Alright guys, ive been wanting to do this for SO long, and Ive finally gotten around and everything is all setup. Heres what i'm doing.
Im starting a new VH website, which will sponsor the VH forum on NICO and obviously remain in very close ties with NICO. The point of this website is to sell and market performance parts and also technical informaiton. Basically, your one stop place for everything youd want to know about a VH motor.
The site is going to be divided up into 3 major areas (in no specific order)
1. Performance parts2. Technical info (right now I have technical info and "about the VH" seperated, probably will combine them)3. Projects
So basically in order to get this thing going, i need all 3 things... ONce I get the website up (this week) I will start calling people and get the performance part market going. Until that time, I need to make sure my technical information is rock solid.
I also need featured project cars. IF you want your project (complete or work in progress) featured on VHPOWER let me know, you can copy and paste everything into a MS Word document and I can put it on the website.
This thread will be used so everyone can critique the stuff I put on the website before I do.
Heres a sneak peak fo the website right now
New VH website... VH POWER (help me build it!)
Re: New VH website... VH POWER (elwesso)
Wow nice s14
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elwesso
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Re: New VH website... VH POWER (gs14racer)
Indeed i just used that so i could have something there to give an idea what im looking for. Id really like to have YOUR car so if you ever do a buildup writeup on the car it will go right up on the website!
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maxnix
- Posts: 22627
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- Car: 1995 Infiniti Q45
1995 Infiniti Q45t
2000 Infiniti Q45
Re: New VH website... VH POWER (elwesso)
Great idea. All the old VH may end up in S14 and Z32, but who cares as long as they are tearing up other newer less robust ones?
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elwesso
- Posts: 30810
- Joined: Sun Feb 23, 2003 4:52 pm
- Car: 94 Infiniti Q45t 5 spd
2007 BMW M Coupe
2007 Infiniti G35 S 6MT - Location: Indiana
- Contact:
Re: New VH website... VH POWER (maxnix)
I think that is good... Just because theyre not in Q45s doesnt mean they arent any worse... I hope that soon people will be swapping the VQ35s out of G35s and 350Z and putting these in there.
HERE IS THE TECHNICAL INFO I HAVE AS OF NOW. Please read over it and see if theres anything I need to add... this is a pretty good start IMO. The specs I have there are stuff that Ive copied/pasted.
Crash Course of the VH. Basically, there are 3 types of VH. They are
VH45DEJDM VH41DEUS VH41DE
The VH45DE is the “king”, and was used in the Infiniti Q45 90-96, and the Nissan President 89-01. The VH41DE was used in Japan only in the 90’s in cars such as the Y32 Cima, JPY32 J.Ferie (Basically an infiniti J30) and so forth.
The VH41DE used in the 97-01 Q45 was very different. It is not as strong as the VH45DE or JDM VH41DE, had log type intake and exhaust manifolds, and the internals were not as strong. The crankshaft bearing girdle was lost, as well as many other of the features we love about the VH’s.
The major difference between the VH45DE and JDM VH41DE is the stroke is simply shorter. Rods and pistons are the same, difference is in the crankshaft. VH45 internals can be swapped into a VH41. The VH41 have slightly better heads due to a duplex timing chain setup, but the heads are otherwise nearly identical. Heads can flow nearly 500HP.
Interchangeable Parts
The VH45 uses 370cc injectors, identical to the ones used in the VG30DETT and SR20DET. The VH41 uses 270cc injectors which are identical to the KA24 and VG30DE injectors. With that being said, it is possible to use 555cc or 740cc NISMO side feed injectors on a stock VH45 fuel rail. Obviously, tuning would be required.
Currently, VH Power is researching the ability to use VQ30DET pistons as decompression pistons for boost. They have the same bore and wrist pin measurements, and very similar compression height, and have a dished design.
VH Power is also currently researching the use of valve springs from other motors for use in the VH. The stock VH valve springs are very weak at a measly 120lb, sufficient for a stock Q45 but not for a race motor with 15lbs of boost!
How far can I take a VH?
One of the best things about the VH is how far they can be taken with little to no modification. The stock pistons, which are of a flat top design with recesses for the valves are not very prone to detonation, which means they can be boosted very safely with no internal modification. Of course, we all are familiar with the legendary internals that Nissan gave us back in its prime, and the VH is no slouch. It seems that other things break easier than the insides of a VH.
