S13 vs S14: Which One is Better and Why?

So, you want to get a 240SX, but don’t know what one to get? Maybe you are just interested in which one is a better car. Either way, both the S13 and S14 are great cars. Generally speaking, people beat on the S13 chassis more than the S14 chassis. You’ll see plenty of each at any drift event anywhere in the world. But, which one is actually better?

To determine which one might be better we’ll cover the chassis dynamics, looks, price, aftermarket, and factory performance. But, since most of us are on a budget the price will likely be one of the main deciding factors.

S13 vs S14: Chassis

The chassis is one of the most important parts of building a car, whether it be for track or street duty. The S13 chassis is lighter than the S14 chassis, but it’s also much weaker, making suspension tuning very difficult. The suspension geometry of the S13 is also much poorer than the geometry of the S14, making proper tuning even more difficult.

S13 weight: 2600-2700 lbs
S14 weight: 2800-2900 lbs

But, the S13 chassis is already setup for an R33 cross-member, making an RB swap very easy. It can be done on the S14 chassis, but it will require fabrication.

Also Read: 4 Reasons to Buy an S13 Coupe Today

Overall, the S14 chassis is much stiffer and better with its suspension geometry, making it very easy to learn how to drift on. But, the S13 is much lighter and smaller, so if you stiffen up the chassis it can actually be better than the S14 thanks to its weight advantage.

S14 vs S14: Looks

This is the most subjective part of the debate, as each person sees each car differently in their own eyes. Some people prefer the S14, some people prefer the S13, that’s just how it is.


The S13 came in both a coupe and a hatchback. Some places overseas the S13 coupe was called the “Silvia” and came with an entirely different front clip. The flip-up headlights were replaced with long, horizontal, stationary headlights. The tail lights were also replaced with better-looking ones.


The S14, however, only came in a coupe. Once again, some places overseas the S14 came with a different front end, and different tail lights. The overseas models had much sharper and more angular headlights, the tail lights were also changed.

Check Out: Why is 240SX Used For Drifting?

Like I said, everyone has different opinions, but I’ve got to say, the S14 Kouki is one incredible looking car. It could pass as a modern sports car no problem.

S13 vs S14: Factory Performance

The engine that you will find under the hood of an S13 or S14 will vary greatly depending on where you live. But here in the US both the S13 and the S14 came with the KA24DE. There is no real difference between the S13’s KA and the S14’s KA other than OBDII for the S14.

KA24 HP: 155hp

If you live outside the US, then the S13 and S14 available to you either has a CA18DET or an SR20DET. Both of which come with a turbocharger, putting them miles ahead of the KA24 despite their lack of displacement. Early models came with the CA18, and older models came with the SR20.

CA18 HP: 170hp
SR20 HP: 205hp

S13 vs S14: Aftermarket

If you plan on buying an S13 or S14, then you probably aren’t planning on keeping it stock. That is of course if you could even find a stock one. Whether you plan on building a street car, drift car, track car, or even a drag car, the aftermarket has parts available for it. However, things like track-focused suspension are kind of like a black art with the S13 and S14 chassis.

RELATED: 4 Things That Make the 2.5RS Awesome

Right off the bat, the S13 has a slight lead in regards to engine swaps. Both  the S13 and S14 chassis have swaps kits for the RB, JZ, UZ, SR, VH, VQ, and LS engine family. However, the S13’s chassis can easily accept the R33 cross member, making the RB series engine a direct bolt in option. The S14 requires an aftermarket swap kit to use an RB engine.


Other than that, both the S13 and S14 chassis have a plethora of aftermarket parts from body kits to suspension components. Prices for both remain nearly identical and likely will going into the future.

S14 vs S14: Price

This is where it gets kind of hairy. Both the S13 and S14 face the annoying “drift” tax. But both can vary in price greatly depending on the location and condition. I’ve seen a crappy S13 go for $3k and a nice one go for $3k, so prices aren’t all that consistent with these cars.


But, even with the somewhat inconsistent pricing, there is a difference in price between the S13 and the S14 chassis. The S13 can go anywhere from $500 for a shell, up to $10k for a drift ready machine. But, generally speaking, a running and driving S13 will fetch about $2-4K depending on the condition.


Also Read: 2JZ vs RB26: Which One is Actually Better?

Compare that to the S14 chassis which sells for a similar $500 for a shell, and $10k for a drift ready car. But, the average S14 will go for about $3k to $5k for a decent S14. Oh, and good luck finding either an S13 or S14 that hasn’t been modified and/or been beat on pretty hard.

S13 price: $2-4k
S14 price: $3-5k


Both the S13 and the S14 are typically used for the same thing, drifting. But, the S14 has a stiffer chassis and better suspension. This makes it a better platform to start with. If you like to tinker with suspension and chassis stuff an S13 is great, you’ll also save couple hundred pounds by picking the S13. You’ll also save a ton of money by choosing the S13.

I think the S14 is a better daily/weekend drifter, and the S13 is a better-dedicated drifter, solely for the reason that crashes happen a lot in drifting, and I would rather crash a $2k car than a $4k car.

Top 5 JDM Icon Cars That You Need To Own Before You Die

The internet has caused a massive sensation for tuner cars. Once teenagers loved American made sports cars, now they love “JDM” sports cars. With all the different brands and different models out there, which JDM cars are the best? Well, here are five examples of awesome Japanese engineering.

5. Nissan 300ZX TT


Nissan made the 2nd generation 300ZX from 1989 – 2000 and came with the 3.0L V6 VG30DE and a twin turbo variant. The 300ZX featured a host of performance upgrades over the previous generation; dual overhead cams, variable valve timing, and the optional “Super HICAS” four-wheel steering system. The twin turbo variant produced 300 horsepower, which gave the 300ZX a 0-60 time of 5.5 seconds, putting it in the same league as the Mitsubishi 3000GT. Z32s are often called one the top ten best-looking cars ever produced because they looked so advanced for their time.

