I just saw this post and thought I would answer for anyone else who wants to know. A ? angle valve job refers to where the head of the valve seats. The optimal seal for a valve would be a totally rounded off valve seat. Since this is nearly impossible, they grind the seats flat on many different angles. That is why many people say they are getting a 3-6 angle valve job. Each costing more and more money because of the talent involved. So with each increasing number of angles, you are in essence trying to make a more rounded off edge for the head of the valve to seat on. I hope I explained that well enough to visualize.

 

I just saw this post and thought I would answer for anyone else who wants to know. A ? angle valve job refers to where the head of the valve seats. The optimal seal for a valve would be a totally rounded off valve seat. Since this is nearly impossible, they grind the seats flat on many different angles. That is why many people say they are getting a 3-6 angle valve job. Each costing more and more money because of the talent involved. So with each increasing number of angles, you are in essence trying to make a more rounded off edge for the head of the valve to seat on. I hope I explained that well enough to visualize.

 

^ Double Post

Wow 6-angle valve job has to be expensive. How much are the nismo blanks. They would have to be like buying new cams. So $1000 plus the cost of regrinds with is about $150-$200 per a cam from crane. So about $600-$800. So this is definatily race application, that is mucho money.

 

the cams come as blanks though, so I don't know if you can just regrind them, or if its more specialized than that?

 

There was absolutely too much information in an article about injector sizes that i read in GRM magazine, so you'll have to get it or go to there website to read it, basically addressing the issue of injector size. In short it stated that engineers use the smallest injectors for the target hp. (for multiple reasons; fuel efficiency, smooth idle at low rpm and emissions) If you start adding hp with bolt-ons you could be running too lean (regardless of the octane) and not getting the full benefit of your hard earned money you spent on all those parts and eventually ruin your engine in the process! So basically if your adding hp you need to use the formula they give, which they state is an industry standard, get the appropriate size INJECTORS adjust your timing and get an ecu flash as necessary.

 

VQ30DE Steel valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm

Stem In: 5.965 - 5.980mm
Stem Ex: 5.945 - 5.960mm

Length In: 97.32 - 97.82mm
Length Ex: 94.85 - 95.35mm

Valve seat angle 45º15' - 45º45'

VK45 Titanium valve;
Face In: 36.0 - 36.3mm
Face Ex: 31.2 - 31.5mm

Stem In: 5.972 - 5.980mm
Stem Ex: 5.962 - 5.970mm

Length In: 96.57mm
Length Ex: 94.50mm

 

VQ35DE Steel valve
Face In: 37.0 - 37.3mm
Face Ex: 31.2 - 31.5mm

Stem In: 5.965 - 5.980mm
Stem Ex: 5.955 - 5.970mm

Length In: 96.12 - 96.62mm
Length Ex: 93.65 - 94.15mm

Valve seat angle 45º15' - 45º45'


Well it appears that I ahve been beaten to the punch of playing around with VK45 valves. I plan to see what is involved in fitting the VK45 exhaust valves into some stock VQ35 cyl heads. New shims should do the trick.

 

Bumping to keep hope alive. Lol.

 

what is the deal with these? Im dumbfounded that there is no interest in these?

 

have you seen the price of these?

 

hey has anyone successfully installed these heads yet? If so what all is required to do so? What were the gains? I WAS interested in these but after reading this thread I think my interest has gone more the the AEBS stroker kit....