MY1PATH

One of My buddies camaros was on the dyno, he acutally let it idle on the resistance dyno in 4th gear. From seeing many many cars on the dyno this is not a common thing, High HP cars genarally have to keep the RPM at least 1500 because they make all the power up high and don't have much kick down low. Anyway, that ~325 HP LT1 showed 100HP close to the same TQ on the dyno at idle. I imagine you'd need 2/3 that to do so on the street. why? That was resolved on the first page. The rest has all been a braging and questioning session (without satisfactory answers I might add). Here's a recap; Thorley long and short, EE, Pace Setter and OBX do not require frame modifactions to install. Plus, there are tons of headder threads already on NPORA.

Notice, my comment was about the power plant not the gears or transmisson. Even with tall highway gearing I do not think a VG engine could do it. Put your pathfinder in 5th gear at idle (about 30mph stock) and see how it drives(stumbles hard doesn't it?). Now Imagine being geared to do the same thing at 75mph. More than double the speed of stock gearing. Sure it would be nice, but Just think about it...

I don't think any VG series motor will pull a pathy down the freeway that close to Idle. Just not enough torque. That's the kind of thing 350 owners talk about with their muscle cars. (ballpark of 280-300hp/300-350tq to the wheels and up). My buddies camaro does it in 6th rear and its really nice but even with a V34 and a re-gear I don't think a pathy would do it.

yes, the heavier flywheels had enough material to be balanced on the engine side. Lighter ones are balanced too, smaller holes on the clutch side. they are inline with the threaded holes for the clutch cover.

yep, learning on those hills was scary and I wasn't allowed to use the e-brake trick if nobody was behind me. Maybe there is more but Mine's becoming gutless, The rings are worn from numerous overheats and flooding so bad it soaked my crankcase with fuel on several occasions. Despite my cams, headers and full exhaust her truck accelerates faster, gets better MPG and just feels good and healthy. Both trucks are mpfi and geared the same. My comparison is also of me driving her tuck on Seattle steep hills before and after the flywheel resurfacing. But I suppose none of it will matter soon enough, she'll have an oem frontier flywheel and a modified vg33 soon. Just waiting to get heads back and the flywheel to show up.

They do make Electric Boost/Vac gauges but they cost 3x as much because not only do you have a stepper motor in the gauge that runs off of MAP signals but you also have to hook up a (usually expensive) MAP sensor to your intake. I like wired only gauges but for IMO true vac line is the only way to go for a vac/boost gauge

Yep. These ECU's don't trip for much. I've had bad O2, Bad MAF, leaking injectors to name a few things and didn't get codes for any.

I wanna say the stock dummy light is dangerously low... I've seen it a few times and my engine is pretty wore out because of it. (that and other things)

Also, these are the kind of hills where I noticed the difference... Seattle and San Francisco alike, everything else is not so bad.

so... you make lots of money? or HAD lots of money?

Won't happen, Stock weight 22lbs for the wd21 (I must have remembered wrong) Best bet, if 2 lbs really matters to you, get a used V6 Frontier or Xterra flywheel and have it resurfaced. If its in good shape it will only loose about 1/2 lb or less.

My machinist was MR510, I was there when we did it, and I am very familiar with the use of a lathe I could see no wrong in his doing. Its been thousands of miles, the first thing I did after install was drive to California. Normal use, its not really noticed. Its times when you are trying to creep up a very steep driveway but not jump into a busy street or at a stoplight on a steep hill. By steep I mean close to 45 degrees or more. In my truck just tap the gas and roll out the clutch and it goes right up. In her truck, you do it that quick and it stumbles, so you let the revs a little higher and let off the clutch a little slower. Maybe its really no Big deal to anyone else but me. But its me and my vehicle so I'm gonna act like it matters. BTW, Here's a flywheel comparison.

The only thing outside of the added weight is a machined lip and the ring gear. Mine yes, nothing crazy but the added weight helps. My wife's, not yet, but stall resistance would be a good thing when she loses her virgin tires.

yes, I was addressing the OP.

the Revs defantely drop faster too when you let off the gas between gears I can see the difference night and day between my truck and the wifes. Mine being OE TBI 24lbs and hers being resufaced OE MPFI (22lbs -0.070") about 21 lbs. That's a 3 lb difference between our trucks. All the added inertia on the 24 and 25 lb flywheels is towards the outside. The center mass and about 2" outside the center bolt pattern appear to be the same on all of them. I'll see if I can get those pics uploaded later tonight.

I see a boost gauge B, are you going turbo? IT already says 5psi... lol

Bad fuel economy...somethings wrong that cannot be traced down...and it gets expensive... Our 94 had all kinds of issues, expensive ones, it was more expensive to keep it than it was to just buy a 93

"---The Vacuum hose I continued behind the dash and fed it down next to the speedo cable, then I fed it through the firewall grommet that is also used for the alarm speaker and the fog lights. From there it follows the fog light harness until it meets a Tee at the FPR vacuum hose." I used a Tee left over from my old TBI stuff but you can find small ones like it at the parts store. the one inluded in the kit was big and clumsy. Summit Racing

Right, I have no Idea what your limter is set to or if you even have one on your chip... I would like to see that uploaded to a bin file... then I can open it with nisutne and learn some things.

2001 isn't old, it just a used adolecent! lol haha

oh boy... well for starters, healthy vg series engines can rev freely to 8k without risk of damage. Our local VG expert (builds VG-510's for a living) has done it many times on stock valve springs. Not much point to it tho, even fully worked over VG heads run out of breath around 7k Now tach or no tach, No stock nissan ECU lets you go past 6.6k and most of them are 6k or 6.2k most MPG I ever got in my pathy is 23 and my wifes frequently hits the 20 and 21 mark. Most MPG I ever got with a VG30 is 27 and that was my Infiniti M30 doing the drive from Salem, OR to Seattle, WA

yes, manual R50's are rare but I do not think your VQ engine will bolt to the older VG 5speed? Maybe look into VQ frontiers and xterra trannys? they are 6 speed aren't they?

AGREED but NEW vehicles make up all too much of our nations economy. Why does everything have to be so NEW. This going green @!*%, NEW means making that car cost more to the environment than driving an old one for 20 years would. If Auto companies crashed or stopped releasing NEW cars all the time, that money in the the economy would not go a way, instead it would go to mechanics and auto parts and all the necessary things to keep older cars running.

MR510's headders will pass emissions tests depeding on the standards and He will Add EGR per request making them pass and emisson test the stock setup could. They will not pass visual component inspection it the headers get questioned because a MFR must pay tens of thousands of dollars to get them added to an EPA or CARB list. So, For smog, the only difference between his and thorley is that he cannot affort to pay for the approval rating.

Funny you say that because my vaccum gauge tells me that vaccum drops more easily under 2.5k. I did a drive up to the mountain and back on monday and over a controlled (filled up before and after) 100.2 miles I used 5 gallons; 20.4MPG. I watced the vacuum gauge to try and keep it in the green, My foot was very gentle on the pedal but I was shifting at 4.5-5k to make the next gear run at 3k. This is actually how I normally shift but my rev matching was more gentle and my acceleration was slower. Normally I think her truck gets arround 18.5 going up and down the mountain. I understand shifting early and limiting your RPM but you might also try shifting in your torque band an limiting your air intake(fuel too) by being gentle on the throttle. maybe you have a lemon? My 94 was a lemon, I'm glad its gone.