Exhaust Headers Designed To Build Torque & Support High-Horsepower VK56 Race and Street-Performance Engines.
In order for an engine to breathe, it must allow the exhaust gasses to escape the cylinders fully and actually scavenge the spent gasses completely out of the combustion chambers. A proper set of headers has this task. Headers are not merely a tube connected to the port for the gasses to enter into and travel out to the atmosphere, they are a specifically designed pathway that can be tuned as far as length, volume, and velocity, to achieve the best cylinder scavenging effects needed for the engine’s tune. Street-tuned VK56 engines need a header that scavenges the cylinders effectively to enhance low-end torque and improve midrange throttle response so we recommend a Tri-Y primary tube arrangement with at least a 1 7/8” diameter and a minimum 2.75” collector. For the race-tuned VK56 engines a 4-into-1 primary arrangement yields a high-RPM engine response that favors higher HP delivery.
We offer a pair of exhaust systems to be fitted to your VK56 power truck. The first is a great street-performance system that allows a more sporty tone from the rear tips and breathes better than the factory Nissan exhaust system. The second is more race- oriented system featuring Stainless Steel construction throughout and much larger 3” diameter tubing appropriate for high-horsepower engines such as a turbocharged mill or high-compression, nitrous-injected build. An optional 4" SS main pipe can be selected for builds well over 600 HP.
The ‘PD90’ family of Bolt-On Intake Manifolds are designed with one thing in mind, more power to the wheels! There are 2 different throttle body opening choices, a larger 90mm opening, and a massive 102mm opening. Both feature a GM (LS) bolt pattern so you will find several options available for throttle bodies to use with this manifold package. The factory composite (plastic) intake manifold has been done away with for a couple of very good reasons, primarily so that we can graft on the appropriate neck and flange assembly so those larger throttle bodies can be used, and secondarily so that it could be substantially modified internally with porting to maximize airflow efficiency even further. The 2-piece cast aluminum manifold sits atop a pair of CAD designed CNC-milled billet aluminum adapter plates which make this manifold bolt down onto the cylinder heads of your VK56DE engine as if Nissan intended it so. These plates feature o-ring sealing for a perfect gasket-free connection to the cylinder head intake port surfaces. This manifold outperforms the factory composite intake because of its larger throttle body opening, its larger volume runners, and its dual stage runner switchover function. Dual stage runners, what are those and how are they better for my tuned VK56DE? A set of long runners feeds each cylinder head port at lower rpms which is specifically tuned to keep the intake charge at high velocity for engine responsiveness and torque. A short runner equipped with its own 50mm throttle plate is connected to the mid-point of the runner and when actuated by the RPM controller switch, effectively shortens the runner length to best feed each port with higher volumes of air in the midrange and higher RPMs.
This ‘dual-stage’ intake system is perfect for giving the VK56DE advanced tuning options especially when multiple upgrade parts are installed on the engine. Porting of the throttle body inlet on each of the manifolds is meticulously performed to the same standard as a competition cylinder head to guarantee consistent performance. These manifolds are THE ‘hot ticket’ for Titan trucks. They make more horsepower as you would expect, but they also deliver a stronger and flatter torque curve than the factory composite manifolds can. Torque delivered to the wheels is what makes vehicles get down the road quickly, especially so with a full-sized truck. The soundtrack of the engine is also enhanced with a throaty, growl that really sounds butch. The more modified parts you have bolted onto your VK56DE, the better this manifold will perform in drawing in air to the cylinder heads. With a CAI (cold-air-intake), some headers, a full exhaust system upgrade, and some ECU tuning, you can get a Titan to run in the 13 second quarter-mile range. A fully ported PD90 with a camshaft upgrade and the right tuning can support a 12 second Titan truck. The PD90 intake manifold opens up the world of engine performance to another level altogether because of the enormous improvement in midrange and upper RPM breathing it gives to the VK56DE.
These manifolds will also work just as effectively in Armada, Pathfinder, Patrol, and QX56 SUV’s. If it came from Nissan with a 5.6 liter VK56DE engine, this intake manifold upgrade package should wake it right up. Because of the length of the primary runners this intake manifold can’t help but develop immense low RPM and midrange torque. All of the above mentioned vehicles are heavy and need torque to get them moving and the PD manifolds deliver that in copious amounts. Since even a PRO-4X Titan can ‘bark’ a set of 295 tires in RWD mode on a shift, you’ll get some neck-snapping grunt from the VK56DE with one of these manifolds and the corresponding throttle body bolted in place. Traction will be challenged without all 4 tires clawing at the pavement to deliver the grunt of the VK56 breathing through a PD intake manifold. With a set of long-tube headers, dual 2.5” exhaust, and a Cold-Air-Intake this intake routinely is tuned to 400 WHP with a PD102 manifold. Put another way, that’s close to 500 HP from this ‘truck engine’. Gutsy power delivery at another level for your Titan, Armada, Pathfinder, QK56, or Patrol. Just what is required to open up the breathing potential of the mighty VK56DE. Torque like a diesel and sports car horsepower, all delivered with a sweet induction sound that can’t be beat, this is what the PD90 and PD102 is all about.
Each engine is assembled by hand in Central Florida by a skilled set of ASE-certified hands. Foreign engine experience of more than 2 decades covering BMW, Porsche, Audi, Volkswagen, Subaru, Honda, and of course Nissan is what is the basis for our expertise. Our engines are built to expand upon the engineering efforts of Nissan and take many aspects of various competing engine programs for making VK56DE engines more suitable for high-rpm usage and higher engine specific output levels. We are developing the VK56DE towards the higher performance spectrum of its architecture but within the design parameters of the cast cylinder heads and cylinder block as produced by Nissan. Some of the components are no longer acceptable for high-performance applications like the ‘composite’ valve covers and intake manifold for starters, also the cast pistons and powdered-metal connecting rods. Each one of these engines features a full complement of valvetrain component upgrades so that the VK56DE can sing a high-RPM song loud and clear. All of the critical (cylinder head, connecting rod, main bearing) fasteners are upgraded to keep the engine together at full throttle, as you would expect.
We have taken the guesswork out of the question ‘Is my engine strong enough?’ These long-block engines are just what is needed to have a reliable platform for you street-tuned VK56 vehicle. Whether it is for a Titan, Pathfinder, or even an Infinity QX56, at least you won’t have to worry about any weaknesses in the stock engine coming up while you’re ‘pushing it’ on the street or the trail... VK56DEs built to TAKE IT.
This engine has a strong foundation with a selection of upgraded block components and special machining operations for high-output durability. The crankshaft is modified to improve oil delivery to the bearings and reduce friction. Bearings are upgraded to handle the reciprocal loads better. In addition to the quality of the bearings we have machined the crankshaft to very specific altered specifications so that readily available competition bearing inserts can be fitted. The oil pump is ported and some internal tweaks are performed to improve its flow and durability at elevated rpms and flow demands. We fit a higher compression piston set and stronger forged Chrome-Moly connecting rods that we have designed to work at the compression ratio that this engine runs. The crankcase is deburred and oil passages massaged to promote better drainage and return to the sump. Special ARP hardware secures the main bearing caps and cylinder heads to keep the bearings from being deformed and the head gaskets properly torqued down to the block. To complement the blueprinted oil pump assembly the filter housing is fitted with external cooler lines, we install a full crankshaft scraper and a set of baffles on the sump which has a kick-out for additional volume.
Both heads are ported with attention being paid to promoting strong induction velocity and crisp engine acceleration. The exhaust ports are modified to support the volumes associated with the target HP level of the engine. A complete complement of Supertech valves, springs, and retainers are fitted with altered specifications to each head. Specifically, the intake valves are lighter Stainless Steel Black Nitride coated and the they allow higher airflow and rpms. Titanium intake valves are available as an option for even higher RPM operation. Camshaft grinds are selected to improve midrange and higher rpm power output well above factory specifications. These modifications will allow a redline of 8000+ RPMs with great midrange and substantial top-end power.
To complement the cylinder head and block modifications we modify the pulley ratios for the water pump, power steering pump, and alternator to better match the engine’s new operating rpm range. Coolant passage and oil ports are deburred throughout both the crankcase and head castings to reduce cavitation and improve flow volumes as welol. Each rotating assembly is balanced for high-rpm operations and clearances adjusted to better match the increased internal loads.
A PD102 version 3 intake manifold is fitted and fully ported to feed the cylinders with the appropriate air volumes for nearly 800 HP with the the above-mentioned cylinder head work, higher compression ratio, and camshaft profiles. At this level it is all about feeding the cylinders with massive amounts of high-velocity airflow. The PD102 is perfectly suited to provide massive amounts of torque because of its long runner length. It also has the right amount of runner volume to feed a higher-compression, well-tuned VK56 engine. With the incorporated switchover (throttle) plates it serves the upper midrange and high rpms quite well with significant gains very well suited to aggressive street use. In short, this intake makes all the torque possible with serious gains in horsepower.
On the exhaust side of the cylinder head we fit a special set of Tri-Y headers designed to scavenge the cylinders very efficiently while allowing much higher gas volume flow fitting this engines state of tune and output. These feature larger primary tubes and a step in the tubing diameter to improve higher rpm breathing efficiency. Merge collectors help keep gas velocity high as well to aid in throttle response and torque. These headers are all about getting the VK56DE cylinders evacuated quickly for the best high-RPM tuning capability.
This is a perfect engine for a dual-purpose use like a daily-driven, weekend-competition rig. Well beyond simply bolting on some speed parts, this engine has an output that is double the factory VK56 specifications. Every internal component is upgraded and blueprinted to work better together with a pump-gas fueled, high state of tune, which must be manageable on the street.
- Low-mass modified crankshaft w/ altered journal diameters
- Higher compression coated forged pistons
- Stainless Steel black-Nitride coated Intake & Exhaust valves
- Titanium valvespring retainers, upgraded springs
- STG III ported cylinder heads
- Chrome-Moly forged connecting rods
- ARP fasteners (main studs, head studs, rod bolts)
- Special camshaft profile (higher duration, lift, midrange/ high RPM grind)
- Ported high-pressure oil pump
- Blueprinted (low-friction mods) block and head castings
- High-volume (wet) oil sump w/ scraper
- Billet aluminum high-capacity fuel rails
- Billet aluminum underdrive accessory pulleys
- Oil cooler A/N fittings
- Specially-ported (high-velocity porting profiles) PD102 intake manifold
Price - VK56/SD - Starting at $13,527
Each cylinder block is sleeved with ductile iron inserts that are much stronger than the factory liners. These are also used to facilitate easy cylinder repairs if ever a failure occurs during high boost pressure/ competition use. We also incorporate specialized oil-spray fittings into the block for piston crown cooling to keep the metal from weakening under the elevated heat stresses of turbocharged engine operation. The main caps are fortified with a bed plate arrangement and upgraded (ARP) fasteners to improve stiffness to keep crankshaft rigidity and keep flex to a minimum. As far as the crankshaft goes we modify the journals to incorporate a diameter which allows for proven competition bearings to be utilized in the blueprint. The oil holes are ‘cross-drilled’ to improve oil flow into the connecting rod journals from the main bearing throws. The journals themselves are micropolished and the oil drillings are carefully chamfered. A few other ‘tricks’ are applied to the journals to improve oil flow and bearing lubrication delivery under load as well. The forged connecting rods we use in this engine are much stronger than the typical h-beam variety to take the loads imposed by turbocharged cylinder pressures. Forged pistons with low-compression ratios suitable for high boost pressures common in well-tuned pump-fuel engine setups are utilized. We‘ve specified stronger wrist pins and thick piston crown dimensions for handling the VK56’s prodigious cylinder pressures. The oil pump is upgraded to a fully modified unit with polished internals, ported passages, and a higher bypass pressure relief opening setting. To complement the pump a fabricated scraper is fitted to the block and baffling into the increased capacity sump. This takes the wet-sump system to the next level as far as durability and oil flow in high-demand situations. Each sump has a fitting TIG-welded into the upper area for oil drainage from the turbocharger(s). A set of dedicated high-volume cooler lines are plumbed into the filter housing exterior for cooling the oil which will cope with the heat introduced from the turbocharger(s). With the above mentioned modifications this cylinder block should be reliable with a 1200 HP setup once properly tuned.
Cylinder heads are ported to our unique profiles for supporting higher volume capacities while retaining sufficient velocity characteristics for lower rpm and midrange rpm cylinder filling. For turbochrged operation we port the cylinder heads to flow consistently well enough on the intake side to not be restrictive, but on the exhaust side aggressively ported to avail more gasses to the turbine wheel(s) for strong turbocharger response and dynamic acceleration. Of course the valvetrain is upgraded with a combination of Inconel exhaust valves and lighter Stainless Steel intake valves. Titanium intake valves are an option as well. Each of the valves are covered by higher-strength buckets that are lighter than the factory items These are controlled by camshafts with custom lift and duration specifications and springs. These camshafts are the key to unlocking the best flow and impressive horsepower from the VK56 while having excellent street manners that aren’t finicky. Titanium retainers sit on top of special valve springs allowing a redline of 7500+RPMs with a strong midrange torque curve.
The intake manifold is either a fully ported PD102 with a 102mm throttle body or an optional aluminum ‘PD102FI’ sheet-metal unique design which incorporates a cast injector base with tuned-length runners, and fully fabricated upper dual-plenum design. This maximizes the tuning of pressurized airflow entering the cylinder head ports. The tuning length of the runners is adjusted to be somewhat shorter and much lower in profile so that the entire engine package is more compact overall and has a higher rpm operating envelope. We have set the surge tank volume to be close to 3 liters for each bank so that highly tuned VK56 turbocharged engines will have ample airflow capacity at higher rpms. Each surge tank sits over the opposite bank of cylinders so that the runners have a gentle bend radius to travel into their respective intake port. Both a single and dual throttle body surge-tank can be optioned. With the ported PD102 manifold we’ve ported it to emphasize midrange power delivery and the best airflow with the secondary throttle plates opened up. Torque delivery will be absolutely incredible with this tuned dual-runner setup as the velocity is always very high. Both of these intake options address the upper RPM power delivery drop-off tuned into the factory VK56 and reset it towards a more linear powerband.
