Originally Posted by CspecRun

Damn J, haven't seen you on MSV in awhile...you must've had a falling out with some of the homo's over there or something. Do you plan on fabricating more of these in the future?? If so let me know what kinda price range we're looking at. I'm tired of looking at my stock IM everytime I pop the hood....

Originally Posted by weiRtech

nice smashing. looks good so far. in for finished pics.

i'd put the stacks inside the plenum instead of on the floor.

Originally Posted by PhilStubbs

what is this for? looks toyota-ish

Originally Posted by Big J

Fluid dynamics says they work better off the floor, but the stacks are modular and install flush using a 3" hole saw. Garrett GT3071R says the air will be motivated to flow regardless, so an X% loss of flow of 1 vs the other I can live with.

There's no well defined formula for intake design that won't make you head explode due to math overload. I went with 1.75" id runner material because it didn't require any extra/special fab to fit when smashed to an oval, and it's about 1/4 larger in diameter the the stock runners (at the middle of the manifold). Granted there isn't an ideal, or any for that matter, taper built into the runners. The funny thing is the factory runners are smaller towards the plenum and open up towards the head, ass backwards of anything I know about intakes and velocity.

The plenum is about 3.1L, about 80% larger than the stock plenum and about .6L larger than the displacement of the motor. The long runners on the stock manifold are about equal, volume wise, to the volume each cylinder displaces. It's part science and part guess work. The runners will be how ever long they can be and fit under the hood and behind the valve cover, probably about 12". My guess peak TQ will be about 5-6k, but factor in the 272/264 cams and I have no clue, lol.

Worse case it overloads one cylinder and blows the motor, or is nothing more than a shiny underhood ornament. Judging by the crap I've seen major companies have put out as intake manifolds (not for this car and probably never) I'm willing to bet it'll do ok.

Originally Posted by weiRtech

the cosworth engines in champ cars made over 800hp on 2.65L engines boosting only 6psi and their velocity stacks almost touch the roof of the plenum.

Originally Posted by PhilStubbs

damn, that makes no sense, but there must be something to it

Originally Posted by weiRtech

i agree there is no well defined formula that works, that is why fluid dynamics theory might say they work better on the floor, but real world application might say otherwise... i'll just look at what others are using and what works for them and try to use their research and hard work to my advantage. the cosworth engines in champ cars made over 800hp on 2.65L engines boosting only 6psi and their velocity stacks almost touch the roof of the plenum. i don't know about anyone else, but that says something to me.

Originally Posted by xenocron

That looks like it must be EXTREMELY fun to install the rail and injectors...

Originally Posted by LateApex

Howdy all!

Just wanted to start a new thread for our upcoming 8 counterweight QR25 engine build.

We are very excited about the project as we are breaking some new ground that will hopefully lead to more N/A and Turbo builds successfully using this swap in the future.

We are in the final planning stages (as well as waiting on some important custom parts like the pistons, rods, and turbo), but here is a little overview on what we have been up to for the last three months:

As long as everything comes together as planned (We are calling it "Plan A") we will be building a 400+whp monster that should safely spin somewhere between 7200 and 8000rpm using the 07 crank, stock 04 ecu and 04 crank angle sensor (with the funky 2007 crank sensor wheel).

So, here’s how its going to play out:

We are currently working with a company in Texas called Uprev that flashes Nissan ecus, who currently offer custom ecu tunes for 350Z’s, G35’s, Titan's and Frontiers. This is a huge breakthrough for the entire Nissan community as it allows for complete access to the ECU by Uprev tuners on those vehicles. That said, the QR ecus are very similar to the VQ series vehicles in design, so we are working hard with Uprev to make custom flashing available for SE-R’s ands Spec V’s as well.

Check out the current Uprev flash programs available http://www.uprev.com/products/osiris_NI.html"]click here[/URL] and http://www.uprev.com/products/cipher_NI.html"]click here[/URL].

So far, I have successfully dumped the ecu to a file on my laptop and emailed it to Uprev where they are working on it now for us. As long as everything goes as planned we will be able to scale for MAF, injectors, mess with ignition and fuel tables/maps, throttle position, the works!

One glitch so far but easily correctable, the CAN wiring needed for Uprev’s program to “communicate” with the factory ecu was never wired in to the OBDII port under the dash like the rest of the Nissan model line (thanks Nissan!) so they have to be wired up in series from the back of the instrument cluster to the correct pin slots in the under dash OBDII port.

