I am thinking of setting up a Q45 with 550 to 720 injectors, twin turbo and shoot for about 25lbs of boost. Can anyone tell me what the actual fuel map in the Infinity can handle as far as injectors and will the computer start going crazy once it is under boost. Also I was wondering if anyone knew of someone that has a forged piston set rods and crank availible. I contacted Crower and they told me $2300 for the R&D for rods and pistons.
Help if you can. I want to get everything right and then I am transfering the whole set up to a 1990 nissan 240 sx with a custom full body kit and everything . :help
Capabilities of the 1990 Infinity Q45 Engine
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trick240sx
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AZhitman
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Wow. Where to start....
Well, it's certainly an optimistic project... I'll tack up a few thoughts and others can chip in as well.
Anytime you open up a Q engine, you're talking big $$$. Trying to get a machine shop to duplicate the original factory tolerances is cost-prohibitive, as most aren't even qualified to do so.
Pistons and rods? Forget it. Factory stuff is expensive enough, aftermarket is impossible to find.
Having said that, the bigger concern is fitment. A VH45DE is taller and wider than a SBC engine, and isn't an easy fit in a 240 engine bay. We have a member here who started such a swap (Sopdadope) and abandoned it, as a built 350 would be around the same weight, more powerful, and easier to swap (kit is available through one of our members Aries at LimeCreek Motorsports).
A member in Australia (AGM) has done some preliminary turbo work on a Q engine - You may want to email him and pick his brain....
Well, it's certainly an optimistic project... I'll tack up a few thoughts and others can chip in as well.
Anytime you open up a Q engine, you're talking big $$$. Trying to get a machine shop to duplicate the original factory tolerances is cost-prohibitive, as most aren't even qualified to do so.
Pistons and rods? Forget it. Factory stuff is expensive enough, aftermarket is impossible to find.
Having said that, the bigger concern is fitment. A VH45DE is taller and wider than a SBC engine, and isn't an easy fit in a 240 engine bay. We have a member here who started such a swap (Sopdadope) and abandoned it, as a built 350 would be around the same weight, more powerful, and easier to swap (kit is available through one of our members Aries at LimeCreek Motorsports).
A member in Australia (AGM) has done some preliminary turbo work on a Q engine - You may want to email him and pick his brain....
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trick240sx
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Q45tech
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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
I think the major problem would be the coolant jackets how to circulate twice the oem volume to take away twice the heat to a radiator twice oem area. You can't just spin the water pump faster as it will cavitate.You will need a dry sump oil system with 12 quarts of oil and external coolers.
To make 650HP and use the HP frequently I'll bet you end up with a $30,000 engine.
It would be a lot less expensive to modify the look of a SBC with beautiful engraved Nissan valve covers and Nissan logos in metal.
To make 650HP and use the HP frequently I'll bet you end up with a $30,000 engine.
It would be a lot less expensive to modify the look of a SBC with beautiful engraved Nissan valve covers and Nissan logos in metal.
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maxnix
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1995 Infiniti Q45t
2000 Infiniti Q45
That's probably about a $100K fantasy.911/Q45 wrote:I prefer my fantasy of Kim Basinger and I on a desert island.
By the way, I have been in pm contact with an individual in NZ who says he built a VH45DETT with dual intercoolers and installed in his 240sx, which seems to have been wrecked. He claims he was running 23 lbs. of boost. I have invited him to post the details of the engine modifications here, so we'll see. Hello, Kim?
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trick240sx
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trick240sx
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You ought to check out this thread on Freshalloy about this same thing.
http://forums.freshalloy.com/u...art=1
I am undertaking this same project, and have a pretty good idea of how things will go together.
What did Sopdadope say?
http://forums.freshalloy.com/u...art=1
I am undertaking this same project, and have a pretty good idea of how things will go together.
What did Sopdadope say?
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s13sr20chris
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trick240sx,
Sorry about the late reply, but I have had trouble getting logged on.
The advice below may be a little conservative for you, but it is simply what I would do, even with all the experiance I have had setting up the VH45DE for forced induction.
My coments are as follows:-
1. Set up the car naturally aspirated, using a Motech M800 and drive it in this form form a while.
2. As the VH45DE has such good mid to top end performance, I beleive that turbo and centrifugal supercharger is the the wrong way to go.
3. If starting from scratch, I would go an Opcon screw (positive displacement) Supercharger.
4. I would contact a chap named Courtney Tassie, who has developed an Opcon kit for the VK45DE. They are also in the process of developing and Opcon water to air intercooler.
