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Engine
Mike Kojima posted on June 01, 2009 15:08
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By Mike Kojima
The VQ37VHR engine found in the new Nissan 370Z is a marvel of automotive engineering, powerful, clean and efficient, but from a tuner's perspective it is controversial. Although the VQ37VHR is a work of engine design art, we predict that it will be exceedingly hard to modify beyond basic bolt-ons. At a glance the VQ37VHR pulls some impressive numbers pumping out 332 hp @7000 rpm and 270 lb-ft of torque @5200 rpm out of 3.7 liters in the 370Z chassis.
From our sister site 370Z.com
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Dave Coleman posted on May 30, 2009 15:18 
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By Mike Kojima and Dave Coleman
The art of tuning an engine is not new, being important since the birth of the internal combustion engine over 100 years ago. For a generation or two, methods such as CO meters, vacuum gauges and the arcane and very subjective black art of reading the spark plugs to determine the engines running condition were the main tools in a tuners arsenal.
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Mike Kojima posted on May 13, 2009 19:03 
By Mike Kojima
The SR20DE engine has been Nissans workhorse performance 4 cylinder for more than the last decade. Originally introduced in North America in the Infiniti P10 G20 and in Japan in the PS13 in 1990, the SR20 was designed as a performance motor from the beginning. Later in 1991 the SR was dropped into the venerable B13 Sentra SE-R and NX2000. The SR20 was carried over to the B14 200SX SE-R in 1995 and the B14 Sentra SE in 1998 as well as the P11 1998-2001 Infiniti G20. The 2000-2002 B15 Sentra SE was the last application of the SR20DE in North America.
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Mike Kojima posted on May 10, 2009 16:33
By Mike Kojima
The unique VVEL system completely controls the intake valves opening and closing events. The VVEL system is exceedingly complicated using two separate rotating shafts driving links that operate eccentrics activating a valve activating reciprocating rocker arm that takes the place of the traditional cam lobe.
From our sister site 370Z.com
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Mike Kojima posted on May 05, 2009 03:04
by Mike Kojima
For our test mule, we used the Killer Bee, the yellow 370Z that was our May feature car. The Killer Bee is a sports package 6-speed manual transmission 370 that was returned to stock for our evaluation. We will be evaluating more parts on the Killer Bee in the near future so stay tuned! In stock trim the Killer Bee slung out 262 whp at 7000 rpm and 210 lb/ft of torque at 4600 rpm. The VQ37VHR engine exhibited the typical wide flat torque curve and nice linear power curve that the VQ37VHR is becoming renowned for.
From our sister site 370Z.com
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Mike Kojima posted on May 01, 2009 19:16
By Mike Kojima
We used a new six speed sports model Nissan 370Z with a few hundred miles on the odometer as our test subject. Before the installation of the JWT Dual POP, we baselined the car on Technosquare’s AutoDyn 30 Superflow chassis dyno. The Superflow dyno is unique in that it uses both an inertial weighted roller and an eddy current load cell to provide the working load against the engine.
From our sister site 370Z.com
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Mike Kojima posted on May 01, 2009 18:14
By Mike Kojima
Technosquare changes the factory fuel, timing, rev limit and VVEL/VTC cam control maps to get a respectable gain of 11 whp and 10 lb/ft of torque. The gains are pretty much across the board, starting at 2700 rpm and continuing until the rev limiter stops the fun. The gains are large and consistent through the entire rev range, greatly increasing the area under the power curve.
From our sister site 370Z.com
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Mike Kojima posted on May 01, 2009 17:41
By Mike Kojima
Since we have actually started to work on and modify the Nissan 370Z we have come to realize that high oil temperatures have the potential to become a problem on these cars. We have recorded oil temperatures of 260 degrees plus on 370Z’s on the dyno, in brisk driving and simply in heavy traffic. Several times we had to stop dyno testing or slow down while driving to allow oil temperatures to drop.
From our sister site 370Z.com
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Mike Kojima posted on May 01, 2009 17:27
By Sarah Forst
We strove for accuracy and repeatability in our testing. We did all of our testing during one day. We used standard SAE correction. We thoroughly warmed up the VQ37VHR engine and the drivetrain by driving the car on the dyno at speed for about 10 minutes to warm the engine, transmission and differential oil (this car is equipped with Technosquare’s oil cooler kit) as well.
Froum our sister site 370Z.com
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Eric Hsu posted on April 02, 2009 23:51
VQ35 on the Engine Dyno
Several months ago when we had the VQ on the engine dyno at Cosworth, I snapped a couple of pics. Since I never got to work on engine dynos very much in the past, I thought it was way cool to see a street car engine that we [the mostly unibody car crowd] commonly build/tune/whatever on a professional grade engine dyno. The ease of working on the engine is nice: there are no cut arms, burnt hands, busted knuckles, and emanating under hood heat blasting you in the face like on a chassis dyno. The amount of data we can collect is ridiculous too.
In the US, we do not have transient dynos. I think Cosworth has 7 transient dynos in the UK, but that is the SUPER big dollar equipment for ...
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