Custom 3" Intakes on VQ35HR project....
07-12-2014, 06:57 PM
#241
I bought the heat shields that are supposed to go with their HR system, and it worked. I know its not a fully enclosed airbox but I'm sure it does something to help! I think it seals when the hood closes with the rubber material that comes with them. and it blocks the heat from the cooling fans as well which is great.
Also - Nice to see your gains!
Also - Nice to see your gains!
11-26-2014, 11:06 PM
#247
Registered User
11-27-2014, 09:04 AM
#249
Registered User
11-27-2014, 12:11 PM
#251
Registered User
11-28-2014, 04:49 AM
#252
Hardest Setting
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Join Date: Feb 2008
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Okay due to much requesting here is a run down of the build and parts used. The car is an 09 sport 6mt and since I live near GTM I dropped by and went over what I wanted with Sam and went ahead and dropped my car off. The project was set to take a Mid level approach to an NA build as I wanted to see what could be done on the stock block and heads, and I also wanted to prioritize mid range power to suit my driving style and only moderately increase Upper rpm power. The plan was layed out to include a new manifold and fuel rails, new throttles, new intakes, new headers, open exhaust but still quiet enough to drive it around, a bulletproof clutch setup, dry sump oiling, increased cooling, and to run dual fuels and see if there was any gain to be had on E85. *as I get more pictures sent to me I will add them in here*
For the manifold it was decided to go with the GTM ITB setup, but it was custom converted to twin 3" throttles and DBW to run on the factory ECU(VHR throttles would also work so that the setup could be used on a car without swapping the throttle bodies). To go with the bigger manifold and throttles a new 3" cold air intake was fabricated using two GTM stage2 supercharger 5" air filters and velocity stacks to make sure the air had a completely unrestricted path to the valves for maximum power. As I track the car occasionally it was a must that the whole setup fit under the factory strut bar as well. New billet fuel rails were made to match the new runners and setup to supply them from the factory returnless fuel line was made since going returnless wasn't worth it at this point in time.
In order to spin the car up past 8000rpm more reliably as well as avoid any oil supply issues a dry sump was decided upon to lubricate the motor. I looked into the existing Dailey's Engineering kit and was going to purchase it until i got the final price and broke out in a cold sweat, since the pan and pump was $7000, needed a custom solid aluminum motor mount, and there was like $10k additional in parts to get the pump to fit with the accessories and actually make the system work. After talking to Sam I decided to let GTM develop a new cost effective solution to this problem and he came through with a Billet oil pan, Peterson Fluid Systems R4 4-stage drysump pump, and peterson tanks,breathers, filters. In order to keep the costs down it was decided to make a billet bracket to replace the air conditioning with the pump and make the pan so that lines could be run to it. The A/c can be reinstalled down the road by using the GTM Bracket kit to move the alternator and power steering up and mounting the pump on the passenger side but for now I decided to save a couple grand and drop the weight of the a/c system. Oil capacity is now 12.5 quarts and I need to install a smaller cooler in the system as my oil temps have not gone over 190 since the system was installed. The kit also uses a high capacity racing oil filter and light wieght synthetic braided AN line for the low pressure side and stainless on the pressure line for safety. A peterson Vacuum regulator and new breather set up had to be fabricated to control the engine vacuum generated by the massive new oil pump down to 14"Hg. The vacuum pulled by this pump eliminated windage and gave us a nice Hp gain as well. To drive the pump, an adapter was made to reuse the factory crank pulley, but since I had saved money on the system I opted to go for the full ATI underdrive super damper setup Sam has to help out with high rpm crank vibration as well.
For cooling I decided on the GTM 70mm radiator and reusing my OEM fan assembly as well as a flush and switch to the nissan blue coolant, simple and effective.
In order to never worry about the clutch hydraulics it was decided to replace them with all new race worthy components. GTM came up with a Tilton racing hydraulic release bearing setup, with a new tilton large bore master cylinder for lightning fast clutch release and engagement and to make it so other people don't want to drive my car haha(it's really heavy). While I was in there I opted to go for an OS Giken Grand Touring twin plate as well to cope with future abuse, and a GTM bolt on clutch pedal stop to shorten my shift times.
After Dynoing the car with the above it was decided that there were serious exhaust issues and air was backing up in the engine(as well as my head gasket had blown) so to free up the breathing a set of JUN 11mm lift 282 duration exhaust cams was installed and a set of Z1 headers was ordered and modified by GTM for the car with VHR flanges to work with the existing GTM resonated test pipes.
To support the higher fuel demands of E85 a set of 600cc injectors and a Walbro 255lph pump was installed to work with the new rails and modified returnless setup.
After that I pulled the car out and got some Nismo's, and worked on the suspension while I waited to get it tuned, which was decided to be done at Specialty Z. After talking to Seb and leaving him the car Uprev was flashed and final tune results ended up at 361whp/290wtq on 91octane and 371whp/296wtq on E85. Torque is plentiful on both fuels with E85 having more than 275lb/ft available from 3500-6500rpm and with horsepower continuing to build past 8200rpm. For the graph the Green line is stock, the Dark BLue line is average bolt-ons the red line is E85, and the blue line is 91oct
For the manifold it was decided to go with the GTM ITB setup, but it was custom converted to twin 3" throttles and DBW to run on the factory ECU(VHR throttles would also work so that the setup could be used on a car without swapping the throttle bodies). To go with the bigger manifold and throttles a new 3" cold air intake was fabricated using two GTM stage2 supercharger 5" air filters and velocity stacks to make sure the air had a completely unrestricted path to the valves for maximum power. As I track the car occasionally it was a must that the whole setup fit under the factory strut bar as well. New billet fuel rails were made to match the new runners and setup to supply them from the factory returnless fuel line was made since going returnless wasn't worth it at this point in time.
