00VI customized IM
11-30-2004, 09:32 PM
#43
Stephen pm me when you get it up!!!
from what i know talkign to krismax, i think he is annoyed at me since i asked so many questions lol (first engine project so im a little lost
) here is what you need, to make the easiest install
00 VI upper and lower
00 fuel rail and injectors with harness for all 6
adapter plate for the TB you will use on the install
summit rpm switch
this is what i THINK is the process to install
1)take off/disconnect old TB, upper intake manifold, and all attached hoses/cables/wires/etc
2)take off fuel rail, disconnect injector harness
3)take off lower intake manifold
4)intall 00 lower intake manifold
(krismax said he removed the swirl junk in the lower intake manifold i think for better air flow see pic below)
5) put in new 00 injectors and fuel rail
6) then soldered the 00 injector harness to the 4th gen wires.
7)attach upper intake manifold
and im lost from there LOL i dont know what wires to attach to what, or how to make the 00 VI actually work, i know it has soemhting to do with the summit rpm switch, probly the same install as the MEVI( some vacum lines or somehting) and how to reconnect EGR, and i dont even know what the IACV looks like lol but i hope soemone else MORE KNOWLEDGEABLE can key in from here. me=n00b^3power
here some pics of what i think is the swirl junk in the lower manifold( cant be anyhtign else lol)
and heres a side to side comparison of the 00vi off a car with a ****load of crap on it i guess is not needed when you do the swap, what each part is i have no clue lol
before...
after( from 98seblackmax cardomain page)
hey im still learning
from what i know talkign to krismax, i think he is annoyed at me since i asked so many questions lol (first engine project so im a little lost
) here is what you need, to make the easiest install00 VI upper and lower
00 fuel rail and injectors with harness for all 6
adapter plate for the TB you will use on the install
summit rpm switch
this is what i THINK is the process to install
1)take off/disconnect old TB, upper intake manifold, and all attached hoses/cables/wires/etc
2)take off fuel rail, disconnect injector harness
3)take off lower intake manifold
4)intall 00 lower intake manifold
(krismax said he removed the swirl junk in the lower intake manifold i think for better air flow see pic below)
5) put in new 00 injectors and fuel rail
6) then soldered the 00 injector harness to the 4th gen wires.
7)attach upper intake manifold
and im lost from there LOL i dont know what wires to attach to what, or how to make the 00 VI actually work, i know it has soemhting to do with the summit rpm switch, probly the same install as the MEVI( some vacum lines or somehting) and how to reconnect EGR, and i dont even know what the IACV looks like lol but i hope soemone else MORE KNOWLEDGEABLE can key in from here. me=n00b^3power
here some pics of what i think is the swirl junk in the lower manifold( cant be anyhtign else lol)
and heres a side to side comparison of the 00vi off a car with a ****load of crap on it i guess is not needed when you do the swap, what each part is i have no clue lol
before...
after( from 98seblackmax cardomain page)
hey im still learning
12-01-2004, 08:43 AM
#44
I am using the 4th gen lower IM since I want to keep my Z32 injectors. I had to relocate one pair of the mounting holes, and I had to helicoil them to reduce the hole size down to the 6mm bolt used with the 5th gen upper. Alternatively, I could have bored out the brass sleeves in the upper to accomodate 8mm bolts to match the threads already in the lower. Six to one, half a dozen etc.
So far I have the 5th gen upper matchdrilled and doweled to the 4th gen lower. Still to come, PF throttle body adapter plate and what to do about EGR.
So far I have the 5th gen upper matchdrilled and doweled to the 4th gen lower. Still to come, PF throttle body adapter plate and what to do about EGR.
12-01-2004, 09:20 AM
#45
Great pics...... BTW I think the EGR pipe in the back will line up with the 5th gen VI. Or you can remove the entire EGR system.
BTW: Is the vacuum canister and vacuum switch needed along with the rpm switch to make it run, or is it just the RPM switch?
