300zx vq swap

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MX-5 Miata Forum > All Miatas > Engine Conversions > 300ZX Engine in a 1990 Miata


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Replay

2nd October 2007, 21:56

My Miata's engine was already re-built once, though this piston's ring in the #1 chamber is bad, so it burns a little oil. I wanna do an engine swap, and try to get a little more power then stock. I don't really want a V8 in there, because I drive autocross in this car and I don't want my weight dristubition to be off (wouldn't it). So I was thinking of going a little lighter with a V6, out of a 300ZX. Would this be a good choice you guys think? If so, where should I start?
Thanks in advance! :)


nikkidanjo

2nd October 2007, 23:16

I'm not an engine swap expert so I'm sure you will get better informed advice shortly. That said, I think the VQ engines are rather heavy. I believe they are on par with an LSx motor and heavier than a Rover V8 or alloy block GM X-V6* or alloy block Ford 302.* I also believe the VQ was taller and wider than the VQ motors. In general I believe the swap to pushrod motors is in part because they are small enough to fit nicely. I don't know that this is generally true of DOHC V6 motors.

Best of luck!

*Both of these engines used iron blocks from the factory. Alloy blocks are available for both.


bada..mx5

3rd October 2007, 08:12

My Miata's engine was already re-built once, though this piston's ring in the #1 chamber is bad, so it burns a little oil. I wanna do an engine swap, and try to get a little more power then stock. I don't really want a V8 in there, because I drive autocross in this car and I don't want my weight dristubition to be off (wouldn't it). So I was thinking of going a little lighter with a V6, out of a 300ZX. Would this be a good choice you guys think? If so, where should I start?
Thanks in advance! :)


I think that it would be a very interesting swap. I am sure that it is easyer to put a 302 in a miata. But, it’s not like the first 302 swap in a miata have its difficultys.

Do it and keep a log here in the forums. Anything can be put into a miata with the right budget.


Galt

3rd October 2007, 15:30

I think that it would be a very interesting swap. I am sure that it is easyer to put a 302 in a miata. But, it’s not like the first 302 swap in a miata have its difficultys.

Do it and keep a log here in the forums. Anything can be put into a miata with the right budget.

Do it? Please. He explained that he wants a light engine. He's chosing the wrong engine, if he wants handling. His choice is as heavy or heavier than V8 options, not to mention not going to fit as well due to being OHC.

Of course it'd be interesting to you. You wouldn't need to spend around 10,000$ to get that engine in there, for a little more power and alot more weight. You'd just get to watch!


bada..mx5

3rd October 2007, 16:00

Do it? Please. He explained that he wants a light engine. He's chosing the wrong engine, if he wants handling. His choice is as heavy or heavier than V8 options, not to mention not going to fit as well due to being OHC.

Of course it'd be interesting to you. You wouldn't need to spend around 10,000$ to get that engine in there, for a little more power and alot more weight. You'd just get to watch!


Are you finished.......

If he likes that motor and that is what he would like to use. "I" would love to see it done. But, your right its not my 10,000.


felixcontour

3rd October 2007, 16:09

i think lots of folks are making good power out of Nissan SR20DET and KA24DET motors. i've heard of a bunch of Miatas running SR20DETs in their cars. i'm assuming that the SR motor is fairly lightweight, at least in comparison to a VQ or a Ford v8.

you know, if you want more power and light weight, i'd suggest looking into forced induction (turbo/supercharger). but you know, if you want to swap, go for it.


Galt

3rd October 2007, 17:01

Are you finished.......

If he likes that motor and that is what he would like to use. "I" would love to see it done. But, your right its not my 10,000. Jack a$$

Unless he was lying at the beginning, he doesn't want this motor.

" I drive autocross in this car and I don't want my weight dristubition to be off (wouldn't it). So I was thinking of going a little lighter with a V6, out of a 300ZX"

You're missing the point.


bada..mx5

3rd October 2007, 17:13

Let’s see...

Bigger motor= Definite weight distribution alteration.

For autocrosses he needs to focus on suspension and gearing. MO

From my experience I have seen guys with 130hp just blast guys with 300hp on an autocross track. But, if he needs power without disturbing his weight dis. he should go turbo or supercharger like previously mentioned. Not a motor swap.