RELATED: 350Z vs 370Z: Which One is Actually Better?

Z32s are often called one the top ten best-looking cars ever produced because they looked so advanced for their time. Even to this day in could probably blend in with brand new 2017 model cars. Unfortunately, Z32s are becoming harder to find, so now is the time to scoop one up before they all disappear, or become expensive.

4. Toyota Supra MK4


Toyota made the 4th generation Supra from 1992 – 2002 and designed it to compete with high-end sports cars. The Supra came with, the 3.0L inline-6 2JZ-GE, and a twin turbo variant. The twin turbo models had an astounding 320 horsepower, which rocketed the Supra from 0-60 in 4.6 seconds, and the 1/4 mile in an impressive 13.1 seconds. The twin turbos were sequential, and not parallel, meaning that a small turbo creates boost for low rpm power, and a big turbo creates boost at high rpms. The Toyota Supra has become an internet icon over the past 10 years, and videos of 1000+ horsepower Supras are all over the internet. Whether for the better or worse, the Toyota Supra has forever changed the “JDM” scene as we know it.

RELATED: 1JZ vs 2JZ: Which One is Actually Better?

The Toyota Supra has become an internet icon over the past 10 years, and videos of 1000+ horsepower Supras are all over the internet. Whether for the better or worse, the Toyota Supra has forever changed the “JDM” scene as we know it. Good MK4 Supras are almost always $20,000+, and they’re rising in price every day. Get one while you still can!

3. Subaru Impreza 2.5RS


The Subaru Impreza 2.5RS, although very similar to a stock Impreza, it managed to become a worldwide rally icon. Subaru made the 2.5RS from 1998 – 2001 and only produced around 14,000 units, making them rarer than a Ferrari 360. The 2.5RS had a power output of 165 horsepower, which really isn’t a lot. But, thanks to motor import laws and that there are WRXs lying around, it has become extremely easy to swap a much more powerful motor into a 2.5rs.

RELATED: 4 Reasons to Buy a Subaru 2.5RS Today

Not only can you swap a more powerful WRX or STi engine in. You can swap things such as suspension, brakes and steering from later WRX and STi models into the 2.5RS chassis. The 2.5RS is a relatively cheap, but it’s a little hard to find. If you’re looking for a performance car on the cheap, this car should definitely be on your list.

2. Nissan Skyline R32


Nissan debuted the R32 in 1989 and made it available as a 2-door and 4-door, and used several versions of the RB series engine. Most models came with the “HICAS” system, just like the 300ZX. Nissan’s target for the R32 was the Porsche 959. Part of its large success was from it dominating the Japanese and the Australian Touring Car Championship, and it was so good that it won almost every race from 1989 to 1997.

RELATED: How to Import a Car to The USA

The Australian press nicknamed it “Godzilla” because it was an automotive monster from Japan. The GT-R has become a legendary car and is used for all things motoring. Due to America’s import laws, the R32 can now be easily imported since it’s now 25 years old. So now is the time to import one if you want to own one the most iconic JDM cars of all time.

1. Acura NSX


Honda/Acura made the NSX from 1990 – 2005 and they changed the world of modern supercars as we know it. It was the first production car to use an all-aluminum monocoque body, making it lightweight. Powering the NSX is a 270 horsepower 3.0L VTEC engine which screamed to 8,000 rpms and propelled the NSX from 0-60 in 5 seconds. A more powerful, 3.2L VTEC engine was available in 1997 and increased horsepower to 290.

RELATED: RB26 vs 2JZ: Which One is Actually King?

The NSX is lightweight, powerful, handles amazing and has all the reliability of a Honda. The NSX has often been called the “God Father” of supercars. Unfortunately, the NSX has become extremely sought after for their greatness, and they sell insanely quick.


All 5 of these cars have become icons for the ’90s kids, and all of them are awesome. The 300ZX has a timeless design, the Supra is just a beast, the Subaru 2.5RS can be turned into a rally machine, the R32 is one of the most iconic JDM cars ever, and the NSX is the world’s first reliable supercar. These cars are what we think represent JDM, what’s your opinion? Let us know what you think in the comments below!

RB26 vs 2JZ: Which One is Better and Why?

When you’re talking about Japanese legends, the RB26 and the 2JZ always seem to pop up in the conversation. Ever since Fast & Furious came out in 2001, the Skyline GTR and MK4 Supra have become internet sensations, and so have their motors. There are countless videos on the internet of both engines making well over 1,000 horsepower.

But the question always seems to come up; which one is king of Japan? Well, lets dive in and compare RB26 vs 2JZ, and find out who’s really king.

Nissan RB26

The RB series is a family of inline-6 engines, ranging from 2.0L to 3.0L. All of which came in different engines dressings, some naturally aspirated, some single turbocharged, some twin turbocharged. However, were talking about the RB26DETT which was the top of the line engine, equipped in the Skyline GTR.


Additional RB information on Wikipedia

The RB26 came with an 86mm bore, and a 73.7mm stroke, and advanced features such as ITB (Individual Throttle Bodies). It came with parallel T28 ceramic turbochargers limited to 14 PSI of boost.

All of this produced an impressive 280 bhp and 293 lb-ft. Although many Nissan enthusiasts claim that the RB26 made closer to 327 bhp. Many stock dyno runs have proved this to be true. Nissan underrated the RB26 to meet Japan’s “gentleman agreement”.

