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Engine Pistons
AEBS Racing Connecting Rods
Arias Pistons
CP Racing Pistons
Esprit Pistons
JE Pistons
JUN Pistons
Nismo Pistons
Wiseco Pistons


Connecting Rods
AEBS Racing Connecting Rods
Carrillo Connecting Rods
JUN Connecting Rods
Pauter Connecting Rods


Camshafts
Esprit Camshafts
Impul Camshafts
Jim Wolf Technology (JWT) Camshafts
Nismo Camshafts
Tomei Camshafts


Head and Main Studs
ARP Head and Main Studs


Connecting Rod Bolts
Nismo Connecting Rod Bolts
ARP Connecting Rod Bolts


Crankshafts
AEBS Racing Crankshafts
JUN Crankshafts


Cylinder Sleeves
AEBS Racing Cylinder Sleeves
Darton Modular Integrated Deck (M.I.D.) Cylinder Sleeves


Stroker Kits
AEBS Racing Stroker Kit
JUN Stroker Kit


Heads
AEBS Racing Heads
Nismo 46cc Heads


Head Gaskets
Cometic Head Gaskets


Valves
Ferrea Valves
Jim Wolf Technology (JWT) Valves


Valve Springs
Ferrea Valve Springs
Jim Wolf Technology (JWT) Valve Springs


Valve Retainers
Ferrea Valve Retainers


Valve Guides
Ferrea Valve Guides


Thermostats
Nismo Low-Temperature Thermostat

 

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The stock Z motor seems to reliably handle around 400-450 whp, assuming fuel, timing, etc have all been taken care of. If you want to make more power than this you need to build up your motor to handle the increased stresses of boost.

The most basic built motor includes upgrading the rods, pistons and fasteners (main and head studs). More advanced setups may include headwork (port/polish, cams, valves, springs, etc) or block strengthening (liners, sleeves, etc).



Pistons
Along with the connecting rods, replacing the stock pistons is an essential step to building your motor. When doing a FI buildup you generally pick pistons that lower the static compression ratio, enabling the engine to tolerate more boost before detonation occurs. The downside to lower compression is a loss in off-boost performance. Twin turbocharged Z's generate plenty of low-end torque and can comfortably go as low as 8.5:1, while centrifugal supercharger applications may want to stay in the 9.x:1 range (stock is 10.3:1). In order to maintain proper piston-to-wall clearances, the cylinders are typically bored 0.020 over stock. This gives

The following companies offer pistons for the VQ35:

AEBS
Arias
CP
Esprit
HKS
JE
JUN
Mines
NISMO
SGP Racing



Connecting Rods
Along with the pistons, replacing the stock connecting rods is an essential step to building your motor. Despite being forged, the stock rods are among the weaker components in the engine and must be replaced with stronger aftermarket alternatives. Some brands offer several models depending on what power levels you're looking for, but all should be a significant improvement over stock.

The following companies offer rods for the VQ35:

Carrillo
Crower
HKS
JUN
NISMO
Pauter Machine






Opinions:
I found this article concerning interesting alternatives to full blown forged internals:

https://my350z.com/forum/showthr...&highlight=Cryo

I actually think a cryo treatment on top of a forged motor would be ideal for high boost setups. As for my car, I plan on running 300rwhp NA. I am also considering bumping the rev limiter up to 7200 (not sure if its worth the risk yet though). In my case, I would simply use forged rods, con rod bolts, beefy valvesprings and retainers.




When building a motor one of the weak points of the 350Z motors are in the heads. If done correctly you can pick up major gains. Ferrea makes an awesome valvetrain kit. They have a couple of different options for valve sizes and valve springs. The exhaust ports on these heads are very restritive when ported properly the gains are very noticeable for a N/A or FI vehicle.The stock intake ports work well for being stock but smoothing things out will give you additional power.
--AH@EXTREME

 

Credit to:
Me
JeffesonM
reavtek
AH@EXTREME

 

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