5. I would set up the car at 7psi boost to maximise performance with stock internals only at this stage.
6. Now for the expensive part, Carrillo rods with JE decompresssed pistons. Just go aftermarket for the internals.
7. I would actually wait for the GTR Skyline to come out with the VK45DE for a while, as no doubt being a GTR there will be plenty of go fast goodies available.
8. Another alternative is to buy a test Infinit IRL engine which I once saw on the net, which was never put into a car. If you put on spacer, low boost should give you the HP you are looking for.
Hope this is of some help.
Regards
AGM
Sorry about the late reply, but I have had trouble getting logged on.
The advice below may be a little conservative for you, but it is simply what I would do, even with all the experiance I have had setting up the VH45DE for forced induction.
My coments are as follows:-
1. Set up the car naturally aspirated, using a Motech M800 and drive it in this form form a while.
2. As the VH45DE has such good mid to top end performance, I beleive that turbo and centrifugal supercharger is the the wrong way to go.
3. If starting from scratch, I would go an Opcon screw (positive displacement) Supercharger.
4. I would contact a chap named Courtney Tassie, who has developed an Opcon kit for the VK45DE. They are also in the process of developing and Opcon water to air intercooler.
5. I would set up the car at 7psi boost to maximise performance with stock internals only at this stage.
6. Now for the expensive part, Carrillo rods with JE decompresssed pistons. Just go aftermarket for the internals.
7. I would actually wait for the GTR Skyline to come out with the VK45DE for a while, as no doubt being a GTR there will be plenty of go fast goodies available.
8. Another alternative is to buy a test Infinit IRL engine which I once saw on the net, which was never put into a car. If you put on spacer, low boost should give you the HP you are looking for.
Hope this is of some help.
Regards
AGM
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sijoko
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- Contact:
AGM, glad that you are still around.
How is the Q coming along? Did your car show up in the magazine? I think it was ZOOM or something like it.
About the VK45DE: Is it very similiar to the VH45DE? There is a company in California that developed a positive displacement supercharger for the 2002 Q45. Maybe it would fit on the VH45DE.
I was waiting for the B.A.D. s/c kit for the 90-96 Q45. But, alas, it is dead in the water.
I am really leaning towards doing a turbo set-up. I would keep everything as simple as possible.
-sijoko
How is the Q coming along? Did your car show up in the magazine? I think it was ZOOM or something like it.
About the VK45DE: Is it very similiar to the VH45DE? There is a company in California that developed a positive displacement supercharger for the 2002 Q45. Maybe it would fit on the VH45DE.
I was waiting for the B.A.D. s/c kit for the 90-96 Q45. But, alas, it is dead in the water.
I am really leaning towards doing a turbo set-up. I would keep everything as simple as possible.
-sijoko
i dont think "as simple as possible" and "VH45 DE" go in the same sentence.... 
in any case, a very interesting and ambitious project.
300zx bellhousing will not work for you, and the manual transmission doesnt have a removable bellhousing. adapter could work, but lots of custom work $$$, but this you obviously already know.
i would agree with getting the engine in there first, maybe a VK, and later maybe working in a screw SC kit.
just getting the engine and transmission to work will be a load of work. VH is also definitely wider than the VG.
in any case, a very interesting and ambitious project.
300zx bellhousing will not work for you, and the manual transmission doesnt have a removable bellhousing. adapter could work, but lots of custom work $$$, but this you obviously already know.
i would agree with getting the engine in there first, maybe a VK, and later maybe working in a screw SC kit.
just getting the engine and transmission to work will be a load of work. VH is also definitely wider than the VG.
Sijoko,
I am still here. Just been on a long vacation and work has backed up a bit.
The Q is going well. All I need to do know is get the transmission back from level 10. I sent it by boat to save freight.
Am also waiting for custom 19" rims to come in from Italy. Just the finishing touches now.
I have previously been in contact with Courtney Tassie, who has developed the opcon/autorotor kit. If I was to start from fresh, this is the way I would go without a doubt.
The centrifugal supercharger is good, but does not match the tourque from a standing start of a positive displacement supercharger. I feel the same about turbo's.
What the VH45DE forced induction set up should focus on, is boost at idle, as the engine performs so well through the mid to upper range, even naturally aspirated.
I have had no experiance with the VK45DE, but I assume it is the most similar configuration to compare with each other.
I would really look at the Californian supercharger set up, as it is a kit ready to go and custom fabrication is so expensive and time consuming (but still rewarding).
