I want to do a HR swap and the only thing that bothers me is the wiring and Ecu. Old threads where it was done b4 has nothing as far as new info. What is the new resolution

 

I do not know about the Ecu, but why would you want to swap engines, what year is your current car?

 

05 a/t coupe. I have a bad block and there are so many nice Hr motors around for a great price.

 

Sub'd.

 

Actually, you are wrong by almost 20yrs! Honda/Acura were using main girdles long before Nissan used them.The NSX used them back in 90 along with being the first car using titanium connecting rods in a production car. My 94 GSR had one they came on the B18C1-5 engines. But The VQHRs were not the first cars to utilize the crank girdles, heck even some of the LS engines have them I believe.

 

Nissan sr20, ka24de and rb engines all have main girdles...

 

subcribed for any updates. A bit of info here is in disagreeance with the Maxima information on the REVUP vs norevup vs. HR.

Also has anyone tried to mount the HR oil pump to the DE? Does it actually fit?

 

Also pulled this from the 350 site:

DE Oil Pump - Softer metal on internal gears. Rated to 6600rpm from the factory due to the inherent vibrations in the crankshaft causing increased wear on these gears at higher RPMs through extended/endurance testing. Not recommended for high RPM use.

Rev-up Oil pump - Harder metal used on internal gears to accommodate increased vibrations and wear placed on these gears from higher rpm. As the engine spins faster, these vibrations increase in amplitude. Otherwise, basically the same. Recommended for higher revs in VQ35DE non-revup (eg 7500rpm-ish).

HR Oil Pump - Changes in crankshaft design minimized previous problems with vibrations at higher RPMs allowing for a softer metal to be used in the gears. This pump flows more volume, but if modified for use on a rev-up, or DE may result in increased wear/failure from extended high RPM usage due to the softer metal. Apparently the metal hardness of HR oil pump gears is similar to DE's since the vibrations caused by the crankshaft were no longer as much of an issue to overcome. Not recommended solution for high-reving DE motors because the crankshaft vibrations in the DE may cause excessive wear and/or failure of the soft oil pump gears.

Alternative solutions:

Nismo Oil Pumps - Have seen great success in real world race applications prior to dry sump oil systems being allowed per the rules. In some applications, the crankshaft would break prior to any limitations of the oil pump being met. Higher RPM, as well as high torque applications would break crankshafts in race applications due to the increased stress and torsional load on the crankshaft where-as the Nismo oil pumps did not fail. I have it on good authority that these oil pumps were very reliable in professional race applications.

Poor Man's Modified HR Oil Pump (For engines intending to rev higher) - Since the Nismo oil pumps are ~$1,200, a solution to help with oil pump gear wear caused by crankshaft vibrations is to replace the gears altogether with a stronger metal (billet steel). You will have to source a company that has experience in this area. I didn't ask what companies offered this service, so don't know. This was used in professional race applications as well when Nismo oil pumps were unavailable due to Nissan factory production outages caused by the 2011 Tsunami.

Problem's inherent in all VQ wet-sump oil pumps - is the aeration at extremely high RPM use (sorry can't remember much more about this - drinking beer... chime in if you can expound on why again). If you plan on going much beyond 7500RPM, it would be a good idea to install a dry sump oil system.
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Water pumps - Later production FWD VQ engine cars water pumps sprockets and overall design remain nearly identical to the early VQ35DE water pump, except with a change in the impeller design. Should be a direct replacement/upgrade.

DE vs Rev-up vs HR water pumps - I originally planned on installing a rev-up water pump, as I had read (but not confirmed) it was under driven, and should provide more coolant flow at higher RPM's. The problem with this is it may affect the timing of the engine (eg cam timing).

 

My question is can the z33 trans off the rev up motor bolt up to the hr motor, and as far as the ecu and harness I'm not sure what I would have to do. Yes i know i can use the stock ecu and witing harness off the hr but will all my clusters still work?

 

You need an HR transmission as the DE one will not bolt up. Guilty garage offers an HR swap service at a reasonable price, look them up. In the ad it has all that's needed to perform the swap with fully functioning interior. (Manual Transmission required)

 

So you're trying to make a 6MT on an HR motor right?

There are some differences, internal vs. external slave cylinder, starter mounting provisions on the wrong side, etc. I think it was possible with the use of a 240Z clutch?? but I'm not totally sure.

Better off just grabbing a 6MT off an HR equipped 350Z.

 

The harness service to bolt the HR motor into the DE chassis with fully functioning electronics is only 400$ totally worth it if your car is already manual lol

 

https://guilty-garage.com/product/hr...rness-service/

 

Wow thanks for that link.

 

I believe I've aqquired some resonated test pipes for a different model/year G35/37.....What are the measurement differences of the "triangle" exhaust portion where the catalytic converter bolts to the header on the DE vs. the HR