Just got them last week, they are made by Jenvey, 45mm bore, 30mm tall. They're very compact and feature an ingenious lever and spring system which is very compact too. The levers currently face up but the bodies will be turned around so they face the engine, clearing the plenum floor for a low profile. The 2 banks will have to be preciously matched and I have yet to find a way of doing so. Some modifications to the lower manifold are required.

 

Typical add on is the increased runner lenght, up by 50mm since the original plenum floor also serves as the runner end and the extra 30mm and 19mm from the velocity stacks + the new plenum floor (5mm) lengthen the system. This is in fact an improvement over stock since the stock system is extremely short. Nissan tried to compensate with a variable plenum design for the vg30det.

 

 

 

 

 

 

The engine will see 2 Porsche 996 turbo's along with custom manifolds. It already has ARP head studs and Tomei steel 1.2mm head gaskets. I will probably also have the low end done with forged JE pistons and Eagle rods. Cams may be used if required.

 

-Rutger

You obviously need to have a vacuum tapping on the runners then use a DP meter or manometer to equalise all the other bodies to the master.

 

A what for a what ?.

It's when I read posts like this, it really hits home how little I know about what I thought I knew a bit about LMAO ! :bow:

Nice work!

To sync the bodies, presuming you can't get it to idle well enough without the maf to use a flow gauge type balancer then you can compare the vacuum readings from each runner. You obviously need to have a vacuum tapping on the runners then use a DP meter or manometer to equalise all the other bodies to the master.

Jenvey describes a way which involves an airflowmeter, probably much like a carb tester. The idle and test takeoff points must be welded onto the runners yet, but since the fuel rail isn't complete either, that will go together. It's important to keep the vacuum hoses as short as possible or they will have to be made larger in diameter bringing it's own problems with it.

 

I will be using a MAP based system with Tomei 260* 10.25mm procams. This won't do the idle behaviour any good but it will make up for a responsive engine:hyper: Will also prevent the problems with the AFM vacuum testing since no plenum is required. Can't wait to hear it rev without the plenum on top:eek:

 

I also junked around 15kg from the lower end with the forged internals, carbon clutch and lightweight pulley.

Jenvey describes a way which involves an airflowmeter, probably much like a carb tester.

Can't wait to hear it rev without the plenum on top:eek:

 

Cool, in that case, yes it's just a carb balancer you use.

It will sound awesome, believe me, just got my VH45DE running on ITB's, video here; http://uk.youtube.com/watch?v=ncxR7xNcSfI no trumpets on them yet but made the flange pattern same as jenvey so I can use theirs.

Your stuff sounds mean:eek:

I would have made the shafts in line though but you'll probably never notice the difference.

Your stuff sounds mean:eek:

I would have made the shafts in line though but you'll probably never notice the difference.

 

YEah it is more compact that way. Still if it's good enough for bugatti ....

I was wondering, would it be an easy swap to put a vg30det in a 300zx (for the single turbo benifits e.t.c.) ??

is this instead of the plenum?

i thaught you could only have ITB's on NA machines not turbo?

 

as the intercooler pipes go to the throttle?

i thaught you could only have ITB's on NA machines not turbo?

 

as the intercooler pipes go to the throttle?

 

sorry just read page 2 :slap:

I was wondering, would it be an easy swap to put a vg30det in a 300zx (for the single turbo benifits e.t.c.) ??

 

It's not really worth it. The vg30det is in fact not as good as the vg30dett. It's in the heads, the vg30dett uses a way better port profile on both intake and exhaust. However, the round exhaust ports on the vg30det allow easier fabrication of a custom manifold, since it's not required to press a round tube into an oval shape. This improves airflow as there's no diameter increase.

 

The vg30det uses a different engine mount on the turbo side, like the Z31 turbo, the compressor entrance interferes with it. So Nissan moved the mount further up front and the cars these engines came in used different subframes.

 

Even with an intercooler it won't be such a powerfull engine as the vg30dett. If you made a custom exhaust manifold you could push the turbo further to the firewall increasing airflow in the manifolds, but to be honest, it's alot of work and it's not really worth it. The stock intake manifold is way better on the vg30dett as well, unless you want to run 9500rpm ;)

paul is selling a slicktop for 500 quid with no engine?

