Credit: Evan DeVere
Credit: Wyatt James
Electro-hydraulic power steering for easier maintenance, cleaner engine bay, and cause race car stuff.
Photo Credit: Rene Saran, Jose Vargas, Rabbit Hole Motorsports
Push-In -8AN fittings to accommodate the 5/8″ PCV tube found on VQ engines valve covers to clean up your Oil Catch Can setup. These are AN fittings designed to be pushed in your engine valve cover plastic tube outlet, they do not replace the threaded PCV Valve. Made with precision machined 6061-T6 Aluminium, hard-anodized finish and laser-etched RHM logo.
You can order on their website or contact on Facebook.
Credit: Ballistic Autowerks
I get asked about this frequently. These vehicles are extremely sensitive when it comes to adding accessories to the battery, even with a factory alternator that ranges from 130 to 160 amps depending on the brand. Upgrading the “Big 3” components of the electrical system is crucial for accommodating additional add-ons such as air suspension, stereo systems, underglow, interior lights, and more.
We offer pre-made Big 3 kits specifically designed for these cars, including the dealer for JS Alternators. Today, we completed one of these installations (with unlimited color options available) using the customer’s existing setup and enhancing it with a Big 3 upgrade to prevent power drops. This upgrade is beneficial not only for aftermarket setups but also for maintaining the health of the battery and alternator in factory configurations.
Credit: Waleed Ali
I took my fourth-generation vehicle to Casey, my fabricator. He assured me that he could provide an improved solution at a lower cost compared to buying an OEM radiator support and paying for labor. Check out the quality of Casey’s work—it’s impressive!
Member Credit: Aaron92SE
Ever since the 2009 Maxima came out, I knew that an NWP Engineering VIAS Block Plate Kit could possibly be a great modification to offer to the community. And for the past year or so, I have been working on this project for the 7th gen 2009+ Maxima. I realize that a block off plate kit is currently being sold by someone else. But, I do not feel it’s necessary to abort a project simply because a different kit came out before we had a chance to finish our testing.
Here are some pictures of the NWP Engineering prototypes:
Several hours have been spent on the dyno testing these prototypes. The stock 7th gen Maxima only comes with a CVT (Continuously Variable Transmission). This means that the gear ratios are always changing during the dyno pull. Since this is the case, you are unable to accurately use the dyno charts to determine HP gains and losses in various parts of the powerband. Simply put, running a CVT on a dyno can possibly provide some ballpark numbers to look at, but they will not be accurate in determining low end, midrange, and top end HP results and comparing before and after dyno runs. The only way to properly dyno test a vehicle with a CVT transmission is to lock it into a 1:1 gear ratio and currently, this has never been done on a 7th gen Maxima
Here is a before and after dyno comparison of a stock intake manifold with stock operating VIAS actuators versus the VIAS actuators being removed and block plates installed:
As you can see, there is a huge 19 ft-lbs of torque loss in low end power and roughly only a 2HP increase on top end. But, this is only comparing two dyno runs. If you know how NWP Engineering does dyno testing, you know that we are way more accurate than this! We always like to take an average of all the dyno runs.
We did 4 dyno runs before and 3 dyno runs after the NWP Block Plates were installed. Then, we exported the runfile data to an Excel spreadsheet so that the numbers can be analyzed more thoroughly. Horsepower and torque data was taken at every 100rpm and used for this comparison. At every 100rpm increment for every dyno run, an average was calculated and then plotted on the dyno chart shown below.
Since the 2009 engine was running so consistent, our average dyno comparison chart looks almost identical to the two dyno runs shown above. But, these average results are even more accurate than simply comparing two dyno runs with one another.
As you can see from this dyno chart, that by eliminating the VIAS actuators, there is a low end torque loss of 18.9 ft-lbs at 3600rpm with an average loss of 14.6 ft-lbs between 3200-3900 rpm. And there is a gain of 1.4HP at 6200rpm with an average gain of 1.3HP between 6000-6400 rpm where the 09 Maxima CVT holds the revs at during a wide open throttle run.
In order for your Maxima to accelerate at the same rate or faster from 0-60mph or in the 1/4 mile, you will need a much greater top end HP gain to compensate for the big low end power loss even with the efficiency of a CVT. So in other words, your car will accelerate slower from 0-60mph and in the 1/4 mile with the VIAS actuators removed.
I am really surprised with the efficiency of the stock 09 Maxima Upper Intake Manifold (UIM) with the stock variable induction air system (VIAS).
Unfortunately, the results are not what we had hoped for. I knew there would be a low end power loss, but I didn’t know it would be this large of a loss. And I really thought there would be a noticeable top end HP gain to make it worth it overall like the 02-08 Maxima VIAS removal does. But, what seems to work for the 02-08 VQ35DE Maxima does not necessarily work on the 2009 and newer VQ35DE Maxima.
Due to what was proven in our testing, I do not see a need to produce the VIAS Block Plate Kit for the 2009 and newer Maxima. But, I feel compelled to share this information to the Nissan community to let you know what kind of projects NWP Engineering has been working on lately.
As you can see, we thoroughly test all our products before they are released. I won’t release a product unless it has been proven to benefit your car’s performance. This is not the first time we’ve tested an NWP prototype and had to abort it due to low performance gains.
Credit: Kristan Clarke
I’m currently using a 100 shot wet kit that produces around 400 WHP. The nitrous is injected near the throttle body in the intake;.
Every engine swap requires tuning. Why? Without proper tuning, the engine control unit (ECU) will operate on a low timing map up until around 5000 RPM. After that, it starts to add more timing, and you’ll notice the vehicle suddenly accelerate. However, performance will be suboptimal—expect lower power and reduced fuel efficiency.
For those driving engine swaps without a tune, your perception of the car’s power is likely inaccurate. However, if you’re satisfied with an untuned swap, just imagine the significant improvement a tune can make. In the past, enthusiasts would install new engine swaps without tuning them and then compete against first-generation cars, often losing by significant margins.
Credit: Victor Dragos
- If you are very proficient at wiring.. like you’ll need to rewire the whole car in order to run 02+ ECU, add electric gas pedal, a different cluster, different fuel pump module + a lot of other small things.
- Or You’re good at mechanically to swapping to 3.0 timing and only need to wire up/change 6 injector plugs and iacv plug.
- I’ve done way too many 3.5L motors on 3.0 timing and only 1 full 3.5L wiring swap.
- If you consider that +15hp difference.. I’d rather do 3.0 timing everytime. If boost is involved forget the 3.5l wiring.. too many issues too many things to tune.
- 2020 motor 3.0timing 5spd vlsd gearbox below. (Mijo Too Wavy build)
Credit: Rick Eggers
- Simple, no replacement for displacement. Variable time is usually not for added HP, is for low end torque, emissions and fuel economy. If you’re looking for HP getting rib of variable times is usually a good thing. Plus, when you do a VQ30 to VQ35 swap and reuse the VQ30 timing you can reuse the VQ30 wring harnesses, sensors and ECU with slight modifications. If you keep the VQ35s timing it’s a totally different ball game!
Credit: Rob Tilley
- This is a 99 vq30 timing vq35 with cams/pistons. Stock rods. 6spd. @11# on a jwt ecu maxing out a z32 maf.