch (permit crank if clutch down). For the Sport model, the BCM waits for a CAN message confirming clutch down from the ECU before cranking the engine. Our M150 firmware package needs to be modified to send the 2 specific bits "on" in the relevant CAN message so that the BCM will trigger cranking and start the engine ......... Bugga ........... (unique Aussie slang .............) It will be 2 years in a few days since we received the initial package of parts from JWT ........... pharque (another piece of Aussie slang). Getting closer though. Update 14 So finally got our patch harness finished and bench checked. Has only take 14 weeks ............... Jeez ....... Car on the dyno tomorrow to run the VQ37VHR engine with the M150 and and tune for best output, and then we will fit the ITB kit and see what difference that makes. I'll then bring the car home to run for a few weeks before sending it back into the shop to upgrade the fuel system, final assembly for the new engine (heads not yet assembled and on the short yet), fit the new engine and Quaife sequential, run the new engine in and try a few power runs to see how close we have come to target. This project has already run for 2+ years ........... pharque !!!! Update 13: 31st July 2017 Pile of new bits sourced per page 1, also firmware for the Motec, can finally see the end ................... Update 12: 28th June Head porting now completed, average flow is 328cfm @ 600/thou lift with ITB fitted and set at WOT. Took 7 iterations to get the heads to this point. All cylinders flow within +- 2cfm. Final engine dummy assembly started yesterday and expected final assembly is about 4 weeks away. Sequential gearbox ships next week, shifter already here and sent to Sydney for flat-shift lever to be fitted. Hoping for ~500hp @ crank and 420hp atw. Should have the car on the dyno in 6 weeks or so Update 11: 6th April Induction system shipped from Canada today, should be here on Monday. Flat-shift gear lever ordered, box should be ready in May Update 10: 7th March Added photo's of my induction system fitted to Sasha Anis' race engine - Sasha has built a harness to interface Motec M130 to the OEM Nissan engine bay harness (with some mods). Base map will be recorded and then this system stripped, packaged and shipped to Aus. I have to say the Sasha is one smart dude ......... Update #9: 25th Feb Added flow-bench numbers, let the porting begin !! Update #8: 20th Feb Donor engine stripped, basic rotating assembly dummied and "it rotates" Heads off to be ported and flowed ECU selection made, dash choices narrowed Engine bay harness being built, base map being done by OnPoint Dyno in Toronto Fuel system determined and ordered Update #7: 19th Jan Induction selected ... details in first post Update #6: 4th Jan 49kg package arrived from JWT (thanks Clark and Ben) .......... 92mm Bryant Racing 4340 steel crank, 96mm forged CP 13.4:1 pistons, Eagle rods, Total Seal rings, JWT C12 RZ1 profiles, JWT hi-rev springs/shims and a shed-load of gaskets etc. Donor engine tear-down starts later in January Update #5: 11th Nov Dry-Sump arrived Update #4: 2nd Nov PWR Race radiator received - we supplied a sample and PWR have patterned for OEM mounting brackets and is intended to be a drop-in with no other changes required. Omega Tech dry-sump paid for and shipped last week .... Contains VQ37 HR Balancer with trigger wheel and oil pump drive adaptor / pulley, trigger sensor and mount, 4 stage oil pump with 38T pulley and shields, bracket and billet sump - should have pictures by Wednesday - cost of $A4654 (including local GST). Still need a heap of fittings, lines and tank but they are simple to obtain and I have a heap of -12 fittings in stock anyway. Still no Jenvey x-over ITB manifold available according to Comp Systems, so am now investigating water cut ali-flange plates and we'll make our own to suit Jenvey 6 x 52mm TB - talking to our fabricator Still waiting on Bryant Racing for 92mm steel crank - overdue by 5 weeks now - patience is a virtue (that I do not possess !!) No update from Haltech on and Elite-2500 ECU for Z34 yet either Update #3: Aug 13th Omega Tech sump ordered - delivery by end-Aug, required very minor re-work for 92mm crank throw Engine on engine stand and tear-down starting so we can assess heads (surface prep - aka "polish" - only) and valve-train Settled on wheel size and offset Still hassling for Jenvey manifold .... has not turned up yet Update #2 - 30th July Omega Tech dry-sump ordered on 17th July - ~ 4 weeks to delivery Jenvey HR cross-over manifold, 6 x 52mm ITB. fuel rail and DBW linkage kit ordered from local agent (Comp Systems in Braeside) Used VQ35HR engine strip-down and measure started In discussion about Z34 going to Haltech in Sydney for CAN sniff with view to Elite series