First things first...yes I've searched...there, happy?

Now, to the point... There's all these stroker kits that set you up to 3.7L, 4.1L, etc., whatever...but I'm trying to keep my Z true to the Z moniker. I want to shorten my strokes without changing my displacement. I'm not even sure if this is at all possible, which may be why I've found NOTHING on it!!

So whatcha say? Help a brother out? Is it possible? Is there a way? What's the answer to life, the universe, and everything?

 

Well there is the vq30 crank, I think it makes a 3.3l. Bat that's kinda maxima territory on stuff like that. That's for them gaining displacement though. I've heard (don't quote me on it) that they'd build the 350z like that for certain races, but idk I could just be making that up

 

Thanks for the info, I'll have to look into that guy....

 

Why??? lol

 

Revving, upping rpm maybe. Qr25 guys do it to bump up redline by like 1500~2000
VQ30:
Block Height: 215mm
VQ30 Rod: 147.65mm
stroke radius 36.65mm
Piston Pin height: 30.7mm


VQ35:
Block Height: 215mm
VQ35 Rod: 144.2mm
Stroke Radius: 40.7mm
Piston Pin Height: 30.1mm

144.2 + 40.7 + 30.7 = 215.6mm

 

HR's can already wind out to 7500. Why do all this work if the bump up is already available?

Anything past 8k would be pretty useless IMO...then again thats just my opinion, i could be wrong but i dont see there being much of an advantage to this.

 

It's the jgtc race series that uses the 3.3
So... I was poking around through the specs on all of the VQ series engines... Here's the stroker/destroker possibilities that I came up with..

VQ30DE block + VQ35DE crank and rods = VQ33DE stroker(93mm x 81.4mm)
VQ35DE block + VQ30DE crank and rods = VQ32DE big bore(95.5mm x 73.3mm)
VQ30DE block + VQ40DE crank and rods = VQ38DE stroker(93mm x 92mm)
VQ35DE block + VQ40DE crank and rods = VQ40DE stroker(95.5mm x 92mm)

But as we know some of those don't work.the vq40 crank has to be machined, and then it's custom pistons.or a hodge podge of parts if you look into it. Again a maxima thing. There's a member here that did the 3.3, and revved to 8.5k

 

The problem is making power to said rpm, built VQ motors CAN rev to 8k+, I had my rotating assembly balanced for 9k. But I only made power to 7200...

 

We'll id assume he'd be running nasty Nasty cams, and 11.5+ compression on some e85 or race gas. And of course a trick intake manifold or itbs.

 

^nailed it, crazy cams, crazy compression, lookin at revs around 9k...i'm building this for a track car (road course) so HP up top is important, torque not quite as much (still important of course).

 

Going itbs or a new intake mani?

 

Not yet, the GTR manifold on the list though (assuming that's still a thing these days?). Not planning on ITBs though...

 

Hr ? Or just gona run dual tbs?

 

It's an HR already, keeping that set up, just different manifold

 

I don't think that crank will work with an hr, the journals would be to small...unless you get a de block and do the hr de hybrid like the maximas had.

 

Or you can get a vq25hr crank. It has the 73.3mm stroke

 

Ringing some bells here. The Z/28 and Boss Mustang were both short stroke motors. Good for quick revs, bad for the environment. 1968 was the year when both the EPA and PVC valves made their appearance in Detroit, breather pipes disappeared. The Chevy 327 held on until 1972. In 1968 the 283 was transformed into the 307, a long stroke motor that extended combustion in order to clean up emissions. It was an extremely dirty engine and prone to an early death.

Copy/paste:

The original 302 sprung to life as a result of the 5.0L displacement limit imposed by the SCCA for its Trans-Am road racing series. Still, the 302 was plenty successful at the drag strip as well. Right from the factory, the little 302 was the perfect candidate for high-rpm duty, starting with the original bore and stoke. By combining the 4.00-inch bore offered by the 327 block with the 3.00-inch stroke of the 283, the 302 offered a rare combination of a big bore for breathing and a short stroke for increased engine speed. To ensure that its 5.0L small-block was plenty powerful, Chevy applied all the hardware originally designed for the larger 365hp L76 327 to the smaller 302. The list included a Duntov 30-30 cam, big-valve fuelie heads and a high-rise aluminum intake topped with a Holley 780 carb.

Read more: http://www.superchevy.com/technical/...#ixzz2vt032wlf

The Chevy 302 also found it's way into the Trans Am. Around 2,500 Mustangs were built on the Boss sticker, the Ford Hi-Po 302 was shared with fewer than 500 1970 Cougar Eliminators, an extremely rare "cat". Both motors, as well as the Mopar 340 with the "triple deuce" (three two-barrel) carburetors were rated at a conservative 290 horse.

Pardon the thread drift, subscribed.

 

http://nissan.epc-data.com/skyline/n...ine/120/12200/

There's the crank for you 800$

 

https://my350z.com/forum/shop-builds...4-vq30det.html

 

^this has certainly been an interesting read...as is the high-rev 302 article.

Thanks for the link there npr, I'm gonna look into those and see what I can't come up with.

But in theory, keeping the stock rods and using a shorter stroke would INCREASE my displacement...but getting longer rods with a shorter stroke would (potentially, depending on the stroke and rods) keep it about the same or even lower it...correct? Ish?

I'm fishin for knowledge here, appreciate yer help folks