hi power VH45

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

PalmerWMD wrote:I agree, I will bring this up with the other admins.

Fred..

Thank you!

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

peakhp wrote:Bart1,

The measured distance in the vertical from the bottom of the block to the lowest point of the cam cover is approx 9 inches. Add approx 5.5-6 inches for the oil pan. So I hope that helps you with your measurements.

I'll try to snap a few pictures in the meantime..

Peakhp

Thanks Peakhp pictures would be fantastic. Sorry to be a pain in the *** but how far does the crank girdle hang down from the bottom of the block.

So its 9inch + girdle??

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

Who's ur engine builder Peakhp??

Q45tech was sayin its almost imposiblr to get over 700hp any more than that and its melt down due to insuficiant cooling inherent in the engine for over 700hp.

Am i missing something here??? because Adam Clarke is talking 1500hp.

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

Any engine producing more HP than it was made for will wear out quicker, but when you hear of engines producing 1500hp, this is only for a short period & mostly doesn't destroy the engine. If you held it at the MAX hp all the time, then it would die quickly. Just like if you held the standard Q45 flat out all day, it would wear out very quickly & quite possibly fail in a big way!

Consider the Top Fuel dragsters, they produce in excess of 5500hp, but they only run for 5 secs at that power, so sometimes they can get several passes from one motor, but if they ran like a normal everyday driver, then the engines would last heaps longer.

So, in answer to "would the Q motor melt?" that depends entirely on how long the engine was at that hp figure. We have GT-R motors here producing in excess of 1000hp, & get a reasonable life out of them & they are only 2.6l engines. ( they drive like crap in the lower revs though!

)

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

yep, with any serious project you need to take into account the full picture. If you add more air, you must add more fuel. If you add power (66% of which is lost to friction and heat) you must be able to cool it. I wouldn't attempt to double the output and not double the cooling capacity unless you are just drag racing for a few seconds for example. But everyone knows this... thats why people let their cooling system catch up by idling it for 5 minutes after a big run, or high speed pass.

You start to have thermal management problems when you cannot take away the heat faster than it is generated, which is called thermal runaway. Other problems can be caused from a block that has hotspots where some parts don't have as much surface area to the coolant as others. Nissan/Infiniti do a fairly good job removing casting flash from their blocks usually found in the water jackets and behind the water pump. But it wouldn't hurt to clean them up as long as you have access to them.

There are several VG30's pushing 700 Bhp, and at least one putting out 1200, although the VG has a bulletproof iron block, I don't think the numbers Adam and I are shooting for are completely unrealistic. If anything, it's a target, we'll see what happens when it happens. I'd love to hear from anyone who has blown up a VH45. I'd be surprised because it looks pretty stout.

Btw: the cooling system we're using is very similar to the 2003 JGTC Skyline, in that it is rear mounted for weight distribution (and more importantly space considerations).

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

Other than chain guides, all the damaged Q we see are from rod bearing wear from not changing oil.........some do drive them till the rods come thru the block. But there is a year warning if they had taken the car in for service......they just drive them till they blow!

Of course overheats are common from lack of maintenance.

At 259k. I'm glad I never have to hold WOT more than 15 seconds now, been a few years since I hit 130 mph [29 seconds].

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

come on Q45Tech open her up down the quater see what she does.

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

I check the 50-80 mph with a stopwatch every month........that tells me all I need to know..............as each 0.1 second [in a 5.3 sec run] represents 10-15 HP.

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

im fabricating a fuel tank for a street car from aluminium sheet its 2mm thick is this thick enough or should i go thicker and use the thin just for the baffles, keeping in mind i dont want to make it too heavy, and i dont want it too weak so that a hole can be pierced through it from debre from the road. Any advice as im just about to cut up some nice sheet of aluminium??