Toyota 2JZ

Much like RB series, the JZ series is a family of inline-6 engines. Ranging for 2.5L to 3.0L, some naturally aspirated, some twin turbocharged. However, we are going to be talking about the 2JZ-GTE which is the top of line 2JZ engine that came in twin-turbo model MK4 Supra.

RELATED: Ford Coyote vs Chevy LS. Which One is Better And Why?


Additional JZ information on Wikipedia

Just like the RB26, the 2JZ has an 86mm bore, but steps up the stroke from 73.7mm to 86mm. This is where the extra .4L of displacement comes from. Unlike the RB26, the 2JZ came with a sequential turbo setup, meaning it has a much broader power band.

All of this produced an advertised 280 horsepower and 320 lb-ft of torque. Just like the RB26, it had to conform to the “gentleman agreement”. Stock dyno testing shows that the 2JZ-GTE actually makes closer to 320 horsepower.

RB26 vs 2JZ: Stock vs Stock

Okay, so now that you have a little bit of knowledge on each of these engines, lets take a look at some dyno graphs and compare them stock vs. stock.


  • Horsepower: 282whp @ 6,800 RPM
  • Torque: 250wtq @ 4,900 RPM

RB vs 2JZ


  • Horsepower: 288whp @ 5,800 RPM
  • Torque: 280wtq @ 4,700 RPM

1JZ vs 2JZ

Alright, so you’ve seen the numbers. They make pretty much the same amount of power, however the 2JZ makes about 30 lb-ft of torque more. This isn’t to surprising considering it has an extra .4L of displacement, all of which is extra stroke. But, numbers only tell part of the story.

RB26: The RB26 has a very linear power curve, it just slowly gains throughout the power band. It never really peaks or jumps around. This is great because its easy to predict how much power you will get when you pick up the throttle at any given RPM.

2JZ: The 2JZ makes its peak power 1,000 RPM sooner than the RB26, and also makes more torque at an earlier RPM. This is mostly due to its sequential turbos, and extra stroke. The power comes on very early, and flattens out, its not until peak RPM’s that it starts to lose power.

The linear power gain of the RB26 is great for track use, since the power will be predictable when on and off of the throttle. The early power of the 2JZ is great for street use, since you’ll typically be in the lower RPMs.

RB26 vs 2JZ: Engine Strength

It’s not really a secret that the 2JZ can hold up to crazy amounts of power on stock internals. Unfortunately, Nissan didn’t build the RB26 as strongly as Toyota built the 2JZ.

Check out: Why The Chevy LS is so Awesome

RB26: The RB26 stock internals can hold up to about 550-650 horsepower. The stock block can hold up to 1,000+ horsepower. Doing some simple math that will tell you that the RB26 can hold up to 211-250 hp/liter. This is quite an amazing feat for a stock engine.

2JZ: The 2JZ stock internals can hold up 800 horsepower. The stock block can also hold 1,000+ horsepower. Once again doing some math, the 2JZ can hold up to around 266 hp/liter.

So, both of these engines can hold incredible amounts of power, however the 2JZ can hold up to quite a bit more on completely stock engine internals. The engine blocks are nearly equal in terms of strength.

RB26 vs 2JZ: Parts Availability

If you’re building a car, and something on the engine breaks, you’re going to need the new part. I think this is what really makes the 2JZ better than the RB26.

RB26: The RB26 never came in any car in the USA, what does this mean? It means that finding parts for it isn’t a simple as going to an auto parts store. Since it hasn’t picked up as large of a cult following in the US, the aftermarket isn’t nearly as strong.
Further more, just finding the RB26 engine by itself is a hassle, most of the times you’ll have to import it from Japan.

2JZ: The 2JZ on the other hand, came in a host of different cars in the USA. This means that finding parts is as easy as going to an auto parts store or a junkyard. The large cult following means that the aftermarket is massive and very helpful.

RB26 vs 2JZ: Cool Factor

Let’s be real here, being a bit of a hipster in the JDM community is fairly normal. Everyone is trying to push the envelope from the hellaflush community, to the racing community. In the eyes of a JDM enthusiast, which one is cooler? The RB26 or the 2JZ?

RB26: The RB26 is pretty rare to see in the US. There are quite a few reasons for this but regardless seeing an RB in person is always pretty cool. Furthermore the RB26 is arguably better sounding. It seems a little higher pitched but somehow more angry. It’s a little hard to explain but if you’re a JDM person you may know what I’m talking about.

2JZ: Seeing the 2JZ is far more common is the US. Go to any drift event and you’re bound to find more 2JZ swapped cars than RB26 swapped cars. In that sense that 2JZ has almost got a little bit boring.
The 2JZ’s sound is undeniably iconic, however it has also gotten a little bit stale. This is probably due to the insane amount of MK4 Supra videos on YouTube.

Which One is Better?

To answer the question “RB26 vs 2JZ?”. Well, I think thats its pretty clear which is the better engine. The 2JZ can hold up to more power, make more power, source parts very easily, and is cheaper to buy and build. However, the RB26 is arguably the cooler of the two, mostly due to it’s rarity in the US.

RELATED: 1JZ vs 2JZ: Which One is Actually Better?

That said, the RB26 is an absolutely amazing engine, but its just not economically feasible to build an RB26 just to hold similar power levels as the 2JZ.


The 2JZ came in a host of cars sold in the US and can be found pretty easily, and if something breaks a store like Autozone is likely to have the part. The RB26 on the other hand, never came in any car in the US, meaning that it has to be imported, and so do any parts that you might need for it.

If you liked this RB26 vs 2JZ article, share it with your friends!