Just like the naturally-aspirated engine, we have fitted this long-block with some billet aluminum underdrive pulleys to adjust the accessory rpms to better match the engine’s new operating range. An appreciable amount of engine power will be saved from these adjusted ratios.
- Ductile iron cylinder sleeves
- Forged high-strength alloy low compression pistons
- Chrome-Moly forged connecting rods
- Cross-drilled modified journal diameter crankshaft
- Main bearing cap stiffening plate
- ARP fasteners (head studs, main studs, rod bolts)
- Camshaft upgrades (higher lift & duration)
- Upgraded valvetrain (Titanium int., Inconel exh., springs, Tit. retainers)
- STG III ported cylinder heads (w/ emphasis on exhaust port flow improvement)
- Ported high-volume modified oil pump
- Blueprinted block and head castings
- Special oil spray jets for piston cooling
- Ported PD102 intake manifold/ 102mm throttle body
- Low-profile forced induction (PD102FI) int. manifold ($2750 option)
- Billet aluminum underdrive pulleys
- Billet high-flow fuel rails
- High-volume oil cooler A/N fittings
Price - VK56/TD - $16,945 VK56/TD-FI (w/ low profile dual plenum intake manifold) - $19,695
What has been gained from competition engine programs is passed on here. From the Nissan Supercar engine program in Australia and numerous drifting competitors the World over, to time Attack engines which have set the bar very high indeed. The race engine pictured to the below is equipped with a bespoke ITB intake manifold, OEM Nissan cylinder head, and block castings, specially developed dry-sump oil pump, (optionally fitted but not pictured) CNC-machined valve covers, a multi-plate low-inertia clutch assembly, and specially-machined front accessory drives. Consider this your one-stop-shop for a full competition-spec VK56DE engine. Whether you are naturally-aspirated, Nitrous-injected, or turbocharged, these engines are built to put you on top of the podium.
Beginning with the crankcase, we put the VK56 on a diet with an extreme weight-reduction regime. The inner cavities of the crankcase are thoroughly deburred and all of the sharp transitions smoothed over to improve piston crankcase air volume pumping drag. Any excess casting material is removed away from non-critical load-bearing areas. Next, we increase the cylinder bore capacity with an installation of wet sleeves that allow for much larger pistons and a substantial increase in attainable valve area. The main bearing caps replaced with fully machined billet steel caps which are both lighter than the factory castings and stronger. This being a naturally-aspirated engine each billet cap is machined to reduce excess weight which won’t affect crankshaft support in this engine.
Speaking about the crankshaft, it is seriously cut down weight-wise. There are no areas of the forging that have not either been machined away, ground down, or modified in the interest of lowering reciprocal mass and friction. Each bearing journal is micro-polished to a finish that is very much like chrome, both hard, and very slick. The main bearing oil drillings are cross-drilled to provide twice as much oil volume to be fed to the rod journals per crankshaft revolution. Each of the drillings are radiused with a specific pattern to improve lubrication flow into, and out of the crankshaft, best for the higher rpms these engines live at. Excess material is ground away from the counterweights and precision machined to a sharp edge to slice through any oil being flung off the connecting rods and pistons. We offer an optional short-stroke for higher-rpm needs. This pushes the power band much higher and is key to keeping piston speed at reasonable levels for durability overall while allowing a redline of well over 11,000 rpms. This shorter stroke crankshaft is a bespoke design with profiled counterweights and adjusted bearing dimensions to reduce friction even further. Redesigning the diameters smaller allows us to also reduce mass from the outer dimensions to produce significant improvements in lower inertia of the crank throws.
Forged aluminum connecting rods offer a substantial reduction in reciprocal mass and attribute to phenomenal engine responsiveness. Since they also allow the engine to reach higher rpms with lower bearing loads aluminum rods are key to the VK56NA-R‘s performance. Titanium rods can be substituted as well if desired and offer better longverity over time. Each of these connecting rod options affords this engine the kind of low mass to accelerate very quickly and attain much higher rpm levels with ease not possible with steel rods.
Even the cylinder head castings are put on a diet on the VK56NA-R engine. Excess material is cut away from the casting where strength and rigidity aren’t adversely affected. The cooling passages are modified so that each cylinder gets optimum heat transfer into the coolant. We’re talking about a couple of hours with a small carbide burr and a magnifying lense. The valve seats are replaced with Manganese-Bronze inserts which are precision-cut with several angles to promote efficient mixture entry into the combustion chambers. Each of the valves is replaced with a lighter valve that is also larger. We fit intake valves that are more than 1.5mm larger than stock and 1mm larger exhaust valves, thus maximizing the amount of mixture volume available to be drawn into, and evacuated from, each cylinder. Porting on this engine is key to keeping the large pistons fed the most mixture possible at high rpms and we employ our 28 years of porting experience to this end. The intake ports get cut open to work better with the larger valves but still retain great velocity for excellent cylinder filling. On the exhaust side we reshape the ports for lower turbulence as the cylinder evacuates the spent gasses. Combustion chambers are reshaped to a cloverleaf forming dual squish pads. This is a proven pattern which works well for combustion efficiency and power production with ultra-high compression race engines. Camshaft profiles are adjusted to reflect higher valve lift and longer duration in the regions of more than .550“ of lift and 280 degrees of intake and 270 degrees of exhaust duration. Beehive valvesprings and Titanium retainers keep the valves from floating at high rpms.
The standard timing chain, sprockets, and guides are upgraded to special components for the higher engine revolutions and strains encountered in endurance racing. The chain sprockets are reprofiled to match the heavy-duty competition chain and precision-machined to reduce mass. Each chain gets a specially positioned bearing-supported tensioner/ roller assembly for durability and chain motion precision. With this engine’s 10,000 rpm+ redline, precise camshaft motion is crucial.
On the very bottom of the crankcase sits a dry-sump oil pan. It is fabricated from a machined plate which bolts onto the crankcase itself and the scavenging panels TIG-weld together with a crankshaft oil scraper incorporated into the inner cavity. The lightweight dry-sump pan is only a few inches deep allowing for the entire engine to be mounted lower in the chassis with the critical benefit of lowering the center of gravity of not only the engine, but the chassis as well. Each of the 4 scavenge ports has a -12 AN fitting feeding the pump. The pump itself has a -16 AN outlet manifold attached to the scavenge outlets to be plumbed to a reservoir tank. Output from the pump is fed directly to the main bearing oil gallery establishing their lubrication priority.
On the induction end of the VK56NA-R sits an Individual-Throttle-Body manifold with trumpet inlets and dual plenum chambers. We choose to use this layout so that we can retain enough runner length to keep the engine more efficient at generating torque than just high-rpm power. Runners are fairly short to tune in substantial high-rpm breathing efficiency, when compared to the runner length of the PD90 manifolds, this ITB manifold is tuned to make lots of HP from mid-RPM ranges and up, most efficiently in between 6000 - 10,000+ RPMs. There are 3 plate size options from 52mm to 56mm for the manifold so we can match all of the engine parameters best to favor response, midrange response, or top-end power delivery best. Each surge chamber has a bellmouth entry for the 4 runners it supplies air to and is hand-formed over a buck, inside of a jig, for an exact match from one bank to the other. The surge tank is fabricated in 2 pieces with machined flanges and o-ring seals for excellent servicing of the engine and modularity allowing plenum design changes for advanced engine tuning. These plenum surge tanks are a combination of precision-machined billet aluminum flanges and hand-formed sheet-metal shapes for smooth airflow characteristics and exacting fit and sealing. A combination of metallic sculpting and precision machining.
These combined modifications, parts, and special operations result in a minimum 760 HP output with more than 625 Ft Lbs of torque for the 92mm stroke VK56NA-R engines and well over 840 HP and 550 Ft Lbs of torque for the short stroke VK56NA-SSR. Plenty of torque to get most any chassis around a track competitively. Exact engine output and torque is of course a guarded secret which we keep confidential with the owner. These engines can be tuned for most any circuit or race course venue even with restrictors in place.
- Extensively modified (low-mass) crankshaft
- Low-drag slipper skirt forged pistons w/ special coatings
- Larger Titanium intake & exhaust valves, Ti valvespring retainers
- STG IV ported cylinder heads (high-velocity port profiles)
- Lightweight Chromemoly Steel connecting rods, optional Titanium rods
- External oil pump, low-profile dry-sump pan w/ windage scrapers
- Blueprinted crankcase and head castings (extensive oil windage and aeration control)
- Custom camshaft profiles for peak high RPM power
- Individual Throttle Body intake manifold (low profile short runner design)
Price - $ 40,240
The factory cylinder block undergoes some substantial improvements to strengthen its cylinder bores and crankshaft support. We employ a specially designed wet-sleeve to replace the cast-in cylinder liners of the production block. The bores are nodular iron which is centrifugally-cast to be more consistent and higher in tensile strength. Surrounding each bore are upgraded fasteners to clamp down the cylinder head castings. The gaskets incorporate a fire-ring for a mechanically locked-in seal of the bore to contain cylinder combustion pressures. Down below there sits a billet 4330 Steel crankshaft that has profiled counterweights and micro-finished journals. Its main design parameter is that of rigidity and strength. We designed this forged crankshaft with all of the same features and attributes of a Top-Fuel or competition diesel engine crankshaft. The journals have micropolished surfaces and substantially radiused in the transitions to the counterweights for the best strength possible. To keep the bearings perfectly round for crankshaft support we have billet Steel caps which are much stronger than the factory cast caps. Larger and higher tensile strength fasteners secure the caps to the block casting as well. A thick support plate attaches the main bearing caps together for the ultimate in rigidity and load capacity. Specially engineered bearing shells are pressed into the block to surround the billet steel alloy crankshaft. The lubrication ports are modified to increase flow volume and reduce cavitation. Forced spray jets are incorporated to add piston crown cooling with engine oil directed to the underside of the piston crowns. Forged 2618 aluminum alloy pistons are used with extra ring land support and thicker crown dimensions to cope with the VK’s prodigious cylinder pressures at high boost. Each piston crown is carefully deburred to promote better combustion efficiency and cewramic coated as well to resist the heat. A special piston pin made of special alloys and DLC coated sits inside of the piston to transfer forces to the connecting rods. These are ultra-strength connecting rods of 3 different alloys, the first a Chrome-Moly Steel, the second an aluminum alloy billet forging, and finally, a Titanium alloy option. Each feature unique dimensions to maximize the strength-to-weight ratio, and offer specific benefits for your intended use of the engine.
Each of the cylinder heads has undergone extremely diligent porting procedures to maximize the gas volume capacity without adversely affecting velocity at lower engine revolutions. Combined with the intake manifold, the complete induction path maintains a consistent taper from the bell mouth to the valve pockets for strong cylinder filling. These heads support incredible airflow volumes under boost pressure but also feature strong charge characteristics when off-boost. Porting is more towards Formula-1 standards of cylinder filling and port flow than drag-racing builds. The port volumes are large enough when ported to support well over 2000 HP with the right turbochargers, even with mild boost levels. The heads are ported to flow well without slowing down the low-RPM charge characteristic inherently designed into the VK56DE engine from Nissan. These engines will make stupefying amounts of torque and more than enough horsepower. Supertech valves of Inconel alloy and Titanium are used with special Bronze-alloy seats. Titanium retainers and special valvesprings supply the right closing pressure on the seats. All of these components are to our special specifications that have been determined with countless hours of engine simulation software analysis and research. Valvetrain mass is very low so that 9,000+ RPM engine operation can be attained reliably. The combustion chambers are modified to allow the altered valve head dimensions, and properly de-shrouded to allow the maximum flow into and out of the cylinders, once the valves are opened. A ceramic coating keeps combustion heat from damaging the cylinder head chambers in this ultra-high-output engine.
The oiling system of this engine is designed around a 5-stage external pump with 4 scavenge sections attached to the shallow oil pan. The billet pan base adds some rigidity to the block structure and has special channeling for the oil to flow into the scavenge fittings. This sheet-metal pan incorporates a scraper plate to aid in collecting oil from the crankshaft throws as it spins. Its low-profile design allows for a lower center-of-gravity within the vehicle. A large oil reservoir with a screened aeration separator and filter assembly keep the oil supplied to the engine clean and free of air pockets. Pressurized oil is delivered into the engine first through the main bearing gallery at the rear of the cylinder block, and then to the cylinder heads above.
The camshaft drive is a specially designed selection of heavy-duty bearing supported sprockets, and chains with guides that keep the chains from skipping off of the sprockets at high engine RPMs. Each sprocket is amachined for lower mass and the chain is a high-strength upgrade with a positive engagement profile matching the crankshaft drive and camshaft sprockets alike.
For the VK56/TD-R engine the camshaft profile is uniquely tailored to favor exhaust flow for driving turbochargers. The valve lift and duration specifications allow for more exhaust flow out of the combustion chambers than a naturally aspirated engine would see. This is to fully evacuate the cylinders which have been packed so full of mixture charge by the supercharging process. Valve lifts are in excess of .550" and durations in the region of 270+ degrees are altered to be longer on the exhaust than the intake valve openings. This ratio produces the strongest exhaust pulses for driving turbocharger turbine wheels most efficiently.
