Nissan 370Z Forum - Blown Motor, Engine Rebuild/Replacement.

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Has anyone used the new one piece zspeed HD csc? I upgraded because joe said is was a bit stronger than the original. Btw I will also do a full review of the rjm clutch pedal mated with my new os giken twin disk soon...

Thread cleanup on aisle 5

Folks Please keep it on topic, and civil there is NO NEED to make it personal with attacks.

This includes the OP :ugh2:

Alright back to our regular scheduled program... Thanks trips..

Quote:

Originally Posted by COSMO (Post 3518580)

Wow now that is a long @ss wait but I'm guessing it was well worth it? What are your built motor specs and can you post up a dyno of that beast???

The motor was built by Kyle Puckett of Import Parts Pro in Spring Texas.
He's a phenomenal guy to work with - and he's the former World Record Holder in 1/4 mile in his Turbo 300ZX.

1993 Nissan 300ZX Turbo - VG30DETT Engine - Turbo & High-Tech Performance Magazine

I went with the 800whp package, but added some changes.
At the time I was still going to go with the SC'r and hadn't planned on going Twin Turbo, so no need to spend the extra money since I just had my hours cut at my job.

I did add CP rods and pistons 9.5:1 CR .020 overbore and racing bearings.
Opted for the ARP head and main bolts as well.
Did the Heads and 3 way valve job also.
Thinking back I probably should have gone the whole 9 yards - good up to 1000+ whp but I didn't.

AAM checked with Kyle on the technical level before going forward with the build.
So I'm good for 800 whp [on the conservative side].
This year I just want the car back and don't plan on making a full pass the first few times out.

Don't want to go faster than 11.5 for now and have the car go back in the shop for more safety mods too meet NHRA specs.
Will probably do some launches and out to 1/8 mile and then lift and cruise through the traps.

Then go easy on the launch and WOT in 3rd and 4th to see what she will do on the top.
That can change at any moment as well ... especially if I line up against a hot Mustang.

Will definitely post the Dyno under the Finished Builds Forum once it is done...don't have any estimate as to when that will be.
They did say that the TUNE is involved especially with the Flex Fuel and they are evaluating the efficiency / performance of their new Twin Fuel Pumps and Intake Manifold.
They said it might be 2 weeks worth of Tuning once it's on the Dyno.

Now that sounds like one Sick build.. I'm with you on not pusing the turbo to the limit and possibly having more down time.. I told bryan to keep it around 800-850 whp and call it a day and hope we can do that on a single pump on race gas.. Super excited about ecutek since I have heard so many people switching to it now with great results..

I bought a new 2016 front bumper so when I get home with the car I will need to have it painted and that should be it for awhile. Although I should go ahead and spring for some bigger tires just to be safe..

Just wanted to add in order to convert from Lb/Min to CFM for the equation above, you take the flow rate in Lb/Min for your turbo (generally an educated guess based on the pressure ratio and power created) and multiply it by 14.27. That will yield the CFM flow for your setup.

Quote:

Originally Posted by COSMO (Post 3518692)

*.4 Mach is the point at which air becomes turbulent and losses in efficiency start to occur exponentially. The key is to stay under that speed. You want to use the smallest piping possible that still flows enough to meet your needs. Larger than necessary piping increases lag time with no measurable gain

The velocities are in miles per hour and mach, and the flow rates are in cfm. Measurements for the piping are in inches.

I use the rule of thumb that every 1 psi drop is roughly 10-11 h.p. lost at the 450 h.p. level. So if I have a 2.25" lower I.C. pipe that has 2 90* bends with 4 feet of straights, I get a psi loss of about 1.22 psi loss. If I upgrade to a 2.5" pipe with the same configuration I get about .74 psi loss. For 3" I get about 0.32 psi total pressure loss. At best, the switch to the 3" pipe on the lower I.C. pipe is worth about 0.9 psi gained back in the intake manifold, or about +9.0 h.p.

Also keep in mind when you switch to bigger I.C. pipes the transition off the turbo outlet has to be taken into consideration, which the psi loss actually increases as the pipe size increases, so the gains going to a bigger lower I.C. pipe are not as great as the case I just illustrated. Which is why you need to sketch out exactly the pipe configuration you have now and what you will have when you uprgrade for an accurate loss analysis.

You can play with the numbers all day long but you get the idea. There are gains to be had optimizing the piping size IF your turbo compressor is already dropping off boost at high rpms. Otherwise the turbo will simply command itself to spin up a little faster to compensate. When the turbo is pinned wide open at high rpms and your already seeing boost drop off due to the engine outflowing the turbo, THIS is where reducing pressure losses in the intake system pays off.

2.5" piping
4.90625 sq in = 2.453125 x 2
300 cfm = 100 mph = 0.13 mach
400 cfm = 133 mph = 0.17 mach
500 cfm = 166 mph = 0.21 mach
600 cfm = 200 mph = 0.26 mach
700 cfm = 233 mph = 0.30 mach
800 cfm = 266 mph = 0.34 mach
900 cfm = 300 mph = 0.39 mach

2.75" piping
5.9365625 sq in = 2.96828125 x 2
300 cfm = 82 mph = 0.10 mach
400 cfm = 110 mph = 0.14 mach
500 cfm = 137 mph = 0.17 mach
600 cfm = 165 mph = 0.21 mach
700 cfm = 192 mph = 0.25 mach
800 cfm = 220 mph = 0.28 mach
900 cfm = 248 mph = 0.32 mach
1000 cfm = 275 mph = 0.36 mach

3.0" piping
7.065 sq in = 3.5325 x 2
300 cfm = 69 mph = 0.09 mach
400 cfm = 92 mph = 0.12 mach
500 cfm = 115 mph = 0.15 mach
600 cfm = 138 mph = 0.18 mach
700 cfm = 162 mph = 0.21 mach
800 cfm = 185 mph = 0.24 mach
900 cfm = 208 mph = 0.27 mach
1000 cfm = 231 mph = 0.30 mach
1100 cfm = 254 cfm = 0.33 mach
1200 cfm = 277 mph = 0.36 mach

Any dyno predictions for sat? Also keep in mind I will be using race gas instead of e85 since I don't have it here. Most already know my setup based on this thread.
Pump Gas and race gas map:

I was going to bet that you throw the rod in cylinder 5 before you reach 600 hp :stirthepot:

But then I remembered Bryan is doing the work, not Bobby :icon17:

Good luck with your numbers :tiphat: :driving:

No s h I t right, lmao!!!!!!:bowrofl::bowrofl::bowrofl::bowrofl::bow rofl:

Quote:

Originally Posted by JARblue (Post 3520355)

640whp on pump, 749whp on race gas

That's pretty much where it was before.. To be honest I'm just ready to have my car back and I'm sure it will be fun as hell to drive.... :happydance:
Hoping this time around we can get to 800whp after making a few changes but we will soon see.. I only wish it wasn't so hot right now..

Quote:

Originally Posted by Elmo370z (Post 3520665)

640whp on pump, 749whp on race gas

Quote:

Originally Posted by COSMO (Post 3520667)

801WHP on E85 :tup: Do it early in the AM before it gets too hot.

Just got off the phone with bryan and we are set for tomorrow. All heat cycles went well and he plans on disconnecting the exhaust to see if my existing is bottlenecking while on the dyno.. May need dual 3" coming from my 4 1/2" down pipe.. Fingers crossed...

Quote:

Originally Posted by COSMO (Post 3522424)

4.5" downpipes?! Jesus guy! Good luck today