Nissan S13: 4 Reasons Why it’s so Good at Drifting

It seems like every drift event that I attend, or watch online has loads of Nissan S13s. Especially grass roots events like Arizona’s “Drift N’ Drag”. Well, there are quite a few reasons why the S13 chassis is so commonly used in the drifting community, especially by beginners.

Additional 240SX Info on Wikipedia

In this short article we’ll cover why it’s so common in drifting, and why you might want one of your own.

1. S13 Price  

Buying an S13: Nissan made the S13 from 1989 to 1994, and offered a few body styles; a fastback, a coupe, and a convertible. They produced a lot of S13s, and sold them for cheap too. Because of this, prices for them have dropped down to ridiculously low prices. Nicer S13s can been bought for around $6,000, and beaters can be bought from $1,000.

Due to the rise of drifting, prices for S13s have gone up, especially for nicer ones. However, the popularity of drifting has also created a lot of S13s that are so beat down that they are only good for beating on the track, and are really cheap to buy.

Aftermarket Prices: This also applies to parts, since there’s a large demand for aftermarket parts for the S13, the prices for the parts have been driven down. Which means you can build one up for drifting on a pretty tight budget. Professional drifter, Chris Forsberg, bought and built an S13 240SX for $5,000 and took it to a local drift event.

Whether you’re on a $1,000 budget or a $10,000 budget, there is an S13 out there with your name on it. Now is the time to get one before prices rise even further. It’ll become a Miata situation, where all the good ones end up being turned into track cars, and all the crappy ones become expensive.

2. S13 Weight/Size

Weight: The S13 was a pretty lightweight car from the factory, it’s one of its naturally great attributes. It weighs in at about 2,700 lbs stock, with a little bit of weight reduction, it can weigh less than 2,500 lbs. 2,500 lbs is less than a modern Mini Cooper.

If you didn’t already know, lightweight cars are at a significant advantage when it comes to handling. The lower weight also allows for quicker side to side transitions while drifting.


Size: The S13 is a fairly small sports car, especially when compared to modern sports cars. This is really important especially when running tandem drifts with your friends. The S13 is really easy to place where you want.

RELATED: RB26 vs 2JZ: Which One is Actually Better?

The small size also makes it feel much faster than it really is. For example a Mini Cooper really isn’t fast at all, but it feels like it is. This isn’t at all important for drifting, but it does make the driving experience that much better.

The low weight and small size really help improve the driving experience of the S13 chassis. In 1990 Motortrend called the 240SX “one of the best handling cars on the road”. If that’s not a testament to how well it the S13 chassis handles, I don’t know what is.

3. S13 Chassis Dynamics

Wheelbase: Wheel base is one of the biggest factors of drifting. Short wheelbase vehicles can change directions, and initiate a drift very quickly. But, if it changes directions unexpectedly you have to be fast enough to react.

Long wheelbase vehicles are slow to change directions, making it sluggish to initiate a drift. But, the long wheelbase helps with mid drift stability, which is crucial for learning how to drift. S13s have a fairly long wheelbase, making it very forgiving and easy to learn on. But the wheelbase isn’t so long that it’s sluggish to change directions.


Balance: From the factory, the S13 240SX is a very balanced sports car. Coming in at around a 55/45 weight distribution, it’s fairly balanced from front to rear. The dynamics of the chassis itself really caters to “spirited” driving.

RELATED: S13 vs S14: Which One is Actually Better?

The weight balance is also important for drifting. The further back the weight is the further back the rotation point is. For example, the 350Z’s rotation point is about where the center console would be on the interior. The good weight balance of the S13 chassis can help it transition easier mid drift.

These things arguably make the S13 chassis the best chassis to learn how to drift on. They also help make it a championship winning chassis, which is a further testament to its true capabilities.

4. S13 Modifications

Much like Foxbody Mustangs, the S13 chassis is kind of like a lego set, you can make anything you want out of them. Want a drift car? Maybe a street car? What about an autocross beast? You can do all of the above with ease with the S13 chassis.

Body: You have many options to choose from when modifying the body. You can start  with a coupe, fastback, or convertible. Kouki headlights/tailight, S13 front end, S14 front end, S15 front end, Silvia conversion. The ever popular body kit, maybe even a wide body kit if you’re crazy enough.

S13 Twin Turbo

Engines: There’s a host of engines that are nearly direct bolt in to choose from, the stock 240SX KA24DE is a reliable and simple little engine, but barely makes any power. A common swap is an SR20DET, out of the S13 from Japan and elsewhere, but lack of reliability can be a problem. Other engines such as the RB series, 1JZ, 2JZ, are pretty common too. Ultimately if you want big power and awesome reliability you can’t go wrong with a Chevy LS.

Also read: 5 Reasons Why Chevy LS Engines Are Awesome

Suspension: This is where most S13 owners spend their money. Coil overs can be bought for really cheap, and if you end up getting really serious with drifting you can buy a full wisefab kit for crazy amounts of steering angle.

With such a large aftermarket backing, the possibilities are endless when it comes to modifications, all the way down to gauge colors. I mean seriously, need an exhaust manifold and downpipe for your single turbo converted 1JZ swapped S13? Consider it done. That’s how insanely immense the S13 aftermarket is.


I think the reason that the Nissan S13 240SX is so popular for drifting is mostly because of its chassis dynamics. It’s a super easy car to learn to drift on because of its wheelbase, size, and balance. It also helps that they’re dirt cheap to buy, and modify.

Check out: How to Import a Car to the US

The S13 chassis also used by some of the most elite drifters in the world, it’s a championship winning chassis, which furthers proves that the S13 chassis is perfect for drifting.

VH45DE: Everything You Want to Know

In the world of Japanese cars, 4-cylinders are all the rave. This is because most of the popular Japanese cars are designed for commuting, so a 4-cylinder is used to increase fuel economy. What about the SUVs and luxury cars? Many of them also received smaller engines, but some of them received a V8.