Stephen Max:
Is this the bolt hole you made? Where are the others located?
BTW: Is the vacuum canister and vacuum switch needed along with the rpm switch to make it run, or is it just the RPM switch?
Stephen Max:
Is this the bolt hole you made? Where are the others located?
12-01-2004, 10:46 AM
#46
Originally Posted by Nismo3112
Great pics...... BTW I think the EGR pipe in the back will line up with the 5th gen VI.
Or you can remove the entire EGR system.
Stephen Max:
Is this the bolt hole you made? Where are the others located?
Or you can remove the entire EGR system.
Stephen Max:
Is this the bolt hole you made? Where are the others located?
You'll notice that the 5th gen upper has four mounting bolts that bolt the center of the upper IM to the lower IM. They are located between runners 2 and 3, and between runners 4 and 5. The 4th gen lower also has four bolt holes in it in the same location, but the 4th gen upper only uses two of the center bolts (the ones closest to the front of the car). These two holes line up with the 5th gen upper (if you reverse the lower, like what Tilley did), but the other two do not. This is probably a little confusing, but when I do a write up I'll show pics of what I'm talking about.
I drilled two new holes so that I could use all four of the center mounting bolts. I also drilled holes for dowels so that there would be no guesswork when lining up the upper and lower ports during final assembly.
12-02-2004, 07:42 AM
#51
sweet mang. Do you have the e-manage unit stephen? You could control the vacuum source with that and change it at a certain rpm using the vtec activation wire. You could also adjust the air/fuel with the e-manage.
12-02-2004, 07:47 AM
#52
Originally Posted by spanishrice
sweet mang. Do you have the e-manage unit stephen? You could control the vacuum source with that and change it at a certain rpm using the vtec activation wire. You could also adjust the air/fuel with the e-manage.
I'm just going to use my Harlan rpm switch to activate the 00VI. I've never had any problems with it opening my MEVI.
12-02-2004, 08:10 AM
#53
NA switchover should be set to 4600rpm to switch by 4700rpm(~100rpm lag) looking at stock-to-bolt on dynos.
Not sure what FI guys should be doing, but I'd expect sooner, maybe 4500rpm or less. I'd try disconnecting the vias and doing a pull, then zip tie it open and do a pull, and then set your Harlan to ~100rpm before where they cross. Just my .02.
Not sure what FI guys should be doing, but I'd expect sooner, maybe 4500rpm or less. I'd try disconnecting the vias and doing a pull, then zip tie it open and do a pull, and then set your Harlan to ~100rpm before where they cross. Just my .02.
12-02-2004, 08:16 AM
#55
Originally Posted by Stephen Max
Here's a view of the bolt hole situation in the 4th gen lower IM and the modifications I did, and a view of the 5th gen upper with the dowels I added.
And what is and how do you do helicoiling?
12-02-2004, 08:34 AM
#56
Originally Posted by Nismo3112
Did you rotate the lower IM 180 degrees? Is it necessary to make it fit?
And what is and how do you do helicoiling?
And what is and how do you do helicoiling?
Helicoils: http://www.roadstarmagazine.com/modu...rticle&sid=233
I used helicoils to reduce the bolt hole size in the lower from 8mm to 6mm for the two original holes, and I used helicoils in the two new holes because they were so close to the other two original holes that the new holes break through into them. Take a good look at the pic and you'll see what I mean.
12-02-2004, 09:13 AM
#59
Originally Posted by IceY2K1
All that just to keep the 370cc injectors vs. aftermarket 350Z/DEK injectors?
Getting aftermarket injectors would cost money, and my Z32 injectors are only a year old. Then I would have to send the ecu back to JWT for reprogramming. So this approach is lower cost and probably less time consuming as well if you take into account the down time while the ecu is away.
12-02-2004, 09:32 AM
#60
RC sells 370cc-380cc injectors, yeah they cost big money. However, you can find RC440cc new/used for $300-$400ish plus $100 for JWT to reprogram, which honestly I think you need 4XXcc injectors for the power you've got and will add over time.
