i know someone swapped an engine from maxima 04 into a sentra specV in calgary canada.

It'd require a ton of custom fab. The VQ35 is a very wide engine.

4.08 VLSD, NICO 8-way ECU, full exhaust with custom headers,
Tokico Blues with Eibach springs, Stillen FSTB, 20mm RSB, 255 rear rubber.

I went go karting with another guy around who has an RB26DETT in his s14 and he's gonna help him do the swap..
He says basically the drive by wire will have to be bypassed and other things like that, also you'll need a megasquirt or a obd1 ecu or something..

I also think the shifter has an extesion on it (like a rod shifter at the end of the tranny) which will need to be shortened by a few inches..

Need a Nissan/Infiniti Mechanic around Indy OR Northern Indiana?? EMAIL ME!!!

NICO ECU's for sale

Quote, originally posted by elwesso »

Personally, i would go with a VG30DETT in the S13/S14 before Id go with a VQ35.....

Theose are easier to soruce for sure....

Not sure on the weights, but neither engine setup will be lighter than the RB26Dett..or have as much aftermrket support for serious power.

-Chet

2005 Daytona Blue 350Z 6 speed. NISMO Exhaust, NISMO Differential and PS cooler, JWT intake, B&M, Redline 10W30/MT90, Tomei 2 way LSD, DC headers, Comp Clutch flywheel and stage 2 setup, SPL Front upper arms, SPL rear toe link, TEIN Flex coilovers, Stoptech 355 F 328 R BBK, ARC rad panel, ARC catch can, Carbing STB, HKS DLII, ADVAN Super Racing V.2 18x9 F 18x10 R with ADVAN SPORT 255/40YR18 F 275/40YR18 R

you think an iron block twin turbo charged I6 will be lighter than a NA all aluminum V6? even with the difference in displacement, i doubt it.

there are a couple of guys on freshalloy doing the swap right now.

Even though it's aluminum, a V6 has a lot of material. The block itself is much wider to accomodate 2 banks of cylinders. There are 2 heads, and while both are shorter, there is still much more material used. Now I don't know the weights of either, so this isn't to say which is heavier, but a V6 is indeed heavier than an I6 of the same materials. An aluminum V6 might even be heavier than an iron I6.

i don't believe that. first of all, the driveshaft is shorter. it might not save much weight, but it certainly isn't heavier. if you imagine taking an I6 block and cutting it in half and joining it on a common crank like a V engine, there will be a good ammount of material that overlaps. the V shape is naturally stiffer because of compressed nature of the layout. you can use less material because of the inherent stiffness thus making it even lighter. width doesn't make a difference, an I6 is longer, but dimensions don't change anything, just how much material is used.

Quote, originally posted by C-Kwik »

There are 2 heads, and while both are shorter, there is still much more material used.

V6 heads and an I6 head cut in half are virtually the same except for the extra cam gears and whatnot. the V6 parts would weigh more, but not much.

Quote, originally posted by C-Kwik »

Now I don't know the weights of either, so this isn't to say which is heavier, but a V6 is indeed heavier than an I6 of the same materials. An aluminum V6 might even be heavier than an iron I6.

for the reasons i stated i bet a V6 and an I6 of the same material are very close in weight. however, if you take off two turbos and make the block aluminum, the VQ will certainly be lighter. the only thing the VQ has going against it is the displacement.

i'd have to see some hard numbers to really be sure though.

http://www.engineswaptech.com/....aspx

allen

Attachment: vq35de2.jpg (76982 bytes, downloaded 10535 times)

You are a god among insects!!! All that, and a custom intake manifold too! Beautiful work bud, it looks like you really planned this swap out. And all those people who are worried about the weight of a v6, look how far back in the bay that engine sits. That is going to be one sweet ride when it's done. Are you in socal? If so, I'd love to check out your car when it's done.

cheers,
C

You can do google search to find out.
I6 is indeed much lighter. In design, V6 require counter-balance in crankshaft oppose to I6. The extra weight also comes from bigger head (2 of them actually), double cylinder block, timing belt/chain component, oil/water runner, wider intake & exhaust manifold, and etc.