Japanese V8s are rarely talked about; which is odd, because they are some of the best engines to ever be used in a production car. We have already discussed the Toyota 1UZ, 2UZ, and 3UZ. Let’s talk about Nissan’s VH45DE.

Addition VH45DE information on Wikipedia

VH45DE: Engine Basics

If you did not already know, the VH45DE was a pretty advanced engine at the time it came out. Very few V8s at the time were both dual over head cam and reliable. Toyota’s 1UZ, was essentially a direct competitor to the VH45DE. Most DOHC V8s before the VH45 were in exotic cars and were not reliable.

The VH45 is a 90 degree V8 with both aluminum heads, and an aluminum block. This helps keep the weight down which was important for maintaining a lightweight car. The heads were designed with 2 camshafts per head, and 4 valves per cylinder.

RELATED: Toyota 1UZ-FE: Everything You Need to Know


From 1990 to 1996 the VH45 featured Nissan’s variable valve timing known as VTC. VTC helped increase the VH45’s horsepower and fuel efficiency.

  • Production: 1989 – 2001
  • Cylinder Block Material: Aluminum
  • Cylinder Head Material: Aluminum
  • Valve Train: DOHC, 4 Valve per cylinder
  • Stroke: 82.7mm
  • Bore: 93mm
  • Compression Ratio: 10.2:1
  • Displacement: 4.5L
  • Redline: 6,900 rpms

Cars That Came With The VH45DE

The VH45DE only came in a small selection of Nissan products. It was essentially designed for Nissan’s luxury cars and wasn’t used for anything else.

RELATED: Chevy LS vs Ford Coyote: Which One is Actually Better?


    • 1990 – 1996 Infinity Q45
    • 1990 – 2002 Nissan President
    • 1997-2001 Infiniti Q45 (VH41)
    • 1992-1996 Nissan Leopard (VH41)
    • 1991-2001 Nissan Cima (VH41)

As you can see, the VH45 was used in a very small variety Nissan automobiles. This is partially because the Q45 was Nissan’s first attempt at a true luxury car.

VH45DE: Performance Data

Like I mentioned above, the VH45DE came in a few different models over the years. Here are the performance numbers for both the VH45DE and the VH41DE:

  • 278 horsepower (VH45DE)
  • 294 lb-ft (VH45DE)
  • 266 horsepower (VH41DE)
  • 278 lb-ft (VH41DE)

As you can tell from these numbers, the VH family makes excellent horsepower for its displacement. The VH41 is the most impressive, it lost only 12 horsepower compared to the VH45 which is .4L bigger. The VH family also makes excellent torque for such a relatively small engine.

RELATED: Here’s Why The Chevy LS is so Good

VH41 vs VH45: What’s The Difference?

You might have noticed that I mentioned the VH41DE above. I’m sure that you already figured out that the VH41 and the VH45 are related, so what is the difference between them? The VH41 and the VH45 are actually nearly identical, here are the differences:

  • VH41 stroke is shortened to 76mm
  • VH41 uses a much stronger double row timing chain
  • VH41 alternator is relocated to top of engine

RELATED: Toyota 2UZ-FE V8: Everything You Need to Know

Other than these three things listed above, there are no differences between the VH41 and the VH45. If you plan on doing an engine swap, the VH45’s top mounted alternator will save you space and make the swap easier.

VH45DE: Tuning Potential

Alright ladies and gentleman, this is the part you’ve all been waiting for. Can the VH45DE reach insane levels of horsepower like other Japanese V8s? The 1UZ’s stock block can hold up to 1,000 horsepower and modifications are fairly easy. Nissan’s RB family is one of the most praised engines in history, so how does the VH stack up?


RELATED: Toyota 3UZ-FE V8: Everything You Need to Know

Much like the RB series, the VH series is good for about 500-600 horsepower on an entirely stock bottom end. This is great if you decide to bolt on the popular supercharger setup. Just like the 1UZ, one of the most popular modifications is bolting on a supercharger. This helps bring horsepower from 280, to 350+ pretty easily.

VH45DE vs RB26: Which Swap is Better?

If you’re swapping an engine into your S-Chassis, which engine would be best for you? There are a couple of key points to consider before you purchase either of these engines:

  1. If you live in the US, getting an RB can be very expensive.
  2. The VH45 weighs nearly the same as the RB.
  3. The VH45 is typically 1/3 of the cost of an RB.
  4. Many tuners actually find the VH45 can hold up to more power than the RB.

If you have the money and want the typical JDM build than the RB is a great engine. However, with money being a factor the VH45DE truly is a superior engine. It’s just as strong, it’s cheap, and it’s just as light.
I think the Chevy LS is superior to both but that’s a topic you can read about in our other articles.


Overall the VH45DE is an excellent little engine. Its larger displacement than its competitors helps give it a competitive edge. Nissan tuners all across the world are using the VH45 more than ever, due to its great tuning potential and high torque. What do you think about the VH45? Let me know in the comments!

VR38DETT: Everything You Want to Know

The R35 GTR was a ground breaking vehicle when Nissan launched it in 2008. Today in 2016 the overall package of the R35 is much less impressive than it once was. However, the VR38DETT that powers it is still  increasingly popular amongst 1/2 mile drag racers.

A few performance companies have pushed the VR38DETT to the tune of 2500 horsepower. Before I tell you why the VR38DETT is so amazing, we should first cover some of the engine basics.

