Forged Performance: Insane 350z Roadster Build...quest for the FI's Top 5
#21
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Nice build....it's good to see threads on here like this. Hope you install high impedance injectors on this car to start with so he can get traction control. I know his build is different from mine and wont react to boost in the same way..but I don't find it fun looooosing traction 80mph + after shifting.
BTW....Romey has not up dated that list in 20 years..I think my old setup is still on there
BTW....Romey has not up dated that list in 20 years..I think my old setup is still on there
Last edited by XKR; 12-04-2010 at 06:44 AM.
#22
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It started happening almost immediately after the kit went in, and just got progressively worse . Wish I knew then what I know now. Could have skipped the TN step...
#26
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Should get the GTM c caps and main girdle. I implore you. http://www.gtmotorsports.com/product...cat=264&page=2
Last edited by Andrei; 12-04-2010 at 07:39 PM.
#27
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Should get the GTM c caps and main girdle. I implore you. http://www.gtmotorsports.com/product...cat=264&page=2
That said, here's a consolidated short list of suggested mods in the build thread so far. We can discuss this whenever you would like!
-E85 Tune (Zivman)
-High Impedance Injectors (XKR)
-Block Girdle and Main Caps (Andrei)
Thanks everyone for your input! And thanks Ryan for being the quarterback...
Last edited by mrkplatt; 12-05-2010 at 04:27 AM.
#30
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The ats carbonetic rear diff works great, but the fluid change interval sux. After the bearings went and the whine became unbearable, I swapped out to a Quaife (and it wasn't cheap doing this after the fact!). If this is a mostly street car, no reason for the ATS carbon LSD.
Is this the 3.8L stroker? In past posts, go-fast has recommended eliminating the squirters and using coated pistons to preclude windage losses. I'm not an engine builder so just throwing it out there as something I would research if I were doing this again. You might want to PM str8dum1 as FP just built this same motor for his car. He's a research maniac so he'll likely be able to give you another perspective in addition to Sharif's expertise of course.
Aiming for 700+ whp with E85 and high impedence injectors = Injector Dynamics 2000cc injectors. A CJM dual pump with dual boost-a-pump voltage booster might save the hassle of wiring/plumbing in a triple pump setup.
Good luck.
Is this the 3.8L stroker? In past posts, go-fast has recommended eliminating the squirters and using coated pistons to preclude windage losses. I'm not an engine builder so just throwing it out there as something I would research if I were doing this again. You might want to PM str8dum1 as FP just built this same motor for his car. He's a research maniac so he'll likely be able to give you another perspective in addition to Sharif's expertise of course.
Aiming for 700+ whp with E85 and high impedence injectors = Injector Dynamics 2000cc injectors. A CJM dual pump with dual boost-a-pump voltage booster might save the hassle of wiring/plumbing in a triple pump setup.
Good luck.
Last edited by rcdash; 12-05-2010 at 08:46 AM.
#31
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ya i'm glad i'm the guinea pig as thats my exact engine build minus the +1mm valves (i went stock sized) and the cams LOL
some thoughts:
i didnt see any reason to go +1mm on the valves and neither does Headgames. The parts are all the same price, but thats probably a good bit extra in machine costs.
i wouldnt worry about the main caps. the standard Injected billet girdle is fine.
for the same price, you might as well get the Injector Dynamics ID1000's high Z injectors as Forged is an ID dealer . bumped fuel pressure and the twin pumps will get your power goals, even on E85.
I would also, skip on the CJ hard line. Buy the twin pump and rail and have forged make all your lines. I'd use -10AN for the feed as well. That way it can be custom routed to fit your car exactly.
Be interested to see how those cams work. If i had smaller turbos I woulda looked at the C9s for sure. You may wanna see about those. More lift and duration
also better bet is to have forged get the DSS pro axles like alot of us use. That way you are not using any of the stock CVs.
some thoughts:
i didnt see any reason to go +1mm on the valves and neither does Headgames. The parts are all the same price, but thats probably a good bit extra in machine costs.
i wouldnt worry about the main caps. the standard Injected billet girdle is fine.
for the same price, you might as well get the Injector Dynamics ID1000's high Z injectors as Forged is an ID dealer . bumped fuel pressure and the twin pumps will get your power goals, even on E85.
I would also, skip on the CJ hard line. Buy the twin pump and rail and have forged make all your lines. I'd use -10AN for the feed as well. That way it can be custom routed to fit your car exactly.
Be interested to see how those cams work. If i had smaller turbos I woulda looked at the C9s for sure. You may wanna see about those. More lift and duration
also better bet is to have forged get the DSS pro axles like alot of us use. That way you are not using any of the stock CVs.
Last edited by str8dum1; 12-05-2010 at 09:48 AM.
#34
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Since most people destroy entire blocks with 4k in parts alone when a bearing goes an extra $1k on GTM c caps and girdle wont hurt.
Yes I know the billet main girdle will be adequate but whats another $600 for C caps on top of the cost of a girdle?
#36
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link to data showing thermal expansion tolerance inconsistencies? sounds like BS to me. so please provide link to your VQ35 based data.
the IP girdle is $250. That means the caps are 950$ extra.
Hmm mine is only 96.5. The GTM 4.0L stroker uses a might longer stroke crank (90mm vs 86.4) with a97mm bore than the BC. Kinda surprised it would be 98mm unsleeved.
the IP girdle is $250. That means the caps are 950$ extra.
But it has been discussed that the stock c caps are subject to thermal expansion causing inconsistencies in the tolerances between the main crank journals and main bearings.
Since most people destroy entire blocks with 4k in parts alone when a bearing goes an extra $1k on GTM c caps and girdle wont hurt.
Yes I know the billet main girdle will be adequate but whats another $600 for C caps on top of the cost of a girdle?
Since most people destroy entire blocks with 4k in parts alone when a bearing goes an extra $1k on GTM c caps and girdle wont hurt.
Yes I know the billet main girdle will be adequate but whats another $600 for C caps on top of the cost of a girdle?
Hmm mine is only 96.5. The GTM 4.0L stroker uses a might longer stroke crank (90mm vs 86.4) with a97mm bore than the BC. Kinda surprised it would be 98mm unsleeved.
Last edited by str8dum1; 12-05-2010 at 03:52 PM.
#37
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i guess me and dimitri (bbs350z) are gonna have to drive across the state to meet up with u ...everything is 15minutes away!! winsconsinzcrew.com is where u need to get on for car cruises and stuff in the area bro! forged took care of me...i know they will do the same for u bud!!
#40
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But it has been discussed that the stock c caps are subject to thermal expansion causing inconsistencies in the tolerances between the main crank journals and main bearings.
Since most people destroy entire blocks with 4k in parts alone when a bearing goes an extra $1k on GTM c caps and girdle wont hurt.
Yes I know the billet main girdle will be adequate but whats another $600 for C caps on top of the cost of a girdle?
Since most people destroy entire blocks with 4k in parts alone when a bearing goes an extra $1k on GTM c caps and girdle wont hurt.
Yes I know the billet main girdle will be adequate but whats another $600 for C caps on top of the cost of a girdle?
Many high hp engines around here with no changes to main caps.