ECU support for VQ37VHR/370Z Update #1: June 29th I have been working with Omega Tech Engineering in Albury (NSW) on a dry-sump kit and these are the initial CAD renderings to suit a VQ35HR or VQ37VHR engine. We are still finalising the pump mount to see if we can get it low enough to keep the ancillaries on the LH side of the engine (drivers side of the car for those in the USA, passenger side for us). We still have a little way to go on the final design elements and cost is still preliminary but billet sump, 4-stage pump and pump brackets plus harmonic balancer and oil-pump drive pulleys should land at A$4200. You will need to add fittings and hose plus a tank to get an operable system. The design is optimised for RH drive cars which is why the pump is on the other side of the engine to the Dailey system, but oil suction still comes from the other side of the sump. The pressure line goes directly into the oil gallery so we will install an oil filter between the pressure side of the pump and the inlet into the oil gallery, and run oil cooler(s) on the scavenge side of the system with an electrically driven air/oil separator in between scavange exit and coolers maximise cooler efficiency. |
5 Attachment(s)
Aero and Body mods
Front Splitter Second iteration under design Diffuser thumbnails below Cage design under way |
Sounds expensive
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Fabrication cost for the car (cage, and adding a nett 350kg of lightness) will be another A$18K but I already own the sequential gear box and all required diff ratios. The car is owned by my business and fully depreciated so it will cost three-fifths of five-eigth's of f4rk all... Race cars are never cheap Engine build is scheduled to start in October when the crank and other engine bits arrive. |
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Fudge factor
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The Australian Fiscal Fiend (Federal Tax Department) puts limits on what we can do ... initial investment is problematic, unless your whole business is motorsport (mine is not), but we do derive some motorsport related revenue so costs can be offset against income.
I will capitalize the build cost and depreciate the investment against revenue, so over 5 years, the cost can be swallowed. |
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*Note- You were the first person I've seen use that term (SWMBO). I still laugh every time you use it. :bowrofl: |
Sub'd for this build! :tup: Waiting for up-dates will kill me. :( Are you changing any of the gear ratios in the tranny?
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Ratios are:
Holinger RD6 Sequential 2.570 1.990 1.600 1.350 1.140 1.000 |
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With 3.9 ratio
Holinger: with 265/650R18 slick @ 8500rpm limit Ratio Diff Mph Kph 2.570 3.909 8500 64 104 Dia 25.6in 650mm 1.990 3.909 8500 83 134 1.600 3.909 8500 103 166 1.350 3.909 8500 123 197 1.140 3.909 8500 145 234 1.000 3.909 8500 166 266 Holinger: with 280/655R18 or 310/655R18 slick @ 8500rpm limit 2.570 3.909 8500 66 106 Dia 26.1in 663mm 1.990 3.909 8500 85 137 1.600 3.909 8500 106 170 1.350 3.909 8500 125 201 1.140 3.909 8500 148 238 1.000 3.909 8500 169 272 Holinger: with 290/675 slick @ 8500rpm limit 2.570 3.909 8500 67 108 Dia 26.6in 675mm 1.990 3.909 8500 86 139 1.600 3.909 8500 107 173 1.350 3.909 8500 127 205 1.140 3.909 8500 151 243 1.000 3.909 8500 172 277 With 4.08:1 ratio Holinger: with 265/650 slick @ 8500rpm limit Dunlop 265/650R18 Slick 2.570 4.083 8500 62 99 Dia 1.990 4.083 8500 80 128 1.600 4.083 8500 99 159 1.350 4.083 8500 117 189 1.140 4.083 8500 139 224 1.000 4.083 8500 158 255 Holinger: with 280/655 slick @ 8500rpm limit Dunlop 280/655R18 Slick and Dunlop 310/655R18 slick 2.570 4.083 8500 63 101 Dia 1.990 4.083 8500 81 131 1.600 4.083 8500 101 163 1.350 4.083 8500 120 193 1.140 4.083 8500 142 228 1.000 4.083 8500 162 260 Holinger: with 290/675 slick @ 8500rpm limit Dunlop 290/675R18 Slick 2.570 4.083 8500 64 103 Dia 1.990 4.083 8500 83 133 1.600 4.083 8500 103 165 1.350 4.083 8500 122 196 1.140 4.083 8500 144 232 1.000 4.083 8500 165 265 There is a good spread of speeds available for the circuits we visit. Philip Island is without a doubt the quickest apart from Bathurst, with Sandown and Sydney MotorSport park the next quickest and Winton and Mallala are the slower tracks. I probably won't bother with 675 tall tyre and use the 655 diameter tyre as the standard (280 on the front and 310 on the rear, both on 10.5" wheels), and use 3.9 FD ratio at Philip Island and Bathurst, and the 4.08 elsewhere. Using a smaller diameter tyre helps lower CoG without having to raise suspension pivot points. |
13.4:1 compression ratio, how high r u aiming for your engine speed? 9k?
