Towards the end of last year I wanted to make an engine piece that had more aesthetics than I am normally used to. I wanted to give it the feel and look that would show off a mechanical side of things that would also give the consumer a talking piece when they popped their hood to show off their engine bay.
What I came up with (which yes, has been done before) was my own version of the billet piston oil filler cap. My particular oil cap fits ALL Nissan Models from the CA/SR to the RB and VR platforms. Just to clarify all platforms it fits, here is a list.
These are made of T6061 and are fully modeled after a custom CP piston we run in our assemblies. It has an engraved company logo on top and includes an O-ring to ensure a proper seal is made.
You can get these anytime as I’ve 30 on the shelf currently. Price is $65 shipped
Its been a while now that the VG30DE market has been utilizing the same camshafts on the market. A single US manufacture of VG cams has been a go to for pretty much the entire US market while other international JDM offerings from companies such as JUN Auto & Tomei have been the premium offering to the community. Its important to understand the price points of the JDM offerings due to the fact they have a much higher refined casting for the blanks they utilize and they do not produce a camshaft with a reduced base circle that plagues the VG30DE platform with VTC deterioration & failure which results in consumers having to buy remanufactured VTC intake cam gears. So the costs go up considerably if you use a lesser made product.
Today I want to introduce to you a new line of camshafts that are made here in the USA but DO NOT have the cam profile with a reduced base circle. They have properly designed lobes and are developed for the use of a well matched valve spring setup to enable the user to not only retain VTC (if they choose to do so) but it will not damage the VTC at all. This is a huge advancement since a lot of consumers like to retain the VTC system for drivability function. With this development now you can finally get a camshaft that doesn’t reek havoc on your valve train system. You will able to utilize a much better valve spring that has considerably better spring rates and get the lost performance this platform has so desperately been loosing out on. Being made here in the USA you aren’t subject to extreme delays in time due to custom orders nor pay high shipping prices or have to adjust your price based on market currency conversion rates.
There are 3 profiles that will be debuting soon for both hydraulic outfits and the much anticipated solid lifter setup. Both series will enable the user to achieve top performance and not have to dish out extra money for other upgraded components just to get the valve train system to survive. This will be a system specifically designed to enable the user to have the best available camshaft on the market that will be 100% power driven.
EPR camshafts will be made using existing cores but undergo a regimen of various processes to make the camshafts utterly the best the market has seen.
Be on the look out soon for the first hydraulic offerings hitting the market in the coming weeks. After that I will debut the solid profile camshafts which will give you all top tier performance for your VG30DE(TT)
For years now there has only been one available stroker option for the VG30 engine platform. Offered by one of the best Nissan aftermarket companies in the world JUN Auto, they were the first to offer a 3.2L rotating assembly for the VG30 that allowed us to take a step into the larger displacement catagory. The upsides were ultra premium materials used with exceptional quality in details from the billet crankshaft to the remarkable “I” beam rods they included with the rotating assembly. The drawback was the price. At a healthy $12-13K consumers were rarely if not ever financially ready to spend that type of capital for a working piece. I’ve personally built an assembly for a client that has utilized this exact kit and I must say it truly is a great product.
But now times are different and the racing industry has made it more available the items and systems we’ve only dreamed of to be part of reality for a large group of enthusiasts. I spent a lot of time looking over the JUN Auto rotating assembly and paid attention to not only what was good but what could be better to allow a revised and ultimately much better designed system for the consumer who wants a much better option with a better more affordable price point in mind.
EPR has finally compiled all the details a proper rotating assembly should have and has made it a true reality to offer a very affordable rotating assembly that is a huge step above whats existing today. The EPR 3200RA system gives all VG platform enthusiasts the capability to expand the power potential above and beyond what was then and is allowing it to be in your hands NOW.
This new system is a 3.2L Stroker Rotating assembly that is manufactured right here in the US! Thats right, cheaper costs, higher quality materials and a faster turn around time than before. I’ve incorporated industry standard features to both the crankshaft, rods and pistons to give you the consumer the absolute best system your top dollar can buy.
My rotating assembly consists of a brand new billet crankshaft made of EN4340 steel that has been triple hardened (ion nitride processing) with a “straight shot” oiling system better known as the HSOS. Rod journals have been increased in both diameter and width to give the crankshaft a significant increase in overall surface area for oil and bearing function. All journals feature a better filet radius to aid in oil relief and include a leading edge tear drop for better oil supply to each bearing set. Counterweights have been modified to decrease parasitic drag within the crankcase and allow for more power potential. Each crankshaft comes directly to you having already been dynamically balanced as well. The rods (consumers choice on design) feature a ridge beam (Pauter designed) connecting rod that not only is one of the lightest rods offered but is the most functional rod in cutting through windage plumes within the crankcase. The ridge beam is one of the most well engineered designs and has an excellent history of withstanding some of the most abuse seen in the racing industry. Rods come with standard ARP 2000 rod bolts and come already pin fitted for a complete connecting rod solution. Customers can opt to utilize an H-beam selection at an additional cost if they do not wish to use the standard ridge beam connecting rod supplied with the kit. The EPR 3200RA comes standard with custom EPR spec’d forged pistons which have lateral gas ports for increased ability to promote a better ring seal to the cylinder bore, dual oiling in the pin bores and come full coated (crowns & skirts) as well as being pin fitted to round out the assembly. Main and rod bearings are supplied. King bearings are the choice used due to their composition and overwhelming quality compared to other bearings offered on the market. All bearings will be fully coated with a dry film lubricant.