Similar to the naturally-aspirated race engine, the intake manifold for the VK56/TD-R features individual throttle bodies and dual plenums. The major difference with this ITB manifold is the size of the throttle body bores and the runners connecting the plenums to them. Throttle bores from 54mm up to 58mm are available to feed the cylinder head ports of the VK56/TD-R. The 3.0 Liter+ surge tanks feature bellmouth entries to each port runner which also incorporate a taper to keep velocity up to feed those throttles a dense air charge. This is especially important in low pressure and off-boost conditions. Each surge tank has a CNC-machined base with an o-ring seal at the bellmouth entries and a large 3.5" or 4" opening for connection to the intercooler charge piping. This manifold has a low profile but has strong torque generating potential because of the runner dimensions and individual throttles. Each engine buildsheet will determine the best throttle body and plenum opening combination to complement the turbocharger(s) being used and the intended output range.
The ultimate VK56/TD-R engine output is mostly determined by the turbocharger(s) selection(s), level of boost, and fuel tuning but these are 1000 HP to 2000+ HP engines. The torque generated is the headliner however, with well over 800 Foot Pounds up to more than 1600 FT Pounds even with modestly sized turbochargers feeding the plenums. The VK56TD-R engine is a HIGH-RPM TORQUE MONSTER. This is soon to be THE weapon of choice for several motorsport arenas to be sure. Move over 2JZ, a new King is in town...
- Special composition ductile-iron cylinder sleeves
- Billet Chromemoly crankshaft
- Billet aluminum forged connecting rods (Titanium rods optional)
- Custom specification forged 2618 aluminum alloy pistons
- Tool steel wrist pins
- Inconel exhaust valves & Titanium intake valves
- Titanium valvespring retainers & upgraded Chromemoly springs
- Solid camshaft buckets (shim adjustment under bucket)
- Blueprinted head and block castings w/ oil spray jets for pistons
- Billet steel main caps with reinforcement plate
- Unique specification ARP critical fasteners (head studs, main cap studs, connecting rod cap screws)
- Proprietary camshaft profiles for extended powerband from 6000 - 8500 RPMs
- Dry-sump oil pan w/ 3 scavenge sections and windage scraper
- External oil pump and oil cooler w/ external reservoir tank
- PD102FI-R Low profile race specification Individual Throttle Body manifold with large-bore throttles
- Billet fuel rails, underdrive pulleys
- STG IV ported cylinder heads
Price - $45,740 TITANIUM CON RODS - $54,350
COMPETITION Dry-Sump Nissan VK56 DOHC Engines
Fully-Modified Wet-Sump Long-Blocks
Naturally-Aspirated & Forced Induction Use
Our (Version 3) PD102 manifold takes it one step further with a full 102mm adapter plate and larger neck for the best airflow capacity possible with a 102mm throttle body. The same high-quality aspects apply with the TIG-welded, CNC machined throttle body mounting flange, and o-ring seal. The porting and position of the opening are modified from the other version with a 4.25” aluminum throat to perfectly accommodate the larger neck. Prepare for a 55 WHP gain, with just about 50 FT LBS more twist to the tires with the Version 3. Brawny. Not to mention the big-bore induction sound when you floor the throttle with this Version 3 manifold. Depending on the level of you other modifications this can easily support the most airflow into the cylinder ports of the Titan VK56. This is the manifold installed in the ‘STINGER’ Pathfinder which is a low 13-Second quarter mile SUV. That’s sport car quick. We are sure that with a fully ported PD102 manifold some head porting and a bit more compression you will be well over 600 HP at the crankshaft. From a truck engine. Let that sink in. The PD102 is crucial to getting more than 400 WHP out of the VK56DE with a mild camshaft upgrade, long-tube headers, and a stock bottom end. Can you say 12-Second Titan sport truck?
This intake manifold is the best option for building strong torque and KILLER midrange and top-end horsepower. The PD102 is like installing Nitrous on your truck but never having to fill a bottle. The option of porting the runners opens up even more performance for the VK56DE engine. Each one of these manifolds is already hand-ported on the inlet by a skilled set of hands that has 30-years+ experience. This is a durable manifold which is the best bolt-on option for street performance for the VK56DE engine. When a turbo system is bolted up to this manifold it is ’game over’ for the competition. Horsepower is on another level once the secondary throttles open with the PD102.
This is the (Version 2) PD90 intake manifold which features an adapter plate which can work with BOTH a 90mm throttle body and a 102mm throttle body equally well. Two throttle body options with the same manifold. Fully ported inlet and O-ring throttle body seal on the TIG-welded billet aluminum adapter plate for a tight seal and great airflow. The adapter plates provided with the manifold package are billet aluminum and CNC machined to perfection. Expect about a 47 WHP and 17 FT LB increase over a factory composite manifold. This manifold upgrade takes full advantage of the Titan engine’s DOHC architecture by really delivering lots of airflow in the midrange and top-end. Corvette owners will have a hard time out-running you with a PD90 bolted onto your Titan VK56 cylinder heads. You’ll love the soundtrack your engine now flaunts with this manifold upgrade, and the looks of surprise & respect on the street, and the track.
Magnaflow makes a nice exhaust for modestly upgraded Titan trucks. A single 3" Stainless Steel pipe connects with the muffler and has dual 2.5" SS exit pipes. The mandrel-bent tubing is exactly what is needed for proper exhaust flow from the VK56 cylinders with street-driven trucks that have a host of bolt-on upgrades. The sound is deep and has a little ‘burble’ and it’s Stainless construction means it will last as long as the truck itself. The added power makes the Titan even more muscular.
This is the Stinger’s exhaust system. Starting with the headers it is a full 3” Stainless Steel system. The VK56 engine has to exhale just as freely as it inhales to make the best power. This is what’s needed to allow the VK56 to breathe freely at the 400 WHP+ level. The longer tubes and merge collectors are critical for scavenging the cylinders properly. One of the key elements to the Stinger's 13.0 Sec quarter-mile performance is this exhaust system.
PD90 & PD102 Intake Manifold Upgrades
The Tri-Y style header is the pinnacle of scavenging an engine to produce the best lower RPM and midrange torque. The primaries are set up with a tuned length that favors a very aggressive pulse for clearing each cylinder and keeping the gasses flowing with little chance of reversion. Gas velocity is kept higher because the pulses are separate for a longer time. Excellent for developing a fat and responsive torque curve. Think of these as a set of Nascar-tuned headers for your VK56, same raw, ripping note. The sound will be sharp, crisp, and edgy, especially so with little muffling after the collectors. For getting through tough terrain like deep silt, these headers are the ONLY way to go on the VK56DE. Also excellent for crew cabs that carry heavier loads on a regular basis, not to mention creating massive plumes of tire smoke at will. Tri-Y headers tend to do that on well-tuned VK56DE engines you know.
This style of headers favors midrange and top-end exhaust flow above all else. The tubing diameters reflect a high gas volume and the 4-into-1 layout works best with higher RPMs. The collectors are fairly large and the tuned length is short enough to favor engine outputs well above 450 HP and RPMs beyond 5000. A primary tube diameter right at 2” with 3” collectors get the gasses cleared out of the cylinders easily with higher engine speeds. These are the headers for the VK56 that spends much of its time at WOT and has very thorough porting of both the heads, intake manifold, and has aggressive camshafts. The audio soundtrack of a VK56 with these will be deep and muscular. You will almost feel each pulse of gas deliver a 'thud' to your chest if you stand near the collector outlets while the throttle is cracked open.
How about a VK56DE engine fitted with a pair of GTX3584RS dual ball bearing turbochargers? They are rated at about 1000 HP each this is a nice way of supporting up to 2000 engine output. As good as the GT35R turbos have been known to perform, the latest GTX version is even better. Response is even sharper with a huge boost in airflow from the 66 mm Generation 2 billet aluminum compressor wheels. These are even available with several turbine housing options so a perfectly symmetrical turbo system is possible for the VK56DE.
Using an 80mm billet compressor SAMURAI-R, the single turbo equipped VK56 system can enjoy the ability to produce up to 1600 HP with simplicity. Matched to a large 52mm BOV and even larger 60mm Turbosmart PowerGate wastegate this particular turbocharger system makes the VK56 breathe like a military jet, inhaling massive amounts of air and delivering pavement-rippling thrust. This system has larger diameter Stainless Steel manifold construction and large-diameter charge piing to go along with the airflow capacity this turbo can generate. For the VK56/TD-R race engine tuned to deliver 1200-1400 WHP with a single turbocharger and tidy components, this is the best way to go. The midrange torque the VK56 will deliver in between 2500 rpm and 6000 rpm with this turbo spooling away will EASILY leave any 2JZ for dead, and rival most big-block V8s with ease With a SAMURAI-R your VK56DE will open up a can on anyone foolish enough to challenge you.
With STG II you step up to 62mm GTW3684 turbochargers for an ultimate potential of 1500 HP at 25+ psi. This will be a sure bet for the hot-street/race-level engine builds which require an output far exceeding 1000 WHP with spectacular engine responsiveness. The best part of these turbos is the lower boost pressure performance. Like 450+ WHP at 10 - 15 psi from each turbo. A VK56DE with 900 WHP on low boost and pump gas. Let that sink in for a minute... These turbos will enable the VK56 to build boost between 2200 - 2800 rpm assuring a midrange pull like a Mountain-Motor on spray. No matter what the tune level is with the GTW turbos you will have rock-solid performance and the added benefit of a more efficient VK56DE than you ever thought possible. This is a perfect system to take to the track on a whim, turn up the boost and post some impressive times that everyone will notice, especially the guy in the lane next to you.
Cylinder head porting unlocks higher levels of airflow being available to be drawn (or forced with turbocharger boost) into each cylinder combustion chamber. Nissan has cast a very good platform for making good power with the VK engines. The intake port angles favour good charge entry into the chambers with more of a downdraft effect. Generous valve diameters assure there is plenty of mixture volume introduced with even modest valve openings, so with aggressive camshaft profiles, these heads really support prodigous amounts of mixture flow.
Street-tuned VK56 engines will respond to porting that is more focused on keeping excellent port flow velocity. This is done with careful elimination of casting flash and imperfections in addition to sanding each port to a uniformly smooth finish. The shape of the port is also a distinct taper to promote a velocity boost of the mixture as it enters the combustion chambers. The lower compression ratios of street-tuned engines works best with this porting profile. On the exhaust side a slightly larger volume helps combustion gas evacuation efficiency. Porting with the end result being a smoother surface and consistent profile are the goals. The objective in porting the VK56 for street use is to open up the port to more flow potential with altered camshaft profiles and better intake manifolding, but without ruining the excellent strong velocity character of the ports that is key to the engine having such a strong torque curve.
The naturally aspirated race engines having higher compression ratios are better served with porting profiles that have more volume in the intake ports to cram as much air and fuel into the cylinders as scientifically possible. Each head casting is worked over to get the most aggressive profile possible. The porting begins after we gather all of the engine parameters such as compression ratio, intake manifold flow, boost pressure, camshaft specs, weight of the chassis, gearing, and intended rpm range. Porting will be based on how much airflow is needed and the amount of cylinder charge strength the compression ratio will provide. For the turbocharged engines porting is biased to heavily massaged exhaust port volumes and strong intake velocity characteristics while off-boost. The exhaust ports are reshaped to present more volume of gas evacuation for driving the turbine wheel(s). When compared to the factory castings, the intake ports are ported to increase volume by 10-15% whereas the exhaust port volumes are 20% larger. This is a result of the reshape of the port profile more than simply ‘hogging out the ports’. On the exhaust side this is critical for getting the best gas flow velocity especially important for efficiently driving turbochargers for the optimal boost response. As far as the port surface texture is concerned, the intake ports are slightly rougher than the exhaust to help break up fuel particles. Exhaust ports are sanded much smoother with the turbocharged engines getting a nearly polished finish to promote the absolute best gas velocity possible for driving the turbine wheel(s).
Combustion chamber work is just as important to engine performance as a good set of intake and exhaust ports. For the street-tuned engines we cut away any material that is ‘shrouding’ the intake and exhaust valves and make sure each chamber volume is equal to the others. On competition engines the higher camshaft lift specifications require more aggressive material removal around the valves to keep flow from being restricted at full valve opening events. Additional material is added to form a cloverleaf pattern to promote better swirl motion and squish of the mixture. This maximizes the combustion efficiency by encouraging a more complete burn of the mixture introduced into the cylinder. Chamber volumes are equalized and the surface is sanded uniformly smooth to eliminate any turbulence introduced by surface porosity of the aluminum casting.
Once these heads are ported the VK56DE really begins to make some serious power in the midrange and top end of the RPM’s. Nissan was more concerned with port velocity and lower RPM power delivery than making them deliver high RPM horsepower because it designed the cylinder heads around a truck and SUV platform. These head castings offer a favorable port angle which is not too far from a bespoke race engine design specification coincidentally, because it delivers very robust torque under the power curve, and are endowed with ample material for durability and toughness in a truck/ SUV application. The immense potential which is somewhat restricted from access by this criterion, means some skilled workmanship and tuning is necessary to extract the best flow characteristics from these castings, as needed with performance-built engines. Since the cylinder head is the portal for how well each piston can engulf its mixture, modifications of these castings is like opening a ‘Pandora’s Box’ for higher horsepower production from the Nissan VK56 DOHC V8 engines. Camshaft profiles will now be able to effectively alter how much mixture can be efficiently drawn into each cylinder far in excess of with factory castings, port shaping, and combustion chamber dimensions. On street-tuned VK56 engines the most pronounced benefits are in the midrange and lower RPMs with less of a fall off in the higher RPMs like the factory built engines. With competition engines, this is where the best power curve is tuned into the VK56 engine for midrange acceleration and fierce top-end horsepower delivery at World-Class levels.
