hi power VH45

Post by **Stoneage_Turbo** » Tue Jan 21, 2003 10:39 am

been working on a idea for a intercooler that runs evaportaor core tubes inside the intercooler core tubes , tied to a seperate compressor driven off a seperate battery of coarse running the condesor/dryer and all that somewhere , might be a packageing nightmare but its a idea to get that aircharge temp down , outside water/ nitrous injection

anything that runs colder than r134 or 12?

then trying to keep the eveaporator core from freezing up ...arrg

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

What do you think of that idea Q45tech?

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Question about con rods, is titanium more brittle as compared to steel rods, eg from carillo?

Post by **Q45tech** » Tue Jan 21, 2003 10:39 am

No one uses brittle pure Titanium they always use alloys!

Most intercoolers are 70% efficient you need to decide how much each 1% density improvement is worth [vs cost] if the outside air is 100F, obviously spraying something on the cooler so that the OUTLET air drops 70F is worth 6% more power at the same boost.

The normal way is to inject [less fuel] then a max of 10% water [into air stream] prior to the intercooler once you have done this THEN you worry about IF auxillary chilling of the air feeding the IC is necessary................what ever is necessary to get the air temp into the lower runner passing the injector at no more than 120F.....you want the air and the injected fuel to be close in temperature.Never use methanol mixture [ethanol ok] as it attacks the aluminium with gusto.Measureing air temp at the intercooler output is fine but what happens in TB, plenum, and runners .....usually adds some temp to passing air as most of these passages are 160-180F.

Post by **Chally** » Tue Jan 21, 2003 10:39 am

Bart,

I have a Genuine Infiniti manual for the Q.

Also, Parramatta Nissan spares, Lintott Automotive Group at Rose Hill, can get ANY Infiniti part you need. Just ask for Tim & tell him Chally sent you.

You can ring me on 0414 29329 BH

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Is the manual complete ie all pages intact?

Has it got full rebuilding instructions and torque settings?

Do you want to sell it and how much?

Post by **Chally** » Tue Jan 21, 2003 10:39 am

Fully complete.

Has all instructions for engine rebuilt

No, I don't want to sell it, but you may use the info in it. (photocopy etc)

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Thanks mate,

Could you possibly stick the engine specs, rebuild and torque settings on the forum as jpeg or something and ill print it that way?

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Does titanium/alloy conrods have similar strretching characteristics as say alloy rods? ie alloy rods need to be changed more regularly than steel items after certain amount of runs, generally speaking.

The engine is for street and strip so i dont want to rebuild the engine every month or weekend.

Or are they more comparable to steel rods in terms of strength and elastisity, plasticity, im no metal urgist obviously but ive read some articles on steel, alloys etc.

Please answer in basic terms if you can i can imagine this kind of stuff can get complex and at an engineering level. Thanks mate.

Post by **Chally** » Tue Jan 21, 2003 10:39 am

There's quite a few pages with lots of good info in them, & it would take up a lot of space, so it'll probably be better to photocopy them & send them to you.

If you just need the specs only, I can get them no probs.

Post by **Q45tech** » Tue Jan 21, 2003 10:39 am

The problem is the only Titanium rods were built for the indy engine 4.0 liter 2.90 stroke........they were $1,000 US each.http://www.crower.com/pdf/158.pdfhttp:/ ... .e.asp"NEW CANNULATED VALVE: Because of today's high RPM engine applications, engine builders are always looking for weight reduction. Stealth now offers the ultimate in weight reduction with the new Cannulated (hollow) valve design. Cannulated valves offer an additional 8% weight reduction over solid titanium valves of comparable stem diameters by utilizing a hollow stem design. The concept is not new, but its applicaton to titanium is quite revolutionary. Available in 11/32" and 5/16" stems only. Design tested and proven. The future of racing is here today. For elite racing programs only."

http://www.gofastzone.com/perf...e.asp

The problem with 4340 steel is it weighs more than aluminum alloy yet is only 10% stronger in equal weight.

But 4340 rods are $200 each vs $500 minimum each for titanium if you can find something close to fit......or $1000 each custom

Since you can get used takeout Q engines for a few thousand why not buy a dozen [volume discount] and just change them every 6 months? Would be less expensive than building one $50,000 engine which might last 2 years or 2 days.

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Would a stroked crank be suitable for the VH45 block, would the block be able to accomodate the extra throw of the crank? Perhaps to 5.5 + liters.

Any info on that Q45tech?

Post by **PalmerWMD** » Tue Jan 21, 2003 10:39 am

Bart:

have you checked Impul's website , they sell a stroker kit for the VK45DE.

Maybe for the VH45de too?

Fred...

Post by **maxnix** » Tue Jan 21, 2003 10:39 am

palmerwmd wrote:Bart:

have you checked Impul's website , they sell a stroker kit for the VK45DE.

Fred...

They seem to feature the VH45DD, which is unavailable outside of Japan.

Post by **PalmerWMD** » Tue Jan 21, 2003 10:39 am

Ahh, too bad...

Fred...:oface

Post by **maxnix** » Tue Jan 21, 2003 10:39 am

palmerwmd wrote:Ahh, too bad...

Fred...:oface

Yeah, but the stroker kit (crank and rods) might still work with the VK45DE. Don't know about anything else. Never have seen any VH45DE stuff on that site, but will have to look more closely.