Naturaly, Inline design also have less "vibration" compare to V design.
V design are not any stiffer, nor need less material for the engine design. Inline unique layout balance one piston to another, which does not require any balancer. Vertical and tranverse foces also completely balance by one another, which result almost zero force. However, V6 need couter rotating shaft to suppress vibration. V6 has more energy loss because it duplicates valve gears and camshafts, and use of 2 cylinder bank leads to more heat loss. (engine efficiency) Ultimately, I6 is more efficient, yet smoother.

Despite all of the cons of V6, V6 has shoter and a little wider engine. Easier to implement & fit in wide variety of cars, thus you can find VQ35DE in Altima, Maxima, 350Z, Murano, FX35, G35, Quest & lots of other Nissan. You can almost never fit a I6 for FWD.

Don't believe Inline is better ? 2004 Wards Auto annually "10 best engines" in the world, 5 out of 10 engines is Inline, including BMW 330series, and M3.

300hp na

vs 320+ hp from........ maybe tt rb??

i didn't say anything about better, we were talking about weight.

i know all about Wards Auto, i also know that the VQ has been on there a number of times.

you didn't really say anything to other than the vibration issue that would make much difference. until i see both of them on a scale, i won't be convinced.

Wow man, thanks for the compliments!

I'm still working on this project, updates can be seen at http://www.engineswaptech.com

I got it running on the MegaSquirt standalone but it's not tuned yet, still working out the bugs so to speak.

The LH exhaust manifold has to be modified to clear the shaft, it almost clears but not quite.

It's gonna be featured in SCC in a couple months, keep an eye out for that.

I'd like to invite all you guys that are attempting this swap over to my site. Please log in and post up about your project. I'm trying to get all of us together on one site so we can compare and help each other out.
http://www.engineswaptech.com

thanks!
Fred

Attachment: vq35de1.jpg (80266 bytes, downloaded 10092 times)

also, i saw a 280z with the whole interior and mechancial bay from 350z!!

lemme try to find some pics!

--to some ppl it might not be worth it, but when it comes to originality its worth it. rb26dett swaps has been done numorous times, im sure there are onli handfuls of this kinda swap done. props to him and also yeah keep us updated, im also lookin forward to seein how this comes out. i think its more of tryin to be original than anythin else. and also u could look at this from a domestic p.o.v. is modyfyin ur 4cyl nissan/honda or any imports worth it when u could get a v8

hey man if u dont mind me askin how much would u say in total u will have to spend? the reason i ask is cuz im thinkin about that swap too

Quote, originally posted by jaytheman88 »

OMFG!! That is one amaizing looking swap you got goin there. +1 for the s14 and +1 for the custom intake manifold. There is some real genius going into that one. Make sure to keep all of us posted on the further updates of the install. Dont forget to give us a video with that thing runnin too!!

Thanks for the compliments, I'm making progress but slowly! I'll keep everyone updated at my site:

http://www.engineswaptech.com

Fred

Modified by fredb at 8:25 AM 6/28/2006

1) V-6 does not *require* a balance shaft - the VG and VQ engines do not have one. It depends on the angle ov the "V" (60-deg, 90-deg, etc) as well as other design goals.

2) Do the math - it takes a given amount of cylinder head to cover a given cylinder count - note that your I6 head it about um....twice as long as one of the two V6 heads (all things being equal like bore spacing, etc)

3) "V6 has more energy loss because it duplicates valve gears and camshafts, and use of 2 cylinder bank leads to more heat loss. (engine efficiency)" See #2 above - your I-6 camshaft is about 2x a long as a V6 one. I will give you partial credit on the overcall concept. Your argument *might* have more validity if you were comparing frictional losses between SOHC and DOHC since a 4v/cyl DOHC has 2x as many camves/cams as a 2v/cyl SOHC......but guess which makes more power? A 24v V6 and I6 both have 24 valves, rockers or tappets, camshaft lobes, etc.

4) "Ultimately, I6 is more efficient, yet smoother". All other things being equal, MAYBE. In today's world it is not, I will wager the aluminum VQ35DE is lighter than the iron/aluminum RB26.

FYI the VQ35DE is in the 375# range complete and the older VG30DE is roughly 425#, and continuing down the Z-car engine lineup the I6 (L28) is closer to 500# and it is "only" SOHC vs DOHC for the VG / VQ mentioned here.