For the STG II cylinder head porting we are reworking the port volumes and profile slightly to favor a higher mixture volume to be more efficiently handled. Easily a match for the factory camshafts as well as most available camshaft profiles which are advertised as ’drop-in’ upgrades for the street. This porting allows for about 10% - 15% more horsepower from the engine with much improved efficiency and midrange through the upper RPMs that brings out a more purposeful power delivery from the VK56DE engine. Excellent for street-biased driving that has to delivery drive ability and torque similar to the factory tuned engine but offer more punch with heavy throttle inputs.
Moving up to the STG III porting grants you some matched combustion chamber modifications and further work applied to the ports themselves. The exhaust ports are reshaped to open up a higher volume of flow that is more appropriately matched to higher performance engine blueprints. The valves are un-shrouded to allow the camshaft profiles to deliver better mixture movement at lower valve lifts for a strong torque curve. This also allows for an increase in overall power production potential because the efficiency of the port is so greatly enhanced. All of the porting is to maximize the original port and chamber design and profiling as Nissan originally designed with tweaks to assure the best efficiency with the factory valve sizes and overall port volumes and profiles. For the street, this level of porting gives a much better power delivery that also has stellar torque delivery down in the lower RPMs that would be associated with normal truck duties. But used on a track it will be quite apparent that this is no ‘bolt-on’ only VK56DE engine at all with the breathing ability to make 20% - 30% more power depending upon which supporting modifications you have done to the engine. This is where the VK56DE starts to deliver well above 500 HP with ease. A bonus is the sound you’ll enjoy from the engine as it engulfs air into the massaged passages once the throttles are cracked wide open. Nothing like a nicely ported 4-valve V-8 engine at full song coming on strong through the revs. STG III head porting is an excellent match for any turbocharged engine especially owed to the increase in exhaust port volume and upgraded profiling. Turbocharger response will be vastly improved even over a well-tuned VK56DE engine with all the right supporting components for proper tuning. This is where the VK56DE starts to ‘come alive’.
If you’re looking for the very best the VK56DE has to offer in terms of airflow potential into the combustion chambers, then the STG IV head porting is the only option for you. Intake ports are modified to favor higher velocity and volume necessary as matched to larger valve diameters and higher compression ratios or boost pressures. The exhaust ports are reshaped to offer up prodigious amounts of swift gas evacuation from the highest cylinder pressure driven explosions that can be attained with competition-tuned engines. Combustion chambers are modified to allow higher combustion ratios to be employed or much higher boost pressures with expanded detonation resistance. If you prefer, this is also the safest way to make the best power with Nitrous Oxide injection setups that are aggressively jetted and tuned. Each of our race engines enjoy this level of porting and you can count on some impressive power delivery everywhere in the RPM range, especially the midrange and top-end. This level of porting sets the VK56DE on ‘DESTROY’. Matched with a good set of camshafts and upgraded valves and you have just what is needed for World-Class power delivery once the heads are ported at this level. Expect your numbers to be 35% - 50% and better compared to stock heads at this level. We will consult with you about your specific blueprint specifications and intended engine use at great length at this level to make sure that each port profile, volume, and chamber design is the correct match for the engine’s best output potential whether it is a drift competitor, trophy mill, drag build, or even a no-holds-barred turbocharged tubular chassis ’street’ truck. Whatever your pleasure, we’ll make sure the heads are optimized for YOUR engine.
Price - (STG IV) - $2645, (STG III) - $2050, (STG II) - $1680
Camshaft profiles are available for both street-tuned and race engines alike. Each profile is selected with a thorough consultation session covering the engine parameters, intended usage, and tuning levels.
VK56/NA-R Naturally-Aspirated Race Engine
VK56/TD-R Forced Induction Dry-Sump Race Engine
For an even more robust twin turbocharger option the 88mm KATANA-R offers up 1750 HP worth of airflow for your VK56/TD-R engine to ingest. This Borg Warner based T4 turbocharger has a few turbine housing options so tuning the turbo response is straightforward. The 87mm turbine wheel makes great use of the VK56‘s exhaust energy and is an excellent choice for producing the strongest mid-rpm boost response with a single turbocharger that can easily fit in a Titan engine bay. Talk about a sleeper setup. Nearly 1800 HP with a single turbo VK56 engine will surely surprise a few folks at any track you roll onto. A system utilizing a pair of 45mm Hyper-Gate wastegates for boost control is just what the doctor ordered here. Huge power delivery potential and excellent responsiveness, plus durability on par with the Titan truck drivetrain.
The T-6 flanged NINJA-R turbocharger is an easy way to put more than 1600 WHP to the pavement. Since it will reach full boost around 3000 rpm this will make the VK56/TD-R a midrange torque monster. The 88mm billet forged compressor wheel swallows air like a Great White shark after a tuna. This 1800 HP turbocharger uses a 96mm turbine wheel to turn the VK56’s exhaust pulses into impressive compressor wheel acceleration and therefore, incredible engine response. Each one of these NINJA-R turbos has a pair of simple journal bearings supporting the shaft for durability and straightforward plumbing which is a nice feature for a nearly 2000 HP capable turbo. More than enough turbo for a well-built VK56 to deliver at World-Class levels.
Twin Turbocharger VK56 Fitments
Two SAMARAI-R 80mm turbos are perfect for getting a VK56/TD-R well beyond the 1500 WHP level with flair. A pair of these 80mm Borg Warner based masterpieces will actually support a heady 3000+ HP at high boost so even on moderate boost levels the VK56/TD-R will belt out plenty of midrange and top-end. Numerous turbine housing options make tuning boost response curves a cinch. Each 1600 HP turbocharger is based on tough Borg Warner journal bearing components that are upgraded and blueprinted to last longer and perform even better. The polished compressor housings add a bit of flair to the engine bay as well. Why not?
A pair of 88mm compressor Honeywell/Garrett GTX4720R turbochargers will get the VK56TD-R engine to the 3800 HP level and beyond with ease. These turbos are fitted with large 93mm turbine wheels so the 88mm billet wheels are a good match on the compressor end of the shaft. A pair of these Garrett dual ball-bearing turbos can actually support up to 3900 HP so a VK56/TD-R built with a billet crankshaft and rods with fairly aggressive camshaft profiles will be a great match. To control these nasty turbos a pair of 60mm Turbosmart Power-Gate wastegates or a quartet of 50 mm Pro-Gates should be just about right. With dual ceramic bearings, a lightweight billet compressor wheel, and large .88 A/R compressor housing, these turbos have midrange response characteristics so the VK56 will respond more like it was a VK65, on steroids. Even at lower boost settings this is a killer setup for the track. Pro-Mod Titan motor anyone?
The 88mm-98mm Garrett GT5533R. This Pro-Mod turbocharger is a perfect match for the VK56TD-R engine set on KILL. Well, more like VAPORIZE. With one of these set on the exhaust flange the entire world will know your intentions. With a twin ceramic ball-bearing supported turbine shaft and state-of-the-art billet forged-aluminum alloy compressor wheel this turbos has both incredible airflow capacity and response. More than 2400 HP can be supported with one of these GT5533R turbos which is mighty impressive. There are a few turbine housing options available to fine-tune the turbine wheel acceleration so a VK56/TD-R engine can be setup to deliver its peak power just the way you need it. This is an extreme turbocharger for the most extreme VK56 engines built. The most impressive aspect of this particular combination is the insane amount of torque the VK will generate with a GT55R huffing away into the plenum. Records and jaws will fall, guaranteed.
*PreCool* Reinforced Silicone Engine Coolant Hose Sets
Reinforced silicone hose set we custom manufacture for VK56DE engine swaps. The collection of hoses pictured to the left is for 2005 and newer (Gen 2) Frontiers, Pathfinders, and Xterras that are fitted from Nissan with the smaller VQ40DE 6-Cylinder engines. This upgraded hose set makes a swap much simpler because at lease you dont have to find which hose will fit one by one. This is a coolant hose set including the overflow hoses. All but 2 of these reinforced silicone hoses are pre-formed with a special molding process which accounts fro the unique shape requirements of each hose path. Silicone is much more durable to abrasion as well as the heat of engine coolant, and the Nomex braid used to reinforce the silicone hose layers is the same fabric used to make fireproof clothing for race suits. These are likely the last hoses you will ever need to purchase for your Nissan SUV.
Price - $175.00
If black is too stealthy or subdued, how about this neon orange PreCool silicone house set? This is the same reinforced silicone hose set we manufacture for the VK56DE engine being swapped into other Nissan SUVs and the Frontier light truck. This is the same set of 8 reinforced silicone hoses remolded into the correct shapes to make a VK56 engine work with the coolant connections (radiator, throttle body, block manifold, heater core) where the VQ40DE used to sit. Same 300 degree tough, abrasion-resistant, silicone material reinforced with Nomex braided cloth. These hoses are precision molded for consistent diameters both internal and external. Included is a set of clamps and a nice sticker to display wherever you’d like.
Price - $155.00
Here is a blue 10-hose coolant only reinforced- silicone PreCool hose set for the VK56DE engines. This blue set has all of the hoses needed to replace your rubber hoses with much stronger and heat resisyant silicone hoses, preshaped to replace them exactly. Nomex-reinforced silicone material which will withstand 300 degree temperatures and is abrasion-resistant. Each of the molded hoses perfectly replaces the factory rubber hoses on the Titan engine. This hose set includes 8 precision molded hoses and the 2 straight hoses to make the connections. The hose clamps are included and so is the PreCool sticker.
Price - $175.00
This is a ‘teal’ 8-piece PreCool silicone hose set for the VK56DE. Included are an assortment of Nomex-reinforced silicone hoses that are precision-molded and reinforced hose for a factory correct connection to the VK56DE coolant entry and exit points. A set of clamps have been included and so is nice PreCool sticker. Each hose is embossed with the PreCool name/ logo.
Price - $155.00
We also have a ‘jet black’ 8-piece silicone hose set for the VK56DE. Made from a special Nomex-reinforced silicone hose that is much stronger than the original OEM hoses. These coolant hoses replace the rubber coolant hoses in the Nissan Titan engine bay. The set comes with clamps and features the correct precision-molded hose profiles for a factory correct fitment. Each hose is durable and able to withstand 300 degrees, abrasion-resistant and embossed with the PeCool name/ logo. A decal is included as well.
Price - $155.00
These ‘banana yellow’ silicone hoses are sure to catch some attention. This 8-piece silicone hose set is just what is needed to connect all of the coolant entry and exit points on the Nissan VK56DE engine. Each hose has been precision-molded into the correct form for a factory correct that will be far superior to the original rubber hoses. The Nomex-reinforced hoses are tough, abrasion resistant, and withstand temperatures up to 300 degrees. We have included a set of hose clamps and a PreCool sticker with this hose set.
Price - $155.00
A Honeywell-Garrett GTX4720R will provide a fast-spooling 1950 HP single turbo solution for the VK56/TD-R engine. Nearly 2000 HP will transform the VK56DE into a new creature wherever it is unleashed. With an advanced Gen-2 88mm compressor wheel inhaling air into its machined inlet, this is a great single turbocharger to feed the plenum just the right amount of airflow to support more than 1800 WHP worth of airflow easily. This dual ceramic ball-bearing turbocharger makes excellent use of a 93mm turbine wheel and low-inertia billet compressor wheel. Even at low boost it delivers HUGE airflow. This turbo will shrink a standing-mile in no time flat.
The first option presented for a tidy twin turbo VK56DE fitment is a pair of modified Borg Warner S257 SX-E turbochargers. Set up your VK56DE with a set of these 57mm turbochargers and you will have a very budget-friendly system to proudly take your Titan into the boosted arena. Each of these Borg Warner turbos will serve up 650 HP worth of airflow at high boost pressures so you actually have more than 1200 WHP when you want it. Wow! Because of their cutting-edge compressor wheel aerodynamics, these turbos spool-up quite fast and don’t need to produce alot of boost pressure to deliver a lot of airflow. Each S257 SX-E is fairly compact and can be easily sandwiched into the Titan engine bay. Only a compact Turbosmart 40mm CompGate 40 wastegate is required to control each turbo. How fast will the VK56 reach full boost? Typically about 2000 rpm is all that you’ll need to get the party started. And what a party it will be. Who would’ve thought you could have 1300 HP capability on a budget? Modern turbos are definitely game-changers for the VK56DE performance scene.
VK56DE Race Engine Components
For our race engines we use either a 5 or 7 stage oil pump. This allows good scavenging options and more than adequate delivery options on the VK56DE engine. We believe a wet-sump pump has its place on street-tuned engines but the increased bearing loads, higher rpms and cornering loads associated with racing put a great strain on the lubrication delivery system. It is a proven fact that using a multi-stage external pump to make certain oil is fully drained from the engine before being processed through a reservoir tank where aeration can be sorted out, before being pumped back into the engine, will provide excellent oil quality before delivery back to the sensitive bearing surfaces and a assures better longevity in race engines. Billet aluminum modular sections are sealed together with o-rings and billet plates are provided for attachment to the Nissan engine block.
We offer a specific dry sump oil pan to be used on the VK56DE engines that eliminates the factory oil filter location on the OEM upper pan and incorporates a dedicated shallow sump with scavenge ports for a dry sump system. A shallow oil pan that accompanies the multi-stage external oil pump makes it a simple solution for scavenging the crankshaft and rotating assembly of oil. We offer a pan with a combination of a machined flange which is bolted onto the engine block, a scraper plate incorporated into the cavity, and AN fittings TIG-welded into the collection cavity for connections to the scavenge sections of the pump. Another feature is the inclusion of screens over the collection cavity to prevent debris from entering the pump in the event of a component failure.