In New Zealand, many of the Super Stock racecars use JDM VH41’s. They run those things to about 9000 RPM and 500HP on basically stock motors. Modifications include mostly things like headers, intake and cams/valve springs (note stock hydraulic adjusters are retained).
VH Power has not been made aware of anyone boosting a VH past its stock injector HP rating, which is around 450HP, so its hard to say right now how much boost one could run with larger injectors and a really good tune. It seems everyone who blows up boosted VH’s loses them to tuning, because on a high compression motor detonation will kill it very quick. Properly tuned vehicles have been known to see lots of boost and a lot of HP, but the line where adding more fuel does nothing to prevent detonation is not yet known.
Even HIGH MILES motors can take a beating if they were properly maintained. If the oil was changed regularly, a motor with 200k could be about as good as a motor with 120k. They simply don’t wear out that fast. However, if the motor was overheated or looks really dirty inside then avoid it because it will probably need redone. Clean examples can be imported from Japan very often, so its usually not cost effective to rebuild but rather find a clean, complete motor.
Quirks/Problems with the VH
The VH45DE was the motor used in the Infiniti Q45 luxury vehicle. Since this was Nissan’s first attempt at a luxury vehicle, and stiff competition from Toyota and Honda, as well as the Germans, they had to be sure to do it right. Most of the problems with VH’s are all age related. Hoses get brittle, knock sensors go bad, and so forth, all of which can be replaced with factory parts fairly easy.
It must be stated that all 90-93 VH45’s need to check the timing chain guides. Like the KA motor, the chain guides were made of plastic and when they break they can throw the chain off the camshaft and destroy the motor.
The major problem with VH45’s is the injectors, mainly due to the higher ethanol content in today’s gasoline. In areas of where this is not a problem you see much less injector related issues. Most Q45 injector issues occur in California, Arizona and New York, as their gasoline has higher concentrations of ethanol.
The MAF on the VH45 can also be somewhat troublesome, causing really weird driveability issues. Generally, VH45 MAF’s cannot be rebuilt or saved, you must replace with a working used or new. Knock sensors also fail with age, they can be easily tested and the harness should also be replaced anytime the sensors are being replaced. One can easily inspect the knock sensors and if there are cracks anywhere on them, they are probably bad. Also, if the knock sensors look like they have melted, the engine has been overheated severely and further action should be taken before the motor is damaged further.
Specs:VH45DEClosed deck engine6 bolt mains, 2 are crossed274.22CI, 4494CCBore/stroke- 93x82.7mm (3.66/3.256in)Multiport fuel injection with equal length runners370CC injectors2 compression piston rings1 oil piston ring10.2:1 Compression RatioIndividual runner exhaust manifolds- Forged steel crankshaft. - Forged steel connecting rods. - Full-length main bearing cap girdle. - Lightweight, floating pistons with molybdenum coating. - Sodium-filled exhaust valves (90-92 motors only). - Cross-flow cooling system. - Hydraulic lash adjusters. - Single-row silent timing chain. - Coil-on-plug ignition system. - Roller rocker arms for reduced friction. - Variable Valve Timing. - Redline of 6900 rpm. - Compression ratio of 10.2 to 1. - Bore of 93 mm and stroke of 82.7 mm. - Dimensions: 890 mm(L) x 740 mm(W) x 725 mm(H).
Camshafts:Inlet:Lift = 9.9mmDuration = 248°IVO 0° BTDC IVC 68° BTDC38mm diameterEx:Lift = 9.9mmDuration = 248°EVO 60° BBDC ECV 8°ATDC32mm diameter
Some Measurements and PicturesHere are some measurements from various components in the VH45. Thanks to “defrag010” on the forum for providing these.