VR38DETT: Engine Basics

The VR38 was the first of the VR engine family. The VR30 is the other VR in the family, and is being used in the Infiniti Q50 sedan. The VR38DETT is a 3.8L twin-turbo V6 with a bunch of nifty features. Here are a few of the features:

  • Continuously variable valve timing control system (CVTCS) on intake valves
  • Aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores
  • Iridium-tipped spark plugs
  • Electronic drive-by-wire throttle
  • Pressurized lubrication system with thermostatically controlled cooling and magnesium oil sump
  • Fully symmetrical dual intake and low back-pressure exhaust system
  • Secondary air intake system to rapidly heat catalysts to peak cleaning efficiency
  • 50 State LEV2/ULEV

I wish there was more to say about the basics of this engine but there really isn’t. Over the years of the VR38’s life cycle it has remained almost entirely unchanged. Horsepower has slowly been increased through different ECU tunes every year the R35 remains in production.

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  • Production: 2007 – Present
  • Cylinder Block Material: Aluminum
  • Cylinder Head Material: Aluminum
  • Valve Train: DOHC 24 valve with CVTCS
  • Stroke: 88.4mm
  • Bore: 95.5mm
  • Compression Ratio: 9.0
  • Displacement: 3799cc
  • Redline: 7,000 rpm
  • Weight: 608 lbs

VR38DETT: Performance Data

This part is quite a bit more interesting than the basics of the engine. How powerful is the VR38DETT? When Nissan launched the R35 GTR in 2008 it came with an impressive 480 horsepower. But, over the years it has been increased incrementally to a whopping 565 horsepower. The Nismo version came with an insane 600 horsepower.

Not only does it make very impressive horsepower numbers, but impressive torque numbers as well. When the R35 was launched it came with 438 lb-ft of torque, and now has 467 lb-ft. That is extremely impressive given the small displacement of 3.8L.


VR38DETT: Tuning Potential

The VR38DETT is a pretty impressive engine straight from the factory, but what can it really do? What is it really capable of? Well many of the folks who do half mile racing use the R35 GTR platform. The top racers are pushing nearly 2,500 horsepower out of the VR38.

I should mention that those engines have custom cylinder blocks, as well as completely custom engine internals, and don’t live all that long. However, it is still insane that the VR38DETT architect can withstand that much horsepower.

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What about the average Joe? If you just wanted a fast street car, a simple E85 conversion with bolt-ons can put a VR38DETT over 600 horsepower very easily. Many R35 “street cars” are running in excessive of 750 horsepower.

So as far as tune-ability the VR38DETT is one of the best engines in the world. On stock internals it can handle nearly 1,000 horsepower. I will put a video down below of an R35 GTR at a half mile event. Towards the end of the event they turn the power up to 2,000whp, which is about 2,500 horsepower at the crankshaft.


So overall the VR38DETT is quite an impressive little package. It packs a huge amount of horsepower and torque for such a low displacement engine.

The craziest part is how much power the VR38DETT architect can hold up to. Very few engine in the world can withstand 2500 horsepower for entire race events, or even multiple race events.
Let me know what you think of the VR38 in the comments below!

VQ35DE: Everything You Want to Know

The VQ35DE is one of Nissan’s greatest modern achievements, which ultimately led to the VQ37. The main reason that the VQ35DE was such a great accomplishment is due to its versatility. It made an impressive 300 horsepower, whilst retaining 22+ mile per gallon. The VQ35DE is heavily praised amongst the JDM community, but is it really that good?

VQ35DE: Engine Basics

Before we get into why the VQ35DE may or may not be as good as it’s made out to be, we must first cover the basics:

The VQ35DE is a 3.5L V6 that replaced the VQ30DE found in the Nissan Maxima from 1995 to 2001. One of the ways that Nissan achieved such high horsepower per liter is through dual overhead camshafts, and 4 valves per cylinder.

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Not to surprisingly, the VQ35DE features aluminum cylinder heads, and an aluminum cylinder block. This helps keep weight down, which is important for balance in a sports car. You really don’t want a heavy engine on the nose of your car when handling is important.

All VQ35DE engines feature Nissan’s variable valve timing system (CVTCS). This further improves power and decreases fuel consumption.

  • Production: 2000 – present
  • Cylinder Block Material: Aluminum
  • Cylinder Head Material: Aluminum
  • Valve train: DOHC, 4 valves per cylinder
  • Stroke: 81.4mm
  • Bore: 95.5mm
  • Compression Ratio: 10:1 – 10.5:1
  • Displacement: 3498cc
  • Redline: 6,500 – 7,000 rpm (Rev-up version)

Cars That Came With The VQ35DE

Since the VQ35DE was an extremely versatile engine with its good horsepower and low fuel consumption, it ended up in a many different Nissan products.

The VQ35DE is currently available in these North American models:

  • Infiniti QX60 (since 2014)
  • Nissan Altima (since 2002)
  • Nissan Maxima (since 2002)
  • Nissan Murano Z50 (since 2003)
  • Nissan Pathfinder (since 2013)
  • Nissan Quest (since 2004)

Previously available in these models:

  • Nissan 350Z (2003–2006)
  • Nissan Pathfinder (2001–2004)
  • Infiniti FX35 (2003–2008)
  • Infiniti G35 Coupe (2003–2007)
  • Infiniti G35 Sedan (2003–2006)
  • Infiniti I35 (2002–2004)
  • Infiniti JX35 (2013–2013)
  • Infiniti M35 (2006–2008)
  • Infiniti QX4 (2001–2004)

RELATED: 240Z vs 280Z: Which One is Actually Better?

As you can tell, Nissan stuffed the VQ35DE in just about every product they’ve had over the last 15 years. If that’s not a testament to its versatility, then I don’t know what is.

