Small Questions Thread (SEARCH FIRST! Use this instead of making NEW threads)

[ColdSideofthePillow]

Took my 2003 350z out to the track for a drift event yesterday. Everything was fine throughout the day until we left for home. I got on the highway and moved from 1st to 2nd with no problem. When I went into 3rd gear it was like I was in neutral. I thought maybe I shifted wrong so I pushed the clutch in and tried again, and still all rev no go (Doesn't grind or make noise). So now I'm doing 1-2-4-5-6. Should I be looking for a CD009 replacement now, or is there an easier and more cost efficient way to fix the problem?

[GL Chrillz]

I want to make motor mounts for my Sr and want them to be solid aluminum like the excessive manufacturing ones. I'm just wondering what lenghth and diameter aluminum I would need

[I'm Redline]

BIG WTF Question: KA24DE valves are slightly smaller for the exhaust side than the intake side. All cam sets that are offered are only single pattern, ie, 256/256, 264/264, 272/272. With smaller valves on the exhaust, why are there no dual pattern sets to exploit the exhaust side with a longer cam event, ie, 264/272?
Would a dual pattern cam set not offer better engine scavenging to pull more air through higher vacuum velocity into the compression chamber?

I do know one thing with 'carb' based four valve motors with dual pattern cams, they have a wicked nasty sounding idle that kinda has that baWUP baWUP baWUP sound.
The only video I find have tiny 248/232 cams which seem a little backwards with exhaust valves being smaller

[bc.]

Originally Posted by I'm Redline

BIG WTF Question: KA24DE valves are slightly smaller for the exhaust side than the intake side. All cam sets that are offered are only single pattern, ie, 256/256, 264/264, 272/272. With smaller valves on the exhaust, why are there no dual pattern sets to exploit the exhaust side with a longer cam event, ie, 264/272?
Would a dual pattern cam set not offer better engine scavenging to pull more air through higher vacuum velocity into the compression chamber?

I do know one thing with 'carb' based four valve motors with dual pattern cams, they have a wicked nasty sounding idle that kinda has that baWUP baWUP baWUP sound.
The only video I find have tiny 248/232 cams which seem a little backwards with exhaust valves being smaller

Just because it is a different size, doesn't mean that it would benefit from a longer duration.

And stuff that sounds 'wicked nasty' doesn't always mean 'wicked fast' or even that it's running correctly.

I don't know what your education background is or what level you are trying to get into this, but this book will answer allot if you already know some mechanical engineering/thermodynamics: Internal Combustion Engine Fundamentals, (007028637X), John B. Heywood, Textbooks - Barnes & Noble

[toolbox27]

I bought a head in the mail and when i opened the box the buckets had fallen out and im not sure which ones go where. is there an order or can i just put them wherever?

[I'm Redline]

Originally Posted by bc.

Just because it is a different size, doesn't mean that it would benefit from a longer duration.

And stuff that sounds 'wicked nasty' doesn't always mean 'wicked fast' or even that it's running correctly.

I don't know what your education background is or what level you are trying to get into this, but this book will answer allot if you already know some mechanical engineering/thermodynamics: Internal Combustion Engine Fundamentals, (007028637X), John B. Heywood, Textbooks - Barnes & Noble

bc...I'll go on the assumption that is bc for THE BC of the stroker motor cam shop? If not, I hope I don't go over your head. Still doesn't answer my question. If you want to discuss bernouli, cam lobe behaviors as applied to valve timeing events and such, I'm game. Where cylinder bore, ring type, ceramic or no ceramic, is all up to whoever. I asked a simple question here. Knowing that a good motor in a high state of tune can have either a single or dual pattern cam with valve size considered, why is it no one makes a set of dual pattern cams for the KA's or SR's?
As an example, the last V8 I built, a stroked 351 --> 427ci, I had a choice between either a single pattern cam or a dual pattern cam. Both had similiar hp figures, but their torque curves were slightly different between 2500rpm and 3500rpm where many cams suffer a slight depression in the dyno sheet. The dual pattern cam smoothed this out by over 45%. The hp at the top was also slightly higher rpm as well.
Again I ask, why are there no dual pattern cams for the KA? SImple small question that I believe rates a responsiblely solid answer from someone who knows their stuff

[Miguelone]

Anyone got a rough/previous sale price for an R33 GTR/Autech S14 rear subframe brace bar thing?