Simply because one engine is an I6 will not automatically make it lighter than a V6 of comparable displacement. Conversely an all-aluminum engine is not automatically lighter than a similar-displacement iron block/alum head engine....the aluminum SR20DE is about 300# whereas the iron block CA18DE is about 270#.

The only way to know is to weigh each engine in similar configuration (accessories, manifolds, etc).

And as far as what is better - V6 or I6....the answer depends on what the design goals are. I6 is inherently smoother, but the V6 packages better. This exact thread flows through the Z-car list about once a year or so.

Any updates on the 510?

Fred
http://www.engineswaptech.com

That's some impressive work. I'm a little under the Jägermeister right now, so I'm not sure if it was posted how much work it was.... but man that's cool!

Later this year I'm going to be picking up a '69 - 72 Skyline. The popular swap seems to be to go from the L20 I6 to the L28...but holy crap, according to the weight listed here it's like 500lbs!!!

We've got the VQ35 in our G35 Sedan and absolutely love it. I wonder how much of a crazy-*** project it would be to stuff it in the Hakosuka...

Just wondering where you are with your car and what you are your plans for guages and other necessary guages? I have also been to your website and have been studying the pictures and your posts. Can't wait to hear about the latest...

JasonH.
Georgia

Fred

KA - 368lbs (unknown if that is short, long, or fully dressed) - posted by UKnissan

RB20 - 476.8lbs YoMani (or something like that, he's on nico) weighed it himself

RB25DET - 720lbs - sport compact car magazine Sept 2003

RB26 unknown to me but estimates range from 550-700lbs from what I just read, I GUARANTEE it is a sh!tload heavier than these weights:

VQ35 - 260lbs longblock, no intake manifold - weighed by JClaw, lifted by himself onto bathroom scale

VQ30 Shortblock - 127lbs weighed by JClaw on his bathroom scale - including rotating assembly, no heads, no timing cover, and of course no intake manifold.

VQ30 long block - 246lbs weighed by ME at aluminum recycling facility. No intake manifold, obviously including rotating assembly, block, heads, timing equipment.

VQ30 long block (different one than above) 315lbs - lifted by my buddy and I onto bathroom scale at my buddy's house with no problems whatsoever.

VQ35 long block component pieces weighed on shipping scale by eng92 - 277lbs - block, heads, rotating assembly.

VQ35 long block including intake manifold, no accessories - 313lbs weighed on a recently calibrated auditing scale with supposedly accurate to within +/- 0.5lbs

CREDIT GOES TO eng92 FOR THESE PICTURES

VQ35

http://img.photobucket.com/alb...1.jpg

VQ30 long block, undressed - 338lbs

VQ30

http://img.photobucket.com/alb...4.jpg

So, yeah... if you guys would stop saying the RB is lighter than the VQ that would be greaaaaaaat... mmmmkay? It's not even within the same realm, let alone"lighter than the VQ" lol it's at least 2x heavier.

Obviously some of the scales above are out of calibration (bathroom scales always try to make you feel good about yourself lol), but you get the basic idea. VQ35 is somewhere between 270 and 310ish lbs, VQ30 is somewhere between 270 and 330ish lbs (I don't trust the 246lbs that the aluminum recycler gave me as being completely accurate, because they pay you based on weight, and of course they'd like to pay out as little as possible. so their scale probably reads light which coincides with the numbers that other people got.) They say (nissan says) that the VQ35 is about 35lbs lighter than the VQ30 was which is exactly what eng92's weights on the same scale, on the same day, indicate.

Anyhow - to the topic at hand... There are a number of guys (I can think of 4 off the top of my head) on maxima.org who are putting or have put VQs into S13s and S14s. I don't know where else those guys post but their names on maxima.org are broaner, JClaw, eng92, and of course Fred Allen Burge who posted above, if you want to search for their posts. broaner is done and drives the car, eng92 i believe is done and drives the car (he doesn't post all that much) and JClaw is 90% and should be driving the car within a week or so it seems, fred's posts speak for themselves.

Modified by Nealoc at 8:50 AM 8/29/2006

R.I.P.
96 Maxima naturally aspirated
13.43 @ 102.3mph