* all measurements are +/- .005"Bottom EndPiston/ringsBore = 3.635" / 92.1mmWristpin = .865" / 22mmCompression height = 1.257" / 32mm1st and 2nd Ring thickness = .074" / 1.88mm / (~5/64")Crown to first ringland distance = .235"First tingland to second ringland distance = .125"Small end gap = .985"Piston pic 1Piston pic 2Piston pic 3
Rod*bushed small end, with forced pin oiling and a piston oil squirter on rod*Length (center of bigend to center of small end) = 5.8"Big end width = .865" Small end width = .700"Big end bore = 2.160"Rod pic 1HeadIntake valve head size = 1.501" / 38.15mm (no oversize possible w/o shrouding)Exhaust valve head size = 1.300" / 33mm (oversize possible)Rocker ratio = 1.6Exhaust camshaft base circle = 1.175"Exhaust camshaft total circle at centerline = 1.392"Exhaust camshaft lobe lift = .217"Exhaust valve lift w/ 1.6 rockers = .347"Valve stem seals (SBI part numbers, viton, metal clad style)Intake: 90-95 = 122-123996 = 122-1264Exhaust: 90-96 = 122-1159
-Intake ports are EXCELLENT. They are concentric all throughout, low seat/port floor angle, and there is literally no casting flash or ridges at all anywhere inside the intake ports. From the port opening to the bowel is a straight cylinder, meaning if one wanted to port the intake side all he/she would have to do is put the head on a press and bore out each intake port until you hit the bowl, and then blend. They literally do not need any porting at all, unless you want to make the runner volume larger by boring the ports out.
Onto the measurements...Springs:Spring installed height = 1.455"Zero lift Coil Bind = .930"Seat pressure at installed height = ?? (spring tester was being used while I had free time, maybe later)-Springs are large enough and soft enough to find a stiffer alternative OEM spring off of another type of head that will give enough pressure needed for either superhigh rpm or if you want to run some bigger cams. I messed around and a stock SBC spring fits into the VH45 spring cup and retainer Perfectly, except the installed height and coil bind of the SBC spring were too tall for use on a VH.Valves:Intake:-stem diameter = .270"-height = 4.05"Exhaust:-stem diameter = .310" / 5/16"-height = 4.45"-sodium filled on exhaust onlyKeys:-7 degrees-diameter = .400"-height = .280"-bead type = round-bead diameter = .075"I also took measurements of the cam cap bolts so that I can have some made that are low profile 5-point heads vs. the crappy 1/4" torx. I twisted off two different snapon torx bits getting these caps undone, so I think some 5-point head bolts will be nice to have incase you break one off and have to drill the head off of the torx bolt like I did.-height = 1.56"-shank diameter - .250"-head diameter = .540"-head height = .092"-thread = m6x2.0
HERE IS THE TECHNICAL INFO I HAVE AS OF NOW. Please read over it and see if theres anything I need to add... this is a pretty good start IMO. The specs I have there are stuff that Ive copied/pasted.
Crash Course of the VH. Basically, there are 3 types of VH. They are
VH45DEJDM VH41DEUS VH41DE
The VH45DE is the “king”, and was used in the Infiniti Q45 90-96, and the Nissan President 89-01. The VH41DE was used in Japan only in the 90’s in cars such as the Y32 Cima, JPY32 J.Ferie (Basically an infiniti J30) and so forth.
The VH41DE used in the 97-01 Q45 was very different. It is not as strong as the VH45DE or JDM VH41DE, had log type intake and exhaust manifolds, and the internals were not as strong. The crankshaft bearing girdle was lost, as well as many other of the features we love about the VH’s.
The major difference between the VH45DE and JDM VH41DE is the stroke is simply shorter. Rods and pistons are the same, difference is in the crankshaft. VH45 internals can be swapped into a VH41. The VH41 have slightly better heads due to a duplex timing chain setup, but the heads are otherwise nearly identical. Heads can flow nearly 500HP.
Interchangeable Parts
The VH45 uses 370cc injectors, identical to the ones used in the VG30DETT and SR20DET. The VH41 uses 270cc injectors which are identical to the KA24 and VG30DE injectors. With that being said, it is possible to use 555cc or 740cc NISMO side feed injectors on a stock VH45 fuel rail. Obviously, tuning would be required.
Currently, VH Power is researching the ability to use VQ30DET pistons as decompression pistons for boost. They have the same bore and wrist pin measurements, and very similar compression height, and have a dished design.
VH Power is also currently researching the use of valve springs from other motors for use in the VH. The stock VH valve springs are very weak at a measly 120lb, sufficient for a stock Q45 but not for a race motor with 15lbs of boost!
How far can I take a VH?
One of the best things about the VH is how far they can be taken with little to no modification. The stock pistons, which are of a flat top design with recesses for the valves are not very prone to detonation, which means they can be boosted very safely with no internal modification. Of course, we all are familiar with the legendary internals that Nissan gave us back in its prime, and the VH is no slouch. It seems that other things break easier than the insides of a VH.