I guess the Cartech will make the 370cc keep up.
I guess the Cartech will make the 370cc keep up.
12-02-2004, 10:04 AM
#61
Originally Posted by IceY2K1
I guess the Cartech will make the 370cc keep up.
But yeah, it is about time to go to the next size injector. Never thought I'd be at this point only a year after getting the 370's.
What I'm hoping is that the 00VI will raise the torque over what the MEVI is producing. If it does nothing to peak hp, that's fine. If it bumps it up a bit, that's cool too, I've got some headroom with afr at high rpm.
12-02-2004, 10:56 AM
#62
Hey...it must be nice to only have the injector size hold you back on your goals.
I'm not sure I believe the DEK manifold will offer much over the MEVI, but if it does around torque peak, that would mean more duty cycle or fuel pressure will be needed.
There is a set of brand new RC440cc with fuel rail spacers/injectors clips for sale for $390 or less, I can point you too. However, I'd probably drop the $300 for superdave2/IMike30t stock-->5XXcc injectors, since you can probably sell your 370cc for a decent amount. Also, there are available DEK/350Z injectors that are plug-n-play in the 380cc/470cc/510cc sizes, but they're $600-$870ish used/new.
I'm not sure I believe the DEK manifold will offer much over the MEVI, but if it does around torque peak, that would mean more duty cycle or fuel pressure will be needed.
There is a set of brand new RC440cc with fuel rail spacers/injectors clips for sale for $390 or less, I can point you too. However, I'd probably drop the $300 for superdave2/IMike30t stock-->5XXcc injectors, since you can probably sell your 370cc for a decent amount. Also, there are available DEK/350Z injectors that are plug-n-play in the 380cc/470cc/510cc sizes, but they're $600-$870ish used/new.
12-02-2004, 12:24 PM
#63
Originally Posted by Nismo3112
Great pics...... BTW I think the EGR pipe in the back will line up with the 5th gen VI. Or you can remove the entire EGR system.
12-02-2004, 02:23 PM
#65
Originally Posted by IceY2K1
Actually, I don't think that's a concern.
The FED spec manifolds from the 2000s had EGR piped to the intake manifold. Only the 2000-2001 Cali spec manifolds don't.
The FED spec manifolds from the 2000s had EGR piped to the intake manifold. Only the 2000-2001 Cali spec manifolds don't.
12-02-2004, 03:10 PM
#66
What, are you sure it is calispec? Take pics of hte manifold, I want to see hte differences in the fed and cali.
Nissan sells two IM's for the 00's and I was positve one was for cali and one for fed. And the 01 only had one.
Nissan sells two IM's for the 00's and I was positve one was for cali and one for fed. And the 01 only had one.
12-03-2004, 07:24 AM
#74
Originally Posted by IceY2K1
Not at Sears...at least anymore at my local one.
Stehpen Max: Would it be easier or harder to just bore out the copper sleeves? (instead of helicoiling, that looks hard)
12-03-2004, 08:17 AM
#75
Originally Posted by Nismo3112
Haha... I happen to work at Sears. Nowadays it seems they are using that stupid laser idea on every d@mn product they sell!
Stehpen Max: Would it be easier or harder to just bore out the copper sleeves? (instead of helicoiling, that looks hard)
Stehpen Max: Would it be easier or harder to just bore out the copper sleeves? (instead of helicoiling, that looks hard)
I noticed they're putting lasers on circular saws and drills and advertising them as "laser guided". Um, somebody should tell the marketing department that there's a bit of a difference between laser sighting and laser guidance.
Installing helicoils isn't all that difficult, but boring out the copper is probably easier after all is said and done.
12-03-2004, 11:09 AM
#79
I just realized that I totally fxcked up. I guess I assumed that EGR was a 4th gen trend of emissions control. VQ35 doesn't have EGR does it? I was under the impression that the CVCT did a good job of sucking exhaust back into the CC.