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

Hi guys.this is in interesting threadi am currently building a VH for racingNat.Asp. vh41 stroked to 4500cc8 throttle body injection i need help with port shape and sizeand custom cam billets, lash killersI have read most of the threads about VH'sinteresting that there is so much interest here in Oz. ( and NZ)AGM are you a nsw boat mani am in melb.

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

Hmmm....a stroked to 4.5L VH41DE has the same internal dimensions as a VH45DE. Wonder if it has all the other goodies like the lower block reinforcing girdle.

I would like to see someone take a VH41DE and tune it to be a 7500 RPM screamer it should be. It would be difficult to maintain the low end torque necessary to lug around a Y33 chassis.__________________Brian1995 Q45 & Q45t & 2000 Q45

Discover the power of the button!

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

It will have to be at least 8500 rpm. It is for a race car only sotorque under 4500 rpm not needed, car is 1050 Kg total 1150 with me in it,( space frame / fibreglass body z32 300zx)engine mid mounted, Unbreakable 5 speed manual trans axle

the big BUT is that i am gamb|ing that i can get as much HP as a 6000cc chev winston cup motors that my competitors use but because of the vh41 beeing 4 valves per cylinder i have a 1.3 muiltiplier penalty limiting me to 4500cc.

yes the bottom end is the same. i have a vh45 and a vh41 in pieces next to each other, main difference between the two is the timing chain setup. and 45 starter is on the right 41 is on the left.Intake ports different in that the branch is in the head on the 41 and in the manifold on 45

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

annakier

I am located in Perth. It would be great to follow your progress.My experiance is only with VH45DE. A 300ZX fibreglass body with an Infiniti V8. Now I would like to see that!

Sounds like it is a shame you did not simply buy the following engine

http://www.race-cars.com/engso...s.htm

Regards

AGM

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

Might read some posts here by Q45tech that would suggest that 8500 rpm with the longer stroke is just too much piston speed for the connecting rods. Even titanium may not be sufficient.__________________Brian1995 Q45 & Q45t & 2000 Q45

Discover the power of the button!

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

i have read that and am i little concered but NASCARS run 6000cc3.5" stroke 9500 rpm and run at that rpm for up to 2 hours constant. keep in mind i am not expecting a long life for any of the internals , i run in 15 - 20 min races 4 in a weekend 8 a yearthat sort of 24 hour use in two years if i can get 2 years at that rate from the rods and crank i will be very happy, less than 1 year will meen i have made a big mistake and will go back to the 600 hp chev i run in my current car . all opinions from anyone with experiance with high rpm engines i do want. as i built my chev but only run it to 7500rpm.

love some tech help from all and any

Post by **q45_curious** » Tue Jan 21, 2003 10:39 am

Are you putting the VH45DE in your Torana?

ThanksJo

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Yeah the plan is to transplant the VH45 into an LJ. dont know when, that has been the plan for 2 years as iv been trying to get dimensional isues straight so im pretty sure it will fit, very tight but should fit, wont know 100% until i try it.

Post by **q45_curious** » Tue Jan 21, 2003 10:39 am

I currently own a UC (not sunbird) 2 door ( DARE4U ) which currently runs a Kakimoto drift RB20DET engine. I have heard a lot of interesting things about the VH45 and would like to implant into the UC.I have only been looking into this for a few weeks ,but when I make my mind up it usely happens pretty quick,maybe you would be interested in sharing some idea's.

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Yep definently, what would you like to know?You can find heaps of info on this forum, actually this thread, check it out, i picked alot of brains here, they have been so helpful so they could help you more than i could, but still you can ask anything you like. Also on a forum called Fresh Alloy, Q45TECH is extreamly good at answering questions on the VH45 as he is the head technician for this engine in the states, not a bad sauce of info hey.He must be protected like a king, because without him the universe will cease to exist.