For our VK56DE engines we employ Supertech valves. Pictured to the right is a Black Nitride intake valve which is excellent in reducing valvetrain mass with its back-cut stem feature.
Plastic has very few appropriate uses on a competition engine so the ‘composite’ valve covers are tossed in the trash on our VK56DE race engines. We fabricate aluminum covers for a more rigid, better sealing, and more durable solution to the valvetrain covering and coil location over the VK56 cylinder heads. Our solution incorporates billet aluminum machined flanges and TIG-welded panels with precision-machined tubes for the spark plugs and coils.
Street-Performance & Competition VK56DE Engines
Turbosmart 50mm Pro-Gate wastegate gets the job done for regulating about 900 - 1100 HP worth of exhaust flow. Cast Stainless Steel, high-Nickel content cast housing outflows the competition. Full v-band connections for both the inlet and the discharge. CNC-machined billet aluminum Diaphragm housing. Nomex-reinforced silicone diapragm. Only the best materials go into making these wastegates from Australia. No surprise there, the Aussies are EXTREME Motorsports fanatics and nothing less than the best will hold up the way they run. Just what the VK56DE needs for sure.
Tough as nails. Mean as a Grizzly just up from hibernation. These Borg Warner based turbos deliver the goods when the chips are down, over, and over, and over again. Just like their Garrett counterparts quality engineering is key to making the best turbochargers for performance applications. No Chinese-made, flimsy turbos here, no sir. The VK56DE would not be happy with anything less. Whether a Borg Warner, Garrett, or modified hybrid the turbos listed here are made from quality materials right in this country, just like the Titan truck itself. As it should be. Top-quality. Top performance.
This is a 50mm BOV called the RacePort by Turbosmart. These work so well and fit in such a small space they are hard to keep on the shelves. Nothing responds as fast or flows as well as these. All of the CNC machining of the housings is top-notch. The billet aluminum v-band weld-on flange is INCLUDED and has an o-ring seal. Reinforced silicone diapragm like their wastegates. The outer housings are anodized in either black or blue. What is so amazing about these BOVs is how small they are. The design is so compact they can be installed almost anywhere on the charge pipes. Sounds cool too.
If green is your color, then this set of reinforced silicone coolant hoses for the VK56DE will put a smile on your face. Each hose is precision-molded to the correct OEM shape for a perfect fit. The multiple layers of silicone can wistand a temperature of 300 degrees, are abrasion resistant, and incorporate a Nomex layer for reinforcement. With such durable features, this is most likely the last set of coolant hoses you will ever need for your ‘Titan’ VK56DE engine. This 8-hose set includes clamps and a PreCool sticker.
Price - $155.00
Here is a deep blue set of reinforced silicone hoses for use on the Nissan VK56DE engine. Each hose has the same fit as the original because we precision mold them to the same OEM shape as the original rubber hoses. Their 300 degree temperature tolerance is much better than the factory rubber pieces however. These hoses are reinforced with a layer of Nomex cloth in between the multiple silicone hose layers. The exterior is abrasion resistant and they resist both expansion and collapse. A set of clamps and a PreCool sticker is included with the 8-piece hose set.
Price - $155.00
Replacing the rubber hoses in your Nissan Titan with these bright ‘blood red’ reinforced silicone form-fitted hoses is sure to make a statement. Each hose is precision-molded to the correct OEM shape for a perfect fit onto the VK56DE engine. These hoses feature an abrasion-resistant silicone material which has a layer of Nomex embedded within the mult-layered silicone tubing. They are able to withstand 300 degrees. We include a set of clamps and a PreCool sticker with the 8-hose set.
Price - $155.00
This is what the Nissan VK56DE enthusiasts around the world have been asking for more than anything else. Turbochargers for the Titan engine that can actually release its FULL potential. Working with some of the best turbochargers and control components in the industry assures that each of these kits is a good balance of durability and unparalleled power. Turbosmart wastegates, BOVs (Blow-Off-Valves), and boost controllers make keeping every part of the turbo system well regulated. Borg Warner, Honeywell-Garrett turbochargers and upgraded (Borg Warner) variants deliver exactly the kind of power and reliability that is expected from today’s VK56DE performance enthusiast. Each turbocharger selection has durability as its first characteristic and performance next. We offer turbocharger fitments that will actually live long lives on a truck engine (which is exactly as it should be with a VK56DE setup) in a variety of strenuous conditions, as well as in tough Motorsports competition. These are not ‘trailer queen‘ turbo systems.
These turbocharger systems are manufactured with heavy-duty cast Stainless Steel tubular manifolds to offer durability far beyond the factory steel manifolds. The charge piping is TIG welded in jigs for uniformity and consistent fitment. Each seam is a solid weld that has full penetration for a stronger-than-the-pipe-itself joint. In other words, truck tough. These aluminum pipes offer the lightest, high-airflow solution to delivering boost to the VK56DE engine. Stainless Steel mandrel-bent downpipe(s) from the turbocharger(s) get the exhaust to the exit point where the exhaust sytem can be connected with V-band clamps. Many of these systems allow you to turbocharge the Titan, Armada, and QX56 engine while retaining the factory accessories making them streetable, others are more focused on Motorsports applications of the VK56DE race engine typically used in a custom-built chassis. All of these are high-quality turbo systems which utterly transform the VK56DE into a flame-spitting, angry-sounding, respect-worthy powerhouse, that can deliver torque in spades EVERYWHERE in the RPM range of the VK56DE engine.
Each turbo system is designed with more than adequate wastegate control by either an internal wastegate on the turbine housing on the more compact systems, or a premium quality Turbosmart external wastegate mounted close to the turbocharger turbine housing itself. The wastegate tubing is directed out of the header style tubular manifold with proper tube placement for excellent flow to the wastegate valve similar to the pathway into the turbine housing of the turbocharger. These manifolds are constructed like Formula-1 manifolds with large gentle turns, merge collection points, and fully ported inlets at the cylinder head junctions. Each weld joint is made with 316L filler rod which has a high Nickel content and higher tensile strength than other alloy TIG rods. All of the flanges are 1/2" Stainless Steel to prevent warpage issues and maintain tight gasket seals. In other words these systems are competition-grade and truck-tough.
Last, but not least, the turbochargers selected for each system are very well matched to the exhaust flow characteristics of the VK56DE engine. These are high exhaust flow capacity Garrett and Borg Warner units either as supplied or modified to expand their performance. Each turbocharger is a durable design which will complement the rugged nature of the VK56DE platform they are matched to. Most of the selections have billet aerospace-grade aluminum alloy compressor wheels, and all feature tough Inconel Super-alloy turbine wheels as a foundation for the rotor groups. Turbine housing selections are trimmed to allow extremely strong boost response and prodigious midrange and top-end airflow. Even the lowest output system will allow a broad powerband tuneable with various boost pressure settings so that it can be installed on a healthy stock VK56DE, thus allowing it to be built up at a later date for higher boost tunes. The higher output systems are also very tunable just at much elevated horsepower levels applicable to Motorsports use.
If you've turned a wrench almost anywhere in the engine bay of the Titan truck, then you are well aware of the tight confines surrounding the rather large VK56 engine. It is simply not practical to supply a 'kit' for installation of these turbo systems even for an experienced technician. Our fabrication facility (Exclusive Turbosystems in Florida) will gladly handle that task for you. There are a number of supporting modifications necessary for fitment of the sytsem components requiring alteration of A/C lines, power steering lines, coolant hoses, airbox assembly, oil pan, exhaust system, frame rails, and front bumper structure for proper fitment within the engine bay. Even without 4WD its a bear to get everything situated properly for trouble-free operation just like the OEM engine. Each system is slightly different and just installing all of the components is a week-plus affair once all of the meticulous fabrications are complete. We don't have any desire to repeat the procedure on the same truck, so we take the time to do it right the first time for you. Naturally, once the system is in place on the engine, regular maintenance like oil changes, air filter servicing, and spark plug changes are just as straightforward as the stock engine layout.
Exhaust System Upgrades
Only top-quality turbochargers are used in these systems for the VK56DE engine. Each must be durable, utterly reliable, and perform at World-Class levels year after year.
Heavy-duty manifold welding requires a professional-strength TIG machine. Lincoln Electric 275 Precision TIG to be exact. 340 AMP power and precise arc manipulation for aluminum, Titanium, and Stainless Steel welds. Same machine Chip Foose uses with good reason.
Thick-wall cast Stainless Steel tubular exhaust manifolds which are fully TIG-welded with special attention to flow, strength, and durability. Special welding rod is used to as well to increase high-temperature durability of each weld.
STG I - VK56DE Twin Turbo System
This will probably be the most popular choice for street-driven Titan trucks. The use of a fairly compact, but potent, Borg Warner turbocharger makes a strong case for this being EXACTLY what every Titan truck owner has been waiting for to get their truck down the road like never before. A pair of 57 mm turbochargers attached to sturdy cast Stainless Steel tubular manifolds make this a reality as far as the power delivery, a large front-mounted intercooler, a pair of compact high-flowing wastegates, a large BOV to protect the turbos and keep throttle response sharp, with the right charge piping and exhaust downpipes connect it all together to the engine itself and the exhaust system. Of course the appropriate oil lines and fittings, couplers and clamps are included for a smooth installation onto the VK56DE engine.
The basis of this turbo system is the pair of modified Borg Warner S257 SX-E turbochargers that are bolted onto the manifolds feeding pressurized air into the intercooler. These turbochargers are the latest generation Borg Warner Airwerks units with increased efficiency and airflow delivery from their revised compressor housings and 7+7 blade billet ‘Forged-Milled’ compressor wheels. The 57 mm billet compressor wheel is a perfect match for a well-built VK56DE engine because it is stronger than a cast compressor wheel and can deliver airflow at the level of 65 Lbs per Minute with utter reliability. The compressor housings of the SX-E turbochargers feature a fully machined anti-surge ported shroud inlet. This extends the compressor wheel efficiency and limits the effects of surge if the condition ever arises. Additionally, each compressor housing is modified to include a special 90 degree outlet for better fitment in the VK56DE application. The thick turbine shafts (comparable to a Garrett TO4E in overall dimensions but thicker & stronger) of the S200 SX-E turbochargers have always been tough as nails, and with 70 mm Inconel-alloy turbine wheels they can easily spin up the (76mm outer diameter) billet compressor wheels. Inside each S257 SX-E bearing housing, a pair of precision Bronze-alloy journal bearings keep the shaft spinning true and a heavy-duty (360-degree) thrust plate handles the boost pressure thrust loads from the billet compressor wheel. Turbine housings are twin-scroll which is helpful in getting excellent turbine wheel acceleration out of the turbos. With a choice of either .83 A/R or 1.00 A/R turbine housings, response will be strong and midrange delivery absolutely brutal, perfect for complementing the VK56DE. These turbos are flexible in boost delivery as well, being tuneable in between 15 PSI and 30+PSI giving a lot of different levels of performance from the same system. These S257 SX-E turbochargers bring another level of sophistication to the VK56DE with a top-level billet compressor wheel, precision-machined housings, and trick turbine housing architectures. With a peak delivery of 650 HP per turbocharger, this really is not the average entry-level turbo kit. But then again, the VK56DE is not the average V8 engine either.
Exhaust manifolds for this systems are fabricated from cast Stainless Steel for the pinnacle of long-term durability. These are 1/4” thick investment castings which will last forever even on a ‘truck’ engine. The TIG-welded sections are fabricated with high-Nickel content (316L) filler rod for the best weld strength possible, far exceeding even the factory steel manifolds on the OEM Titan VK56 engine. For the twin S257 SX-E system we fabricate a pair of 4-into-2 manifolds which connect 2 cylinders to each of the twin scroll turbocharger turbine housing inlet passages just as it should be. This keeps the gas velocity high within the manifold tubing, thereby getting the very best turbine wheel acceleration possible from the VK56’s exhaust pulses coming out of the cylinder head ports. Both the turbocharger turbine housing inlet flange and the cylinder head flange are 1/2” Stainless Steel for the best flange rigitity and flatness possible. At the turbocharger and manifold junction we have specified a heavy-duty multiple-layer Stainless Steel gasket instead of the thin sheet-metal gasket normally supplied with turbo ‘kits’. An added bonus is the inclusion of porting at the cylinder head port entrance of the manifold and at the turbocharger flange connection. These areas are massaged with carbide burrs to make sure that no sharp edges or metal protrusions are present to cause turbulence or limit gas flow efficiency. Yes, ported manifolds on an ‘entry-level’ turbo kit.
The wastegate tubing is TIG-welded onto each manifold just before the turbocharger flange and merges 2 Stainless Steel pipes into a single pipe for the 40mm Turbosmart Comp-Gate 40 wastegate V-band connection. This high-flowing wastegate is the most compact 40 mm wastgate available with plenty of flow for controlling this size turbocharger’s exhaust stream to regulate boost pressure delivery. These wastegates feature Investment-cast Stainless Steel valve bodies which have a Stainless Steel heatshield seperating them from the CNC-machined billet anodized aluminum diaphragm housings. Inside these housings is a tough Nomex-reinforced silicone diaphragm actuacted by precision-drilled boost reference ports. The springs contained in the housings have optional higher spring stiffness for high-boost tuning adjustments. Attached to the V-band wastegate outlet is a Stainless Steel dump tube which is connected to the turbocharger downpipe downstream of the turbine housing connection. A flex-section is integrated into the wastegate dump tube to prevent strain on the connections from heat-induced stretching. More top-quality features for this ‘entry-level’ system.