Galt

3rd October 2007, 17:57

Let’s see...

Bigger motor= Definite weight distribution alteration.

For autocrosses he needs to focus on suspension and gearing. MO

From my experience I have seen guys with 130hp just blast guys with 300hp on an autocross track. But, if he needs power without disturbing his weight dis. he should go turbo or supercharger like previously mentioned. Not a motor swap.

Depends on how you're defining bigger. You can get an aluminum V6 from Gm that weighs roughly the same as the Miata engine, or the Rover V8 is close. The SR20 should weigh less, despite being bigger, ect ect.

Example:

The ford 302 engine is a great swap. The ford 4.6 is a horrid swap. The 302 is a MUCH smaller engine, despite being a larger displacement. It's also ALOT ALOT lighter. Pushrod engines are generally more compact, and DOHC (V shaped) engines are generally too wide for the Miata's engine bay.

The VQ30 is heavy for how much horsepower it has, and big for how much displacement it has. That makes it a poor swap in this case.


Beaz

3rd October 2007, 22:33

My Miata's engine was already re-built once, though this piston's ring in the #1 chamber is bad, so it burns a little oil. I wanna do an engine swap, and try to get a little more power then stock. I don't really want a V8 in there, because I drive autocross in this car and I don't want my weight dristubition to be off (wouldn't it). So I was thinking of going a little lighter with a V6, out of a 300ZX. Would this be a good choice you guys think? If so, where should I start?
Thanks in advance! :)
Your motor weights almost exactly the same as an LS1 out of a 97-04 corvette...go with a V8 :D


Nathan M-ED

4th October 2007, 01:37

(my friend is a Z head)

Which 300ZX? The Z32 motor is not gonna fit. It's HUGE. The old Z31 motor (VG30E), maybe. It's still giant, and will not make power without boost. I think it could be done, but not easily. Are you going to fabricate all this yourself?

Personally, if I could have any engine in my Miata, I would go with... A mazda BP. It can make plenty of reliable power with upgraded internals, the real trouble is everything else breaking. In close second are the F20 and SR20 swaps, both are high-revving four bangers closer to what a Miata should have.


Replay

4th October 2007, 16:21

Wow, thanks for all of the replys guys!
Ideally I would want go for for the forced induction meathod, but my engine burns a lot of oil in high RPM's, so that wouldn't wotk. That is one of the reasons why I wanna do an engine swap. I was origionally thinking of just putting another Miata engine in there, that why I wouldn't have to go to the trouble of switching out the ECU and modding the engine mounts. I will look into a Miata BP engine as well.


felixcontour

4th October 2007, 16:34

yeah, whether you rebuild or buy a low-mileage JDM motor, i think sticking with the stock motor is the way to go. turbo and S/C kits are relatively cheap, and a lot easier than the fabrication involved with most swaps.


14500rpm

5th October 2007, 03:07

(my friend is a Z head)

Which 300ZX? The Z32 motor is not gonna fit. It's HUGE. The old Z31 motor (VG30E), maybe. It's still giant, and will not make power without boost. I think it could be done, but not easily. Are you going to fabricate all this yourself?

There was an (odd looking) MX-5 in Hyper Rev with a VG30 swap, doesn't look like the turbo version though, here's a link to a rough pic of the article:

VG30 swap (http://s66.photobucket.com/albums/h272/agentb0b/?action=view&current=IMG_0964.jpg)


Replay

5th October 2007, 06:50

(my friend is a Z head)

Which 300ZX? The Z32 motor is not gonna fit. It's HUGE. The old Z31 motor (VG30E), maybe. It's still giant, and will not make power without boost. I think it could be done, but not easily. Are you going to fabricate all this yourself?

Personally, if I could have any engine in my Miata, I would go with... A mazda BP. It can make plenty of reliable power with upgraded internals, the real trouble is everything else breaking. In close second are the F20 and SR20 swaps, both are high-revving four bangers closer to what a Miata should have.

