stock engine elaboration: 370 camshaft? - MY350Z.COM - Nissan 350Z and 370Z Forum Discussion



VQ35HR Mods and Support related to the 2007/08 High Revving VQ

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Old 09-20-2016, 06:40 AM   #1
maddrifter
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Default stock engine elaboration: 370 camshaft?

Hi guys, i know there are lots of threads about f.i., comparison supercharger vs single t vs double t etc., i read em, but i would like to ask some advice regarding my specific targets:
1) reaching around 330-350 whp
2) without opening the engine (stock engine)
3) keeping the max reliability
4) with gains in the lows-mids, without loosing too much elasticity (reaching hi revs is one of the most peculiar things of the car, i'd like not to waste it).
So the options are: supercharger, single/double t, stroker kit or, and this is the one which has been suggestet to me, swapping the 370z camshaft and rods on stock 350 engine and get a map. The last option seems the most reasonable/affordable. What do you think?
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Old 01-21-2017, 05:32 AM   #2
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The VQ37VHR intake VVEL system will not work on a VQ35HR cylinder head.

The VQ37VHR crankshaft will apparently work with 3.7 Rods and 3.5HR pistons.

I'm personally building an engine with the 3.7 crank, 3.5 Rods (longer length = longer piston dwell @ TDC and BDC), and Custom JE/JWT 12.5:1 pistons
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Old 04-17-2017, 08:04 AM   #3
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Originally Posted by ian99rt View Post

I'm personally building an engine with the 3.7 crank, 3.5 Rods (longer length = longer piston dwell @ TDC and BDC), and Custom JE/JWT 12.5:1 pistons
does JWT have a part number for this piston application?

what did you have to do about the oil squirters?
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Old 04-19-2017, 10:22 AM   #4
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does JWT have a part number for this piston application?

what did you have to do about the oil squirters?
I'd have to look for the pistons but I know as of a few months ago they had a few still on the shelf. Since Nissan pulled the plug on the sponsored 370Zs JWT just has these as spares sitting around.

The pistons have a slightly shorter skirt and was told there is no clearancing of the block required (which makes since bc the vhr and hr blocks are the same).

I just picked the short block up from the machine shop and going through rod and main bearing clearance measurements as we speak.

Nissan gives you a chart to use for picking the bearing shell thickness which doesn't line up with standard engine building math. I thought i was smart and went by calculations instead of the chart.... Lesson learned is use the OEM cheat sheet because standard engine math put me 0.001" bigger oil clearance than spec limit.

Last edited by ian99rt; 04-19-2017 at 10:25 AM.
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Old 04-19-2017, 10:26 AM   #5
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I'd have to look for the pistons but I know as of a few months ago they had a few still on the shelf. Since Nissan pulled the plug on the sponsored 370Zs JWT just has these as spares sitting around.

The pistons have a slightly shorter skirt and was told there is no clearancing of the block required (which makes since bc the vhr and hr blocks are the same).
Thank you for the response. 12.5 is a wonderful compression ratio for e85, but for pump 93 octane i think it is a little bit too aggressive for me.

I am weighing the option of doing the 3.7 crank with 3.7 eagle rods and shelf hr wisecos vs the 3.7 crank with hr rods and custom pistons. I will probably just go with the 3.7 crank and rods.
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Old 04-19-2017, 10:34 AM   #6
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Originally Posted by mattology View Post
Thank you for the response. 12.5 is a wonderful compression ratio for e85, but for pump 93 octane i think it is a little bit too aggressive for me.

I am weighing the option of doing the 3.7 crank with 3.7 eagle rods and shelf hr wisecos vs the 3.7 crank with hr rods and custom pistons. I will probably just go with the 3.7 crank and rods.
Yea the 3.7 rods and HR pistons is an easier combo to put together. The JWT pistons use a 21mm wrist pin vs stock 22mm which added quite a few $ to the already expensive rods.

I ended up getting Brian Crower 625+ HR rods bushed for 21mm wrist pins. Both ends of the rods had to actually be opened up just a hair (like .0005" to .001") to get into to small end of the OEM Spec (small end was just a little tight for a high reving engine).
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