Let me know if you need the contact details for Courtney, as I don't have them at hand at the moment, but can get them again.
Regards
AGM
I am still here. Just been on a long vacation and work has backed up a bit.
The Q is going well. All I need to do know is get the transmission back from level 10. I sent it by boat to save freight.
Am also waiting for custom 19" rims to come in from Italy. Just the finishing touches now.
I have previously been in contact with Courtney Tassie, who has developed the opcon/autorotor kit. If I was to start from fresh, this is the way I would go without a doubt.
The centrifugal supercharger is good, but does not match the tourque from a standing start of a positive displacement supercharger. I feel the same about turbo's.
What the VH45DE forced induction set up should focus on, is boost at idle, as the engine performs so well through the mid to upper range, even naturally aspirated.
I have had no experiance with the VK45DE, but I assume it is the most similar configuration to compare with each other.
I would really look at the Californian supercharger set up, as it is a kit ready to go and custom fabrication is so expensive and time consuming (but still rewarding).
Let me know if you need the contact details for Courtney, as I don't have them at hand at the moment, but can get them again.
Regards
AGM
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trick240sx
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trick240sx
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maxnix
- Posts: 22627
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- Car: 1995 Infiniti Q45
1995 Infiniti Q45t
2000 Infiniti Q45
Stroker Ace
It is for the VK45DD sold only in Japan. It is at the Impul website (Japanese only) and will set you back $20K - $30K, assuming you have a VK45DD that is certifiable in the USA.__________________Brian1995 Q45 & Q45ttrick240sx wrote:Also I noticed somewhere that it is a stroker kit floating around somewhere that will bump the 4.5 to 5.4 does anyone have info on that. who makes it. email address or web page. info
Discover the power of the button!
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sijoko
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AGM, hope we can all see some new pics of the Q. I would especially like to see some shots of the Impul body kit. It is the only kit that compliments the lines of the Q.
My 94 Q was out of commission for a long time. I was too busy to fix it, but now it's back on the road.
I replaced the subframe bushings with Polyurethane ones for a Z32 - 300zx. It was not a direct swap, but needed some massaging.
I also replaced the driveshaft with a Carbon Fiber unit from ACPT. There is a 30 lbs difference between the new and the old shaft.
Accelleration is much improved. There is some harshness because the factory shaft has nice rubber bushings on it to cushion shift shock.
I also made a new exhaust for the car. It was my first attempt but it came out pretty good. Everything from the headers back is 2.5" mandrel bent tubing w/ a Dr. Gas X-pipe and Spintech mufflers.
The car has a sound of authority that the locals can't figure out. Most people don't even know what a Q45 is. When they hear the car go by them, they have this confused look on their face.
Concerning forced induction, I don't want to spend $10-15k to get some more power out of the car.
My plan is to do a JY turbo setup for the Q using the stock headers. I would mount the turbo where the battery currently sits. The drivers side exhaust would merge with the pass. side exhaust before the turbo.
There is ~3.5 inches between the engine and strut tower for the downpipe. I would probably use a 2.5 inch downpipe. After that it would be a single exhuast all the way to the bumper.
It would have to be a low boost setup because of the high compression ratio of the engine. With water/alcohol injection, I could run 7-8 lbs. boost safely.
This weekend I am going to do some rough measurements with the headers out of the car. The only part that I would need custom made is the AC line that goes to the firewall from the compressor.
I know this sounds like a pipe dream to some, but everything begins with an idea. Like you said, custom fabrication is expensive and time consuming (but rewarding).
Take care.
-sijoko
My 94 Q was out of commission for a long time. I was too busy to fix it, but now it's back on the road.
I replaced the subframe bushings with Polyurethane ones for a Z32 - 300zx. It was not a direct swap, but needed some massaging.
I also replaced the driveshaft with a Carbon Fiber unit from ACPT. There is a 30 lbs difference between the new and the old shaft.
Accelleration is much improved. There is some harshness because the factory shaft has nice rubber bushings on it to cushion shift shock.
I also made a new exhaust for the car. It was my first attempt but it came out pretty good. Everything from the headers back is 2.5" mandrel bent tubing w/ a Dr. Gas X-pipe and Spintech mufflers.
The car has a sound of authority that the locals can't figure out. Most people don't even know what a Q45 is. When they hear the car go by them, they have this confused look on their face.
Concerning forced induction, I don't want to spend $10-15k to get some more power out of the car.