So I got some new info today, apperentally, a 300ZX engine is an inline six :eek: haha I thought up until today that it was a V, so in that case I can understand that it wouldn't fit. And I would be mostly doing this myself with help from a friend who has done heavy modifacations to car before (including engine swaps)


bripab007

5th October 2007, 08:26

No, there was no 300ZX that had an inline-six. That's incorrect information you were given.

Now, the 240-280Z and then the 280ZX had inline-sixes, but no 300ZX has ever had an inline engine from the factory.


Bill_Rockoff

5th October 2007, 08:29

That's some new WRONG info. The 280ZX motor was an inline six. Once they started calling them "300ZX" in the mid 1980's, the engines were three-liter V6's.

Someone has put a Toyota straight-six into a Miata, and someone else has put an overhead-cam Lexus V8 into a Miata. So, a straight-six will fit and an overhead cam V motor will fit. But it doesn't look like it was easy, and it doesn't mean every single engine of that configuration will fit either.

Good luck.


Rich Wilkman

5th October 2007, 09:34

Suggest you do a few things.

1. Get familiar with the rules for swaps in CA unless this is a track car that is trailered to each event.

2. Collect some basic dimensional data on the size of your bay and the size of your target motor fully decked out (headers, etc.). Sucks if it fits but you have to switch to RHD because there's no room for the steering link.

3. Disabuse yourself of the notion that the Miata, in any year, ever had 50:50 weight distribution outside of the marketing brochure. :)

-Rich


gtx510

8th October 2007, 08:39

No, there was no 300ZX that had an inline-six. That's incorrect information you were given.

Now, the 240-280Z and then the 280ZX had inline-sixes, but no 300ZX has ever had an inline engine from the factory.actually in Japan you could get a Z31 (1st gen) 300ZX with a RB20DET inline-6. It was the Fairlady 200ZR...


The 300ZX V6 is a VG, not a VQ. The later one's are dohc. The 3.3L "big-block" comes out of a Pathfinder.
Good luck sneaking any swap past the Kali smaog nazi's.


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Quote:

Originally Posted by fast-datsunView Post

We are coming out with out RB swap kit. look for it release in APRIL...

Who is "we"?

Once my Rb swap is done I'm gonna start providing the service of doing RB swaps into the Z32's..

Mounts, cross members, tranny mounts, wiring..etc

I'm pretty sure there will be a good crowd after the Rb swap once they see how simple it is to do


Quote:

Originally Posted by kiko10View Post

Dude, thats SEXY!!! where did u get that done and for how much??

I'm guessing you're referring to my pics?

As far as the work, I did it all by myself.
How much? Vg ~5k

Rb so far ~$50 <-LOL YEAH $50 BUCKS
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  1. 10-25-2011, 04:10 PM#1
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    VG30DETT into E36?

    Has it ever been done? I googled it but nothing came up.

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    All of the above fit in the e36 body and are much better engines.

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  5. 10-25-2011, 04:45 PM#5
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    ^^ dont forget the f20 (s2000) motor and smal block ford motor (saw this at bimmerstock)

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    Quote Originally Posted by EurOfficialView Post
    ^^ dont forget the f20 (s2000) motor and smal block ford motor (saw this at bimmerstock)
    why would one want an s2000 engine in their e36???? torqueless

  7. 10-25-2011, 05:48 PM#7
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    they have that kit e36v8.com to put a 5.0 and t5 in your e36, and with aluminium heads it weighs as much as a 6 cylinder. would love to make this happen for myself.

  8. 10-25-2011, 07:05 PM#8
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    Skip the old iron block VG engine and drop in a VQ series engine.

    Personally, I'd go LSx if I was swapping, but the VQs are solid powerplants too.
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  9. 10-25-2011, 09:40 PM#9
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    Quote Originally Posted by AggroRider1

    why would one want an s2000 engine in their e36???? torqueless
    I dont think its a good idea, but its been done, supposedly it was a drift car in japan.

  10. 10-25-2011, 09:53 PM#10
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    I owned 1990 300zx tt with that engine and I can tell you it is very powerfull engine.

    This guy put some big turbos on bone stock engine and runs 9 seconds in a 1/4 with stock automatic transmission.