In New Zealand, many of the Super Stock racecars use JDM VH41’s. They run those things to about 9000 RPM and 500HP on basically stock motors. Modifications include mostly things like headers, intake and cams/valve springs (note stock hydraulic adjusters are retained).
VH Power has not been made aware of anyone boosting a VH past its stock injector HP rating, which is around 450HP, so its hard to say right now how much boost one could run with larger injectors and a really good tune. It seems everyone who blows up boosted VH’s loses them to tuning, because on a high compression motor detonation will kill it very quick. Properly tuned vehicles have been known to see lots of boost and a lot of HP, but the line where adding more fuel does nothing to prevent detonation is not yet known.
Even HIGH MILES motors can take a beating if they were properly maintained. If the oil was changed regularly, a motor with 200k could be about as good as a motor with 120k. They simply don’t wear out that fast. However, if the motor was overheated or looks really dirty inside then avoid it because it will probably need redone. Clean examples can be imported from Japan very often, so its usually not cost effective to rebuild but rather find a clean, complete motor.
Quirks/Problems with the VH
The VH45DE was the motor used in the Infiniti Q45 luxury vehicle. Since this was Nissan’s first attempt at a luxury vehicle, and stiff competition from Toyota and Honda, as well as the Germans, they had to be sure to do it right. Most of the problems with VH’s are all age related. Hoses get brittle, knock sensors go bad, and so forth, all of which can be replaced with factory parts fairly easy.
It must be stated that all 90-93 VH45’s need to check the timing chain guides. Like the KA motor, the chain guides were made of plastic and when they break they can throw the chain off the camshaft and destroy the motor.
The major problem with VH45’s is the injectors, mainly due to the higher ethanol content in today’s gasoline. In areas of where this is not a problem you see much less injector related issues. Most Q45 injector issues occur in California, Arizona and New York, as their gasoline has higher concentrations of ethanol.
The MAF on the VH45 can also be somewhat troublesome, causing really weird driveability issues. Generally, VH45 MAF’s cannot be rebuilt or saved, you must replace with a working used or new. Knock sensors also fail with age, they can be easily tested and the harness should also be replaced anytime the sensors are being replaced. One can easily inspect the knock sensors and if there are cracks anywhere on them, they are probably bad. Also, if the knock sensors look like they have melted, the engine has been overheated severely and further action should be taken before the motor is damaged further.
Specs:VH45DEClosed deck engine6 bolt mains, 2 are crossed274.22CI, 4494CCBore/stroke- 93x82.7mm (3.66/3.256in)Multiport fuel injection with equal length runners370CC injectors2 compression piston rings1 oil piston ring10.2:1 Compression RatioIndividual runner exhaust manifolds- Forged steel crankshaft. - Forged steel connecting rods. - Full-length main bearing cap girdle. - Lightweight, floating pistons with molybdenum coating. - Sodium-filled exhaust valves (90-92 motors only). - Cross-flow cooling system. - Hydraulic lash adjusters. - Single-row silent timing chain. - Coil-on-plug ignition system. - Roller rocker arms for reduced friction. - Variable Valve Timing. - Redline of 6900 rpm. - Compression ratio of 10.2 to 1. - Bore of 93 mm and stroke of 82.7 mm. - Dimensions: 890 mm(L) x 740 mm(W) x 725 mm(H).
Camshafts:Inlet:Lift = 9.9mmDuration = 248°IVO 0° BTDC IVC 68° BTDC38mm diameterEx:Lift = 9.9mmDuration = 248°EVO 60° BBDC ECV 8°ATDC32mm diameter
Some Measurements and PicturesHere are some measurements from various components in the VH45. Thanks to “defrag010” on the forum for providing these.
* all measurements are +/- .005"Bottom EndPiston/ringsBore = 3.635" / 92.1mmWristpin = .865" / 22mmCompression height = 1.257" / 32mm1st and 2nd Ring thickness = .074" / 1.88mm / (~5/64")Crown to first ringland distance = .235"First tingland to second ringland distance = .125"Small end gap = .985"Piston pic 1Piston pic 2Piston pic 3
Rod*bushed small end, with forced pin oiling and a piston oil squirter on rod*Length (center of bigend to center of small end) = 5.8"Big end width = .865" Small end width = .700"Big end bore = 2.160"Rod pic 1HeadIntake valve head size = 1.501" / 38.15mm (no oversize possible w/o shrouding)Exhaust valve head size = 1.300" / 33mm (oversize possible)Rocker ratio = 1.6Exhaust camshaft base circle = 1.175"Exhaust camshaft total circle at centerline = 1.392"Exhaust camshaft lobe lift = .217"Exhaust valve lift w/ 1.6 rockers = .347"Valve stem seals (SBI part numbers, viton, metal clad style)Intake: 90-95 = 122-123996 = 122-1264Exhaust: 90-96 = 122-1159
-Intake ports are EXCELLENT. They are concentric all throughout, low seat/port floor angle, and there is literally no casting flash or ridges at all anywhere inside the intake ports. From the port opening to the bowel is a straight cylinder, meaning if one wanted to port the intake side all he/she would have to do is put the head on a press and bore out each intake port until you hit the bowl, and then blend. They literally do not need any porting at all, unless you want to make the runner volume larger by boring the ports out.