Trying to buy one but have nfi what it's worth and seller wants way too much money for what is essentially a couple of bits of tubing.

[Irresistible]

Originally Posted by Irresistible

Is the stock KA24DE downpipe (specifically the section between the header and cat/test pipe), the same in an S13 and S14? Can I put one from an S13 into my S14 without issue?

This. For some reason my questions tend to be avoided. Lol

[ghoti]

Originally Posted by Irresistible

Is the stock KA24DE downpipe (specifically the section between the header and cat/test pipe), the same in an S13 and S14? Can I put one from an S13 into my S14 without issue?

Originally Posted by Irresistible

This. For some reason my questions tend to be avoided. Lol

Can you put one on? Yes
Without an issue?Depends

The S13 has the EGR bung hole in a different place so you're going to have to modify your EGR pipe to fit.
It also has another bung hole that is used for the IACV which the s14 doesn't have.

So it all depends if you wanna pass smog or not.

[S14DB]

Originally Posted by I'm Redline

bc...I'll go on the assumption that is bc for THE BC of the stroker motor cam shop? If not, I hope I don't go over your head. Still doesn't answer my question. If you want to discuss bernouli, cam lobe behaviors as applied to valve timeing events and such, I'm game. Where cylinder bore, ring type, ceramic or no ceramic, is all up to whoever. I asked a simple question here. Knowing that a good motor in a high state of tune can have either a single or dual pattern cam with valve size considered, why is it no one makes a set of dual pattern cams for the KA's or SR's?
As an example, the last V8 I built, a stroked 351 --> 427ci, I had a choice between either a single pattern cam or a dual pattern cam. Both had similiar hp figures, but their torque curves were slightly different between 2500rpm and 3500rpm where many cams suffer a slight depression in the dyno sheet. The dual pattern cam smoothed this out by over 45%. The hp at the top was also slightly higher rpm as well.
Again I ask, why are there no dual pattern cams for the KA? SImple small question that I believe rates a responsiblely solid answer from someone who knows their stuff

You claim all this knowledge but don't understand why the intake valves are bigger than the exhaust?

Dual pattern cams compensate for the intake manifold or exhaust header being less efficient then the other. Used to make the idle quality and vacuum better.

The lope sound you describe is due to valve overlap not duration.

[WERDdabuilder]

should it be necessary to get my driveshaft rebalanced after changing the front yoke/bearing?

[nismoracingsx]

Originally Posted by ColdSideofthePillow

Took my 2003 350z out to the track for a drift event yesterday. Everything was fine throughout the day until we left for home. I got on the highway and moved from 1st to 2nd with no problem. When I went into 3rd gear it was like I was in neutral. I thought maybe I shifted wrong so I pushed the clutch in and tried again, and still all rev no go (Doesn't grind or make noise). So now I'm doing 1-2-4-5-6. Should I be looking for a CD009 replacement now, or is there an easier and more cost efficient way to fix the problem?

the cd009 is gonna be the way to go, it will help you avoid future problems including the one above..

[Wake]

Originally Posted by Irresistible

Is the stock KA24DE downpipe (specifically the section between the header and cat/test pipe), the same in an S13 and S14? Can I put one from an S13 into my S14 without issue?

Originally Posted by Irresistible

This. For some reason my questions tend to be avoided. Lol

Im pretty sure s13 is 2 into 1 whereas s14 is 1 pipe from the header.
someone correct me if im wrong.

Originally Posted by WERDdabuilder

should it be necessary to get my driveshaft rebalanced after changing the front yoke/bearing?

if you took apart your driveshaft it needss to be balanced, if you only removed the yoke it should be ok.

[bc.]

Originally Posted by I'm Redline

bc...I'll go on the assumption that is bc for THE BC of the stroker motor cam shop?

