They fit 06's not 07-08's.

 

I'm no expert here, but it doesn't seem to me that the revUP oil pump would be much better than the orig. DE's, considering the revUP motor only holds a slightly higher RPM than the orig. DE. Not that the revUP isn't a cost effective upgrade...

RevUP:
For those of you building an engine, or those are planning on sustained high rpm use, the revup oil pump is a cost effective, bolt on replacement. While oil volume remains unchanged from the 2003-2005 VQ35, the revup version features a revised case design, and lighter impeller for improved high rpm use. Fits 2002-2006 VQ35 engines.

The Nismo pump on the other hand... just looks like a really fine piece of hardware.
NISMO's new oil pump for the VQ35DE is intended for high horsepower, high rpm use. This is essentially a NISMO RB26 oil pump (from the famed Skyline GTR) with gears and a housing designed to mate to the VQ35. Designed for up to 8500 rpm use.

http://www.z1auto.com/prodmore.asp?m...ine&prodid=920


Zquicksilver

 

I ended up with JWT S7 cams and their springs. Redline & (Fuel cutoff) will be about 7400.

 

How about the HR oil pump? Can it be used on a DE? Will it hold better at Hi-RPM

 

I've had a revup pump in my car since the build was completed in 2007. The NISMO isn't all that popular due to it's cost. We are using one in Kwame's forthcoming car, but really for no other reason that he went so extreme on everything else internally, it was a relatively small price to pay

 

Because the block is so different I'm guessing the compatibility is not there.

 

Z1 it took me too long to see a video of the motor build on this thread haha. You shouldnt get so worked up by these corvette guys and haters. My question is this, I want to do a custom single turbo on the hr motor (gt3076 or gt32) and destroke the motor. I have looked threads about destroking and nobody answers the fricking question (how can it be done). Just as the na route is different I want to use a smaller single turbo motor capable of 500 horsepower with instant spool and see if you can destroke this motor.

 

Keep your fail in your own thread and don't sour up win threads like this.

 

I like Corvettes so not sure what you mean. I'm happy with it and it turned out as I wanted and exceeded my expectations. It's coming on 4 years now since the engine was done. I have no idea what is involved in destroking them, let alone to an HR sorry. Not something I've ever looked into sorry

 

Am I missing the dyno sheet?

 

I dont have the last sheet (April 2010, Haltech/Cosworth plenum/throttle body tune on Mustang dyno) again, it was lost when my hard drive crashed this past winter. I'll have to request it again. Peak power didn't really change from the tune before that (by Jermaine @ TXS, back when I had the UTEC and spacer/reworked plenum, stock throttle body). Went up 2 peak whp (not worth mentioning), peak torque went up by 10 ft lbs. The most notable change was the hp curve now stayed level to redline, whereas before it trailed off a bit.

 

what did u add from the last tune? sorry if i missed it

 

Thanks Adam, there is someone claiming there is no gain to be had from higher compression or head work, he asked me to show a graph and as I know you had great gains copied your thread link. He said there is no graph so I looked and da*n me if he was right. I have no doubt at all in your numbers.

Thanks

 

For changes in static compression to really net a big difference, at least on this engine, it takes a pretty substantial jump from what I have seen. I dont think a 1 point rise for example is going to net anything more than better overall engine response. To run anything substantially higher (13/14:1 range) will require running better-than pump gas all the time IMHO. But you have to remember, nothing really works on it's own on an NA setup. You're not forcing air into the combustion chamber, you're asking the engine to suck the air in. Things become much more interdependant. I don't think there is one best setup out there, but rather a variety of setups that can be used to get into a given ballpark. How compression affects the overall state of power will depend on all the other parts being used, and of course, the quality of the tune. There are so many nuances that can be altered.

As far as head work, it's like anything else - it's really down to who does it and what the overall goals are. Impossible to say what the car would do if I just had done the cams and left the heads alone, I'll never know.

At the end of the day, you gotta just build it, tune it, and see what it nets. If you're going to chase a number, you'll end up disappointed, broke, or both. I am pleased with my setup in that it still feels quick, it's been reliable (with some hiccups as I've tried to change things), and it's run well for the last 4.5 years. I don't have to treat it with kid gloves, I just get in when time allows, and have fun. Keep the oil clean, moniter the gauges, and drive it. Whether or not there is another 10 or 15 whp in it with further playing, or more, with certain component changes, I really don't care about anymore.

 

Concur. I am not after a specific number. I understand these motors don't make great NA gains. I also just want more power (torque really) and for it to be reliable.

It just bugs me when people make statements and then demand other people prove them wrong.

 

I hear ya.

With a stroker, you are bound to get significantly more torque than any of us running with standard stroke/bore. There's no magic potion though. For any of the professionals out there who have really developed these engines, I'm sure it takes a lot of trial and error and different combinations, and endless budgets. Even though parts are specific to the engine, there are still basic principals that will apply to any high performance build, and that's partially where a good engine builder is really invaluable. They can help understand and make sense of what otherwise seems like numerical dribble lol

 

Off topic do you guys do installs/work at your LI facility? I just moved back to the Hudson Valley after leaving the Military and VA and I know of 0 shops. I've ordered parts from you guys before and if your shop is as good as your customer service I'll be stopping in quiet a bit.

Trying to get some track time in up here. I've only been on VIR and Summit point

 

I know an excellent shop on the north east end of long island.
Check out maximum tuning in sea cliff - tell em alex sent ya.

 

I agree with ka24, there is no proof that head work and compression make any kind of gains, and I also agree that there is a choke point in the plenum that will make any head work worthless, it makes me happy that this arguement is in this tread because this is one of the builds that successfully modified a manifold and proved you can make more power from it. Take for instance e30's car, I would have to check what cams he has, but I am willing to bet that with a modified upper plenum like the one in this thread would net about 10-20hp and possibly a higher red line peak hp

As for proof about compression=no gain, when sg finally built the bottom end they got no gain... And I am willing to bet you that the next person to do an NA build were to fully build there motor without head work, break it in and tune it, they could pull off the heads and get a 5 angle and more and they would get less than 5 hp, is that money worth a maybe 5 hp? The reason I bring this up is because there have been people who have installed cams on a stock motor and have very similar numbers to fully built NA builds.

 

I did not ignore the intake. I have a port matched MREV2, a plenum spacer and thermal gaskets. If you call almost 80hp and 90lb tq nothing I can live with that. My car is exactly the way I want it: torquey, reliable, tractable and reliable .

EDIT

I am also not saying gains are not available from a different approach to the intake, I am simply saying I am where I want to be and am ok leaving it alone.