 

Yep, i was going to have it but i never heard anything back from him with everything going on in the end.

 

Would be a good shell, it's a series 2 as well so electric seats both sides, velour upholstry etc.

Slowly making progress. The lower manifold still needs to be tapped for the TB's to fit upon it, but the upper plenum is about done and I will be taking it to the welder this week.

 

Making the plenum fit to the plenum flange, 5mm thick aluminum. The ground plate was 5mm too but I decided to double it's size for added strenght.

 

 

The steel plate is 10mm thick and fully bolted to the flange avoiding warping during the welding process.

 

 

It sits of center but gives a general impression of how it will look like. 2 Apexi bov's will be fitted to these coldpipes.

 

 

This is one of the 2 exhaust manifolds I was working on, taking up much of the time for the plenum.

 

 

 

 

 

 

Some nice pipework Rudi.

Making more progress. The lower manifold has been tapped as well as the plenum floor. I had to cut small amounts from the sides of the stacks to clear the bolts. I could have build it so that the bolts would have lead through the stacks themselves and bolt it to the lower manifold, but this would have ment that the other 2 bolts for each TB had to be torqued down first, resulting in uneven pressure.

 

The 'wheels' that you see up front link the 2 banks together with a steel wire, for a perfect synchronization of all 6 TB's. The aluminum plate is fitted with bronze bushings.

 

 

 

 

Short video of how they work;

 

Really good to see this coming along mate :hyper:, will have to check out the vid to when i'm not in work

 

look forward to some further updates :)

That looks truly amazing work there, great stuff! :D

The manifold is not far from being done. Just need to make a fuel rail and vacuum ports;

 

 

 

 

I havnt got a clue what is going on.

 

But all the best :cool:

wow you are one skilled man. You say that you doing custom rails, are there ones on the market that will fit, or are you going to design them you self. What power are you to expect?

 

Damien

At first I wanted to use the stock ones. However, there's 2 problems with them. First, they use a hose coupling for the injectors, both use barb style fittings. The new top feeds require a press-on fuel rail. Second, even if I got the stock rail to fit, the stock rail hangs on the injectors and therefore has no brackets. It would be very hard to weld them on since the rail is soo thin.

 

I want to solve this by making a bunch of 11mm ID stainless pipes that slip over the injectors. The fuel rail will be built by either a square or round tube and welded on to the on the 6 pipes. The new rail will be much thicker and easier to weld brackets on. I will have to get them welded by an expert with backing gas to prevent those nasty 'burnmarks' on the inside.

 

Turbo's are Porsche 996 should be good for at least 500rwhp. Engine has JE pistons/Eagle rods/ Tomei 260-10.25 procams custom manifolds 3" exhausts ATS carbon metalic clutch etc..

are u keeping the variable valve timing ?

The Tomei solid lifter procams require disengaging of the vtc. You can leave the stock pulley and solenoid in place but they won't do anything anymore as the oil passage through the cam is blocked.

The Tomei solid lifter procams require disengaging of the vtc. You can leave the stock pulley and solenoid in place but they won't do anything anymore as the oil passage through the cam is blocked.

 

would you recomend to delete vtc . as iam planing to do so just want to find pros and cons . is the car still going to be streetable ?? sorry for the off topic question ..

I have never driven a 300zx without the vtc and these cams. But if the cams are well setup with adjustable sprockets there should be no problem with these 260 and even the 270 cams.

Late update. The fuel rail is a custom job, based on 16mm tube with a 3mm wall. The tubes were cut to size on a lathe and the holes drilled to exactly 108mm (stock vg30 cylinder centre distance). I had to weld pipes with a small angle as the Aeromotive FPR with the swivels was just a bit wider then the fuel rail ends. The wled on fittings point exactly forward though. The feed line comes from the front of the rail through 2 180* swivels with braided hose. The shop was out of stock on them, should be getting them next week. The water pipe leading to the interior heating don't fit correctly anymore, have to cut it 2cm shorter and weld it.