VQ35DE: Performance Data

The performance data for the VQ35DE can be a little hard to understand online. This is because throughout the many different vehicles it came in, and the different versions of the engine itself. Luckily the folks at Wikipedia have made the performance data very easy to understand.
Additional VQ35DE information is available on Wikipedia.

North American market:

  • 2001–2004 Nissan Pathfinder: 240 hp
  • 2013–2016 Nissan Pathfinder: 260 hp
  • 2001–2004 Infiniti QX4: 240 hp
  • 2002–2004 Infiniti I35: 255 hp
  • 2002–2016 Nissan Altima: 240 hp – 270 hp
  • 2002–2016 Nissan Maxima: 255 hp – 300 hp
  • 2003–2006 Nissan 350Z: 287 hp – 300 hp
  • 2003–2007 Infiniti G35 Coupe: 280 hp – 298 hp
  • 2003–2006 Infiniti G35 Sedan: 260 hp – 298 hp
  • 2003–2008 Infiniti FX35: 275 hp
  • 2003–2016 Nissan Murano (Z50): 240 hp – 265 hp
  • 2004–2016 Nissan Quest: 235 hp – 260 hp
  • 2006–2008 Infiniti M35: 275 hp – 280 hp
  • 2013–2013 Infiniti JX35: 265 hp
  • 2014–2016 Infiniti QX60: 265 hp

Rev-up vs. standard:

The 2003 – 2004 350Z were the non “rev-up” engine, and produced 287 horsepower. The 2005-2006 350Z were “rev-up” engines, and produced 300 horsepower.

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The Rev-up engine produced more horsepower by adding variable valve timing to the exhaust camshaft, a different ECU, slightly different internals, and a different intake plenum. All of this added up to the 300 horsepower that it produced.

VQ35DE: Tuning Potential

As a car guy, this is the part I’m actually interested in. I don’t care what the VQ35DE is like stock, I want to know what it can do when modification is involved. One of the quickest ways to get a feel for how crazy a VQ35DE can actually be, is to look at some of Nissan’s race cars.

The Dallara T12 which races in the World Series by Renault, is essentially a Formula race car chassis, with a VQ35 inside of it. The Dallara T12 makes an absolutely insane naturally aspirated 480 horsepower from the VQ35 that powers it. The VQ35DE is also in numerous other Dallara race cars, all of which are equally insane as the Dallara T12.

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Enough about the race cars already, lets hear about street cars! The crazy street drivers with deep pockets can build a naturally aspirated VQ35 that makes just as much power as the previously mentioned race cars. But, that takes an insane amount of money, time, and enguiniety. The average tuner would much rather boost their VQ35.

Unfortunately the VQ35DE is limited to about 400whp due to weak connecting rods. However, with a built internals the stock block can take 700whp or more if you’re crazy enough.


So the VQ35DE is an incredibly versatile, and reliable little engine. Nissan stuffed it into many of their products over the last 15 years. Not only can it make excellent power, but its fuel efficient, and extremely reliable. It also has pretty good tuning potential.

So, why don’t more people talk about this engine? Well, as far as engine swaps are concerned its more cost effective to go with an LS V8, so the VQ35DE it kind of stuck in its shadow.

350Z vs 370Z: Which One is Actually Better?

Nissan initially came to the US market under the name Datsun for fear of failure. With that Datsun name they brought the 240Z; since then they have been a top competitor in the sports car market. The Z family has changed a bunch over the years, but there are still some key factors that make them all related. Low roofline, squished trunk, and a long hood are features that every single Z has.

What about the most recent Zs? The 350Z and 370Z were incredibly successful sports cars, but which one is actually better?


After the success of the 300ZX ended in 1996, Nissan was a little unsure what to do with the Z. They created a new 240Z concept, but that was scrapped for fear of going backward. Eventually, Nissan showed the world their new Z concept, and they called it the “350Z”. The 350Z was a lot like the outgoing 300ZX. They both shared similar design features like the long hood, but the 350Z was designed to fit into the modern world.
Additional 350Z info on Wikipedia


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In Japan, the 350Z was known as the Fairlady Z Z33. Overseas many of the Z cars were named the Fairlady. The Z33 is the chassis code, which identifies this specific generation of Z.


Fast forward to 2009, and Nissan is now producing their next Z car. The all-new 370Z is the 6th generation in the Z family. The 370Z shares nothing with the outgoing 350Z. The 370Z is smaller, lighter, faster, and much curvier than the 350Z. It has a 4″ shorter wheelbase, 2.7″ shorter length, 0.3″ lower height, and 1.3″ wider body. What do all of these numbers mean? These numbers mean the 370Z is designed to handle better than the 350Z in every way possible.
Additional 370Z info on Wikipedia


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Just like the 350Z, the 370Z was known as the Fairlady in Japan. This time, it was the Fairlady Z Z34.

350Z vs 370Z: Exterior

I mentioned the 370Z has smaller dimensions than the 350Z. The odd thing is, the 370Z looks larger to me. They are obviously related, the overall shape is extremely similar. They’re both long, low, simple, with a simple fastback rear. The 370Z is much curvier than the 350Z. This was done to make it look more aggressive, but also much more modern. Just like countless other models throughout history, the successor is more curvy and modern looking.

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The 350Z is a timeless design, it will never look dated. Sitting next to the 350Z it looks just as modern. That being said, I think that they’re both incredibly good looking sports cars. But the 350Z’s simpler design arguably makes it the better looking for the two.

350Z vs 370Z: Interior

This shouldn’t take you by much surprise; the 370Z’s interiors has features that weren’t even available on the 350Z. The 370Z also has a redesigned interior that feels more modern and more expensive. They both have features that are a tribute to the original 240Z such as the three gauges high up on the dashboard.