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We will run this engine on E85 as even FIA 107-octane (RON measure) Race Fuel at $7/litre is not OK on this spec.
I will set the ECU to limit engine speed at 8500rpm, with a steering wheel button to give me another 300rpm "on demand". |
You got plenty of speed without having to worry about running out of gear on long straights. :D
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Update #1 added, reflects results of dry-sump research
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Jesus man this is serious car porn
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Yeah, rich man's porn
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Why do you think it has taken me 4 years to put aside the readdies to fund this build ....
Been planning for a long, ling time, and now is the time to start the spend. An apt old adage is that all good things come to those who wait .... |
Hell yea. Im in the same boat with my build. Probably take me just as long, but nothing as badass as your build. Cheers my friend.
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Subd!!!
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Update #2 added to post #2 .... Dry-Sump ordered, Jenvey ITB inlet manifold ordered (DBW option included), still in discussion with Haltech about Elite ECU being set up for VQ37VHR so I can then back-port to VQ40HRGA when built. I'll go back and edit the original post to make it line up wit the updates eventually. Lots on at present (work, personal and motorsport lives).
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August 13th update - Z34 off to Haltech for forensic VQ37VHR CANbus sniffing.
PWR now offer a race spec radiator for Z34 that is straight-in fit for OEM radiator, race version does not have air-con condensor, based of the sample we sent them for my car. See PWR Performance Products | Aluminium Radiators, Intercoolers, Oil Coolers for catalogue details (should be up today/tomorrow). |
Is Haltech unaware that they already have a platinum 2500 running a VHR??
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This will be a full replacement ECU to run the entire car, NOT just a piggy-back over the OEM ECU.
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Update #4 in Post #2: PWR race radiator received, Dry-sump paid for and shipped, still no ECU feedback from Haltech yet and x-over manifold is beginning to look like vapour-ware so I'm researching making our own x-over manifold for ITB.
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Hopefully everything will come together. :tup:
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It is like waiting fro grass to grow in a drought ............
Sump was 30-days late, crank is a PITA and don;t ask about the effing manifold - its has been "coming" for months. I have inlet flange-plates digitally scanned and can cut flange plates tomorrow but can wait a bit longer for Jenvey to sort themselves out before pulling that trigger .... All things come to he who waits is the current mantra |
I get this kind of headache all the time at work. Order stuff from a vendor. They tell you it will take 11 months. So I order it. Schedule it to be install during an outage 14 months away. So that I have a 3 month cushion. Call the vendor 12 months later why I haven't gotten my part. They say they haven't started on it yet. :eek: Tell them the next call will be from the corporate lawyers. The part shows up within a week. :shakes head:
When it's my own stuff. It seams even worse. :mad: I feel your pain. |
4th Jan Update added, all the JWT stuff finally arrived .... crank, rods, pistons, pins, hi-rev valve gear/shims and a shed-load of other stuff.
Donor engine coming apart in the next week and then block/crank/pistons off to the machine shop and heads to the flow-bench guy for a tidy-up. |
Late Christmas present. :tup:
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this looks amazing |
Updated with induction system solution ... from Sasha at OnPointDyno in Canada
OnPoint Developed VQ35HR ITB’s Now Available : OnPoint Dyno |
sexy
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