veilside180sx
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Posts posted by veilside180sx
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not sure wich method nissan uses but there are several out there;
tapered cam lobes; can be pused side to side by a solenoid so that a differant part of the cam is used in each rpm range.
Hydraulic lock or magnetic lock cam gears; that hold the cam at differant degees depening on magnetic current or oil preassure.
Varible lifters; increase lift when oil ps rises or event timing if a secondary lifter engages.
there's more methods out there and I would also like to know which one nissan uses...
The VTC (not VVL or VVT) on the VG30DETT and S14 SR only adjust the intake cam timing. The only motor in that genre/time frame that had true VVT or VVL (variable valve lift) as Nissan calls it, was the SR20VE/SR16VE.
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I'm gonna have to dis-agree. yes each valve is smaller but if you add up the area of 2 smaller cirlces they can be less than half the size of a larger one and sill flow more. The thing is the DOHC (KA & VG) were nissans turning point into aiming for HIGER rpm power bands(they only went higer from there like the VQ35HR). To get some monster low end torqe out of a VG30DE all you have to do is advance the intake cam by 3-5 degrees and leave the exhaust cam stock.
Thankfully, I have no issues with you disagreeing.=)
I have yet to decide what I will eventually do to power mine.
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are you kidding? VG30DE's make just as much power as a VG33E (oooh VG33DE's are fun) and almost as much power and VG30ET's
The DOHC has a much more useable range of power in both turbo and NA versions. We just bash it because we don't have it and its too big to easliy retrofit...
I'm well aware of what you are saying.
I see this in the KA as well. The SOHC due to the single large exhaust valve, flows better down low due to increased velocity than the DE. It's the difference between sucking through two straws vs one large. Obviously the higher up in the range you go, the DOHC will become more effective.
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I honestly don't see the point. It's hard enough to find room in the WD engine bay for one turbo...let alone two tiny T too small's.
The DOHC in this application isn't necessarily going to help much, as the SOHC many times will flow better down low (where we need it)
To each his own, and good luck with it. I'd settle for having room to stuff a single 50 trim in and call it a day w/o having to use a stupid oil pump to get it back in the pan.
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PM sent for JGC springs
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here's a silvia SR20 DET in a hardbody done by the Nissan specialist's at JGY customs in Virginia:
http://www.jgycustoms.com/Project%20Cars/97%20hard%20body.htm
Don't get me started on those screw balls. Feel free to search around on sr20forum.com and you'll see all the stuff they've screwed up.
An SR is not necessarily difficult (not much different than in an S chassis), but there is no reason to give up the torque you would be with a square 2.0 vs 2.4 with a long stroke.
JGS KA D21 dyno at 7psi
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Turbo on a 4cyl. Are you going to go with a SR20DET?
Would be stupid to swap a KA with a SR in a D21/WD21. The KA with it's larger displacement makes considerably more torque and spools the turbo faster.
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Yes, you'll need a press to be able to install the wheel bearings.
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I had the exact same issue. Had to ovalize it, and cut off a corner to make it work. Next time around...I'll just make my own from scratch.
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Yeah ive got bigger rims and tires while my buddy rolls on little bald street rubbers
i should mention ive had a bad O2 sensor for years (after the cat). I thought after the cat was for smog only?? Or could it affect my MPG?
It'll still effect MPG
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'94 201k and counting.
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I get 18 city / 22 hwy in my WD21 with 31/1050. I don't think that his 20mpg from the 4Runner is anything to shake a stick at.
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Idle issues are usually tracked down to the IACV.
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I've owned 12 different B13's (91-94) and a B14 (95-99). You'll get better mileage out of a 5 spd, and they are good transmissions. 5th gear pop out was more prevalent in 91-92 which are highport motors. 94 had a lowport motor, and any aftermarket stuff would be different on the intake side anyway. 5th gear popout was never an issue on the GA16DE motors, just the SR20DE. SE-R cars have a VLSD from the factory, but the E/XE/GXE/SE did not. The E did not have a rear sway bar, but the XE/GXE had a small one. The SE-R had a larger rear sway bar.
On my 91 GA16DE car I avg about 40-43 hwy, can't remember what I got in town though. SR20DE cars usually get 32-34 on the hwy if they've been well maintained.
JDM motors are plentiful and relatively easy to swap for either one.
Best SR20DE based forum would be sr20forum.com or sr20-forum.com, and there are a few GA16DE motored cars on there too.
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I-10 is definately FLAT.