Nope, that ain't me, just some letters I like

[ColdSideofthePillow]

Originally Posted by nismoracingsx

the cd009 is gonna be the way to go, it will help you avoid future problems including the one above..

Alright man I have my boss setting me up with a CD009 that I'll swap in. I appreciate your help.

[MAHALOHAWAII]

Nissan 350z owners...

Windshield washer tank started leaking then just spilled everything out checked both my pumps and replaced both but still drips... No holes in the hoses. Any idea why?

[Stupidflanderz]

So there are an @$$load of awesome diys to swap engines but:
What sites are reliable to buy SR's, KA's and VG's USDM or JDM(preferably)?
Are there certain shops that do eng/trans swaps?
Rounded up, what's an estimate like? 500-1k for an eng swap?
I've google'd Illinois for Nissan shops and I guess I don't know enough to word my search right. And I've settled on buying a Z32 and getting a TT conv or S14.5 w/ SR-T

[Miguelone]

Is EGR an emissions requirement of US market cars? Seems like a stupid backwards idea tbh.

[S14DB]

Originally Posted by Miguelone

Is EGR an emissions requirement of US market cars? Seems like a stupid backwards idea tbh.

Not required. Just an easy way to meet emissions. Not all cars have it.

[bc.]

Originally Posted by Stupidflanderz

So there are an @$$load of awesome diys to swap engines but:
What sites are reliable to buy SR's, KA's and VG's USDM or JDM(preferably)?
Are there certain shops that do eng/trans swaps?
Rounded up, what's an estimate like? 500-1k for an eng swap?
I've google'd Illinois for Nissan shops and I guess I don't know enough to word my search right. And I've settled on buying a Z32 and getting a TT conv or S14.5 w/ SR-T

This is your best bet hands down, not only to buy the motor you want, but do the swap as well. And you aren't that far away either.
Your source for rare JDM Parts | JDM Hookup

Call them for prices because it will depend on what exactly you want and it sounds like you haven't decided yet.

[I'm Redline]

Originally Posted by S14DB

You claim all this knowledge but don't understand why the intake valves are bigger than the exhaust?

Dual pattern cams compensate for the intake manifold or exhaust header being less efficient then the other. Used to make the idle quality and vacuum better.

The lope sound you describe is due to valve overlap not duration.

No kidding? wow... You told me nothing that I do not already know. As to valve overlap not having anything to do with duration, wrong. The duration between two different cam's lobes is where that overlap comes from. If you look at the cam circle and see the baselines where the intake and exhaust events happen it is the duration, lift, and the way the valve falls back in place. Lobe ramps add or subtract from this by their shape as well as when the specific events are times within the overall duration.

There are a few cam makers that make the cams for the KA, either in NA trim or -T trim. The only problem is that they are all single pattern, so again my question is WHY are there NOT any Dual pattern cams? I would think that SOMEONE here might know one of the guys(JTW, BC, KELFORD, et al) to properly answer what I am asking.
I get it, we all have knowledge of how these motors work at the mechanical level, the function of the fuellie system, some the ecu's(Martin at RSE, et al), but the reasoning behind the why as to dual vs single pattern cams has still not been answered.

[S14DB]

Originally Posted by I'm Redline

No kidding? wow... You told me nothing that I do not already know. As to valve overlap not having anything to do with duration, wrong. The duration between two different cam's lobes is where that overlap comes from. If you look at the cam circle and see the baselines where the intake and exhaust events happen it is the duration, lift, and the way the valve falls back in place. Lobe ramps add or subtract from this by their shape as well as when the specific events are times within the overall duration.

There are a few cam makers that make the cams for the KA, either in NA trim or -T trim. The only problem is that they are all single pattern, so again my question is WHY are there NOT any Dual pattern cams? I would think that SOMEONE here might know one of the guys(JTW, BC, KELFORD, et al) to properly answer what I am asking.
I get it, we all have knowledge of how these motors work at the mechanical level, the function of the fuellie system, some the ecu's(Martin at RSE, et al), but the reasoning behind the why as to dual vs single pattern cams has still not been answered.