The charge piping of this system is fabricated from lightweight but strong aluminum mandrel-bent tubing incorporating rolled beads on each end to keep the silicone reinforced couplers from blowing off under boost pressure. The 2.5“ pipes coming from each turbocharger connect up to a Y-pipe with a 3.5” outlet for connection to the intercooler inlet. The large 4” thick intercooler sits in the nose of the truck with a pair of custom fabricated end tanks being TIG-welded onto the 2 foot wide air-to-air core. With the charge pipe inlet being angled towards the center of the core, this intercooler will keep charge temperatures consistently low with the best internal airflow dynamics for getting the air to pass through all of the cooling tubes and not just some of them. The intercooler discharge pipe is also a fabricated mandrel-bent tubing assembly connecting up to your PD90 intake manifold’s throttle body opening. A rather large 52 mm Turbosmart Bubba-Sonic BOV is positioned on this main charge pipe connecting the intercooler and throttle body. It’s V-band connection flange allows some flexibility in positioning orientation on the pipe and has a Viton-rubber O-ring seal in between the BOV and its tubular base which is TIG-welded onto the main charge pipe. Each of the charge pipes are TIG-welded in precision made jigs to make sure they have the correct bends and the openings are positioned correctly for the right alignment when connected with the silicone couplers. You also receive your system with the piping fully polished to a high-luster chrome-like shine.
Connected to each of the turbocharger inlets are a pair of 3.5” mandrel-bent aluminum cold-air tubes that are routed up towards the driver‘s side airbox housing. A dual 3.5” to 4” Y-pipe enters into the fabricated aluminum air box where a large 4” cone filter is attached. Mounting the filter in this area keeps the turbochargers fed with a steady supply of clean air and prevents water from being drawn in as well. You know for those occasional trips through the favorite mud hole you have been known to take in your truck for fun. All 3 of these pipes are polished as well and connected with silicone couplers for tight, leak-free joints. You can easily wash them off with soap and water after your romp through that mud hole if you wish to restore the shine.
There are 2 turbocharger downpipe options available for this system, both fabricated from Stainless Steel mandrel-bent tubing. Thick high-grade Stainless alloy exhaust material to take the heat and last as long as your truck. Each is terminated with a V-band flange for connection to the exhaust system itself in addition to the V-band connections with the turbine housing outlets and wastegates. These downpipes are TIG welded in fixtures similar to the exhaust manifolds to assure good clearance away from the body and the transmission. For systems in between 500 HP - 1000 HP the 3” downpipes are recommended while the 3.5” downpipes allow the full potential of the 900 HP to 1300 HP levels of tune to be enjoyed.
For fuel delivery we can supply a set of larger injectors (at additional cost above the ‘kit’) ready to install into your VK56DE fuel rails. Typically these are selected in the 66 to 110 LB/Hour range dependent on the level of boost pressure and output desired. Our recommendation is that a dual Bosch 044 Motorsport fuel pump/dual fuel filter arrangement feeds your injectors of choice, which is the most reliable way to supply enough high-pressure fuel flow for up to 1200 HP. These metal-impeller fuel pumps are OEM level as far as durability, proof of which is being fitted from the factory by Porsche (among others) for the 911 turbo cars for many years. The cheaper plastic impeller pumps are not recommended with these systems as a hiccup in delivery will cost you an engine in mere seconds.
This twin turbocharger system is engineered to be very durable and provide many years of trouble-free service while delivering outstanding performance at all tuning levels. Fuel economy will generally IMPROVE around town with highway cruising being much better, with 15/20+ MPG being experienced in normal driving conditions. This is a nice side benefit to the cool sounds your truck will make just about everywhere you drive even when just cruising. At the other end of the spectrum of driving, lower boost settings can coax a heady 500 - 600 HP from the VK56DE with ease, and more than 550 - 650 FT LBS of torque can be expected making this extremely potent for the Titan truck, and within the limits of the factory engine with proper tuning. Higher boost settings are another level of output altogther, with up to 1300 HP and well over 1100 FT LBS of torque at the ready from a well-built VK56/TD engine.
Price - $9,690 VK56TT-257/3 (3” Downpipes), $9,890 VK56TT-257/35 (3.5” Downpipes)
STG II - VK56DE Twin Turbo System
Things get pretty serious with the STG II twin turbo system for the VK56. Things get pretty serious with the STG II twin turbo system for the VK56DE, as well they should when it offers a peak output of 1500 HP. A pair of gnarly Honeywell-Garrett GTW3684R are the highlight of this show. These T4 turbochargers are sized for a very responsive boost delivery and with their advanced compressor wheel aerodynamics, airflow delivery is at an impressive level. A pair of 45 mm Turbosmart wastegates and a large BOV take care of boost pressure regulation and venting off excess pressurized airflow once the throttle is closed. With the addition of a larger intercooler and Stainless Steel tubular T4-flanged exhaust manifolds, this system is all that you need to put race-levels of airflow into the VK56DE no matter what boost pressure you choose to set it up for. 6DE, as well they should when it offers a peak output of 1500 HP. A pair of gnarly Honeywell-Garrett GTW3684R are the highlight of this show. These T4 turbochargers are sized for a very responsive boost delivery and with their advanced compressor wheel aerodynamics, airflow delivery is at an impressive level. A pair of 45 mm Turbosmart wastegates and a large BOV take care of boost pressure regulation and venting off excess pressurized airflow once the throttle is closed. With the addition of a larger intercooler and Stainless Steel tubular T4-flanged exhaust manifolds, this system is all that you need to put race-levels of airflow into the VK56DE no matter what boost pressure you choose to set it up for.
The turbochargers themselves are very solid performing Garrett designed TO4E/R units that have been updated with a better compressor wheel and other CHRA improvements to expand their efficiency. The bearing housing has dual water ports for running coolant through the casting to keep the bearings cool. A billet aluminum backing plate reduces turbocharger mass and also improves cooling by acting as a heat sink for the bearing housing. Inside the housing a dual ceramic ball-bearing cartridge supports the turbine shaft full taking up the rotational loads and the thrust loads imposed by the compressor wheel while generating boost pressure. These ball-bearings have been proven to be much more capable of handling thrust loads in turbochargers allowing reliable operations at more than 2 BAR boost pressures. The ball-bearings also keep the shaft true within the bearing housing and therefore the turbine wheel and compressor wheel whinin the center of their respective housings for peak aerodynamic efficiency. The compressor wheel in the GTW3684R is a 10-blade forged billet aluminum 62 mm design. It offers improved strength an aerodynamic performance over a cast wheel of the same dimensions. These billet wheels are further modified to have a lower mass and increased blade area for better response and airflow delivery. At 65 LBS per Minute of airflow, the 62 mm compressor wheel nearly delivers the amount of airflow a 70 mm compressor wheel was able to deliver in the past. At the working end of the shaft is a 71 mm Inconel turbine wheel. This 76-trim turbine wheel offers an excellent balance of durability and low-inertia which allows excellent responsiveness while driving the 62mm billet compressor wheel. The turbine wheel has a 71% peak efficiency which means the VK56DE will have little trouble turning its spent exhaust gasses into turbocharger rotation and boost pressure for the intake manifold to ingest. The mid-frame sized GTW3684R turbocharger is well-suited to delivering rock-solid performance at low boost and higher boost pressures alike, making it excellent for being the ideal turbocharger for a street/race VK56DE setup.
For exhaust manifolds we have selected to employ a T4-flanged cast tubular Stainless Steel 4-into-2 manifold design. Taking full advantage of the twin-scroll turbine housings on the GTW3684R turbochargers for getting strong responsiveness and efficiency Is th primary reasoning behind this manifold layout. Thick 1/2” flanges for both the turbine housing flange and the cylinder head flange are much more durable than the factory manifolds have been constructed with. The added heat associated with turbocharged operation requires this more robust construction to keep warpage out of the picture. We TIG weld each section with a more appropriate 316L alloy filler rod which has a higher tensile strength and temperature rating for welding Stainless Steel. The joints are each finished inside to be smooth by porting, especially at the turbine housing inlet and head port flanges. These areas are critical to the efficient flow of exhaust gasses traveling through the manifold and into the turbine wheel blades. Yes, these manifolds are race-prepped and perform best from day-1 without any additional work being necessary. The 45 mm Hypergate wastegates are attached to the manifold with a 2-into-1 y-pipe manifold extension that is connected with a Stainless Steel V-band clamp. Precise boost regulation with these Turbosmart wastegates is an integral part of this systems reliability and performance. Additionally, each of these manifold assemblies has a ceramic-based high-temperasure coating applied to its full exterior. This coating keeps the internal gas temperature at peak efficiency levels for the best turbcharger response and also reduces engine bay temperatures in the area around the manifolds.
For connection to the exhaust system itself a pair of TIG-welded mandrel-bent 3.5” Stainless Steel downpipes are included. These offer high-flow exhaust evacuation from the turbochargers that won’t limit their performance with any backpressure. Each one is fabricated in a precision jig to make sure each bend is positioned correctly for the best clearance and connection in between the turbocharger and the exhaust system. The wastegate dump tubes from each 45mm Hypergate V-band outlet are attached to these downpipes as well. A SS flex-pipe section TIG welded onto these dump pipes allows for heat expansion of these connections. The outlet of the turbocharger and the downpipe outlet are both fitted with 3.5” SS V-band flanges for gasket-free connections and high-volume/ low turbulence exhaust flow characteristics.
For charge-cooling duty we have custom-fabricated a brawny 5” thick intercooler with some special end tanks assuring excellent routing of the charge airflow through the core and out towards the engine itself. The inlet and outlet are both 3.5” for superior flow without lowering velocity too much. This size intercooler core may be overkill for lower boost settings but is ideal for the full capability of the GTW3684R turbochargers once higher boost pressure is dialed in. With a 1500 HP rating, this intercooler is exactly right for the twin GTW3684R system and allows for a simple layout which can grow within your VK56DE tuning plans. The inlet end tank is shaped from sheet-metal to form a airflow pathway towards the center of the core to allow the most effective charge cooling possible. On the outlet end of the core a similar end tank is TIG-welded into place for a high-flow pathway into the 3.5” charge piping connected to the PD90/102 throttle body opening.
Connecting the two turbochargers up to the intercooler is a specially fabricated charge piping setup. The turbochargers themselves are connected to each 2.5” mandrel-bent aluminum charge pipe which are attached to a dual 2.5”-into 3.5” Y-pipe fabricated from mandrel-bent aluminum tubing as well. This high-flow arrangement makes the intercooler connection simpler and offers excellent airflow without having excess piping for the pressurized air to travel through. Each of the turbochargers has an angled compressor housing outlet making the charge piping more direct and easier to attach and service if needed. On the discharge side of the intercooler is a large 3.5” main charge pipe for connection to the throttle body opening. The massive 52 mm Turbosmart Bubba-Sonic BOV is TIG-welded into position on this pipe to vent off boost pressure quickly as the throttle is closed to protect the turbochargers. All of these charger pipes are TIG-welded together in special jigs for uniformity and making the inlet and outlet connections line up correctly. We don’t just weld up a set of charge pipes on our mock-up engine, and then quickly ship it out hoping that it will mostly fit in your (Titan). After the positioning and fitment is verified, each pipe is polished on the exterior for a show-quality shine that will handily showcase the system which youn have modified your VK56DE engine with.
Both of the turbocharger inlets have a mandrel-bent aluminum 3.5” cold-air pipe feeding their compressor housings. These pipes are joined up by a dual 3.5”-into-4” Y-pipe connected within a custom-fabricated airbox to a high-flow 4” air filter. This high airflow capacity layout allows the GTW3684R turbochargers to ingest all the air they need to deliver top performance. Just like all of the other charge pipe and intercooler connections, each of the CAI pipes is connected with reinforced silicone couplers. These pipes are TIG-welded in jigs of course, for uniform fitment ease in between the turbocharger compressor housing inlets and the CAI airbox assembly. A full complement of exterior polishing matching the charge piping is carried out on these CAI pipes and Y-pipe as well.
The twin GTW3684R system includes a set of T-bolt clamps for the silicone couplers, heavy-duty multi-layered SS gaskets for the turbocharger connections to the exhaust manifolds, oil feed and drainage lines with fittings for the block, and even some coolant lines for the water-cooled bearing housings of the turbochargers. The combination of a pair of tough, high-performance turbochargers, high-quality control components, a high-capacity intercooler charge piping, and well-made, tough exhaust manifolds, results in a durable system to add turbochargers correctly to the VK56DE engine to be tuned at impressive HP levels. This is the ideal system for a track-worthy VK56DE build that can be tuned for use in a daily driver at lower boost settings.
On lower boost settings, 325 HP from each turbocharger is easily delivered making 650 HP simple to achieve. Pump fuel boost pressures with these GTW3684R turbochargers can result in more than 1000 HP with proper fuel delivery and tuning, making this one very powerful ‘kit’, and a perfect complement to a fully-built VK56TD engine. These turbochargers offer a mile-wide range of efficient airflow delivery making a convincing argument for this being the best choice for an aggressively tuned, street-driven, VK56DE system. Covering an engine output range of 600 - 1500 HP really gives a lot of tuning options for pump fuel tuning, boost pressure adjustments, and ultimate power delivery levels so that other modifications (like transmission and fuel system upgrades) can be worked in in stages if desired.