Onto the measurements...Springs:Spring installed height = 1.455"Zero lift Coil Bind = .930"Seat pressure at installed height = ?? (spring tester was being used while I had free time, maybe later)-Springs are large enough and soft enough to find a stiffer alternative OEM spring off of another type of head that will give enough pressure needed for either superhigh rpm or if you want to run some bigger cams. I messed around and a stock SBC spring fits into the VH45 spring cup and retainer Perfectly, except the installed height and coil bind of the SBC spring were too tall for use on a VH.Valves:Intake:-stem diameter = .270"-height = 4.05"Exhaust:-stem diameter = .310" / 5/16"-height = 4.45"-sodium filled on exhaust onlyKeys:-7 degrees-diameter = .400"-height = .280"-bead type = round-bead diameter = .075"I also took measurements of the cam cap bolts so that I can have some made that are low profile 5-point heads vs. the crappy 1/4" torx. I twisted off two different snapon torx bits getting these caps undone, so I think some 5-point head bolts will be nice to have incase you break one off and have to drill the head off of the torx bolt like I did.-height = 1.56"-shank diameter - .250"-head diameter = .540"-head height = .092"-thread = m6x2.0
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elwesso
- Posts: 30810
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2007 BMW M Coupe
2007 Infiniti G35 S 6MT - Location: Indiana
- Contact:
Re: (Mettler)
Ok so only the US VH41's have the 270s? Good to know, i will edit that. The US VH41 really doesnt deserve to have the VH nameplate, should be a VK41 or something...
Mettler, anything else I should add? Im looking to add more concrete information, not stuff like "we think VQ30DET pistons may work".
Mettler, anything else I should add? Im looking to add more concrete information, not stuff like "we think VQ30DET pistons may work".
Re: New VH website... VH POWER (elwesso)
Great idea. Once I get some of my little "teething problems" out of the way I want to start cranking out some NA power from this great engine.Let me know where and how to send text and pics and I'll contribute what I have done so far.
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elwesso
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Re: New VH website... VH POWER (450Z)
If you put all of your pics and text into an MS word document that would be great, that would be by far the easiest for me (A copy/paste ordeal)
send to my email address in my profile. If its bigger than like 4-5MB let me know so i can get the file from you some other way.
send to my email address in my profile. If its bigger than like 4-5MB let me know so i can get the file from you some other way.
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Florida240sx
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2012 Nissan Altima S coupe 2.5 - Location: DeLand FL
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ScottJackson
- Posts: 657
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- Car: 91 Q45, 92 Q45a, 93 Q45, 79 BMW 635CSi, 95 BMW 540i
Re: (elwesso)
Where u getting all that Haterade from??elwesso wrote:Ok so only the US VH41's have the 270s? Good to know, i will edit that. The US VH41 really doesnt deserve to have the VH nameplate, should be a VK41 or something...
Glad to see you're making some progress on the site Wes. I'll get to work on the rear mount turbo write up I promised you. Even though it's still a work in progress it should be enough for someone to get a really good idea on what's involved.
I also have the CAI I designed and built if you want to offer them. I still have parts for a few and can make more. I know there are some firm critics on the use of anything other than the OEM airbox but I prefer it over stock. If you don't believe it is an effective mod then I doubt you'll sell any. Let me know.
I also have the CAI I designed and built if you want to offer them. I still have parts for a few and can make more. I know there are some firm critics on the use of anything other than the OEM airbox but I prefer it over stock. If you don't believe it is an effective mod then I doubt you'll sell any. Let me know.