As near as we can tell so far, pre-04 models (and possibly 05’s) use a Gen I 512 ecu that will allow for storage of more than one custom map (which can be switched to instantaneously using the cruise control functions on the steering wheel). Gen II ecus are 1mb (we are still looking into it, but we believe 06 models came w/ these) and can store up to 5 maps (ie: valet, regular unleaded, E85, high octane w/ meth, whatever!) all switchable by the cruise control buttons. Sorry to sound wishy washy on this info, but we are in new territory here. Hopefully as we push forward, and Uprev gains access to other ecus than our 04, we will have better info for you guys. We can confidently say that the 04 ecu is a Gen I 512.

Another potentially important breakthrough: The MAF. We need to extend the MAF to be able to run boost higher than 14psi for this project, so we looked into using other model vehicles MAF sensors and housings. In our search we discovered that the 05+ Ford slot style MAF’s are very similar to those for Nissan vehicles. The only difference being the IAT sensor on the Ford MAF. Enter Professional Mass Air Systems who, within the past week, have worked up a a version of their HPX sensor to work specifically with Nissan vehicles. Basically, this means we can now throw an HPX MAF into a 3” MAF housing via the factory 5 pin connector and it will be able to handle up to about 650whp (slightly less if you only use the stock Spec V 2.75"ish housing). The HPX sensor will be a direct drop in and will include a software transfer-function generating tool to calculate for various housing sizes and curves to be used with Uprev's system.

For more info check out the PMAS HPX sensor http://www.massairsystems.com/HPX.htm"]click here[/URL].

We will be using a 3” MAF housing from VMP found here.

Mind you though, this is all contingent on Uprev being able to successfully patch the factory Spec V ecu to be able to interface with their current flashing software, but we are confident that they will be successful.

If for some reason it does not work, we will have to resort to "Plan B": conventional piggyback tuning and an externally mounted custom trigger wheel and CAS sensor.

Anyway, without further rambling, here are some parts pics and a list of components we will be using during the build to achieve our power and extended redline goals.

http://nissansportmag.com/images/600_NSMintake_0071.jpg

http://nissansportmag.com/images/600_NSMintake_0033.jpg

http://nissansportmag.com/images/600_NSMintake_009.jpg

http://nissansportmag.com/images/600_NSMintake_006.jpg

http://nissansportmag.com/images/600_IMG_6116.JPG

Bottom end:
Crank: 07 8 counterweight
Crankscraper: Teflon from crankscapers.com
Connecting Rods: Crower
Pistons: JE 9:1

Head:
Cams: Brain Crower
Extrude honed
Factory valves and retainers.
Springs: TBD (we are sourcing a couple of different spring types for testing)
Head Gasket: Factory 07

Turbo system components:
Turbocharger: Garrett GT3071R, .82 A/R, T3 Flange, 4 bolt housing
Intercooler: Treadstone
Turbo manifold: Treadstone
BOV: Synapse Engineering Synchronic
Wastegate: 40mm Synapse Engineering Synchronic
Piping: Treadstone
Blow thru 3” MAF housing: VMP Tuning
MAF: Mass Air Systems PMAS HPX slot style

Exhaust:
Custom 3” Downpipe (Big J)
3” Mid Pipe: Stromung
3” Catback: Stromung
3” electric cutout: QTP

IM/Fuel
Fuel Rail: Auto Gear
Custom Intake Manifold (Big J)

Transmission:
Flywheel: Spec Clutches
Pressure plate: Spec Clutches
Clutch disc: Spec Clutches Stage 3+
3.8 final drive gears (from 2002 Maxima, down from 4.13)

Other stuff:
Oil Cooler: B&M
E3 Spark Plugs
Water Meth kit: Snow Performance
Radiator: Koyo
Boost Controller: Turbo XS

Those who subscribe to the mag know we have previously plumbed the fuel system with 60 lb injectors, ss lines, Aeromotive FPR and high flow fuel filter, Walbro in tank FP, and return fuel system.

Stay tuned here for updates, and please grab a subscription to the mag to follow the full build! I will be running this as a three article series, starting with the engine build for the upcoming Summer 08 issue, followed by IM, intercooler piping, MAF and exhaust for article #2, then complete tuning and power numbers to finish it off.

Mike