Ok guys I'm looken for some input for my next mod. I'm looken at making my own intake manifold. The fabbing want be a big deal. What i'm looking for is intake runner size, length. How big the plenum should/needs to be. looken to build something like a Hogan manifold
pcg_k25
Next mod
Ok guys I'm looken for some input for my next mod. I'm looken at making my own intake manifold. The fabbing want be a big deal. What i'm looking for is intake runner size, length. How big the plenum should/needs to be. looken to build something like a Hogan manifold
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Anyone work at a salvage yard or have access to a Porsche Cayenne 4.5l NA manifold? If so send that to pat, it will work with adapter plates on the titan, and it has 90mm opening. That manifold worked on a VH45DE which has dang near identical heads as the titan, Nissan didn't change much on the cylinder heads between the VH45 and VK45 and VK56, just only when they went to the VK Direct injection and VVEL, all the DE series v8s will have near identical heads.
:eyebrow:Sooo? how much would one of these mods cost? just a ballpark figure would be nice. You know, so i can start saving right now
I can't find the thread i'm looking for to post this?
I had made a post with a bunch of pics of different custom IM setups,but it got lost. So i will post this here for now.
I was doing a random search just now & found this article:
Unique Infiniti M45 Shares Drifting Experience
Unique Infiniti M45 Shares Drifting Experience | Horsepower Calculators Blog
Whatever some enthusiasts may think of drifting as a motorsport, the fact is that it has grown to be a huge attraction for spectators and the build quality of the cars is on a level of the highest caliber. One unique drift car that has made waves is not actually used in drifting competitions but is instead a demo car, able to seat 3 passengers in what should be a unique and memorable experience. This car is the brainchild of 2009 Drift Champion Chris Forsberg, who conveived of the project car at the end of the 2010 season. Starting with an Infiniti M45 luxury sedan, Forsberg and his crew put the car on a diet by stripping the interior and installing a Seibon carbon fiber hood and trunk lid. The chassis was also strengthened and a unique roll cage was added, which took into account the passengers who would eventually be along for the ride. The whole package was then were painted white, including the carbon fiber components. Four Recaro racing seats were then installed to accommodate driver and passengers.
![Image]()
Obviously, a change in power was needed so Forsberg installed the engine and transmission setup from his 2009 Championship season 350Z, which is a Nissan VK56 V8 engine that was hijacked from a Nissan Titan. Surprisingly, the 5.6-liter VK56 is practically stock with the exception of Bosch 680 cc/min injectors and 256-degree S2 camshafts and upgraded valve springs from Jim Wolf Technology. The four cams in this engine feature 256-degrees of duration and .430" lift (stock is 232-degrees with .346" lift). The increased duration camshafts resulted in the powerband of the VK56 engine moving higher up the RPM range. In drifting, the driver is constantly running the engine near redline and moving the powerband up the rev range certainly fits the requirements of that particular driving style. A custom Hogan's Racing sheetmetal intake manifold tops off this otherwise stock powerplant. The reverse-mounted manifold (throttle body towards rear of the vehicle) uses dual Holley 52mm throttle bodies. A Walbro pump, Aeromotive pressure regulator and a Chevy LS1 coil pack make up the ancilliaries. Managing the fuel and ignition timing events is a BigStuff3 GEN3 PRO SEFI engine management system. This system is fully-sequential and offers full data logging capability. Horsepower calculations place the engine’s output at at least 360 horsepower at the rear wheels.
![Image]()
Completing the setup are DG-5 coilovers as used in the competition 350Z working with Tanabe 18X11 wheels shod with Hankook RS-3′s tires. This car is obviously a huge cost for the team but it is a measure of Forsberg’s generosity that he chose to build the car so that the drifting experience could be shared with the lucky few who get chosen to ride this unique car.
I had made a post with a bunch of pics of different custom IM setups,but it got lost. So i will post this here for now.