Re: New VH website... VH POWER (elwesso)
I had mine on the dyno last week and with the standard injectors but using avgas it got 279.7 rwkw (about 375rwhp) so taking all the losses into account (and big mud tyres) we estiamte it to around 520-530 hp. The injectors were maxing at 87%. It was roducing more than this but we took it to detonation and then backed it of quite abit for safety.
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Mettler
- Posts: 1283
- Joined: Sun Jan 15, 2006 4:05 pm
- Car: HR31 GTS-8 coupe, VH41/45 Hybrid Transplant
Re: (T45)
Regrinds, reduction of base circle + shims. Either that, or they add material using gas welding and then put a new grind on. Both methods work... both methods have their own inherent risks.T45 wrote:If they are racing 41's in NZ with cams then why isn't anyone selling them? And who is making them? Regrinds?
Just curious.
I'm dealing directly with one of the VH race cam grinders over here with regards to my prototypes... machining my own fresh blanks (which will work out cheaper and less risky than the gas welding), and then gonna have grinds put on... to retain the factory base circle and not screw around with the valvetrain geometry.
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Ford Falcon
- Posts: 43
- Joined: Fri Oct 15, 2004 4:56 pm
- Car: '88 300ZX (to transform into a 450Z)
Re: (Mettler)
Hey Elwesso,
Great idea, and even better timing for me!I've just started pulling apart my '91 VH45 and want to find out all the lowdown nitty gritty on it. I want to leave nothing out. Any faults (such as the timing chain guides) to be ironed out.Also, any info on mods to up the horses on it would definitely be appreciated.Hows the site coming along so far?
My project is dropping the VH into my '88 Z31. I'm not sure if anyone else on this forum has done this, but I'll document what I can as I go.
Great idea, and even better timing for me!I've just started pulling apart my '91 VH45 and want to find out all the lowdown nitty gritty on it. I want to leave nothing out. Any faults (such as the timing chain guides) to be ironed out.Also, any info on mods to up the horses on it would definitely be appreciated.Hows the site coming along so far?
My project is dropping the VH into my '88 Z31. I'm not sure if anyone else on this forum has done this, but I'll document what I can as I go.
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Q45tech
- Moderator
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- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
Re: (Ford Falcon)
Interesting that FSM shows [picture] meauring valve lift at 0.390" or 9.9 mm vs some of old calculations and lift ratios which would result in a seriously lower total number.
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Florida240sx
- Posts: 11114
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- Car: 1993 Nissan 240SX Hatch 5spd
2012 Nissan Altima S coupe 2.5 - Location: DeLand FL
Re: (Florida240sx)
I second thatFlorida240sx wrote:Any feedback on your adapter yet. I'm ready to start turning some wrenches again.
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elwesso
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2007 Infiniti G35 S 6MT - Location: Indiana
- Contact:
Re: (Reno)
theyre going to be machined this week. I had a (losing) battle with the machine shop I used before. But we're on like donkey kong now!
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mattd1979
- Posts: 710
- Joined: Fri Oct 29, 2004 6:08 am
- Car: 1990 Pearl White Q45 plain Jane with 266,000 miles. 2015 moonlight white metallic Q70L with 20” wheels, sport brakes and a 5.6L at 58,000 miles.
- Location: Jacksonville
Re: New VH website... VH POWER (elwesso)
Hey Wes, Are you still designing the vhpower site or is it on the back burner?
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elwesso
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Re: New VH website... VH POWER (mattd1979)
once my plates are done im going to put it up.
Re: (elwesso)
Paypal is ready and waiting.elwesso wrote:theyre going to be machined this week. I had a (losing) battle with the machine shop I used before. But we're on like donkey kong now!
Put me down for one if they aren't all spoken for already, all I need to know is how much and where to send the money.
Re: (anlasak)
i hope theres a writeup with pix and videos... maybe even a song too
Re: (Reno)
A write-up for what exactly? Swapping a manual into a Q?Reno wrote:i hope theres a writeup with pix and videos... maybe even a song too
A song? I like the tune of the exhaust myself.
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mattd1979
- Posts: 710
- Joined: Fri Oct 29, 2004 6:08 am
- Car: 1990 Pearl White Q45 plain Jane with 266,000 miles. 2015 moonlight white metallic Q70L with 20” wheels, sport brakes and a 5.6L at 58,000 miles.
- Location: Jacksonville
Re: New VH website... VH POWER (elwesso)
Did this site ever come to be or is it still in the works?