You can have two cams with the same duration have different overlap.

In S14's and S13 with SCV's removed the KA has a balanced intake and exhaust. There is no need to compensate by running different intake and exhaust duration. Being a dual cam motor you can also mix and match cams to get different durations. The KA market is not as big as the SR to have on the shelf singles like the SR does.

[Punished]

S13 reverse light on a manual swapped car. I bought the car manually swapped, I found the plug on the sr tranny, and it of course is not hooked up. What 2 wires should I be hunting for and where to make the reverse lights work.

[Irresistible]

Originally Posted by ghoti

Can you put one on? Yes
Without an issue?Depends

The S13 has the EGR bung hole in a different place so you're going to have to modify your EGR pipe to fit.
It also has another bung hole that is used for the IACV which the s14 doesn't have.

So it all depends if you wanna pass smog or not.

Originally Posted by WakeBHR

Im pretty sure s13 is 2 into 1 whereas s14 is 1 pipe from the header.
someone correct me if im wrong.

Thanks guys.

[bc.]

Originally Posted by I'm Redline

There are a few cam makers that make the cams for the KA, either in NA trim or -T trim. The only problem is that they are all single pattern, so again my question is WHY are there NOT any Dual pattern cams? I would think that SOMEONE here might know one of the guys(JTW, BC, KELFORD, et al) to properly answer what I am asking.
I get it, we all have knowledge of how these motors work at the mechanical level, the function of the fuellie system, some the ecu's(Martin at RSE, et al), but the reasoning behind the why as to dual vs single pattern cams has still not been answered.

If you know the cam makers in question, why don't you just call them yourself and ask them first hand? Don't come to Zilvia to ask technical questions about the cams of a KA, and if you insist, don't do it in the small questions thread.

NICO has some good stock KA cam swap information iirc, but I am not gonna search it for you.

Originally Posted by S14DB

You can have two cams with the same duration have different overlap.

yep.

Also, your location is quite offensive, lol.

[tschmidt55]

anyone ever had any experience with a r33 hydrolic hand brake on a s14?

[Miguelone]

Originally Posted by tschmidt55

anyone ever had any experience with a r33 hydrolic hand brake on a s14?

R33 has a cable handbrake not a hydro.

[Stupidflanderz]

Originally Posted by bc.

This is your best bet hands down, not only to buy the motor you want, but do the swap as well. And you aren't that far away either.
Your source for rare JDM Parts | JDM Hookup

Thanks much. I wish I knew it was that easy, I'd have looked harder.

Do these guys do Z engines? I don't see them but I see no reason why they wouldn't.

[bc.]

Originally Posted by Stupidflanderz

Thanks much. I wish I knew it was that easy, I'd have looked harder.

Do these guys do Z engines? I don't see them but I see no reason why they wouldn't.

They don't source many Z engines, because the engine guy gets all his motors from Japan so anything that is also USDM isn't bothered with. But any swap you can think of they can do. They can certainly help you find a local Z engine though.

They can put 1JZ, 2JZ, RB, LSX, SR and VQ in anything and have done it for years, all that's left is for you to call, really.

[I'm Redline]

Originally Posted by S14DB

In S14's and S13 with SCV's removed the KA has a balanced intake and exhaust. There is no need to compensate by running different intake and exhaust duration. Being a dual cam motor you can also mix and match cams to get different durations. The KA market is not as big as the SR to have on the shelf singles like the SR does.

Thank You! THAT was what I was looking for, but I am at a loss for 'SCV's'(stock valves?)

I was perusing the web video selections and found quite a few with KA cam swaps. Mostly it was stock motors with 248's and a few 264's and only the ones who actually rebuilt the motors for a higher state of tune had the 272's in them.

SR's: From my understanding, they come in both turbo, and non turbo. Turbo for JDM, sideways mounted non turbo USDM. SR cams are SR cams. With this said, is it a bad idea to consider a non turbo, high compression, hot cammed NA SR?