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I would go as far to say, it will probably give you twice to 3 times the problems an LT1 would. And Lt1s are not pinnacles of reliability. And with an LT1 at least its "cheap" to fix.
lt1s are reliable, many have seen 200k+. just treat it right and ask god to watch over your opti every night before going to bed..
other than the opti its a pretty damn reliable engine. it can take a hell of a beating.
current car- 95 Trans am- bolt ons, parked and collecting dust. why? because **** it
expensive and no way would i be able to boost a maro as much as a 300 :( about the engine being hard to work on, i have an engine stand and lift...so no problems there ;)
Actually a low 5psi of boost with an intercooled T70 turbo would get you over 300rwhp. It takes 12-14psi for the Z to do that.
Have you seen the engine bay configuration of the Z? It's really tight. Those 4 cams are really squeezed in there. It's a totally different thing to do. But if you're a willing mechanic, I'm sure nothing is impossible.
They are nice looking cars. Just don't put a spoiler on them.
ya, but can you pull 644 hp out of a stock 3800 block? i dont think so ;) and i like the 300 being lighter...i still havent decided yet
just the stock block? yes, it will be done very soon, unless one of the companies like intense has already done it
If you mean stock internals, hell no
2k2 camaro, K&N, SLP whisper lid, Konis, AEM, HP Tuners, Angel eyes/Halos, CF SS ram air hood, 4.10s, Zexel Torsen, UMI SFCs, CrossFire, BFGs, Gatorback, Catco, Flows, and TLC! DONT feed the Trolls!
ya, but can you pull 644 hp out of a stock 3800 block? i dont think so ;) and i like the 300 being lighter...i still havent decided yet
I don't think the stock engine of the TT Z could handle that.
I read Sports Compact and I think the Z is around 450rwhp and you have to forge and do all sorts of upgrade. I think the car experience alot of cam and timing problem when modding it to high HP. I'm almost positve to say that's the # they mentioned. I think I have it in my collection. I will search for it.
Weight wise they are not that much lighter than the stock Camaro (Firebird is actually heavier). TT Z is actually heavier.
Here's a good read for you:
TURBOS: Increased size turbo can flow more air, changed compressor/turbine blades can increase boost response and still flow more air. Rebuilt ones can be cost effective replacements for worn/dead turbos. There are many, many turbo manufacturers, most are able to get you customized rebuilt turbos or a larger upgrade. The most popular upgrade is usually a 'hybrid' turbo. This uses the stock turbo's housing(making installation a snap) and modifies/changes the compressor/turbine wheels. The intricacies of different turbo options is way beyond the scope of this FAQ. Contact a reputable vendor and explore your options. This is one way to get those massive power increases (50hp+).
BTW -- alot of people these days are going on and on about twin/two turbo charger systems. These provide good off boost response and good power. However any large, upgraded turbo system for most twin sequential turbo cars (i.e. supra, rx7) will invariably switch to ONE big turbo. Why? It is mechanically much simpler, will flow much better than any two-turbo system, and is MUCH cheaper. For some cars (TT 300ZX, TT Stealths), underhood layout makes this a non-option, but contrary to popular opinion, two is NOT better than one. So when some moron starts going on an on about how wonderful twin turbos are, point out that all high horsepower cars (you know, the Grand Nationals running in the sevens) have ONE turbo. Only babies who need off-boost response need twin turbos. Of course this is what we have nitrous for :)
PRICE: Ranges from quite moderate ($500US) to outrageous ($2000US) +installation
VENDORS: TEC, Turbo City, Jim Wolf Tech, Stillen, GReddy.
CAMSHAFTS: My recommendation is to stay away from this one. I have yet to hear any good stories about the reliability of aftermarket cams in these turbo cars. I have heard of some breaking, ruining heads. If you do got for it, get the most reputable kind you can find, based on a NEW billets, not reground from stock ones. Go for a mild cam, nothing too outrageous. The ultimate here is to have a custom cam ground to your head/systems exact flow specifications. (Yeah sure, that sounds real cheap!)