I was doing a random search just now & found this article:
Unique Infiniti M45 Shares Drifting Experience
Unique Infiniti M45 Shares Drifting Experience | Horsepower Calculators Blog
Whatever some enthusiasts may think of drifting as a motorsport, the fact is that it has grown to be a huge attraction for spectators and the build quality of the cars is on a level of the highest caliber. One unique drift car that has made waves is not actually used in drifting competitions but is instead a demo car, able to seat 3 passengers in what should be a unique and memorable experience. This car is the brainchild of 2009 Drift Champion Chris Forsberg, who conveived of the project car at the end of the 2010 season. Starting with an Infiniti M45 luxury sedan, Forsberg and his crew put the car on a diet by stripping the interior and installing a Seibon carbon fiber hood and trunk lid. The chassis was also strengthened and a unique roll cage was added, which took into account the passengers who would eventually be along for the ride. The whole package was then were painted white, including the carbon fiber components. Four Recaro racing seats were then installed to accommodate driver and passengers.
Obviously, a change in power was needed so Forsberg installed the engine and transmission setup from his 2009 Championship season 350Z, which is a Nissan VK56 V8 engine that was hijacked from a Nissan Titan. Surprisingly, the 5.6-liter VK56 is practically stock with the exception of Bosch 680 cc/min injectors and 256-degree S2 camshafts and upgraded valve springs from Jim Wolf Technology. The four cams in this engine feature 256-degrees of duration and .430" lift (stock is 232-degrees with .346" lift). The increased duration camshafts resulted in the powerband of the VK56 engine moving higher up the RPM range. In drifting, the driver is constantly running the engine near redline and moving the powerband up the rev range certainly fits the requirements of that particular driving style. A custom Hogan's Racing sheetmetal intake manifold tops off this otherwise stock powerplant. The reverse-mounted manifold (throttle body towards rear of the vehicle) uses dual Holley 52mm throttle bodies. A Walbro pump, Aeromotive pressure regulator and a Chevy LS1 coil pack make up the ancilliaries. Managing the fuel and ignition timing events is a BigStuff3 GEN3 PRO SEFI engine management system. This system is fully-sequential and offers full data logging capability. Horsepower calculations place the engine’s output at at least 360 horsepower at the rear wheels.
Completing the setup are DG-5 coilovers as used in the competition 350Z working with Tanabe 18X11 wheels shod with Hankook RS-3′s tires. This car is obviously a huge cost for the team but it is a measure of Forsberg’s generosity that he chose to build the car so that the drifting experience could be shared with the lucky few who get chosen to ride this unique car.
I'm just going to keep stacking info here till someone gets around to making us an custom IM!!!
Here's some great info from NEO's GARAGE on the VK56 Development:
Development of VK56DE
VK56 Engine Development
The VK56 was an all new 5.6L DOHC V-8 engine developed for use on the 2004 full-size Nissan Titan and a full-size sport utility vehicle lines. It was derived from the existing VK45 engine that was originally developed for use in the infiniti Q45. This new engine has a larger bore diameter and a longer stroke than the base engine. The displacement was increased to 5.6 liters from the 4.5 liters of the VK45.
The VK56 retains many technological advancements originally engineered into the VK45. Super quiet chain system to reduce NVH, micro-finished camshafts and crank journals, and epoxy resin-graphite coated piston skirts are all VK45 derived.
Nissan needed a larger displacement engine with increased torque to move these heavy vehicles. Torque is what moves heavy trucks, especially when towing. This is why heavy duty Domestic trucks use massive torque producing diesel engines.
The easiest way to increase torque in an engine is to increase the stroke. In a longer stroked engine the crankshaft's rod journals are physically farther from the main journals. This further distance will give the rods increased leverage on the crankshaft and thus produce higher torque readings for a given combustion energy. The stroke of the VK45 was increased 9.3mm and set at 92mm. To achieve a longer stroke, the block height was increased 12mm to 232mm, and the connecting rod length increased 7.5mm to 154.5mm, thus changing the stroke to 92mm from 82.7mm. The resulting stroke/bore ratio was .94.
The aluminum cylinder block is manufactured using gravity die casting (GDC). To facilitate a larger bore diameter, the thickness of the aluminum between the bores was reduced from 14.2 mm to 8.8 mm. The distance between the cylinders increased from 14mm to 19mm allowing a bore diameter of 98 mm without changing the overall length of the cylinder block or the bore pitch. The final displacement was 5552cc or rounded up to 5.6L.
The VK56 essentially uses the same cylinder heads of the VK45. The intake and exhaust valves were slightly increased and the shape of the intake and exhaust ports were optimized for better flow.
