vk v8 motor for sale
1 - 25 of 230 ads for "vk" within Cars, Vans & Utes The VK engine (formerly known as the ZH) is a V8 piston engine from Nissan. It is an aluminum DOHC 4-valve design. The VK56 engine was originally based on Nissan's VQ V6 rather than the VH V8 used in previous Q45/Cima models. Changes include: a variable polymer intake manifold, newly designed heads, and a larger drive by wire throttle chamber. The intake manifold directs air through different paths at different engine speeds to optimise low-end torque or high-end horsepower. The 4.5 L (4494 cc) VK45DE was introduced in 2002 and is built in Yokohama, Japan. Bore is 93 mm (3.7 in) and stroke is 82.7 mm (3.26 in). Output is 340 hp (254 kW) at 6400 rpm with 333 lb·ft (451 Nm) of torque at 4000 rpm. Redline is at 6600 rpm. It has an aluminum engine block and aluminum DOHC cylinder heads. It uses SFI, has 4 valves per cylinder with VVT and features forged steel connecting rods, 4 one-piece cast camshafts, and an unusual variable-flow induction system optimizes airflow for low- and high-speed operation and low-friction molybdenum-coated pistons and microfinished crankshaft.
A flat-plane crankshaft version of the VK45DE was used by Nismo for Super GT races with the Nissan GT-R instead of using the GT-R's VR38DETT twin-turbo V6 engine.[1] The VK45DE was previously used in Nissan's 350Z Super GT car in 2007, replacing the previous VQ30DETT used in that car. In race trim, the Super GT VK45DE produces 500 PS (490 hp) and 52 kg·m (510 N·m; 380 lbf·ft) of torque.[2] The engine idles at around 3500 RPM and is restricted to the above specified power output. Without such restrictions, the engine is reputedly capable of producing nearly 800 PS (790 hp).[3] Nismo reasons that by using the engine, they eliminate turbo-lag, save weight and generally prefer the torque curve of the atmospheric V8. This engine is used in the following vehicles: The VK45DD is a 4.5 L (4494 cc) V8 engine that is very similar to the VK45DE but adds a direct injection fuel system. This was Nissan's first V8 with direct injection (NEO-Di). It officially produces 280 PS (206 kW; 276 hp) @6000 rpm and 451 N·m (333 lbf·ft) @3600 rpm, but it has unofficially over 300 PS (221 kW; 296 hp).
The engine also features Nissan's VVEL valve timing technology. The VK56DE is a 5.6 L (5552 cc) version built in Decherd, Tennessee.
motorcycle shop moses lake waBore is 98 mm (3.9 in) and stroke is 92 mm (3.6 in).
motorcycle superstore ohioOutput is 317 hp - 320 hp (227 kW) at 4900 rpm with 385 to 393 lb·ft (522-533 Nm) of torque at 3600 rpm.
motorbike trailer for sale essexIt has aluminum-alloy block and heads and low-friction molybdenum-coated pistons. The valvetrain is a dual overhead cam (DOHC) design with a continuously variable valve timing control system (CVTCS) on the intake valves. It also has 4 valves per cylinder with micro-finished camshafts and ductile iron cylinder liners for increased durability.
Nismo also uses the VK56DE for FIA GT1 racing. In race trim, it produces 600 horsepower and 479 pound-feet of torque. The Nissan Motorsport VK56DE was launched in Australia for the V8 Supercars Championship in 2013 by Kelly Racing in Melbourne. The engine has been reduced in capacity to 4,990cc to fit the V8 Supercars regulations. It has a bore and stroke of 102.69mm x 75.31mm. It will be fitted to a Nissan Altima version of the V8 Supercars "Car of the Future" specification that will compete from 2013 onwards. The VK56VD is a 5.6 L (5552 cc) 32-valve, DOHC, Direct Injection Gasoline (DIG) aluminum-alloy V8 and features Nissan's advanced VVEL (Variable Valve Event & Lift System). The direct injection system provides better wide-open throttle performance and improved fuel economy and emissions performance by reducing engine knock, improving combustion stability and controlling injection more precisely. The engine is built at Nissan's Yokohama Engine facility. 1 - 25 of 268 ads for "vk v8"
> Commodore v8 vk Commodore v8 vk used cars RelevanceDate (most recent)Date (oldest)Price (lowest first)Price (highest first) No min $1,000$2,500$5,000$8,000$12,000$20,000$35,000$50,000 No max. 8 1 1 8 2 1 1 1 1 3 2 1 No min 19901995199720002002200520062007200820092010201120122013201420152016 No max. No min 5000 km10000 km25000 km50000 km75000 km100000 km150000 km200000 km No max. 5000 km10000 km25000 km50000 km75000 km100000 km150000 km200000 km 1 4 1 1 2 No min 2345 No max. Trovit uses third party cookies to enhance your user experience, improve our services, and to analyse your browsing habits in order to show you advertisements related to your preferences. By continuing to browse, please note that you are accepting this policy. You can change the settings or get more information here >>Ah yes, the V8 swap – it’s been around since the days when Ford Flatheads first started finding their way off the assembly lines in the 1930s.
A lot has changed in the automotive industry since then, but despite massive advances in technology the good old V8 swap has never been more popular than it is now. So with that in mind and our V8 Swap theme going on right now, we thought it’d be fitting to take a look at a handful of the world’s popular V8-based retrofit choices. This by no means represents every V8 choice out there, but it does reflect the most common V8 swaps that people are doing these days. There’s a lot to go through, so let’s begin. Why not start with Ford – the creator of the aforementioned Flathead V8 way back when. Things really took off in the early 1960s when the new small block Ford V8 was introduced. These compact, OHV V8s quickly grew a strong reputation, powering the Mustang, Falcon and other cars from the Ford corporate family. The legend grew even stronger when Carroll Shelby chose the 289 small block to power a new sports car called the Cobra. The Ford small block would see production through the late 1990s, and reached a factory displacement of 351 cubic inches over its lifespan.