:ylsuper

RB20 in a UC sounds like its a bit of a screemer. Im running a RB30t in an LJ, i have a RB26 head for it but i havnt straped it on yet, prob never will, might just sell it. Sometimes i wish i had straped it on to see what its like. But if i do i would rebuild the whole motor and then wack the head on, but this costs big bucks and so i held back because soon after i got the head i started research into the VH45 and thought damn this is a fine engine, so i intended, still do intend on fitting this engine in th LJ, so the RB30/26 pretty much hasnt gone ahead and i remain with the stck RB30T in the LJ.:rolleyes

Thanks peakhp for the measurements it really helped im 99.9% sur it will fit in the LJ, i can see the exhaust manifolds may have some clearance isuses though, so the rails mat need a trim for clearance hehe. :ylsuper :ylsuper :ylsuper

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

Does anyone have a link to those guys with a dubble turbo Pick that was talked about earlier in this thread.

Thanks Micael

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

Bart1 wrote:Also on a forum called FA, Q45TECH is extreamly good at answering questions on the VH45 as he is the head technician for this engine in the states, not a bad sauce of info hey.He must be protected like a king, because without him the universe will cease to exist. :ylsuper:ylsuper :ylsuper :ylsuper

Hey Dennis aka Q45tech is ours, the original NICO Infiniti Supermoderator.

He has tons more posts here, than there and onlymoonlights there when he runs out of questions here.

Fred..

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

Actually FA asked me first but my heart is here as there are few older Q that hang at FA........mostly G35. Actually started on Yahoo boards in 1999.

My God, 5 years [3,000 hours plus 4,000 hours of research] .... repeating the same things. You would think I would have automated the answers by now but finger exercise is good.

Where do I send the $350,000 bill?

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Well worth it mate.

Remember me q45tech, im the guy who used to ask questions like is 1000hp possible with a twin turbo VH45. heheheI havnt done it yet but im willing but not able as the cash isnt up yet.

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Check out this site guys. Has anyone seen this engine on ebay in real life. Its in LA. does anybody know if its in good condition??

http://cgi.ebay.com/ebaymotors...33615

http://search-desc.ebay.com/se...p=210

http://cgi.ebay.com/ebaymotors...=6755

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Hey guys im trying to identify the year of maufacture of a VH45, i need a 1989-91 model VH45, the only thing i know of this particular engine is its out of a G50, i guess the question is what year did the G50 come out??

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

G50 was 90-96.The earliest Q engines are in the 1990 to 1991 Q45's.

Fred...

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

There are other ways of assisting the intercooler. You can use a CO2 sprayer on the intercooler, You can use a CO2 dime to cool the air in the pipeing before the Throttle body. You can use a cO2 runner for the fuel rail.

There are tons of things you can do to assist in the cooling of the engine and the chamber.

Temp is not an issue if you do use proper cooling measures, but it WON'T be cheap.

To build an engine to those extremes, the cooling equipment alone can run you 3 to 4 thousand to cool the engine properly cause at those levels and high boost you the word over kill won't exist.

Post by **Bart1** » Tue Jan 21, 2003 10:39 am

Hey Peakhp

Hows things comming along with the VH45 conversion?did you go with the dry sump you mentioned previously? if so how shallow would the dry sump pan be? as the original pan is about 5.5-6 inches deep. Just wondering how shallow one can go as there are obvious limitations because of crank etc.

Post by **IvoryJ30t** » Tue Jan 21, 2003 10:39 am

so, whats the verdict on the stock internals? think the rod/pistons/head gaskets could take 500hp in short bursts? [<30 seconds]

in a street application, the motor would see vacuum most of the time, aside from a few psi here and there, and 10 psi for short bursts.

think the motor would tolerate 500 turbo intercooled horses for short bursts, or not?

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

I see Sr20 non turbo's here do 320 - 350 fwhp once a turbo is bolted on. Yes they do hold togther fine, daily drivers too.

I see no reason with a VH45 you can't double that figure.

If the toyo 1uz v8 motor can hold 700fwhp I also expect the larger capacity Nissan to do it.

hi power VH45

Re: Re: No Time Limit on Post Edits

Another Ozzie nutter

VH45DE

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