    [ame]http://www.youtube.com/watch?v=bRuTKw9YAco[/ame]

    Here is the website with list of specifications, basicly just stock engine with bolt on stuff, bigger valves, ,, etc and stock auto transmission with shift kit.

    http://specialtyz.com/sz-z32.php

    This guy Greg dupree was the first guy to brake into 10s with 300zx, thats because most people tought automatic transmissions are for girls. Soon as this guy beat all of the manual transmission 300zx drag guys, now everyone started looking for automatics and autos became more popular in 300zx crowd.
    Last edited by hakentt; 10-25-2011 at 10:00 PM.

  11. 10-25-2011, 10:01 PM#11
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    Quote Originally Posted by EurOfficialView Post
    this times eleventy billion

  12. 10-25-2011, 11:53 PM#12
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    Quote Originally Posted by hakentt
    I owned 1990 300zx tt with that engine and I can tell you it is very powerfull engine.

    This guy put some big turbos on bone stock engine and runs 9 seconds in a 1/4 with stock automatic transmission.

    Video Link: http://www.youtube.com/watch?v=bRuTKw9YAco

    Here is the website with list of specifications, basicly just stock engine with bolt on stuff, bigger valves, ,, etc and stock auto transmission with shift kit.

    http://specialtyz.com/sz-z32.php

    This guy Greg dupree was the first guy to brake into 10s with 300zx, thats because most people tought automatic transmissions are for girls. Soon as this guy beat all of the manual transmission 300zx drag guys, now everyone started looking for automatics and autos became more popular in 300zx crowd.
    Thats all good and well... In a 300zx thats where this motor belongs. Not trying to take anything from it but all else is irrelevant.

  13. 10-26-2011, 01:31 AM#13
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  14. 10-26-2011, 04:38 AM#14
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    Why swap from an inline six...to a V6, when you could turbo a motor that's already in an e36 and jump through so many less hoops. Even an S54, I still wouldn't bother at this point. If you're going to swap motors from another manufacturer into an E36, you might as well dump a V8 in and open up the doors to make a lot of power for a little money. Or make more power than the body can put down for a little more money

    LS swap or turbo an i6 that's already in the car. Nothing else makes as much sense. The only case I can see it making sense for someone, is if they're an avid fanatic for a certain motor. Being different just to show it is so annoying now. That's ricer crap. I end up going to car shows and see these ridiculous swaps that I give one glance and just walk away shaking my head.

  15. 10-26-2011, 05:12 AM#15
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    2jz if anything for that kind of power.
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  16. 10-26-2011, 08:52 AM#16
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  17. 10-26-2011, 04:30 PM#17
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    I know that there are certainly better engine choices in an E36, I was just wondering if it's been done before. Actually though, I've heard it's pretty easy to get 400whp out of one, and considering that you can find tt examples for under 2k with under 60k miles I don't see why anyone hasn't done the swap before.

    If I had the money I'd hop in a nice 300zx tt anyday........well, either that or an M3.

  18. 10-28-2011, 12:23 AM#18
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    Quote Originally Posted by AggroRider1View Post
    why would one want an s2000 engine in their e36???? torqueless
    Because the S2000 engine is better than the M42.

  19. 10-28-2011, 10:47 AM#19
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    Why not a 2F Toyota engine

    Lots of torque at low RPM's
    Last edited by Pdwight; 10-28-2011 at 12:31 PM.
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  20. 10-28-2011, 12:47 PM#20
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    Quote Originally Posted by coconutmnkyView Post
    Because the S2000 engine is better than the M42.
    I guess I wasnt thinking about 318s lol. but still an M/S5x swap would be leaps and bounds easier...

  21. 10-31-2011, 01:03 AM#21
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    Quote Originally Posted by AggroRider1View Post
    I guess I wasnt thinking about 318s lol. but still an M/S5x swap would be leaps and bounds easier...
    You would have loads more space in the engine bay though.

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VQ35DE Swap / 240SX (and other cars)

In 2003, Nissan developed the 350Z. With it came a new engine format, the VQ35DE.