In the 1980s, the new fuel-injected 5.0 HO used the small block roots to help usher in a new era of modern V8 performance and further established the motor as one of the best swap choices out there. The roots of the Ford small block can even be seen in today’s Roush Yates race motors, which power cars like Vaughn Gittin Jr.’s Formula D Mustang. But there’s more to Ford’s V8 line than just the original small block. Beginning in the 1990s a new line of modular overhead cam V8s was introduced – and this family gradually grew to include high horsepower DOHC motors and factory supercharged applications. Today the Ford 5.0 ‘Coyote’ engine is considered one of the best all-round V8s – producing well over 400 horsepower from the factory. For those with enough budget, the Coyote has become a popular swap option for restomod, pro touring and race builds. Perhaps the biggest to drawback to these later model Ford V8s is their physical size – with their wide OHC heads taking up a lot more engine bay space than GM’s OHV LS motors.
Other than that, it’s hard to fault Ford V8s and they get extra points for having that distinct exhaust note. You didn’t think we would limit this just to American V8s did you? European car makers have been building amazing V8s for years, and BMW’s line of eight-bangers have become quite popular for swapping. The lineup of BMW V8s includes everything from the early ’90s motors that can be commonly found in junkyards, to the fire-breathing S62 mills that powered cars like the E39 M5. While the majority of these Bimmer V8s find their way into older BMW builds – we’ve actually seen them in everything from Ford Model As to late model Mustangs. While the motors have plenty of exotic charm, there are some drawbacks when compared to the more commonly seen Ford and Chevy V8s. The motors (or even complete donor cars) can be had for cheap, but parts availability is likely the biggest obstacle. Naturally, this will depend where you live, but for many it’s a lot cheaper and easier to source parts for an American V8.
The same goes for aftermarket support. While there are upgrades available, they will likely be more expensive and harder to find than those for a Ford or GM motor. Nevertheless, we’ve seen some awesome machines with BMW V8 swaps over the years. It all depends how strong the draw of the Bavarian V8 is to you. Just like their counterparts from the USA and Europe, Japanese automakers have also cranked out some great V8s over the years. Sitting atop the pile of Japanese V8s is the Toyota’s line of UZ V8s. It all began in 1989 with the introduction of 4.0-liter, 32-valve DOHC 1UZ-FE, and Toyota continued to improve its flagship V8 over the following years. Today, early 1UZ-FEs can be picked up extremely cheap – and given the motor’s bulletproof construction, reliability should not be a major issue. There are even companies out there producing bolt-in kits to make fitting these motors in cars like the AE86 and Cressida an easy proposition. The early versions of the 1UZ-FE put out about 250 horsepower, and while that’s not an incredible amount of power by today’s standards it’s hard to resist the velvety-smooth character of these motors.
It’s a great swap choice for vintage Toyota owners. The biggest issue with the UZ family would have to be aftermarket support. Since these motors were designed for luxury applications, there aren’t a ton of tuning parts available. Unless you have a massive budget, forced induction will likely be the best choice for those looking for more power. If you don’t have astronomical power goals though, the UZ is a great choice. It’s just hard to beat the low price and legendary reliability of these V8s. Don’t forget about Nissan either. VH45DE and VH41DE V8s from Nissan and Infiniti luxury sedans can be had cheap and are a decent choice for Fairlady Z or S-chassis owners who want V8 power but also want to keep it in the Nissan family. For the most part, they suffer from the same drawbacks as the Toyota V8s – namely a lack of aftermarket support. For those looking to do even better, there’s the newer line of VK-series of Nissan V8s. While these larger, more powerful motors are still a little pricey for most grassroots builds, I’d expect them to start becoming more common as they get older and more readily available in junkyards.
Last but not least, we move to GM’s legendary line of V8s – both the original small block and the modern LS series. It’s impossible to overstate the importance that these motors have had on the enthusiast world over since the debut of the 265 V8 in 1955. Despite the recent popularity of the LS motors, the original small block is still one of the world’s defacto engine swap choices. With its small size, affordable pricing and endless aftermarket support it’s been a favorite of hot rodders for 60 years now. It may not be the most exotic V8 out there, but the classic small block Chevy will be around forever. For an idea of just what the ‘old school’ Chevy small block is capable of, take a look under the hood of Darren McNamara’s Formula Drift car. This fully-built, 410 cubic inch twin turbocharged V8 is making somewhere in the neighborhood of 1,200 rear wheel horsepower. Then comes the GM LS series – the motor which took the original small block and modernized it for the 21st century.
Love it or hate it, there’s simply no denying the capabilities of these motors. They are lightweight, compact, make tons of reliable power and have limitless aftermarket potential. There’s seemingly a motor in this family for every budget – whether it’s a basic 5.3-liter iron-block truck motor or an exotic 500 horsepower, dry-sump LS7. The possibilities are endless. GM even offers complete crate packages with supercharged or naturally aspirated LS motors designed to pass emissions testing in places like California. From turn-key street setups to full-on race builds, there are few motors as versatile as this one. As for drawbacks, there really aren’t many. Secondhand LS motors could be considered a little pricey due to their popularity, and if you are looking for a ‘unique’ engine choice then this probably isn’t the motor for you. They’re certainly popular for a reason though. So there you have it – a quick look into to crazy world of V8 swaps. Love it or hate it, this movement shows no signs of stopping.