Post by **AGM** » Tue Jan 21, 2003 10:39 am

Bart,

The easiest way to get a stroker crank for the VH45DE is to get on custom made by harrop.

If you supply them with an OEM crank they will be able to grind you up a new stroked one.

Regards

AGM

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Thanks mate for that info i was thinking custom crank, i actully payed a visit to Adam Clarke the guy with the VH45 in the 240zx drag car it looks fantastic, full tube chasiss and the little power plant is sitting in there like a pearl. I got the measurements off it and it looks like it will fit in the LJ. Next step is to buy one and do the conversion, should be fun and games.

Post by **Q45tech** » Tue Jan 21, 2003 10:39 am

The Japanese stroker kit takes the 90-93 Q to 4.95 liters and lowers safe rpm to 6575 rpm!.......the 93 mm bore needs enlarging but that requires a new block.

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

A new block? As in a VK45 block? That block is a little weaker than the VH45 because the cast is a little thiner is this correct? If so id rather stick with the standard crank with the VH45.

Cant i just bore out the cylinders and place larger liners.

Why is it that in Indy use the VK45 is used instead of the VH45 when the VH45 is stronger in the block?

Post by **maxnix** » Tue Jan 21, 2003 10:39 am

Quote »Why is it that in Indy use the VK45 is used instead of the VH45 when the VH45 is stronger in the block? [/quote]Similar dimensions, but totally different materials, from what I understand. On the other hand, they may be cheaper now that Infiniti is out of the IRL.

Post by **AGM** » Tue Jan 21, 2003 10:39 am

BART,

If you are in the market for a VH45DE I have a 1990 that has only done 64,000 kms.

It came out of a half cut. I have pulled the motor myself.

All I have done is take the heads off. The pistons, heads and valves are in very good condition.

I also have all the replacement guides, timing chains ect needed to do the full timing chain upgrade.

Let me know if it is of interest.

Regards

AGM

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

Where abouts are you and whats the price? Have you had the engine running and do you have the repair manual? How many bolt mains is it, are the exhaust single or dual ports?

Post by **AGM** » Tue Jan 21, 2003 10:39 am

Bart,

I am on the other side of the Nullabor in Perth. Although, I have not had this engine running, everyone who has seen it believes it to be in good condition, from a visual inspection.All VH45DE's have six bolt mains and quad cam.

Q45tech will be able to explain the difference in the head design in correct terms, however, in my layman terms the 1990 - 1993 has individaul valves that are flush with the head, wereas the 1994 - 1996 has twin valves set back in a sphere. There is a term for both of these designs but I can't recall it of the top of my head.

Same number of valves, just different design due to more stringent emission laws later on ect.

A lot of purists favour the 1990 engine.

Looking at both heads, I think the 1990 -1993 would be easier to modify/flowtest ect.

Like Chally, I have the full workshop manual for a 1994 Q45.

Hope this helps

Regards

AGM

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

AGM

how much do u want for itchuck in the manual if you can.

I can pay for the delivery which will be around $100 actually it will be more. I cant find one in sydney so i have to get it trucked over anyway, do you have the gearbox for it?

Post by **Bart ristuccia** » Tue Jan 21, 2003 10:39 am

When i was measuring the engine i noticed that it was quite short top to bottom. The exhaust ports will actually come 2 inches under the chassis rails of the LJ.

Post by **Q45tech** » Tue Jan 21, 2003 10:39 am

The 90-96Q all have thae same combustion chamber and valve lay out, the only difference is the intake port shape.....the 94-96 are a single oval with a notch for some conic section of the injector spray, the 90-93 have 2 quasi round ports each feeding an intake valve.........the common chamber is moved inside the lower runner vs just inside the head on the 94-96. Primarily an emission modification to avoid [relocate] fuel puddling when the throttle is suddenly lifted................helps low rpm torque a minor amount at the expense of 6,000 rpm tuning...........5 more at cruise [extra weight of 94] vs 5 less at top.

Post by **AGM** » Tue Jan 21, 2003 10:39 am

Bart,

I have everything you need to build your killer Quad cam V8 LJ Torana.

1. 1989/90 VH45DE complete. Lows k's and most importantly, no beaks in the origional plastic chain guides. Very rare!

2. Everthing you need to replace the plastic chain guides with metal ones. (imported from the US)

3. RE4RO3A (51X65) Transmission with lower first gear.

4. The workshop manual alone cost me $800 for the Australian editon (imported from Japan) You only need one section of it for your purposes, which I can copy for you.

If you are serious about purchasing the 'complete package' from me, to save all the running around for the right gear, Email me at [email protected]

Regards

AGM

Post by **Q45denver** » Tue Jan 21, 2003 10:39 am

How difficult would it be to install the lower first gear from the early Q in a 1996 Q45 automatic.

Post by **maxnix** » Tue Jan 21, 2003 10:39 am

Q45denver wrote:How difficult would it be to install the lower first gear from the early Q in a 1996 Q45 automatic.

Ummm...how screwed-up do you want your TCU to be? There would be a huge gap between first and second, as second was somewhat shorter in the 1994-1996 Q45s also.

hi power VH45

Q,Q45tech

con rods

VH45 Manual

Manual

Q45tech Conrods

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Re: STROKE IT

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