I'll say no, based on the fact that a 6MT lsd doesnt fit inside the 3.3 pumpkin as the ring gear IIRC is larger on the 3.3. You can fit a Quaife LSD though...

 

I'm a little fuzzy on the details, but I talked with performance nissan a couple years ago and I think they said the 3.3 FD will fit in the 6MT housing, but you had to use a 6MT LSD with the 6MT diff

I believe you can also put the 3.5 FD inside the 5AT's diff as well, but you'll have to use a 5AT diff that fits the smaller 5AT diff

 

You still need to pair a 3.538 diff with the ring gear, and like wise for the 3.357. The ring gears are 2 different thicknesses, and the diffs are designed appropriately for each.

I have the 3.357 housing, that was rebuilt using the 3.917 ring gear and a Quaife designed for the 3.538. Its a lot more complex than a ring gear swap, or diff swap. Its feasible, but it requires a complete rebuild, ground up. The only reason we took this route was because my donor diff was an '03 3.538 and the companion flange wasn't mating to the driveshaft on my '05. So we had to take parts from both diffs to rebuild my '05 3.357. Its time consuming and not an easy task. It was a real testement to how good a mechanic Frank at AAM is.

What I don't get is why everybody who steps from the 3.538 to the 3.357 stays with the weak *** VLSD. Its basically an open diff with training wheels.

 

Yes, you should be fine.

We just installed the 3.3 gears in our 6mt diff with the cusco LSD in the Time Attack race car, that along with the new power (twin JWT BB 850's ) should be a good combination.

 

I like the stock diff, it works well, and isnt noisy. Until I blow it/ruin it racing I wont upgrade. Ive cut 1.7 60ft's with it launching conservatively, what has spending $$$ on a Quaife gotten you at the track?

 

OK so it does fit and is it the same LSD in the 3.3 as the 3.5? How's the cusco does it make alot of difference? Thanks for the info.

 

We will see in about a week . Car gets dynoed & tuned on friday, then off to the track to test everything next weekend.

 

Please keep us inform on how the 3.3 works on the road course, as I am getting ready to throw in a 3.3. Are only concern was that is might be a little laggey for road course use, but with high Hp i think that should not be an issue. JWT BB 850's is that the Garrett Gt 28/30 turbos??

 

I can assure you with 500+whp 3.3FD doesnt feel laggy. 50mph in 3rd it still pulls (out of powerband) To bad my plenum cracked I would have let you drive my car down at Z day Z Luie, by the time it was fixed I was out ragging it!

 

Yeah, you were pretty happy to have that thing back and running.

 

Yes it is.

And I will update you on how I like the 3.3 FD gears at Willow Springs. We have now tried the 3.91's and the 3.50's and I learned real quick (at least for me) the car loved the taller ratios, so it should be even better with the 3.33's.

 

How much power do you track with? And on what dyno?

 

Sweet! Jim is sending me those BB850's with my kit, however we are going with a bigger FMIC. Hopefully the car will be ready for the "redline time attack in RA" .
IYO you think the 3.3 is going to be the way to go on the road course? Well I hope so, cuz I have one ready to put in with ATS LSD.

 

Luie, what is estimated power output with that kit? Pump gas/race gas? Potential?

 

When I put in the 3.3 pumpkin at my tune of around 450 whp, the car felt noticably laggy. after the retune at 500+, the car was perfect, you can do a lot of driving in 2nd through 4th now

 

We will see after the car gets tuned at JWT. This particular car in the past has only had the BB530's and when it was first built made 554WHP and 690TQ. @ 14 PSI. After a solid year of beating the **** out of those little turbo's we noticed we were getting excessive heat and it was creating heat soak. So, when we recently dynoed the car we were making only 470WHP @ 15.1 (maxed out) PSI, and that was prior to heatsoak setting in which noticably killed a bunch of power at the track. That's all the power we have been able to compete with.
We can usually get within a few WHP (corrected) give or take, between 3-5 local dyno's (DynaPack, Dyno Dynamics, and Dyno Jets). They are calibrated frequently and are owned and opperated by a few different shops. The new turbo's are going to start at 17 PSI (waste gate springs) and we will build up from there once we get some other stuff dialed in and a better clutch . The increased efficiency should also help with the heat issues this Summer.

 

Would love to have the funds and the time to get out there for that.

Going off of all the track testing we have done with gear ratios lately, I am banking on the 3.3 being an improvement (we will see)

 

Well since a regular 700BB kit was just tuned @ 500hp @13psi,with no head work, and the 850BB have a GT30 compressor well I am sure you can do the math.. There is just way to much heat during a road course session to not be running BB turbos (water cooled). Any place were you can be efficient at keeping temps down is a plus. In drag racing you can do three to four hard runs and just pull over and let it cool down, so there is much more temp control in that venue. I my be very wrong, but my gut instinct tell me to go with another set of BB turbos, and Jim has given me the opportunity to runs this set up, with the help from Mike @ VRt, and Sharif. As I said this car will be a track car not a show.

WA2GOOD
Well then I will defintly look forward to runningthe 3.3.

 

Although this car will be a C16 race fuel only car now, we have seen over 550 WHP @ 14 PSI with the BB 530's (on this car), and we have seen 760 WHP and 824 TQ. @ 20 PSI & well over 800 WHP @ 24 PSI with the BB 700's, so I am pretty sure we will see WELL over 600 WHP on the wastegate springs alone (17 PSI) on these BB 850's

 

No offense bro (wa2good) but that dyno I assume JWT's is on crack. Show me a 800whp Dynojet or even 700whp and I'll believe it.