Price - $12,340 (Journal Bearing), $14,440 (Ball-Bearing)
For the most compact VK56DE twin turbo fitment this 6758 EFR based system can’t be topped. With an ultimate power delivery level of 1060 HP this is very potent as well. By utilizing the 6758 EFR turbochargers with internal wastegates and integral compressor bypass valves, we can make a system available that places the turbochargers close to the Nissan VK56 block allowing a very compact and efficient turbocharger layout. This is the perfect system for VK56 swaps into other vehicles. The added benefit of the best responding ball-bearing turbochargers as the means of delivering airflow, helps to make this a top-notch upgrade option for the VK56DE engine. This system will make the VK56DE perform like a 800 CID ‘mountain motor’ with throttle response and torque to match.
Stage I Compact - VK56DE Twin-Turbo System
Placement of the turbochargers makes this system one of the most appealing of the twin turbo options for the VK56DE engine. By mounting each turbocharger close to the block and using turbochargers that incorporate a wastegate and compressor bypass valve built into the housings, this is the most compact twin-turbo system we can supply. These turbochargers are modified Borg Warner 6758 EFR dual ball-bearing units which deliver boost faster than any other turbocharger available and will support an impressive 530 HP apiece or 1060 HP for the pair. With a healthy 1000+ HP compact twin-turbo package now available, there are plenty of applications for swapping the VK56DE into other vehicles with little more than the width of the basic engine assembly itself to account for. The response you will enjoy from these turbos has to be experienced to be believed. Prepare to be shoved into your seat with torque every time your right foot flexes even a little. The phrase ‘immediate response’ just about sums it up.
These turbochargers may have trim external dimensions, but they deliver big performance numbers and spectacular boost responsiveness. The EFR series of turbochargers by Borg Warner offer a host of features that are simply amazing and very well-executed. The turbine wheel is a 58 mm Gamma-Ti alloy which is essentially 1/2 the weight of an Inconel alloy turbine wheel of the same dimensions. This Titanium-Aluminide alloy turbine wheel allows for the mind-blowing responsiveness that has to be experienced to be believed. On the compressor end there is a 54 mm CNC-machined aluminum wheel which flows 53 LBS per Minute of air with a 74% peak efficiency. This billet compressor wheel is forged and incredibly strong, far exceeding a cast aluminum wheel design. It also has a low-inertia profile reducing its mass and resulting in a fast build-up of RPM, and therefore boost. There is simply no real appreciable mass on the turbine end (or the compressor end for that matter) to be accelerated so the VK56 engine can nearly generate boost pressure just above idle with these turbos. A heavy-duty dual ceramic ball-bearing cartridge assembly inside the water-jacketed bearing housing, keeps the turbine shaft and compressor wheel running straight and true within the turbine and compressor housings one each end of the 6758 EFR. With the high thrust capacity of the ceramic bearings these turbos handle higher boost pressures with ease. The compressor housing has a compressor bypass valve built into the casting and provision for both an optional speed sensor port and boost reference port (for connection to the included wastegate boost control solenoid). We modify the housing to have the outlet face forward at an angle which better connects to the charge piping leading to the intercooler. This is critically important to having the most compact turbocharger fitment possible. The inlet of each compressor housing is fully machined and has a small diameter making connection to the Cold-Air-Intake piping less bulky as well. The turbine housings are cast from Stainless Steel that has a high Nickel alloy content for superior high-heat durability and allows the casting to be a thin-wall light-weight affair. The wastegate valve and V-band discharge outlet are both sized for efficient flow at higher gas volumes. Because these features are fully integrated into the turbine housings, it makes the turbocharger itself very compact and the attachment to the exhaust manifolds and downpipes simple and less bulky.
Exhaust manifolds for this EFR turbocharger system are unique in that they have a smaller T25 flange and much shorter runners for a ‘block-hugger’ profile. Without these special-fabricated manifolds the close-coupled fitment of the turbochargers would not be possible. Each manifold is TIG-welded from thick cast Stainless Steel tubing and each joint uses a 316L alloy filler for superior tensile strength at elevated temperatures. Even the mounting flanges are 1/2” thick not only on the cylinder head mating surface but the turbine housing connection as well. Simply put, the runners and flanges are thicker for strength and the welds are just as tough. The cylinder head port entry and the collectors are fully ported for the best possible exhaust flow through the manifold. For these manifolds we have selected smaller runner diameters to give more room for mounting the turbochargers in the closest position to the block, while supporting plenty of exhaust flow for a 1000+ HP turbocharged VK56 engine blueprint. After the manifolds are welded up in fitment jigs to keep them within the design profile, they are completely covered with a ceramic-based high-temperature coating on the exterior. This keeps as much thermodynamic energy as possible within the manifolds for driving the turbine wheels of each turbocharger as well as lowering the temperatures within the engine bay surrounding the turbochargers themselves.
As the pressurized air exits each 6758 EFR compressor discharge it flows through a pair a TIG-welded mandrel-bent aluminum charge pipes going forward towards the front-mounted intercooler. These 2” pipes give excellent clearance of the engine accessories and contribute to the overal compact dimensions of the turbocharger system itself. Each charge pipe is welded up within a fitment jig as well for perfect alignment and uniformity of the connections. Both charge pipes connect to a 2-into-1 3” diameter Y-pipe (fabricated from mandrel-bent aluminum tubing as well) for a simple connection to the intercooler inlet. Once these pipes are fully welded and their fitment verified within the connection jig, they are beaded at every end and polished on their exterior completely. We have found that the polished surface is not only nice to look at but resists scratches and damage better because it is harder. So the polishing makes the pipes look better and tougher? Yes it does. All of the connections are made with reinforced silicone couplers and T-bolt clamps.
The intercooler itself is a 4” thick custom-fabricated unit with a 3” inlet and 3.5” outlet. The end tanks are each shaped to direct airflow through the center of the core uniformly while being a perfect fitment for the (Titan) VK56DE. The core is rated at 1100 HP which perfectly matches the turbochargers as far as their rated output potential. Both the inlet and outlet are fully beaded for secure connections that stay tight while under boost pressure. A (mandrel-bent of course) 3.5” aluminum charge pipe connecting both the intercooler outlet and the (PD90) throttle body opening with a pair of reinforced silicone couplers and T-bolt clamps. This main charge pipe is fully polished just like all of the other charge and CAI piping.
Feeding the turbocharger inlets are a pair of Cold-Air-Intake pipes which being only 3” in diameter, boast a compact fitment close to the engine itself. Each pipe connected to the 6758 EFR compressor inlet also is coupled to a Y-pipe leading into the airbox which is specifically fabricated as well. Inside the airbox is a high-flow cone filter element drawing air from the front of the engine bay behind the headlamp assembly, far away from any engine heat sources. Of course, the CAI piping is fully polished to complement the charge piping of the rest of the system. All of the connections are made with fully beaded ends and reinforced silicone couplers which are secured with T-bolt clamps.
For all of you that need to comply with local emissions standards requiring a catalyst be used we have an option of a high-flow cat being TIG-welded onto each of the downpipes. The downpipes have a 3” diameter all the way to the rear V-band flange and are TIG-welded from mandrel-bent Stainless Steel tubing for durability. We think it is a nice touch to have a complete system that doesn’t have to sneak by the inspection station when the time comes to get tested. Of course we have selected a catalyst that flows well and cleans up the hydrocarbons as it should so that you can have a ‘green’ system as well as a truly powerful upgrade package.
Every aspect of this system is designed to be compact while offering full performance capability of the 6758 EFR ball-bearing turbochargers. These turbochargers are the best series of dual ball-bearing billet compressor wheel models that Borg Warner has to offer and perform beyond expectation. Boost response is in a word, IMMEDIATE, with a highly-efficient airflow delivery which builds power quickly. These turbos will respond fast enough to dramatically expand the amount of torque the VK56DE can generate, especially in the low-RPMs and the midrange. Very much ideal for the Titan truck and SUV applications with particular effectiveness in off-road environments. Even at lower boost pressures, the 6758 is more efficient than other turbochargers are at their peak. The range of airflow is quite wide indeed, with between 150 - 500+ HP worth of air being easily moved through the billet compressor wheel blades. This equates to a typical range of tuning between 450 HP and a peak of 1050+ HP, giving lots of adjustability for how the power is delivered from the VK56DE engine. Additionally, the high-efficiency operation of this particular turbo system will allow very high engine power even with only pump fuels being used. Great news indeed. For applications which are tailored around swapping the VK56DE into another chassis this system allows for a very tidy installation with spectacular performance and responsiveness that is insanely swift. Competition drift builds, time attack, and road-course tuned vehicles will find this to be a match made in heaven.
Price - $ 10,776 (without Cats), $11,276 (with Cats)
With the PD90 and PD102 intake manifold packages you get a complete intake manifold performance upgrade solution to replace the 'plastic' OEM manifold fitted to the VK56DE engine. The CNC-machined adapter plates, electronic secondary throttle actuation, and the massive throttle body opening are the key elements in bolting on this 2-piece aluminum-alloy intake manifold to feed the Nissan VK56 cylinder heads a lot more air than the OEM manifold can ever manage. The aluminum manifold also has many porting options and a couple of inlet configurations allowing for further performance to be delivered beyond the standard 90 mm (Version-1) throttle body setup. These manifolds deliver 45 HP more than the factory manifold minimum, and much more when ported, all with a nice torque increase that can be felt every time the throttle is planted.
Each of these manifolds is a sturdy cast aluminum OEM quality alternative for the VK56DE engine. The opening for the larger throttle body is TIG-welded in place using billet adapter plates that have been machined from 1/2” thick billet aluminum and fitted with o-ring seals. Every PD90 intake manifold is ported at the throttle body opening to promote the best airflow into the plenum chamber. Included with the manifold is a set of adapter cables for connection to the Nissan wiring harness, vacuum hose, wiring and RPM-signaled wiring and canister for proper secondary switchover valve actuation, valve cover breather elements, hardware, o-ring seals, and complete instructions for installation. All that is needed to replace the factory manifold and use this manifold upgrade is provided. Tuning for your adjusted airflow being delivered is all that is required and commonly done with UpRev software to alter the factory Nissan ECU signals appropriately.
More than 20 pieces are included with each PD manifold package. You get a 2-piece aluminum intake manifold, a pair of CNC-machined adapter flanges, o-ring seals, a vacuum canister, a pair of Vibrant brand breather elements, fuel fitting/ hose adapter, fuel lines, vacuum tubing, intake bolts and hardware, RPM gauge/ controller, wiring, throttle body adapter wiring, cable ties, throttle body opening coupler, and instructions for installation. This is all of the components that you will require to unleash better torque delivery and horsepower from your PD90/102 intake manifold upgrade bolted onto your VK56DE engine.
Prices - $ 2,200.00 Version 2 PD90 (90mm TB)
$ 2,500.00 Version 3 PD102 (102mm TB)
VK56/SD Street-Tuned Naturally-Aspirated Engine (long Block)
VK56/TD Street-Tuned Turbocharged Engine (long block)
Race Level III - VK56DE Twin Turbo System
Based around a pair of 80mm SAMURAI-R turbochargers, this system delivers up to 3200 HP for your race-prepped VK56DE to ingest. Each turbocharger has it’s own large single wastegate or a pair of smaller wastegates regulating the exhaust gas flow into the turbine housing. A pair of large Turbosmart blow-off valves protect each compressor wheel from surge once the throttle is closed. Heavy-duty Stainless Steel manifolds deliver the exhaust gas from the VK56DE cylinders to each turbocharger with large diameter runners and merge collector dimensions for peak performance and durability under stress. Mandrel-bent aluminum tubing connects each SAMURAI-R to the intercooler and to the throttle body inlet. Each of the components in this race system is fabricated and designed for the rigors of competition.
Price - starting at $15,840 VKTTS/SAM-R80(2-45), VKTTS/SAM-R80(60)
Race Level I - VK56DE Twin Turbo System
By using a pair of GTX4088R turbos for this system you ar now able to easily support well above 1500 HP. These GTX40R turbos are legendary in terms of support massive amounts of airflow with unflappable reliability. Each turbocharger features a dual ceramic ball-bearing CHRA with a aerodynamically advanced 65mm billet compressor wheel and a 77mm turbine wheel to deliver 84 pounds per minute at a very high 78% peak efficiency. These are some very sweet turbochargers. They flow gobs of air and don’t produce as much heat doing so. With a brawny 1700 HP on tap at higher boost settings your VK56DE will be a handful on the Dynamometer, let alone on the road. The torque being just as lofty as the horsepower puts this turbosystem on par with a Pro-Mod. This level of output will make a believer out of anyone who thinks an import engine can’t be as powerful as a big block pushrod V8.
For manifolds we supply a pair of twin scroll cast Stainless Steel headers with Supertech tubes coming off the collector tubes for the wastegates. This arrangement can be customized to allow for fitment into whatever chassis you have so we simply get your input on where to mount the turbos and wastegates. The turbochargers can be mounted low along side of the transmission like the other twin turbo systems above, or fitted onto manifolds which have a top-mount turbo position ahead of the VK56D. To properly control each GTX4088R a pair of 45mm Turbosmart HyperGate wastegates plumbed into each manifold to provide perfect boost regulation. Using a 4-into-2 manifold layout allows for exhaust pulses to be optimally directed into each GTX4088R turbine housing for superior boost response. Each of the 2-into-1 collectors is TIG-welded together at a shallow angle to keep velocities high within the tubing, all for the purpose of directing a forceful stream of exhaust gasses towards each of the turbos scroll inlets most efficiently for the best turbine wheel acceleration. These ball-bearing turbos aren’t laggy but we are careful to provide the optimal response throughout all RPMs and levels of tune. Each exhaust manifold is fully TIG-welded in fitment jigs to assure accurate component placement around the VK56DE longblock assembly with our high Nickel-content 316L alloy filler rod for unparalleled durability. Each flange is 1/2” thick Stainless Steel also so that warpage is no concern at all. The runners are carefully port-matched to the cylinder head exhaust gasket outlines and the transitions into the tubing are ported along with the collector sections for the absolute best gas flow possible. All of this work is paramount to providing you with consistent performance on race day.
