MY1PATH

My next set of headers (for the 'T93') are coming from Mr. 510. I have watched the entire build process and the development of a pathy specific left side header. I like my Thorleys and Mr. 510's are every bit as good. They do not have EGR but I'm sure he could very cheaply and easily add that per-request.

FYI, to debunk allot of the myths based on the Thorley notes. The notes are wrong. All of them. they fit on all BL and SL pathfinders. In fact, they clear the steering shaft BETTER If you have BL. LONG TUBES come down to the bottom of the firewall and have TBI emissions ports on the left header SHORT TUBES only go about half way down and have MPFI emissions ports on the left header.

hardbody rear bumper is 1.5" too high for a pathy. Unless the backets swap over or you make custom ones

A vg34e can be done for about $3k How much would a VH45DE (original q45 engine) cost you? If you can get a good deal on one and have the skills/ tools go for it. (I'd like to see this, hopefully the bell housings match up or swap) The VH45DE is about as wide as a VG30DE but a little bit longer so the use of a low profile e-fan will likely be a must. But width wise it should fit since somebody on here was finally successful in putting a vg30dett under the hood. note, the later q45's came with a vh41de. Its the same block but it won't yield you the 280HP you may be looking for.

the Cherokee springs will only give you stock height. The Cherokee LIFT springs will give you lift and the GRAND Cherokee springs will give you lift. Details in the link above!

The carbon on that little diverter tube is baked in there, its easiest to bake it out and break the chunks loose with a screw driver. we are taking about 1/4"-1/2" chunks of carbon deposits best to slide the piece out than to let them fall in the engine. I have looked at 3 so far and they were all about 90% clogged.

Yesterday I bought a 93 MT today I re-soldered the door lock timer and swapped a few interior parts that needed fixed from my broken 94. Did a bunch of small stuff to make our new family car better while using parts off my broken 94 if needed.

It looks like a block off plate man! it sits right above the EGR port. It is the same size and shape as the EGR gasket minus the hole and it has a little arrow stamped on it. Use your eyes!

remove the EGR diverter, It looks like a cover plate above the EGR but when you pull it out you will find its got a fluted tube on it. (note the direction of the arrow when you pull it) Heat the diverter with a torch until the carbon deposits start to glow on the edges and then knock them loose with a screw driver. (its most likely plugged) Once clean and clear re-install with a fresh EGR gasket or red RTV. Hope this solves it.

Not Exactly the same... I had a 94 tranny next to a 3.3 tranny of unknown year and the casting was 1/8" longer. The Idiots at AAMSLOW transmissions had a heart attack over it but it really doesn't matter. All the bolt holes are in the same place. I assume that newer casting processes require less machining to be true, flat and square and that is why the 3.3 RE4R01A was just a hair longer. I know, random useless info... Have a nice day.

yes, the X HD tranny is the way to go. with a cooler to bypass the possibly clogged stock heat exchanger. But I did like you did and went MT all the way. (bought an MT pathy to replace my recently broken AT) All years 4x4 VG3x WD21, D21, WD22, D22 and R50 will bolt up.

I used the pins with round rings and I leave them in the vehicle when the seats are removed. They make a great place to hook a bungee onto for holding stuff down. Enjoi the extra space

try cross referencing part numbers on rock auto. if they match then your in luck for aftermarket as well. the HB shocks run front and rear of axle and pathy shocks are straight above it. But at an angle. so its a 50/50 shot.

For lifted rigs maybe there is a taller bag out there. Or you could put a spacer underneath the bag. Just make sure the spacer is shorter than your bind height (coil diameter x number of coils) so that you do not damage the bag on bottom out. How tall are the bags anyway?

I'm running OEM Manual hubs from a Nissan pickup. The internals dwarf that of the auto hubs. I have been very happy with them and use them often.

In the older clusters with the analog (hot wire) type voltage regulators they can be pretty close. I calibrated mine so 3/4 is 5 gallons and half is 10 gallons... It starts to loose accuracy when it gets below 1/4.

Yes, my 3 mile commute Kills my MPGs in the winter. If I hop in turn the key and go down the road before the starter has stopped spinning I can make it home before the temp needle even moves 1/16 of an inch. Do you make allot of short trips?

Are you asking if its Plug and Play? It is not. You will have to Re-pin the wires in the harness to match the M30 ECU and run an M30 Titania 02 sensor, and M30 MAF. Shielded power lines for the Variable fuel pump circuit will also have to be run unless you run the pump independently on a fixed voltage. Then engine itself is no different. If your due for a replacement yes it will make a good donor but so would a vg33. and Mr.510 has turned that into a very easy process with a little adapter hub he designed.

the Z and Maxima also produced 160 HP. The runner length/ intake manifold is also a big difference. I'm expecting 15+ out of this vs my TBI because it will make better use of my existing mods. I'm picking up my manifold next week so I can lay everything out and begin re-wrapping my harness in a way that complements the Pathy intake.

Don't baby the throttle so much. Its under powered so if you don't get it into its torque band you will waste more gas accelerating. I'm not saying take it to red line but 2800-3500 rpm is a good range for torque to MPG ratio.

I did some research. Its actually easier than I thought (still harder than an m30 swap) there is a guy on z31p who is running his z31 (vg30et) using a z32 (vg30dett) ecu. you keep the dizzy just to use the CAS and wire in 6 coils of you choice directly to z32 ecu. The variable valve timing is obviously left disconnected but will not throw and error codes or effect performance. Running Nistune with this setup is highly recommended so you can adapt fuel maps designed for 24valve heads to our more conservative 12valve heads.

I personally am approaching the conversion point. I hope to be M30 MPFI by the end of march.

IF I'm not mistaken the vg30DE is distributor less and some cars even had variable valve timing. Because of this the J30 will not work because the DOHC ecu will not run the SOHC engine without some very custom electrical and custom conversion parts. (just as involved as getting the z32 to run a v8)

Poured over M30, MPFI pathfinder and TBI pathfinder wire diagrams and FSM elctrical & fuel systems for several hours. I now have a list of ALL my remaining wires and learned about a few M30 features that I will be keeping (good thing I didn't cut any wires yet). One neat feature is that the ECU's ability to shut off the A/C compressor clutch. This completely eliminates any parasitic the AC would cause when you are accelerating.

your throttle cable is out of place. After it exits the firewall it normally makes a clockwise loop over the top of the manifold and passed though that clip on the top of the manifold along side the cruise cable.