It is an all aluminum block V6 with aluminum heads. It has dual overhead cams and variable valve timing. This motor puts out 287hp at the flywheel at a max rpm of 7200. It has a completely linear power curve and propels the 350Z 0-60 in 5.4 seconds and turns the 0-1/4 mile in 14.1sec @ 101.0mph. Not bad for a car who’s curb weight is 3188-3347 lbs(coupe), 3445-3479 lbs(convertible).

Since its inception many tuners have had tweaked and tuned the 350Z into producing a lot more horsepower. Just adding a turbo kit to the VQ35 will increase horsepower by 150hp+. The VQ35 has proven itself to be one of the most popular engines for tuners to build because it is light, makes good horsepower, is very tunable, and sounds great under acceleration. This combination has led many people to try to utilize (swap) the VQ35DE engine in their car.

The 240SX is the most popular chassis currently being used by many who want to either drift, drag, or show. Many manufacturers have recognized the 240SX’s nimble yet stiff chassis and the combination or independent suspension and RWD make it ideal. There are many, many manufacturers that produce aftermarket performance upgrades for every part of the 240SX. Nearly every suspension component you can think of is available.

The VQ35DE motor fits nicely into the 240SX’s engine bay. It is about the same weight as the KA24DE 4cyl motor that came in the 240SX. The KA24DE uses a cast iron block which adds considerable weight. Here is a picture of the VQ35DE installed into a 240SX S13 chassis:

You can see how well it fits. We make a bolt-in kit to help you install the VQ35DE into either the 90-94 (S13) or the 96-98 (S14) 240SX chassis’. It consists of a remanufactured front X-member, a transmission mounting bracket, a shifter mounting bracket, and front sway bar spacers. With this kit the VQ35DE easily bolts into the 240SX like it was made for it. Here are some pics of these components:

This is the trans mounting bracket:
This is the shifter mounting bracket:
This is the engine X-member:

Installation of the engine will also require custom rubber motor mounts and a custom driveshaft. We can provide these for you also.

After the motor and trans are installed there are several challenges to overcome. You will need some sort of engine management system to operate the fuel system and the ignition system. The factory ECU that comes with the 350Z is very complex. I won’t spend a lot of time explaining all of it but in short, it is very difficult to use the factory ECU in a swap. The factory ECU works on a cannes system. It is linked to 4 different computers in the car as well as the ignition key itself. They all have to talk to each other in order for the car to run. If you were to “borrow” an ECU from a 350Z and install it into an IDENTICAL 350Z it would not start the car because the keys are all coded to that particular car and that ECU.

Also, the VQ35DE (like most cars today) use a “drive by wire” throttle assembly rather than a cable driven throttle body. It uses an electronic voltage signal from the throttle sender on the pedal assembly to send a signal through the ECU which then routes it to a step motor on the side of the throttle to open and close the throttle plate. We use a 75mm cable driven throttle body and make an adapter plate and pipe that bolt onto the upper plenum after removal of the OEM Nissan throttle body. You can then use the 240SX’s factory throttle cable. Here is a close up picture of our throttle pipe:

It utilizes a Ford Mustang Cobra TPS switch. You can buy those at you local auto parts store or direct from Ford. That’s where we buy the TPS pigtail harness.

Now for the toughest problem to tackle: how to get the engine to fire up and run. We have taken all the guess work out of it for you. We use a complete stand alone fuel management system. AEM makes one of the best FMU’s (Fuel Management Unit) on the market today. They are extremely comprehensive and tunable. You can do anything and run anything with the AEM FMU. It takes the place of the factory ECU. You won’t need it at all. It is completely stand alone. You will need the factory EFI (Electronic Fuel Injection) wiring harness from the donor car although you won’t need all of it. We convert the factory EFI harness to a plug-and-play harness that plugs right into the AEM and then plugs into all of the VQ35DE’s injectors and many of its sensors. We will then provide you with a start up fuel map to upload to the AEM FMU computer. With this fuel map the engine will fire up. You will then need to tune the car properly based on your particular application (normally aspirated, turbo charged, supercharged, size injectors, etc…). Expect to spend 6-8 hours on a dyno tuning the car properly. The AEM will require a few thing that the VQ35DE motor does not use or is at least different than stock. It needs a 3.5bar map sensor, a coolant temp sensor, an air temp sensor, and a Ford TPS. You will also need to upgrade the fuel pump. We use the Walbro 255 (255 LPH).