The charge piping is a group of large diameter mandrel-bent aluminum 3” from each of the turbocharger compressor outlets connected to the intercooler with a Y-pipe for joining the compressor pipes together. The Y-pipe is a larger dual 3“-into-3.5” aluminum pipe for the highest airflow rates possible from the pair of GTX4088R turbos at full boost. We use silicone couplers which are Nomex-reinforced for added strength to keep all of the tubing together. Naturally, each of these pipes is fully beaded on the ends to keep the couplers from easily slipping off once the turbos are pressurizing the system. Stainless Steel T-bolt clamps are used to cinch it all together tight and keep the couplers from getting blown off under boost. On the cold side of the intercooler the main charge pipe is a larger 4” diameter mandrel-bent tube that we TIG-weld a V-band clamp tube onto for the 52mm Turbosmart Bubba-Sonic BOV. This large diameter piping is sized to allow the GTX4088R system to reach its full capability with ease. All of the aluminum piping is polished to a high-luster shine on the system so you can be proud of showing off to the world your highly-tuned turbo VK56DE engine.
For intercooling the GTX4088R system you have a 5” thick core to keep boost airflow at low temperatures before entering the engine. The specially-fabricated end tanks have internally and externally welded seams for strength, and incorporate a large surge tank capacity before the core and a high-flow surge tank at the the exit of the intercooler core. Each end tank has a beaded tube for connection to the turbocharger Y-pipe and the throttle body/ BOV charge pipe. This air-to-air intercooler is sized to efficiently cool 1500 HP+ worth of airflow. You have the option of upgrading to a air-to-water core for unparalleled consistency of charge temps throughout a run. As the charge pipes are polished, so are the end tanks of the intercooler for a consistent finish throughout.
Air enters each of the GTX4088R‘s 4” compressor housing inlets through a pair of 4” mandrel-bent aluminum CAI tubes which have TIG-welded into a block-hugging form. Connecting these pipes together is a Y-pipe with a large filter element attached within a fabricated air box. The standard arrangement is for a Titan truck layout, with an option to have a dual CAI pipe system, both having their own large open-element cone air filter. With such a high-flow system you are sure to feed massive amounts of cold air into each turbocharger for maximum horsepower capability. We fully polish the exterior of these aluminum pipes as well to match the rest of the charge pipe finishes. This may be a race system but it doesn’t have to look ugly and industrial.
Exiting each GTX4088R turbocharger turbine housing is a V-band connection Stainless Steel mandrel-bent downpipe. These high-flow downpipes are 3.5” in diameter and custom-fabricated from TIG-welded sections in jigs for consistent dimensions and placement underneath the chassis. The inlet and outlet both have a Stainless Steel V-band clamp for connection to the turbocharger and to the rest of the exhaust system.
This GTX4088R based system is tuneable in between then 900 HP and 1700 HP levels with excellent responsiveness in the midrange and higher RPM. Adjustment of the wastegate settings allow for you to have just the right amount of power delivered to the wheels.
Price - $14,322
Race Level - V VK56DE Twin Turbo System
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Price - $
Race Level II - VK56DE Twin Turbo System
This system is based around a pair of State-of-the-Art ball bearing turbochargers from Garrett which we have fitted to the Nissan VK56DE to unleash up to 2000 HP worth of torque-laden fury. The 66mm forged billet aluminum compressor wheels are center-stage inside these GTX3584RS turbochargers. Garrett redesigned the aerodynamic profiling for a full 1000 HP capacity from each of these bad boys. The 84mm turbine wheel at the end of the twin Ceramic ball bearings has enough width to handle spinning the 66mm compressor wheel with such ease it seems like there is no way to make this turbocharger slow to respond. Coupled to the healthy exhaust gas volume available from the VK56DE Titan engine, these turbochargers are a sure recipe for incredible low RPM and midrange power. Torque will be more like a diesel engine than a gasoline fueled V8.This system will push the VK56DE alloy block to the limit at full boost. Makes for a great Trophy-Truck setup with the responsive delivery of these turbos. Blown Big-Block levels of torque everywhere in the RPM range is what you can expect with a pair of GTX3584RS turbos strapped onto a VK56DE.
Using a pair of tubular manifolds fabricated from cast Stainless Steel is the only way to get these turbos supplied exhaust gasses reliably and most efficiently. These manifolds are beefy to match the brawn of thes turbos attached to them. Thick 1/2" Stainless flanges and V-bands for the best connections. Our method of TIG welding using a higher Nickel-content 316L welding rod assures a high temperature weld that can take the heat of a fire-breathing VK56DE built to the hilt. Branching off of the collectors are large tubes going to the 50mm wastegates so this is a well-conceived setup to keep the turbos well under control at all times. We use V-band flanges for the turbocharger connections and the wastegates so gasket leaks are not an issue. This also gives more flexibility to alignment of all of the components and piping around the VK56DE.
Price - $14,994 VKTTS2GTX-84RS
A pair of highly efficient Honeywell-Garrett GTX4088R dual ball-bearing turbochargers deliver enough pressurized airflow to support over 1700 HP. This first level of race systems has large 45mm wastegates and ae 52mm Bubba Sonic BOV to complement the two 65 mm billet compressor T4 turbochargers. Just the ticket for the VK56DE engines built to produce in between 700 WHP and 1600+ WHP. This system makes for a very potent VK56DEtwin-turbo race engine. Ideal for drifting or assaults on the runway tarmac among other places.
Race Level - I VK56DE Single Turbo System
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Price - $
Race Level IV Twin Turbo system
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Price - $17,362
Race Level - II VK56DE Single Turbo System
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Race Level - IV VK56DE Single Turbo System
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VK56DE Cylinder Head Porting
Race Level - III VK56DE Single Turbo System
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Race-Level Compact - VK56DE Twin Turbo System
With this system employing a pair of BorgWarner 7163 EFR turbocharger you really can have it all. The power your VK56DE will put out will easily be well above the 1000 HP level, with responsiveness that will mimic a large displacement naturally-aspirated engine. Insane levels of midrange torque are actually the headline attribute here however, guaranteeing that you will really be thoroughly impressed with this system. We’re talking about a 1200 FT LB torque monster that has no weak spots in the RPM band whatsoever. This set of turbos makes an excellent match for the VK56DE engine built for competition and transplanted into the chassis of your choice. Also the perfect set of turbos to build an absolute street-beast that can show its taillights to just about anything on the road with ease. The 7163 EFR Race-Level Compact System brings IRL-spec turbocharger technology to the VK56DE for a level of power and responsiveness that is out of this world. Traction will be your biggest concern, keeping your license as well. This system will have you cruising comfortably one minute and seconds later going double the speed limit with laughable ease.
The IRL-spec 7163 EFR turbochargers are equipped with aluminum bearing housings that are equipped with large, heavy-duty ball-bearings and 4-port coolant chambers for water-cooling. The dual ceramic ball-bearings are military-grade and the bearing cages are silver-plated as well for the ultimate in durability and low-friction. The bearing housing itself is combined with the compressor wheel backplate for an improvevent in rigidity and precise location of the compressor wheel centered within the compressor housing itself. Even though the billet forged CNC-machined compressor wheel is only 57mm in diameter at its inlet, it flows enough air to support 600 HP and weighs next to nothing. Combined with the Gamma-Ti turbine wheel which is easily half the weight of a comparable Inconel turbine wheel, this rotor group takes only a breeze of exhaust gas flow to get it spinning. This particular turbine wheel also features a ‘mixed-flow‘ blade form which combined with 7163 EFR-specific turbine housings directs gas flow at an optimal angle into the turbine blades for the most efficient gas pathway possible. Each compressor housing outlet has a 90 degree TIG-welded extension directing the air forward for a better layout once the turbochargers are bolted onto the manifolds. All of these features and specifications are key to making the 7163 EFR the most reponsive 600 HP turbocharger you can find. When matched to the VK56DE engine there are no words to describe how well it responds to throttle inputs. Response is in a word ‘electric’.
The manifolds we supply with this system are for a very compact block-hugging position of the 7163 EFR turbochargers. These are T25-flanged manifolds with a simple 4-into-1 layout that has a merge point right at the collector flange for the best turbine wheel gas dynamics. The close-coupled positioning of the turbochargers afforded by these manifolds makes this system popular with engine swaps into various vehicles with limited space for the engine. The tubing is thick-walled cast Stainless Steel like our other systems with a slightly smaller tubing diameter for keeping exhaust gasses at high velocities. All of the welds are done with high Nickel-content 316L filler rod for the strongest and most durable joint possible. This manifold design favors turbo responsiveness over everything, but still allows the 7163 EFR to reach their full airflow capability of 600 HP apiece. Flanges for these manifolds are all 1/2” thick Stainless Steel for durability and TIG-welded to the primary tubing before being port-matched to the gasket openings. The collector section is also ported for the best flow dynamics as well. These are race-spec manifolds and the porting maximizes the gas flow through them and supports the 7163 EFR turbochargers perfectly.
The charge piping attached to the compressor outlets is 2.5” mandrel-bent aluminum tubing, all TIG-welded together in a way that is close to the block for the best clearance of the engine as an assembly. A custom-fabricated 3” into dual 2.5” aluminum Y-pipe connects the compressor outlet pipes to the front-mounted air-to-air intercooler inlet.
Price - $14,246
This 'race' level compact system features a pair of IRL-spec 7163 EFR turbocharger for the ultimate in fast-responding 1200 HP capability for the VK56DE engine. With their Military-grade dual ball bearing supported Gamma-Ti turbine shafts, CNC-machined billet forged aluminum compressor wheels, and investment-cast turbine housings, these are as good as it gets. Matched to a full complement of Stainless Steel manifolds and downpipes, lightweight mandrel-bent aluminum charge piping and CAI tubing, this is a tidy solution for VK56DE twin turbocharged performance that can be simple to fit. As tough as they are, these full competition-spec turbochargers can be the just what the VK56DE has always needed for responsive 1000 HP+ boosted operation In a simplified package.
. By using a sheet metal form for the valve covers we are able to supply a wide range of configurations for high-perfromance VK56DE builds. The simplist set of covers is simply a replacement for the weak and flimsy plastic OEM items which are fitted from the factory. A fully fabricated set of valve covers can also be ordered to include crankcase breather fittings more appropriate for competition engines that live at high RPM’s. For those who have a road-race chassis for the VK56DE to power, we can supply a specially-reinforced valve cover set which will allow the engine to be a stressed member within the tubular chassis, for improved rigidity and a more direct delivery of power through the drivetrain to the tires.
Single Turbocharger VK56 Fitments
The VK56/SD engine is essentially a tough-as-nails, blueprinted longblock assembly, that has ported cylinder heads with upgraded valvetrain components, is fitted with stronger connecting rods and forged pistons, and camshaft profile upgrades. This is the perfect solution for a daily-driven dual-purpose VK56 that is regularly called upon to run on a track while delivering a solid 550 - 775 HP.
We have taken the VK56 to another level in the interest of reliably supporting 600 - 1100 HP with boost pressure introduced introduced into the intake manifold. The cylinder block, heads, camshaft profiles, lubrication system, and manifolding, have all been significantly modified to accommodate the expanded cylinder pressure loads and internal stresses associated with daily-driven turbocharged operations. These engines are a cost-effective solution to the question of "what is needed to safely put a twin turbo setup on my Titan engine?" Alot of research and development has gone into making sure you don't have much to worry about as you haul your load or down the road with your foot buried. Strong engines specially-built and prepared to take the pressure while still living on pump-gas and being simple to live with on a daily basis.
This VK56/NA-R naturally aspirated dry-sump race engine is based on the Nissan production block and cylinder head castings which have been heavily modified to maximize the full potential of the VK56 design as a high RPM, low friction-loss, and low reciprocal-weight competition powerplant. Every modification and design alteration is focused around making this the ultimate VK56 as far as responsiveness, midrange throttle response, higher RPM breathing efficiency, and power delivery are concerned. Also, much of the original OEM castings and most of the rotating components are totally redesigned to lower the engine's center of mass as well as its total weight, and make it both more compact in external dimensions and simplified for installation into a competition chassis.
The main design criterion for the VK56TD-R engine are block strength, rigidity, cylinder component elevated temperature integrity, and high cylinder pressure capacity. This race engine is based on significantly modified Nissan production cylinder head and block castings which incorporate some highly-specialized modifications and ultra-high strength internal components. Each one of these engines are built to tough because of the VK56's capability to make stupendous torque and extreme levels of horsepower with boost pressure introduced into the induction. Since these engines are fully cast in a lightweight aluminum alloy, adding strength strategically to keep the cylinder heads from lifting off the deck surface and keep the rods and pistons from being blown out of the lower end from the cylinder pressures the VK56 can generate is of paramount importance. These engines are built to mimic the block strength generally associated with diesel engines, while having the breathing capability of a naturally-aspirated 'Mountain Motor'.
VK56VD Performance Intake Manifold Options
Fresh off the engine lab bench. We offer a solution for tuning the VK56VD direct-injection engines now available in the late-model Nissan Titan trucks and SUV platforms. A special CNC-machined adapter plate makes our PD90 and PD102 intake manifold options a realistic choice for use on the VK56VD engines with a supplemental fuel delivery setup which we supply. This is not a simple solution and priced accordingly. .
Prices - $ 4,090 PDV-90 (90mm Throttle Body)
$ 4,350 PDV-102 (102mm Throttle Body)
prices are estimates requiring a consultation to determine exact system layout and specifications.