Can you order this kit and have an experienced machine shop install everything or is AEBS required to do the install. I keep hearing that AEBS is slow and I don't have time to waste.

I plan to match it up with the APS TT kit with larger turbine housings (.86 A/R)

I always wondered if the engine management included with the APS kit would work with a stroker kit?

 

Actually the kit is sold in kit form, not as an installed package). While they CAN do the install for you, its absolutely not necessary

Adam

 

they still have to sleeve the block for you.

also, stroke the motor all day but what are you gonna use for a headgasket? as far as i know there is currently no solution so that one could even build a 4.3L motor.

 

I'd HIGHLY recommend standalone engine management if you're going with such a setup. Besides, the cost of a standalone ECU is peanuts compared with the cost of the stroker and APS TT..

Then again, I'd never recommend stroking the VQ anyway, so maybe you don't care about my recommendations.

 

What are your issues with stroking the VQ? I'm not questioning your position, just wanted to hear what knowledgable people think.

 

I was told the headgaskets should be out next month.

 

Why would this be required?

Who makes a standalone engine management for the 350z?

 

Thats good news.

I am surprised they have the 4.3L kit for sale yet no headgasket is included..

I can definately wait for it..

 

supposedly the cranks are also backordered for 5-6 weeks.

 

Thats strange.. for something to be on backorder.. there must be many people ordering these. How many ppl are buying this kit?

 

They have my block right now and yes the cranks are backordered. I talked to a tech guy at Cometic Gasket today. He told me there were alot ordered. Now I don't know what "alot" is and I don't know if AEBS ordered alot to keep in stock.

 

Short answer:

Stroking an engine usually boosts low-end torque, while hurting high-end breathing. The VQ35DE already has plenty of low-end torque, thanks to 3.5L of displacement. The area where the stock VQ really disappoints is in the upper end of the RPM range. Even with a relatively low 6,600 RPM fuel cutoff, the stock cam profile won't allow the engine to breathe enough air to keep making power to redline. Increasing the engine stroke raises piston speeds, and high-RPM engine breathing becomes an even bigger issue. I'd MUCH rather see a VQ running stronger internals and a more aggressive cam, making power until 7,500-8,000 RPM.

Longer answer:

I really dislike the effects stroking has on piston speed and acceleration. I made a post a few months ago where I showed calculated mean piston speed and acceleration for a variety of high performance motors, including the stock and stroked VQ, F20C, LS6, 2JZ-GTE, and a Ferrari F1 engine.

Higher pistons speeds combined with larger piston bore yields a much larger combustion chamber volume, which is harder to fill at high RPM. VE goes down, killing high-RPM performance. A turbo can only do so much to counteract this issue.

The high mean piston speed also results in the piston actually starting to "out-run" the flame front, and you have to advance the spark to compensate. Advancing the spark with a highly compressed volume of air and fuel will lead to pre-ignition. All in all, it sets up a really nasty set of consequences that can be dealt with on short lived drag motors, but you really don't want to have these issues on your street car.

Even worse, ultimately, high mean piston speeds are very bad for engine reliability and really put severe stress on even the strongest of forged pistons.

I'd be interested to hear other people's opinions on this, but my personal opinion is that the stock bore/stroke, combined with stronger internals, an aggressive cam, a raised fuel cutoff, and a healthy dose of boost will yield good low end torque with more high end power than most anyone knows what to do with. In short, a killer combo.

 

Because piggyback engine management is a band-aid solution that only works for low-boost setups because you can get away with slightly larger injectors and a tune for a little more fuel.

A 4.3L stroker motor under high boost will need massive injectors and a lot of tuning on the spark curve in addition to air/fuel. Standard piggyback systems won't be able to handle this.

Regardless, you would have a bigger issue with the MAF. Your engine would flow more air at 3,000 RPM than the stock motor breathes at redline. You would quickly overcome the MAF limits and put the stock ECU in its so-called "limp" mode. It simply won't work.


HKS has the F-CON V Pro, which only a handful of dealers in the US can program. I believe phunk (Charles) who posts regularly here is one of the HKS Pro dealers and the only one to date who has talked about a successful F-CON install on a 350Z.

Outside of this option, anything you wanted to setup would be somewhat custom. I like the Electromotive TEC-3 and the Motec systems. Motec should be able to control the VTC solenoids, but the TEC-3 cannot. With an aggressive cam selection, it would be very benificial to be able to tune the VTC for optimum breathing across the RPM range. There are a lot of details, I suggest you research further before selecting lots of expensive parts.

 

God damn.. talk about bursting my bubble.. lol

 

Another stand-alone is the Autronic. This is much like the Motec stand-alone. Another issue you will face is that most stand-alones don't support is "Throttle by wire". The only one that may is the Motec but even then I am not sure. It is not hard to install a Throttle by cable if you still want to go this route.

I will be posting all my numbers when the car is done.

 

sorry to be the bearer of bad news. all of this is definitely possible, I just don't think it's something to be attempted without doing a lot of up-front research.

If you want the easiest turn-key solution to high power, a built motor with an APS kit and an F-CON V Pro is probably the way to go (in my opinion). I'm sure phunk can fill you in on the details of the F-CON.

 

sure... i was the first to run one in a stateside Z and still the most succesful with it.

I have filled in details on the F-CON system to countless people from this forum... but I have yet to sell or install a single one for anyone else (with a 350z).

When the AEM EMS comes out for this car we will be flooded with a whole new bunch of **** poor running to excellent running high HP 350z. People that have no duty trying to tune a standalone EMS getting knee deep in by far the worst EMS software ever will cause the poor running ones, and those who bothered to spend months learning and accepting the horrible software will have great running cars. I cant wait for the AEM EMS... it will not only double my competition, but it will also destroy half my competition

 

JUN has a stroker kit also. But I was wondering if lengthening the stroke takes away top end power then why not just add more aggressive cams to balance it out. If thats not enuff then a VTC Pulley as well. Anyways, I maybe wrong, but its better if Im right. Besides, for the daily driver, isnt more low end torque better than high power produced in upper rpms.

This may contradict some things but if losing high end power with a stroker kit is an issue..... maybe these could compensate. (In addition to or without turbo)

More aggressive cams
Higher Flow Plenum

Theres more stuff but if Im wrong I dont wanna take up 2 much space.

 

the AEBS stroker kit doesnt make the rod ratio any worse then the Toyota 3SGTEs that we have stroked and taken to 9000RPM.

 

stroke does not take away top end power, people are misinformed.