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R32 Skyline suspension is similar to s14 and I believe R33 is like S14 but the difficulty in using a skyline system is it's designed for the RB 6 cyclinder and one driveshaft actually passes through the oil pan I think. Changing to a 4 cylinder would present some engineering issues... not impossible but difficult. Using the 6 cylinder engine in a B310 would be difficult to say the least, particularly as you'd have no choice as to the engine position as it would be dictated by the front axle location.

It would probably be easier to build a system around GTiR running gear but having had a GTiR for a little while i wouldn't want to...fast but they don't handle well. Too much understeer and to unpredictable through twisty roads. It would be a great deal easier to engineer GTiR stuff into a B11 than a B310.

As for your gas tank. I had an M10 Nissan Prairie (Stanza wagon in the US) which I put a CA18ET into and retained the stock tank and converted to EFI. I used a low pressure electric pump to move fuel from the tank to a small surg tank I made which was mounted under the floor. A high pressure EFI pump was fed from this and the fuel from the fuel rail returned to it. Think of the system as two circuits. the low pressure side circulates fuel from the main tank to the surge tank and back again and the high pressure, from the surge tank to the engine and back to to surge tank. With flat underfloor tanks you are likely to get fuel stavation when cornering so a surge tank is a good idea. I made mane from a piece of flat plate, the top of a 4" disposible welding gas cylinder and some carburettor pipe unions. I probably still have pictures of it somewhere.

Honestly, a CA18DET into a B310 is a pretty easy swap so you should have no real problems if you go that route.

Oh man, that's a beauty. Shame we never got KB10's here, I'd love one. Maybe one day when I can afford it I might be able to import one. For now I'll just have to make do with my four door and wagon. Did you get two door sedans in Aus?

-Ed

I've not experienced any roughness or vibration with SOHC VG's in the past. Bang for buck they are almost unbeatable given their reliability but they are getting a bit old now here so parts are becoming harder to get. There i doubt it's a problem. I have one in my shed that's only got 70,000 miles on it but I doubt I'll ever use it in a swap now because of that. Long term, in the UK, it's probably not a wise choice anymore.

Remember, a lot of 510 owners there run them so there is a wealth of knowledge about them over there. They were probabably the number one swap into a 510 before cheap SR's became available.

As for VG vs VQ...in terms of technology you can't compare as there's 20 years between them but in terms of size the VQ is undoubtedly wider. It cannot fail to be as it's DOHC. Both will fit in the same engine bay but you'll actually be able to fit you hand down the side of a SOHC Compare VG30ET powered 510 with Dave Lum's VG30DETT powered one and you can see what I mean!

BTW, there were no AWD S13's. All of Nissan's small AWD platforms suitable for cars are based on a transverse engine layout apart from the Skyline. The small truck setups such as D21 are a bit more suited to off road than on road and aren't really very performance orientated.

-Ed

Sorry, missed your reply earlier. Yeah, your carbs look a bit different in that we dont get that round diaphragm thing near the front of the intake. Difficult to see from that angle but is the thing it's connected to an EGR valve onto the intake? I think the Japanese carbs muct have the tamper proof jets too as people in the States seem to have that type quit often. All of their stuff will have come from Japan. It's cool that yours are already adjustrable. I see no reason why you cant get these running okay as is. I'd ditch that diaphragm thing along with the pipes and valve but leave the rest..it should have any adverse affects on performance. I've run SU's many times with the balance tube etc all intact.

-Ed

VG30E's are one of Nissan best engines in my opinion...they are pretty bullet proof and very torquey. We got them here in 300ZX (Z31) and 300C (Y30) otherwise know as a Cedric. The Cedric version is only 150bhp but it's in a car that wieght near on a ton and a half. I know a stock 300C wagon will run a low 16 second quarter which considering the weight is pretty respectable. The 300ZX version here is 178bhp. I have a friend with one fitted in a Datsun 810 (200B) and it goes well. The V6 is probably a bit more torquey than a KA24DE and a tiny bit heavier but one thing for sure..they sound awesome with open pipes

I've never know VG's to have any problem other than occasional noisy lifters, and running faults due to lack of maintanace (usually plugs as they are awkward to change so they get neglected). I have seen AFM's pack in working on them but generally they are very reliable units.

In the picture above the engine is still fitted with the Z31 plenum and exhaust manifolds, one of which crosses behind the heads. Over there you'd be able to get the S12 version of the V6 which has seperate down pipes each side and a different plenum. With that setup you could probably get the engine back much further.

As for the mounts...I figured there would be enough room to reinforce the frame rails and make mount brackets to accept normal engine mounts so you would have to solid mount it. I swapped the Z31 oil pan for a Y30 one and it cleared the stock B310 crossmember fine. I could probably get you one of those if you wanted.

The trans is basically the same as S13 and S14's use and is pretty trouble free. Avoid the Z31 turbo trans though as that's supposedly not that great. I think they have a reasonably tall 5th gear on normal 5 speeds, a bit like KA's. The auto's have ludicrously tall gearing.

I can't give you numbers but they are pretty hefty to say the least. They do sit well back in the enginebay in a B310 though and being a short engine I doubt the extra weight would be much of an issue. They aren't much longer than an A series. The firewall on a B310 is shaped perfectly to accomodate the VG and needs no cutting but the mounts are too far forward to be attached to the crossmember so they would need to be fabricated onto the chassis rails. Look at all that space in front of the engine! ...




-Ed

Here, B310's had those rubber like badges that are chromed and the chrome just falls off. Even if you find NOS ones and fit them they don't last long.

-Ed

I did a trial fit of a VG30E into a B310 once and that gearbox fitted in the tunnel fine with just a bit cut out for the shifter. The VG gearbox is very similar to the CA one.

I think it's best to just refer to the models by chassis code. B210, B310, N10 etc...

-Ed

Not exactly big engined but a mate of mine built this Bedford Rascal (same as a Suzuki) with a stock ZZR 1100 lump mounted in the bed behind the cab. Quick but really scary to ride in. It ran 14.01 down the quarter but was too low geared so was in top and flat out at about 90mph by around 2/3 the way down the strip! It sounds mental coming off the line







I've put together a little video of it...

[url=http://smg.photobucket.com/albums/v651/ratdat/cars/?action=view

The SR20DE VVT only has a variable intake cam (timing only) but doesn't the SR20VE has variable timing and lift on both cams?

-Ed