As you can see this is a 100% full comprehensive system that gives you the consumer a fresh and new look at power production at an affordable price compared to the current offerings on the market. There simply is no better system available and when paired with EPR billet main cap & girdle kit your VG engine will be the biggest, baddest VG engine to hit the track and dominate the competition.
Each rotating system includes:
EPR Billet Crankshaft EPR Forged Rods w/ ARP 2000 Rod Bolts EPR Forged Pistons w/ Detail Specs King Main & Rod bearings (Fully coated) Dynamically Balanced Custom Piston Ring Kit HD Wrist Pins KrammLox Clips Piston Coating
Custom Kit w/ Carrillo Rods supplied
Each EPR 3200RA Kit is priced at a remarkable price of $6500
Please contact me regarding any questions you have pertaining to this system. These are available now and take typically 14-16 weeks to produce due to the custom application it is.
Theres so much to list on this build that I honestly would be here for a very long time drotting down the list of custom one off parts. However I can say what this engine has is what every SOHC VG owner would dream of from a custom billet stroker crankshaft to my newly designed VG33 pistons, Billet main caps and new solid adjustable roller rocker arms, & Garrett GTX Turbochargers with custom equal length tubular manifolds. The list is extensive and this client is literally allowing me to write the new rule book for SOHC VG performance. This will be the bar from now on. Check back with me periodically to see how this system unfolds to produce remarkable feats in the Z31 community.
I was contracted last year to build a VERY robust high compression (10.5:1) turbo build for a client in Houston, TX. He wanted to do the build the right way and use the industries latest systems with coating applications, manifold design, machining and build practices. I’ve gone through this setup with a fine tooth comb to the likes of the clients request and the product of final setup is nothing short of beauty. There is a little bit left to go for this build to be a completed setup but the light is very near and I can’t wait to hear my clients enthusiastic nature to run this engine like it was meant to be. More things to come from this setup!
CP 10.5:1 Pistons
Carrillo H Beam Rods
EPR Spec Block
EPR Modified Cranksahft
EPR 8qt oil pan
Piston coating
Bearing Coating
King Race rod bearings
King Main bearings
ARP L19 hardware
EPR Billet Main Cap and Girdle Kit
Manley OS SS Valves
JWT Solid camshafts
JWT Springs
Tomei Solid LIfters
EPR Ported Cylinder heads
EPR Tubular Manifolds
Twin GTX3076
Tial MVR 44 Wastegates
WINFACTORY has teamed up with EPR to produce a fully CNC machined billet fuel rail for the Z32 community. The birth of these newly designed rails from billet to final production shows the commitment EPR has to its community and WINFACTORY to get the job done! Currently we have a few that are done as test pieces to ensure programming and material are best suited. This will be a true billet product and will be the best option for top feed fuel system for the VG30!
Rail kits include all mounting hardware and fuel rail unit. All rails are processed through a very unique anodizing process that is 100% corrosion free since the process impregnates the material with ceramic. I only use the best processes on all parts I produce so that all my clients obtain the latest technology for their builds. This setup requires very minor clearance of the upper plenum and once fitted fits under the stock throttle cable cover. Now owners have a complete kit that essentially drops in and can be hidden to keep your engine looking unmodified to now show off the upgrade you have! This is the best solution to topfeed injector conversion for the VG30DE platform
Here is the world’s first production solid adjustable tensioner for the VG30DE engine.
Say goodbye to timing belt flutter, slippage, failing hydraulic setting fixture, headaches & worries with the old system. Now there’s a positive solution to eliminate the issues associated with the stock assembly.
Pricing is $275 for a full HD complete assembly with the new updated tensioner body included. The HD complete tensioner includes a newer swing arm that has a wider contact face for the pin set to rest on for a better and more even contact between both surfaces.
Innovative and secure here is your solution!!!
Currently my new timing belt tensioner is used in many countries spanding from the UK to Australia and more. There are quite a few currently in the US utilizing my new tensioner and all are reporting back stating they like this new approach much better than the factory system.
Feedback and reviews from clients stating:
I ordered EP Racings HD Tensioner a little while back. Finally got round to fitting it today and found it incrediblyeasyto install and correctly tension the belt. Looks better than OE quality and gives significantly more adjustmentthat the factory option. Great bit of kit
Thank you so much for producing this product! This is by far so much better of a setup then the OEM unit I had been relying on before. Now that I have full control over the tension of my timing belt I can set my tension and know that its set properly and not have to worry a part component will fail after a period of time.
Client from the UK showcasing his new tensioner installed
A few months ago I posted the new bearing on the market for the VG30. I’ve since been using them in my builds with exceptional success. Better more consistent oil clearances when I go in and verify figures on my components, these bearings are nothing short of awesomeness. They have been a huge asset in my builds and I strongly urge others to look into them for your next bearing choice. King also makes the main bearings in the same series but they are so far back ordered I can never get my hands on a few sets.