The compression ratio was set at a rather low 9.8/1. This allowed the engine to operate with a lower octane gasoline, which in turn reduced its overall operating costs. The compression height is the same specification as the VK45 engine, at 31.63 mm, however the piston height measures 52 mm. The piston and piston pin combined weighs 531g per cylinder.
The oil pan is a structural member of the engine. It also utilizes a lower stamped steel pan in which the oil pickup is housed.
Even though the displacement was increased to 5552cc, the VK 56 actually weighs 18 pounds less than its VK 45 predecessor.
The 2004-2006 VK56 generates 379lb-ft/3600 rpm and 305 hp/4900 rpm. In 2007 Nissan introduced a CVTCS system (Continuously Variable Valve Timing Control) VK56 engine that generated 385lb-ft/3600 rpm and 317 hp/4900 rpm.
Here's some great info from NEO's GARAGE on the VK56 Development:
Development of VK56DE
VK56 Engine Development
The VK56 was an all new 5.6L DOHC V-8 engine developed for use on the 2004 full-size Nissan Titan and a full-size sport utility vehicle lines. It was derived from the existing VK45 engine that was originally developed for use in the infiniti Q45. This new engine has a larger bore diameter and a longer stroke than the base engine. The displacement was increased to 5.6 liters from the 4.5 liters of the VK45.
The VK56 retains many technological advancements originally engineered into the VK45. Super quiet chain system to reduce NVH, micro-finished camshafts and crank journals, and epoxy resin-graphite coated piston skirts are all VK45 derived.
Nissan needed a larger displacement engine with increased torque to move these heavy vehicles. Torque is what moves heavy trucks, especially when towing. This is why heavy duty Domestic trucks use massive torque producing diesel engines.
The easiest way to increase torque in an engine is to increase the stroke. In a longer stroked engine the crankshaft's rod journals are physically farther from the main journals. This further distance will give the rods increased leverage on the crankshaft and thus produce higher torque readings for a given combustion energy. The stroke of the VK45 was increased 9.3mm and set at 92mm. To achieve a longer stroke, the block height was increased 12mm to 232mm, and the connecting rod length increased 7.5mm to 154.5mm, thus changing the stroke to 92mm from 82.7mm. The resulting stroke/bore ratio was .94.
The aluminum cylinder block is manufactured using gravity die casting (GDC). To facilitate a larger bore diameter, the thickness of the aluminum between the bores was reduced from 14.2 mm to 8.8 mm. The distance between the cylinders increased from 14mm to 19mm allowing a bore diameter of 98 mm without changing the overall length of the cylinder block or the bore pitch. The final displacement was 5552cc or rounded up to 5.6L.
The VK56 essentially uses the same cylinder heads of the VK45. The intake and exhaust valves were slightly increased and the shape of the intake and exhaust ports were optimized for better flow.
The compression ratio was set at a rather low 9.8/1. This allowed the engine to operate with a lower octane gasoline, which in turn reduced its overall operating costs. The compression height is the same specification as the VK45 engine, at 31.63 mm, however the piston height measures 52 mm. The piston and piston pin combined weighs 531g per cylinder.
The oil pan is a structural member of the engine. It also utilizes a lower stamped steel pan in which the oil pickup is housed.
Even though the displacement was increased to 5552cc, the VK 56 actually weighs 18 pounds less than its VK 45 predecessor.
The 2004-2006 VK56 generates 379lb-ft/3600 rpm and 305 hp/4900 rpm. In 2007 Nissan introduced a CVTCS system (Continuously Variable Valve Timing Control) VK56 engine that generated 385lb-ft/3600 rpm and 317 hp/4900 rpm.
So if there is 8.8mm of block between the cylinder bores, that means the VK56 could be bored out maybe another 3-4mm safely (which 1mm bore over stock is .1 of a liter). So if you bored the VK56 4mm over it would be a 6.0, add the stroker kit ffrom GTM and you have a 6.4l or a 390ci VK! A gain of 50ci, yeah you could def feel that in the butt dyno, thats alteast another 50-60lbft of torque thru the whole power band at the tire.
I know the new SRT8 6.4 hemi is not a VK, but by god if they can squeeze 475hp flywheel out of that engine, a 6.4 VK 4 cam shouldn't have a problem...and yes of course a new manifold would help...