The official reason U-Haul doesn’t allow me to tow these cars is that the Pathy doesn’t weigh enough. Hey no problem, I live in the desert so I’m thinking sand-bags!! LOLI went over to Indio/Palm Springs, CA earlier today to look at two cars. The trip over was a bear because of the headwind. I swear it took a tank and a half to drive 275 miles. The bonus was on the return to Phoenix, lots of tail wind, used just a little gas.
The terrain is pretty flat using I-10 from Phoenix into Southern Cal and there were very few vehicles on the road.
On the way I saw lots of vehicles being towed, many used a tow-bar rather than a dolly. Twice I saw an older Toyota, 4X4, extra cab, loaded with stuff towing another older Toyota 4X4, extra cab. Both times a tow-bar was used. I also saw an old 2WD, regular cab Toyota towing a Corolla.
I think the engine in the Pathy can do it and the braking distance is something you have to plan for. It’s my transmission I’m concerned about. I think if I had a 5 speed, the project car would be in my garage by now.
I don’t know anyone with a full size pickup and the transporter companies want too much to do the job. Thanks again for all the feedback.
BD
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I mean like a modifier, as in this thing...
http://www.superchips.com/product_images/p...ge_image-73.jpg
Suprisingly enough... that one is for the newest pathfinders actually...
Nissan ecu's don't like piggy back's. The self learning features will typically negate a good deal of any changes you would make anyway. Almost all piggy backs alter the maf voltage to make adjustments which throws off the timing curve.
Reflashing the ecu is the best practice, but still requires someone with competence to have set it up.
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are you sure its a knock from detonation or from metal contact like rod? as far as the oil light goes i wouldnt worry about it since it turns off quickly, need heavier oil?
Just find a 3.3 shortblock, then don't have to worry about that.
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I love the Kershaw Ken Onions. I have a few of them and have always been nothing but impressed with them.
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The SR wouldn't be my first choice for the heavy Pathfinder. There just isn't enough torque for hauling around a 3800 lb rig w/o getting higher into the powerband frequently. It'll easily make the power, but you'll more than likely get annoyed having to rev it out all the time. (this coming from someone that has owned over 25 SR powered vehicles)
Your money would be much better spent just having someone build a single turbo setup for your existing VG. Something with a small/mid size T3, or 50 trim would be perfect for it. It would offer good spool, plenty of power, and the top end if wanted.
I've been debating doing this, or keeping it NA with the 3.4L build.
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seems to be a trend...
does rancho have poor quality control? I been thinking about the rs9000 because I want a soft ride but I wonder who else offers a quality "soft" or ajustable shock for a lifted pathfinder.
The 5000's are not charged. At least the 5000's I just installed tonight were not. They worked just fine once installed.=) I'm very pleased with the rears, and expect I will be when I get time to put the fronts on as well.
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My DD is the '94 Pathfinder.
My play car is a '98 Sentra SE
We also have my wife's 2000 Accord EX V6.
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yeah i figured you used the newer one. the turboed trany for the z31 like i have in my sig can hold up to 500whp. not to bad IMO but yeah he should check his tranny it sounded just like when my NA one took a @!*% on me
The Z31 used a couple of different trannies. Listed by strength of trans...
FS5R30A (same internals as the Z32)
FS5W71C (same internals as the 240SX, besides the bellhousing)
FS5R90A (noodle of the early model turbo's)
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are the zx trannies the same as others? I couldnt find any manual ones that would work right and I had to drive to a different state just to get one for my car.
Ik the ones for a 240sx are everywhere but i think mine was different so it was a bitch to find.
The Z31 tranny or the Z32 trans? We use the Z32 trans in 240's with an adapter plate for cars pushing more than 400whp, but don't bother for anything less than that. I'd have to double check my part numbers to see what bolts up to the Z31.
On the old drag car I worked on, we'd avg 7 runs out of the car with 630whp on the stock trans before it'd snap the output shaft like a toothpick.
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have the tranny checked i had the same probelm with my ZX and had the bearings replaced and it went away then came back right away to find out the tranny was completly messed up. I can almost guarantee thats exactly what it is 99% positive thats it but you never know
SOHC trannies are a dime a dozen. Even if it is bad, they are easy to replace and cheap to get a hold of.
Going to twin turbo Pathfinder
in 90-95 WD21 Pathfinders
Posted · Edited by veilside180sx
The SBC is actually more compact than the VG30DETT, therefore easier to stuff in there.