Do note that they are NOT a coated bearing, they are a polymer laminate bearing so the polymer itself doesnt act the same way as a dry film coating would but its abilities are similar in nature. Either way if you prefer a true coated bearing or a polymer laminate you can’t go wrong in either direction. Pricing is very affordable and the the way they package the bearings is great too.
So next time you’re in the market for a rebuild definitely research your bearing choices. King should absolutely be in your top 3 choice pics. If you have questions regarding bearings feel free to contact me anytime to discuss your concerns and or build needs/wants.
Lets face it, with true honesty, with time comes ability and with that ability new responsibilities. So when you begin the quest to increase horsepower your abilities on how fast you can take your car are increased and with that increase in power your responsibilities on component selection and implementation are expected of you. After all, if you plan to make any considerable amount of power with real true performance and response you are 100% in the “peak efficiency” category.
With this new interest in producing power your stress levels of internal components increase. Stock components like piston, rods, fasteners etc are in need of an upgrade and with that upgrade they need to be able to be kept together. That is the “key” phrase…”kept together” So after its all said and done, you’ve spent all your money on high end engine internals yet you’ve done nothing to the block to aid it in the environment you’re about to put it through.
The VG30 is a remarkably strong block. As small as it is, it pegs the scale at 140lbs! SBC blocks are not far off from that weight so in perspective the VG30 packs a HUGE punch for strength for its size that you can absolutely put up to the test with other blocks that are larger in displacement. Short block with a short deck, extra material around the bolt holes, main webs have gussets to aid in reducing considerable amount of flex. The gussets are quite strong for their shape/design. Attaching throughout the casting it is held stationary (main web) securely since the blocks wall structure is VERY thick the webbing doesn’t distort like many seem to think. Out of the many years I’ve been designing parts and building VG30s not a single block has failed at the main web. Adversely I’ve seen several fail due to excessive pressures on the crank which transfers into the main girdle. This shock load bearing down on a single cast girdle reeks havoc on that lower end of things. Cast ductile iron simply can not accept those types of forces for considerable amounts of continuous use. A new system has to be implemented to combat these forces to “keep things together”
Image provided via Facebook group chat
With new power breeds new design works and creativity. After seeing others have issues with cracked/fractured main girdles I began noticing on my own with engines that came into my own shop where housing bores for the mains were becoming distorted. I’d go in and dial bore gauge the housing bores to see them out of round by as much as .005″ or more. That’s considerable, and any other machine shop/engine builder will tell you the same. After more and more customers (not all but a fair amount got me wondering a bit) I began to come up with a system that improved the engines ability to maintain its integrity under severe loads better and take the abuse from rotating and combustion stress exerted on the crankshaft.
After a few weeks we had a prototype accomplished in house with a mock up of a main cap and girdle attachment. The goal was to improve the system as a hole to ensure that for those aiming for high power and consistency that system was going to encase what they needed and keep their investment alive and well. To perform at its peak ability and continuously was the main focus.
The caps are made of billet steel (90,000 tensile strength) and the girdle plate is cnc cut and formed then plated to give it a uniform finish. All components are built right here in the USA with quality and detail unmatched. The system was designed to retain the existing main stud hardware (ARP) offered currently for the VG30.
Details:
Billet main caps w/ steel girdle plate. This setup obtains current dimensions so you can use the ARP hardware offered currently on the market. This is a complete solution to tackling flex and distortion issues associated with a single piece cast girdle setup.
EPR Billet Steel Main Caps offer excellent strength at a reasonable cost. They’re made from precision-machined high strength steel, which has the proper balance of strength and flexibility to allow transfer of increased shock loads to the crank and bearings. These main bearing caps will improve your engine performance and reliability by eliminating main cap walk and reducing main bearing bore distortion.
Benefits/Characteristics • CNC machined • Manufactured from billet steel • Stabilizes the entire crankshaft rotating assembly
If you are building a VG30 to the 800+whp or more this is the setup that will ensure your engine sustains the abuse time and time again. This system is better suited to locate the crankshaft for any application and all HP figures but consumers aiming for high power production this setup is an absolute must.
Line bore/honing is required for proper fitment. Please consult your preferred machine shop for pricing and details or you can send your block to me for proper machining and setup for this system.
In the past few months I’ve had a few builds come into my shop with ARP main studs fitted in their VG30 build. After doing a thorough tear down to do an inspection of components and block as a normal procedure I’ve been finding a growing number of builds are being built with incorrect ARP main studs. The supplied ARP main stud on the left are incorrect stud. Stud shown on the right is correct Z32 ARP stud.
These incorrect studs originally used in this assembly will cause the stock main girdle to move around (front to back) under load since the stud has a reduced shank. This can cause bearing damage, thrust clearance issues and ultimately cause an engine to fail catastrophically.
So please be sure to inspect your sub assembly parts to ensure they are the proper units and are made for your application. To purchase the correct ARP main stud kits please contact Coz at www.conceptzperformance.com