However, if you were to take 3-4mm out of the cylinder walls, i dunno if i would boost it. It would be a sick NA setup though. Need to be sleeved too.
See gweasel answered my question about bore on this engine.
Fun fact I know a Darton Sleeved VQ35DE can be bored to around 105mm. They go from 3.5 to 4.15-4.2L overbore/stroker kit!
I think the VK56 would be done at around 6.2-6.5L max! Hell there are 6.5L stroker kits for Porsche 928 5.4 GTS engines...
Id rather have an all motor VK65 (396ci) than a boosted setup, yeah it would cost a good bit of money, prob around the same as a turbo kit...
Man...an increase of 50-55ci in our VK, (just for benchracing and hypothetical rwhp numbers).. those extra cubes would add around say 40rwhp/60rwtq on a fully bolt on titan (headers,cai, cams, exhaust, tune FT90, and on a dynojet it makes around 330-340rwhp/370-380rwtq...those are common bolt on numbers.. I know mine made those w/o cams and so do a lot of you guys!
Thats around 380rwhp/440rwtq all motor, before any headwork or intake manifold.... These are just guesstimates... As we all know if we're gonna bore/stroke the bottom end, you have to compliment the top end.. and yes there is always bore/stroke ratios, piston speed to be concerned about depending on a build like this.
6.5l VK65 stroker/borer heads, cams, intake manifold... whole package say 425-440rwhp/450-470rwtq.... Thats a mid/high 12sec titan, guaging from everyones posted dynos vs timeslips...maybe faster...
That is plenty fast for me in a 5500lb crew cab truck, and if you ever get bored, you can always thro 5-6psi on it and make another 75-100rwhp.
This is all speculation...i think its fun to think about, wish I had the money to do it.
I just figure if the VQ35DE can be taken to 105mm over bore with sleeves, the VK56 should be able to go similar in over boring with sleeves. I doubt Nissan is going to be making a new V8 anytime soon, so they gave the VK56 some meat to work with over the years.
I know the new SRT8 6.4 hemi is not a VK, but by god if they can squeeze 475hp flywheel out of that engine, a 6.4 VK 4 cam shouldn't have a problem...and yes of course a new manifold would help...
However, if you were to take 3-4mm out of the cylinder walls, i dunno if i would boost it. It would be a sick NA setup though. Need to be sleeved too.
See gweasel answered my question about bore on this engine.
Fun fact I know a Darton Sleeved VQ35DE can be bored to around 105mm. They go from 3.5 to 4.15-4.2L overbore/stroker kit!
I think the VK56 would be done at around 6.2-6.5L max! Hell there are 6.5L stroker kits for Porsche 928 5.4 GTS engines...
Id rather have an all motor VK65 (396ci) than a boosted setup, yeah it would cost a good bit of money, prob around the same as a turbo kit...
Man...an increase of 50-55ci in our VK, (just for benchracing and hypothetical rwhp numbers).. those extra cubes would add around say 40rwhp/60rwtq on a fully bolt on titan (headers,cai, cams, exhaust, tune FT90, and on a dynojet it makes around 330-340rwhp/370-380rwtq...those are common bolt on numbers.. I know mine made those w/o cams and so do a lot of you guys!
Thats around 380rwhp/440rwtq all motor, before any headwork or intake manifold.... These are just guesstimates... As we all know if we're gonna bore/stroke the bottom end, you have to compliment the top end.. and yes there is always bore/stroke ratios, piston speed to be concerned about depending on a build like this.
6.5l VK65 stroker/borer heads, cams, intake manifold... whole package say 425-440rwhp/450-470rwtq.... Thats a mid/high 12sec titan, guaging from everyones posted dynos vs timeslips...maybe faster...
That is plenty fast for me in a 5500lb crew cab truck, and if you ever get bored, you can always thro 5-6psi on it and make another 75-100rwhp.
This is all speculation...i think its fun to think about, wish I had the money to do it.
I just figure if the VQ35DE can be taken to 105mm over bore with sleeves, the VK56 should be able to go similar in over boring with sleeves. I doubt Nissan is going to be making a new V8 anytime soon, so they gave the VK56 some meat to work with over the years.
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