Hey Sam, what psi are you guys running on this build?

11 PSI

Sam

Why didn't the owner opt for a TT kit instead? Didn't this guy achieve similar goals: http://www.the370z.com/forced-induct...tq-11-psi.html

wow, i had to rep you for all the great pics!

now for some vids?!?

This is a different customer. This is his first FI system, now as for why not going with a TT setup, I think he wanted to be different.

We still are not sure whether the next phase of the project is going to be our stage 3 SC or twin charger set up .

Sam

all this on the factory 6 spd correct? nothing beefed up but the clutch and CSC, right?

That's correct. Upgraded clutch and CSC only. The factory 6 speed can hold a serious amount of torque.

I pulled one of the graphs from the Stage 2 supercharger press release and one from the link G37Sam posted to compare with this build with the Stage 2 S/C on a stock block and the GTM Stage 2 TT kit all running at 11 psi.

At first glance the numbers are a little disappointing compared to the cost of building a stroker motor, until you actually look at the lines and the power under the curve. You can totally see where the V8 feeling Sam mentions comes from.

I know turbos and superchargers are two different animals, but it's still nice to compare the different options available.

http://i313.photobucket.com/albums/l...S/G42DYNO1.jpg

http://i313.photobucket.com/albums/l...no27000021.jpg

http://i313.photobucket.com/albums/l...REZ/Dyno04.jpg

Plus the stock block had no meth on it either ? thats good for atleast 40 wrhp.
interesting
i would love to know what that setup cost on the 4.2.block with SC and all the toys?
the 4.2 block will out last the stock 3.7 block over the long run.
Z

Actually it did. This is the mod list from the stage 2 release.

2008 INFINITI G37 COUPE 6 SPEED MT
-GTM STAGE 2 SC TURN KEY KIT
-SNOW PERFORMANCE METH KIT
-OS GIKEN TWIN PLATE CLUTCH
-GTM 19 ROW OIL COOLER (thermostatically controlled)
-FUJUSTUBO REAR MUFFLER
-GTM Y PIPE
-F/I HIGH FLOW CATS

This is a very impressive setup. Congrats to GTM and the owner for a truly unique build. I have to say, though, that it's hard to justify the cost for this build over the TT kit based on the numbers alone. My guess is that the additional displacement and SC will give this car better transient response than a TT and better very-low-end grunt, but it's clear that the TTs can still meet or exceed its torque from about 4000 RPMs to redline. Of course, judging by the build, I don't think money was an object so it's awesome to see something different. That engine is truly a work of art.

Impressive build!

Soooo what's stopping it? those look like stock brake componants.

Im in on knowing the total cost for the stroker kit also. How would a 4.2 block with FI fair as a DD? Im thinking of doing the GTM TT kit with either a fully built 3.7 or a stroked motor. I know its not ideal to DD a car with that much power and that type of motor but my question is how long would either motor last if it was driven daily, not pushed to the limits, but driven spirited

Well here's a link to the stage 5 longblock from the GTM website. It has sections listing parts and labor, so I'm guessing this is how much it would cost you for the end product. Could be wrong, though.

GTM Motorsports*::*PERFORMANCE ENGINES*::*GTM Stage 5 VQ35HR Hi-Rev 4.2L Stroker Longblock

The total cost is going to depend on what all else is being done at the same time. Daily driving a stroked engine is no different than daily driving a V8: you don't have to floor it everywhere you go. ;) The nice thing is that the extra torque feels really good when you're off boost. Then when you're on it...well, hang on to your butts. :driving:

A daily driven build will last a long time, even when driven spiritedly. That's the whole point of doing a built motor in the first place. Like it was mentioned in the OP, we set bearing clearances depending on what the car is going to be used for. A daily driven motor build will have fairly tight clearances compared to a full race build. It just won't be quite as tight as OE because you will be making more power. Bearings are the components that wear out on built motors...not connecting rods, not pistons, not crankshafts. That's why it is so important to accurately describe how the engine will be used...ultimately that dictates how the motor will be built.