My plan is to do a JY turbo setup for the Q using the stock headers. I would mount the turbo where the battery currently sits. The drivers side exhaust would merge with the pass. side exhaust before the turbo.
There is ~3.5 inches between the engine and strut tower for the downpipe. I would probably use a 2.5 inch downpipe. After that it would be a single exhuast all the way to the bumper.
It would have to be a low boost setup because of the high compression ratio of the engine. With water/alcohol injection, I could run 7-8 lbs. boost safely.
This weekend I am going to do some rough measurements with the headers out of the car. The only part that I would need custom made is the AC line that goes to the firewall from the compressor.
I know this sounds like a pipe dream to some, but everything begins with an idea. Like you said, custom fabrication is expensive and time consuming (but rewarding).
Take care.
-sijoko
trick240SX,
The contact details I have for Courtney is ( [email protected] )
The base kit only adds 100HP, but I assume that more would be available with a larger supercharger, change in pulley, intercooler ect. The pictures of this kit look very neat.
It is an autorortor/opcon twin screw type supercharger that sits in the valley. See how you go with Courtney on fitting the largest Autorotor/opcon unit. If you don't have any joy, I can give you another contact will be able to help you size up the right size Autorotor/opcon unit to match your HP requirements.
SIJOKO
Was the driveshaft a two peice unit?
One of the very first modifications I made to the Q was to the exhaust system, from the headers back. The set up is similar to yours. What made a huge differenceto the exhaust was then adding headers.
Would you like a set of custom exhaust dynamics racing computer designed headers in Satin Ceramic with 1 5/8" Primaries, 2" Secondaries, 2 1/2" outlet with dyno test sheet, showing a 42HP rear wheel gain to a naturally aspirated VH45DE.
The stock headers are a lot more restrictive than everyone believes, and I am expecting to get some people disagreeing with me for making this statement.
As far as I know, no one else has made custom headers for the VH45DE and contary to everyones expectations, they proved to be one of the best HP / $ I have spent so far.
I really would go for Courtney's kit and if he does not have headers, add the ones I have reffered to above.
Have a closer look at the turbo set up as a turbo will come on efficent boost within a rev range that the VH45DE is already efficent.
Your right about the boost level, 7 is ok in my experiance. Go for an Aquamist injection system. It costs more but is the best one on the market.
Hope you don't mind me expressing my opinion, but hope it is of some use to you.
Regards
AGM
The contact details I have for Courtney is ( [email protected] )
The base kit only adds 100HP, but I assume that more would be available with a larger supercharger, change in pulley, intercooler ect. The pictures of this kit look very neat.
It is an autorortor/opcon twin screw type supercharger that sits in the valley. See how you go with Courtney on fitting the largest Autorotor/opcon unit. If you don't have any joy, I can give you another contact will be able to help you size up the right size Autorotor/opcon unit to match your HP requirements.
SIJOKO
Was the driveshaft a two peice unit?
One of the very first modifications I made to the Q was to the exhaust system, from the headers back. The set up is similar to yours. What made a huge differenceto the exhaust was then adding headers.
Would you like a set of custom exhaust dynamics racing computer designed headers in Satin Ceramic with 1 5/8" Primaries, 2" Secondaries, 2 1/2" outlet with dyno test sheet, showing a 42HP rear wheel gain to a naturally aspirated VH45DE.
The stock headers are a lot more restrictive than everyone believes, and I am expecting to get some people disagreeing with me for making this statement.
As far as I know, no one else has made custom headers for the VH45DE and contary to everyones expectations, they proved to be one of the best HP / $ I have spent so far.
I really would go for Courtney's kit and if he does not have headers, add the ones I have reffered to above.
Have a closer look at the turbo set up as a turbo will come on efficent boost within a rev range that the VH45DE is already efficent.
Your right about the boost level, 7 is ok in my experiance. Go for an Aquamist injection system. It costs more but is the best one on the market.
Hope you don't mind me expressing my opinion, but hope it is of some use to you.
Regards
AGM
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trick240sx
- Posts: 225
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- Car: cars
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sijoko
- Posts: 961
- Joined: Fri Jul 26, 2002 6:54 am
- Car: Black 1994 Infiniti Q45 Turbo, Pearl White 2014 Maxima Sport
- Contact:
1qckser,
Thanks for the encouragement.
AGM,
The driveshaft is a one-piece unit with Spicer U-joints. The whole thing weighs in at ~15 lbs. The stock steel 2 piece weighs close to 45 lbs. The rubber bushings on the stock shaft were beginning to crack. I decided to use the money for a new driveshaft towards getting a carbon fiber unit.