Here are some pics of the sensors and how we install them:

The coolant temp sensor:
The Air Temp Sensor:

We install the map sensor into the air pipe in front of the Throttle body but after the air filter.

The last couple things that need to be addressed are the steering shaft, the rack-n-pinion, the speedometer, and the clutch slave cylinder. The steering rack-n-pinion will have to be rotated slightly to clear the factory exhaust manifolds. The steering shaft U-joint will have to be ground away slightly to improve clearance. Here is a picture of the finished product:

The clutch slave cylinder will have to be moved to the driver’s side of the car in order to bolt onto the OEM position for eth 350Z. We wrap the line in heat wrap because it comes very close to the driver’s side exhaust manifold.

Here is a picture:

The speedometer is driven from a pinion gear on the 240SX’s transmission. The 350Z’s speedo is driven by a signal developed by the ABS brake system and goes through several ECU’s before making the needle move. What we do is buy the differential assembly from an S15 chassis. The S15 Silvia was only available in Japan. It is a bolt-in diff for the 240SX and it utilizes a speedo pinion to drive the speedo on the S15. Just wire it in and you have a speedometer.

From here you need to make some custom radiator hoses, a Y-Pipe to mate the twin exhaust manifolds to you single exhaust system, some heater hoses, electric cooling fans on you factory 240SX radiator, install the Walbro 255 fuel pump and wire up the relays that we can provide with our wiring harness service for the AEM and your EFI. And turn the key!

Approximate costs:

VQ35DE engine -used $2300

6-spd manual transmission –used $750

Bolt-in swap kit $1200 + $200 core fee (we need your X-member back)

AEM ECU w/ UEGO controller built in – new $2300

AEM 3.5 bar MAP sensor and harness $194

AEM air temp sensor $58

AEM coolant temp sensor $40

Ford TPS switch $65

Ford TPS switch harness $42

Custom driveshaft –new $450

Wiring harness service $500

Relays and wiring harnesses $65

Rubber engine mounts (2) - @ $60 each

75mm aluminum throttle body $250

Custom Throttle body pipe $125

FAL dual electric fans $349

SPEC stage 3 perf clutch $659 optional

SPEC aluminum flywheel $429 optional

Fever Racing N1 style stainless exhaust system $359

Fever Racing polished upper plenum $250

Professional installation provided by Z-Fever, Inc $1800 + $600 for tuning.

Additional information regarding wiring harness service of Fever Racing's VQ35 Swap:

In the late 90's Nissan, as did all other automobile manufacturers, was moving towards new solutions to auto theft problems in the USA. One of the ways they did this was to add security programming into the ECU (Electronic Control Unit) that runs the engine. It used to be for the engine only but as technology improved so did the processing ability of the ECU or "computer". The modern ECU's control nearly every aspect of the car''s electronics. All types of systems are controlled in some way by the ECU. Nissan uses a CAN-BUS system that basically takes all the data coming into the ECU for the gauges and then turns that info around and sends it to the gauges. Things like water temp, oil pressure, speed, and tach signal are all sent from the ECU to the gauges. They no longer are directly linked to the engine's sensors or to the transmission for speed reading. In fact, the new transmissions don't even have speed sensors on them. The ABS (Automatic Brakes Control System) has sensors at all 4 corners that send readins to an ABS control unit and to the ECU. The ABS control unit takes this square wave signal and calculates it's ratio and from that generates the actual speed of the vehicle.
Nissan's security system that is built into the ECU is called NATS (Nissan Anti-Theft System). It is an advanced multi-random code hopping alarm system with anti-towing sensors, high-powered siren and electronic override touch key. They can be deactivated by a plug-in dongle, touch key, card, but most modern cars have a chip built into the key that is programmed to your vehicle that says you can start the car with it. Any other key, whether it fits the door or ingition, and does not have this gadget will not work. In the 03+ Nissan line-up of vehicles the ECU must see this signal but so does the IPDM (Intelligent Power Distribution, Module), the BCM (Body Control Module), and the NATS control module. What this means is that if you want to run a Nissan VQ35DE engine into other type of car (like a 240SX or 240Z) you will need to have the ignition key, ignition switch, FM Antenna modulator, the NATS module, the IPDM, the BCM, the ECU, and all the wiring harnesses to each of these (almost every harness in the car) and they all have to be taken from the same donor car. Then you need to wire them all into the car you are building. That is a LOT of work!
All of these components are looking for the same key code and are linked together. If any one of them does NOT see the code from the uniques key then the engine WILL NOT START! That prevents people from stealing cars but it also prevents us tuners from easily transplanting the powerful VQ35DE engine into our tuner cars.
Until now, the only other solution was to buy an expensive stand alone system like the AEM fuel manegement ECU system. They run around $2000 for the base ECU. Then you will need to buy the map sensor, coolant temp sensor, air temp sensor, and figure out how to wire the ECU up to the VQ's EFI harness. Then you need to make a custom intake pipe that you can atatch a cable driven throttle body (TB) because the newer cars are all "Drive By Wire". Which means the TB is electronic and is controlled by the stock VQ's ECU. The newer TB's have step motors on the side of them that open and close when they receive variable voltage signals from the electronic accellerator pedal (shown below)
350Z accelerator pedal assembly:
The Electronic Throttle Body:

by way of the ECU. In short, when you hit the gas a voltage signal is created. It goes to the ECU, the ECU then accepts that signal and according to the way the ECU is set up it then calculates how much the TB need to open and then sends a voltage signal to the TB. It opens and you take off!!!!
Aftermarket ECU's do not have the drivers in them to control electronic TB's at this time.
Realizing that Nissan has used the VQ35 in 8 different vehicles produced since 2002 and that the VQ35 will be highly sought after in the coming years we set out to figure out how to transplant this engine into older Nissan vehicles. We figured out how to go into the ECU and and maniputalate it and shut off the NATS programming alltogether. Once this is accomplished the ECU will not need signals from the IPDM, BCM, ignition switch, FM modulator, or ignition key. We are able to then rewire the engine's EFI harness and run it directly to the ECU. We will need the accelerator pedal in order to make the "drive-by-wire" TB work. We also like to add to the harness an OBD-II plug so that diagnostics are still available to the end user. We can also tune the ECU through the OBD-II port.
So, this is what we need from you if you would like us to provide you with this harness and NATS removal service:

* The VQ35DE EFI wiring harness
* The VQ35DE ECU (The ECU has to match the harness you are sending us)
* The accelerator pedal from any VQ35DE powered Nissan vehicle (Not a 2.5L, 4.5L, or 5.6L)
* The harness plug to the accelerator pedal you provide us along with 6" of harness (just cut it out of a parts car)
* An OBD-II plug w/6" of harness cut out of any Nissan vehicle 96 and newer
* The EFI wiring harness from your car (The car the VQ35 engine is going into) The OBD-II

Here is a typical OBD-II plug:

The VQ35DE ECU:

If your ECU has 2 plugs and looks like the one above it is for the VQ35DE. If it has 3 plugs and looks like the one below then it won’t work for the VQ35DE. It is for the VQ35HR.

What we will do is remove the NATS, rewire the EFI harness, add the OBD-II plug, add the accelerator pedal with enough harness to reach the driver's side of the car, and add the dash plug that connects your car's ignition to the ECU so that the engine will start when you turn the key and it will accelerate when you hit the gas pedal. You can now run and drive your car with the VQ35DE engine installed (you are responsible for making it fit into the car obviously).

You still have to contend with the gauges. THIS HARNESS SERVICE DOES NOT RUN YOUR GAUGES!!!!!!!!!!!!!!!!!!!!!!!!!!!

The Finished Product:

Engine-Swaps-VG30DETTEngine-Swaps-SR20DETEngine-Swaps-RB26DETT

Engine-Swaps-RB25DETEngine-Swaps-VK45DEEngine-Swaps-VK56DE

Engine-Swaps-1JZGTEEngine-Swaps-2JZGTEEngine-Swaps-LS1

Sours: http://www.zfever.com/services/common/polishing/28-services-engine-swaps.html

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