quickest Nissan powerd Nissan...ever
#22
With the way most people act on this forum you will never really see any of the fast VQ's on here.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
Last edited by meatbag; 08-07-2012 at 05:57 PM.
#23
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With the way most people act on this forum you will never really see any of the fast VQ's on here.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
So are the cams likely a custom grind for that power level instead an off-the-shelf cam? It would be cool though if more of the specs were known for that car. I'm particularly interested to know how high they're revving that motor and some details on their oiling system.
#24
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With the way most people act on this forum you will never really see any of the fast VQ's on here.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
Cam specs are closely guarded when your at that point in racing. Otherwise building a motor like that is not as hard as people think you just have to know what it takes and it basically applies to any motor you build for a car like this.
#26
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Hell inconel 718 studs, ARP 625, or ARP 3.5 (maybe even armet!) would be needed for this engine I'd bet my *** on it. Probably torqued to all hell too.
Unless they went real fancy about it... There's the old "weld the head to the block" addage :P One of the rb26 cars did some kind of 'f1 technique' to attach the heads to the block... Still have no idea what that actually means.
Race shops like that typically don't go on forums from what I see... and when they do they don't post too many useful 'secrets'.... definitely wouldn't post that kind of stuff on here.
Last edited by Resmarted; 08-07-2012 at 08:00 PM.
#27
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^^ hell Yea that about sums it up...
+1 for this.. Definitely curious to kno specs.. I looked while at work today n couldn't come up with much more than what was previously posted..
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
Last edited by 350zion; 08-07-2012 at 08:03 PM.
#28
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^^ hell Yea that about sums it up...
+1 for this.. Definitely curious to kno specs.. I looked while at work today n couldn't come up with much more than what was previously posted..
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
+1 for this.. Definitely curious to kno specs.. I looked while at work today n couldn't come up with much more than what was previously posted..
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
I doubt you'll find a better material for cylinders than what darton uses. I've never read about one of those sleeves breaking, but I don't know anyone personally that has run them... I'm sure eddie hal or dustin would be able to answer that.
EDIT:
Derp. thought you were talking about aftermarket sleeves.... didn't read the word STOCK
Aluminum internals... rebuild ERRYDAY ALL DAY lol, would not find that fun after every race on a vq. But they probably have a new timing cover setup etc to make that not a pita
Last edited by Resmarted; 08-07-2012 at 08:40 PM.
#29
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^^ hell Yea that about sums it up...
+1 for this.. Definitely curious to kno specs.. I looked while at work today n couldn't come up with much more than what was previously posted..
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
+1 for this.. Definitely curious to kno specs.. I looked while at work today n couldn't come up with much more than what was previously posted..
Btw fellas, haven't searched on here much but I do have a question... Someone above mentioned sleeved block..
Does anyone kno the exact fail point of stock sleeves?
I would assume on this car they would sleeve it due to higher pressures/ temps but I'm talking VQ's in the 1000 range...
#31
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http://www.bmeltd.com/rods.htm
#32
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everything i have found indicates that the sleeves are made out of ductile iron stock, the same material darton uses, according to what my machinist told me after my machine work was done even with the 96 mm pistons i had a little over .2 inchs thickness left in the cylinders. thats alot since the "safety" level for most engines is considered .125 inchs and ive seen a couple engines hold at .09(although not crazy power numbers). by comparision the darton with the same size bore is about .3 inchs wall thickness.
for my measurements i cant quote that as fact since i dont know how to use a sonic tester to measure such things so its what i was told by my machinist with my specific engine.
I don't think there is a "fail point" for the sleeves. I'm not entirely sure about the specifics the main issue is that the MID sleeve is actually 'a wet sleeve' and that it has different expansion rates than aluminum so you get sleeves being dropped and pushing the head up as the 'failure'. I'm not sure if the 'wet sleeve' actually contributes to this, I think that it is supposed to reduce the probability of cylinder shifting (via better cooling?) while allowing the sleeve to be replaced, but I honestly don't understand it completely (have heard several things from machinists and honestly don't really get it). Maybe someone who understands the MID setup can clear that up.
I doubt you'll find a better material for cylinders than what darton uses. I've never read about one of those sleeves breaking, but I don't know anyone personally that has run them... I'm sure eddie hal or dustin would be able to answer that.
EDIT:
Derp. thought you were talking about aftermarket sleeves.... didn't read the word STOCK
Oh I see. I wonder if it's an air shifter.
Aluminum internals... rebuild ERRYDAY ALL DAY lol, would not find that fun after every race on a vq. But they probably have a new timing cover setup etc to make that not a pita
for my measurements i cant quote that as fact since i dont know how to use a sonic tester to measure such things so its what i was told by my machinist with my specific engine.
I don't think there is a "fail point" for the sleeves. I'm not entirely sure about the specifics the main issue is that the MID sleeve is actually 'a wet sleeve' and that it has different expansion rates than aluminum so you get sleeves being dropped and pushing the head up as the 'failure'. I'm not sure if the 'wet sleeve' actually contributes to this, I think that it is supposed to reduce the probability of cylinder shifting (via better cooling?) while allowing the sleeve to be replaced, but I honestly don't understand it completely (have heard several things from machinists and honestly don't really get it). Maybe someone who understands the MID setup can clear that up.
I doubt you'll find a better material for cylinders than what darton uses. I've never read about one of those sleeves breaking, but I don't know anyone personally that has run them... I'm sure eddie hal or dustin would be able to answer that.
EDIT:
Derp. thought you were talking about aftermarket sleeves.... didn't read the word STOCK
Oh I see. I wonder if it's an air shifter.
Aluminum internals... rebuild ERRYDAY ALL DAY lol, would not find that fun after every race on a vq. But they probably have a new timing cover setup etc to make that not a pita
#35
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everything i have found indicates that the sleeves are made out of ductile iron stock, the same material darton uses, according to what my machinist told me after my machine work was done even with the 96 mm pistons i had a little over .2 inchs thickness left in the cylinders. thats alot since the "safety" level for most engines is considered .125 inchs and ive seen a couple engines hold at .09(although not crazy power numbers). by comparision the darton with the same size bore is about .3 inchs wall thickness.
for my measurements i cant quote that as fact since i dont know how to use a sonic tester to measure such things so its what i was told by my machinist with my specific engine.
for my measurements i cant quote that as fact since i dont know how to use a sonic tester to measure such things so its what i was told by my machinist with my specific engine.
If I were to increase the bore then I definitely would of used Dartons ...
I'll be shooting for big power real soon!
#38
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I remember talking to reid about this.... Part of the reason he thought eagles are stronger than the block (hp wise).... Honestly im a bit confused by that notion of pushing water because i haven't read anything about that happening online. I wish we had more information about those failures, its really interesting
Last edited by Resmarted; 08-09-2012 at 03:44 PM.
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And wouldn't they still walk?
Sure hate to thread Jack but this car has brought up a few questions....
I agree that once u have reached that level routine tear downs are part of the business.... Imagine doing that with our stock motors... ish would get old real quick!