Tell me more about the headers. Do you have them built already or do they have to be fabricated? Would it be done by the same guy who did yours? I think it was Exhaust Dynamics. Also, what about the orientation of the steering rack in regards to fitment of the headers? I am referring to left-hand vs. right-hand drive.
I am going to e-mail Courtney. It would be great if his kit would fit our cars.
The biggest reason I am leaning towards the turbo is the ease of fabrication from a DIY standpoint. I have some welding skills and can get the parts needed relatively cheap from Ebay.
You are right in that a positive displacement blower would really help out the Q in the torque department. But a properly sized turbo can also hit very early.
In my case, because of the 4.08 gears and the high stall converter, I would not need that much down low. I am mostly looking for some power increases in the mid to high range.
The biggest obstacle is the utter lack of performance mods for this car. The Q is one of the best kept secrets in the world of performance 4 door sedans. Sometimes, I think that it is too much of a secret.
I appreciate your input, as well as the input from all the other members on this board.
Talk to you later.
-sijoko
Thanks for the encouragement.
AGM,
The driveshaft is a one-piece unit with Spicer U-joints. The whole thing weighs in at ~15 lbs. The stock steel 2 piece weighs close to 45 lbs. The rubber bushings on the stock shaft were beginning to crack. I decided to use the money for a new driveshaft towards getting a carbon fiber unit.
Tell me more about the headers. Do you have them built already or do they have to be fabricated? Would it be done by the same guy who did yours? I think it was Exhaust Dynamics. Also, what about the orientation of the steering rack in regards to fitment of the headers? I am referring to left-hand vs. right-hand drive.
I am going to e-mail Courtney. It would be great if his kit would fit our cars.
The biggest reason I am leaning towards the turbo is the ease of fabrication from a DIY standpoint. I have some welding skills and can get the parts needed relatively cheap from Ebay.
You are right in that a positive displacement blower would really help out the Q in the torque department. But a properly sized turbo can also hit very early.
In my case, because of the 4.08 gears and the high stall converter, I would not need that much down low. I am mostly looking for some power increases in the mid to high range.
The biggest obstacle is the utter lack of performance mods for this car. The Q is one of the best kept secrets in the world of performance 4 door sedans. Sometimes, I think that it is too much of a secret.
I appreciate your input, as well as the input from all the other members on this board.
Talk to you later.
-sijoko
sijoko, not wanting to steal someones idea, but how did you come across the driveshaft? did you have it custom made? I would be interested in this piece as im sure others might, have any of you guys thought about a light wieght pully set up? I have them on my SE-R and they made a nice difference, Im thinking of taking the crank pully off of my spare motor and seeing if one can be made, only problem would be dampening, I dont know if it would be cost worthy to have something like this made, the driveshaft on the other hand accomplishes the same thing except with no chance of engine damage due to bad harmonics.
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sijoko
- Posts: 961
- Joined: Fri Jul 26, 2002 6:54 am
- Car: Black 1994 Infiniti Q45 Turbo, Pearl White 2014 Maxima Sport
- Contact:
1qckser, I stumbled on the CF driveshaft by just cruising on the net looking at what owners of other makes have done to their cars, mostly Mustangs and CamBirds.
The driveshaft was custom made by a company in Cali called ACPT. Speak with Ryan. They make shafts for the 300zx TT which use the same auto trans as our cars.
The cost was $1100. I don't know how much a new Infiniti shaft costs, but it would probably be a little less, maybe $200-$300.
The website is: http://www.acpt.com/
How much do you think it would cost to do a light weight pulley set for the Q?
-sijoko
The driveshaft was custom made by a company in Cali called ACPT. Speak with Ryan. They make shafts for the 300zx TT which use the same auto trans as our cars.
The cost was $1100. I don't know how much a new Infiniti shaft costs, but it would probably be a little less, maybe $200-$300.
The website is: http://www.acpt.com/
How much do you think it would cost to do a light weight pulley set for the Q?
-sijoko
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trick240sx
- Posts: 225
- Joined: Mon Jul 21, 2003 11:43 am
- Car: cars
well I found the stroker kit and its not as bad as you think it is only $2500usd The kit consists ofa stroked crankshaft, a set of forged pistons in your choice of bore sizeand compression ration, and a set of the Deves racing piston rings. Theprice is $2,499 plus your exchange crankshaft. 4.5 to 5.4 not bad