In order to spin the car up past 8000rpm more reliably as well as avoid any oil supply issues a dry sump was decided upon to lubricate the motor. I looked into the existing Dailey's Engineering kit and was going to purchase it until i got the final price and broke out in a cold sweat, since the pan and pump was $7000, needed a custom solid aluminum motor mount, and there was like $10k additional in parts to get the pump to fit with the accessories and actually make the system work. After talking to Sam I decided to let GTM develop a new cost effective solution to this problem and he came through with a Billet oil pan, Peterson Fluid Systems R4 4-stage drysump pump, and peterson tanks,breathers, filters. In order to keep the costs down it was decided to make a billet bracket to replace the air conditioning with the pump and make the pan so that lines could be run to it. The A/c can be reinstalled down the road by using the GTM Bracket kit to move the alternator and power steering up and mounting the pump on the passenger side but for now I decided to save a couple grand and drop the weight of the a/c system. Oil capacity is now 12.5 quarts and I need to install a smaller cooler in the system as my oil temps have not gone over 190 since the system was installed. The kit also uses a high capacity racing oil filter and light wieght synthetic braided AN line for the low pressure side and stainless on the pressure line for safety. A peterson Vacuum regulator and new breather set up had to be fabricated to control the engine vacuum generated by the massive new oil pump down to 14"Hg. The vacuum pulled by this pump eliminated windage and gave us a nice Hp gain as well. To drive the pump, an adapter was made to reuse the factory crank pulley, but since I had saved money on the system I opted to go for the full ATI underdrive super damper setup Sam has to help out with high rpm crank vibration as well.
For cooling I decided on the GTM 70mm radiator and reusing my OEM fan assembly as well as a flush and switch to the nissan blue coolant, simple and effective.
In order to never worry about the clutch hydraulics it was decided to replace them with all new race worthy components. GTM came up with a Tilton racing hydraulic release bearing setup, with a new tilton large bore master cylinder for lightning fast clutch release and engagement and to make it so other people don't want to drive my car haha(it's really heavy). While I was in there I opted to go for an OS Giken Grand Touring twin plate as well to cope with future abuse, and a GTM bolt on clutch pedal stop to shorten my shift times.
After Dynoing the car with the above it was decided that there were serious exhaust issues and air was backing up in the engine(as well as my head gasket had blown) so to free up the breathing a set of JUN 11mm lift 282 duration exhaust cams was installed and a set of Z1 headers was ordered and modified by GTM for the car with VHR flanges to work with the existing GTM resonated test pipes.
To support the higher fuel demands of E85 a set of 600cc injectors and a Walbro 255lph pump was installed to work with the new rails and modified returnless setup.
After that I pulled the car out and got some Nismo's, and worked on the suspension while I waited to get it tuned, which was decided to be done at Specialty Z. After talking to Seb and leaving him the car Uprev was flashed and final tune results ended up at 361whp/290wtq on 91octane and 371whp/296wtq on E85. Torque is plentiful on both fuels with E85 having more than 275lb/ft available from 3500-6500rpm and with horsepower continuing to build past 8200rpm. For the graph the Green line is stock, the Dark BLue line is average bolt-ons the red line is E85, and the blue line is 91oct
11-30-2014, 12:03 PM
#256
Registered User
11-30-2014, 01:29 PM
#257
LOTS of money in that setup, wanna hazard a guess as to what GTM charged him to install the cams? Also, that 340hp package isn't whp.
11-30-2014, 02:31 PM
#258
Registered User
Did you read the full thing? He spend 10K on the dry sump and accessories. Not necessary for the power but might be responsible for 10hp out of it.
LOTS of money in that setup, wanna hazard a guess as to what GTM charged him to install the cams? Also, that 340hp package isn't whp.
LOTS of money in that setup, wanna hazard a guess as to what GTM charged him to install the cams? Also, that 340hp package isn't whp.
It is called z1 vq37VHR 400HP package. Good for 400hp or around 340whp. Here is the link. And he actually said "After talking to Sam I decided to let GTM develop a new cost effective solution to this problem" He did not go with the 10k dry sump set up. They made a more cost effective version.
https://www.z1motorsports.com/g37_37...r7loji9tu02aa2
Last edited by The_Assassin; 11-30-2014 at 02:37 PM.
01-03-2015, 12:48 PM
#260
Registered User
What do you guys think about the heat shield that injen makes. I wonder if it would work well with the 3inch intake. or maybe the one that murray is using is better since it seals once the hood is shut.
http://store.newlevelmotorsports.com/ininheshfor2.html
http://store.newlevelmotorsports.com/ininheshfor2.html
Last edited by The_Assassin; 01-03-2015 at 06:50 PM.