PRICE: Probably $400 US for a good sets. (There are 2 BTW)
VENDORS: Nissan Motorsports, Crane Cams(?), Bullfrog Cams(?)
HEAD/MANIFOLD PORTING, POLISHING, REPLACING PARTS: Once again, from what I am told, not very worthwhile. The only thing I would recommend is port matching, that is matching the intake port to the heads to the exhaust ports to the turbo. When Nissan designed the motor, it used what is called a maximum displacement theory. That is, the motor cannot (should not) be bored, stroked or ported. The motor is designed for a specific size, to keep weight and reciprocating masses down. A good condition stock head should easily handle 350-400 hp. The bottom end is nearly indestructible. For those speed freaks: you can buy large race-only heads from Nissan Motorsports, or custom pistons and valvetrain components, but I'm sure they are real cheap :)
HEAD GASKETS(METAL): This is a highly recommended modification. High boost can obliterate the stock head gasket. A good quality metal gasket will make damage due to light detonation a thing of the past, allowing for some leeway during tuning.
If you get the Z just find a good forum and walk through the stages. It will be the safe and cost effective way to modify it. Or you could just go all out like WAGZ.
He didn't go to tech, but he lived around the blacksburg area. The car is amazing. It was, may still be (I'm not sure), the fastest Z in the country with 740+ whp.
I found some more good specs. for you. Also check the weight, I was right.
Check out how fast the TT Z is fr. 0-60 and the NA. Ofcourse modification can fix that.
--------------------
1990-96 Nissan 300ZX: Specs & Safety
Vehicle Dimensions
Specification 2-door convertible 2-door hatchback 2-door hatchback (2+2)
Wheelbase, in. 96.5 96.5 96.5
Overall Length, in. 169.5 169.5 178.0
Overall Width, in. 70.5 70.5 70.9
Overall Height, in. 49.5 48.3 48.1
Curb Weight, lbs. 3446 3299 3413
Cargo Volume, cu. ft. 5.8 23.7 11.5
Standard Payload, lbs. -- -- --
Fuel Capacity, gals. 18.2 18.7 18.7
Seating Capacity 2 2 4
Front Head Room, in. 37.1 36.8 37.1
Max. Front Leg Room, in. 43.0 43.0 43.0
Rear Head Room, in. -- -- 34.4
Max. Rear Leg Room, in. -- -- 22.7
Specifications Key: NA = not available; "--" = measurement does not exist.
Powertrain Options and Availability
Regular 300ZX models had a 222-horsepower, dual-overhead-cam 3.0-liter V6 engine. A twin-turbocharged, twin-intercooled version of the 3.0-liter V6 went into the Turbo, making 300 horsepower with manual shift or 280 with automatic. Either engine could drive a 5-speed manual transmission or an optional 4-speed automatic unit.
Engines Size liters/
cu. in. Horse-
power Torque Transmission:
EPA city/hgwy Consumer Guide®
Observed
Consumer Guide® Road-Test Evaluation
More sports car than luxury model, the 300ZX does not cheat occupants of comforts or conveniences. In any form, though, the 300ZX emphasizes dynamic stability over comfort and practicality. Strong low-end acceleration and prompt, spirited passing response characterize the base model, which can accelerate to 60 mph in 8 seconds or less. With the twin-turbo engine, 0-60 time drops to about 6.2 seconds. An automatic transmission slows down the base car appreciably. Movement off the line is blunted, and only a serious stab at the throttle gets it to downshift for passing. With either transmission, the Turbo simply catapults away from stoplights and springs ahead from virtually any speed. Gas mileage is passable. We averaged 18.7 mpg with an automatic transmission, and a 5-speed Turbo managed 17.1 mpg. Both require premium fuel. A low, wide stance yields balanced, confidence-inspiring grip and handling.
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