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One thing that Nissan didn’t really change between these two is their race car feel. Everything in the cockpit is angled towards the driver, making it a true driving experience. The seats are mounted low, and they are surrounded, making it feel like a true race car.

350Z vs 370Z: Performance Data

So if you’re an enthusiast then this is the part that you actually care about. Which one of these cars is actually faster? Logic would tell you that the 370Z is going to be the faster of the two, but is it really? Let’s look at some of the 350Z’s numbers.

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  • Horsepower: 300 @ 6,400 rpm
  • Torque: 260 lb-ft @ 4,800 rpm
  • Curb Weight: 3,200 lbs
  • 0-60: 5.1 seconds
  • 60-0: 112 feet
  • 1/4 mile: 13.5 seconds
  • Nurburgring lap time: 8:26

As you can see from these numbers the 350Z is actually pretty quick. It’s not “mustang” fast, but it’s plenty fast for the average person. These Japanese sports cars shine when the road gets twisty. The 350Z proved this by laying down as impressive 8:26 lap time on the Nurburgring. Now that we know what the 350Z can do, let’s look at the 370Z.

  • Horsepower: 332 @ 7,000 rpm
  • Torque: 270 lb-ft @ 5,200 rpm
  • Curb Weight: 3,300 lbs
  • 0-60: 4.5 seconds
  • 60-0: 105 feet
  • 1/4 miles: 12.5 seconds
  • Nurburgring lap time: Unknown

The 370Z is more powerful which isn’t surprising considering its larger engine. The interesting part is that even though it weighs 100 lbs more, it’s still faster in every single way. I am unable to find a Nurburgring time for the 370Z, but I would guess it would run 8:10 – 8:15 based on all the other numbers.

I hope this didn’t take you by surprise, but the 370Z is faster in every single way. Which is funny because I’ve never seen a 370Z on a track, but I’ve seen countless 350Zs on a track. This is probably due to the price difference.

350Z vs 370Z: Reliability

The topic of reliability can be very subjective when it comes to Nissan, that is, everyone has a different agenda. Many Nissan enthusiasts claim to have had incredibly reliable 350Zs, and incredibly reliable 370Zs. Many enthusiasts also claim the exact opposite. Either way, the Nissan brand is actually less reliable than you might think.


With that out of the way, we can return to the subject at hand: Which one is more reliable? Unfortunately, I was unable to find any concrete numbers regarding the reliability of these two. So I resorted to the forums, and I found that most Z enthusiasts both are incredibly reliable. This is odd considering the chart above shows that Nissan is below average in terms of reliability.

I really couldn’t find any forums posts complaining about the reliability of either. If you have any insight on the reliability of the 350Z or the 370Z let me know down in the comments!

350Z vs 370Z: Price

Unfortunately, we are all limited to price. For this single reason, most people will never get to own their dream car. Both the 350Z and the 370Z can be found used for a fraction of their original price. The 370Z is obviously going to be more expensive, it’s newer. Something you need to understand is that automobile prices vary by location, age, mileage, seller motivation, the number of problems, and luck. These prices I’m going to quote you might be entirely different from the prices that you find.

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A 2006 350Z enthusiast coupe with 50,000 miles in good condition has a Kelly Blue Book price of $11k. This surprised me, I expected it to be closer to $7k based on my experience with 350Zs. When I hopped on Phoenix’s Craigslist I found 350Zs from $6,500 to $14,500. All of the cheaper ones had 160k miles or more. From what I’ve found a good condition 350Z with around 100,000 miles is about $10k.

A 2010 370Z touring coupe with 50,000 miles in good condition has a Kelly Blue Book price of $17k. This also surprised me, I expected it to be closer to $20k. The KBB for the 370Z is $6k more. For that, you get a model 4 years newer than the 350Z. When I hopped on Phoenix’s Craigslist I found 370Zs from $13,500 all the way up to $33,000. This means that in the real world a 370Z is about 2x as expensive as a 350Z.

So Which One is Better?

This is a tough decision to make. Both the 350Z and the 370Z are incredible sports cars. They have both set the bar for all of their Japanese competitors. Due to 350Z’s lower price, I think it’s the better option. Yes, it is slightly slower, but with the money you save going with a 350Z does it really it matter? That money can be used for suspension, brakes, and tires. A 350Z full of modifications is going to be way faster than a 370Z. Let me know what you think in the comments below!

G35 vs 350Z: Which One is Actually Better and Why?

Nissan is a leader in the world of sports cars. Yes the Z lineup is pretty slow in a straight line when compared to its competitors, but it’s the most well rounded sports car on the market. When shopping for a used sports car many people look at the 350Z and the G35. They are very similar in many aspects, but which one is actually better?

Infiniti G35

The G35 is based off of the Nissan FM platform, which is shared with the 350Z and Infiniti FX. This new platform was lightweight, rigid, and handled excellently. When Infiniti released the G35 in 2003, it was a near instant success. It was so good that Motortrend gave it their Car of the Year award in 2003. The G35 was available in both a coupe and sedan. Most models were equipped with an automatic transmission but an optional manual transmission was available for most years.


An optional AWD model used Nissan’s proprietary ATTESA AWD system. This AWD system is the same system that is used in the Skyline GTR.
More G35 information is available on Wikipedia.

Nissan 350Z

Just like the G35, the 350Z uses the Nissan FM platform. The original replacement for the 300ZX was to recreate the 240Z, but that never worked out for Nissan. A couple years later they unveiled the 350Z, which was fairly similar the the 240Z concept. Eventually it was decided to give this new Z the VQ35DE engine, and it was a smashing success.


The 350Z was available as both a coupe and roadster (convertible). Like the G35, the 350Z was also available with both a manual or automatic transmission.
More 350Z information is available on Wikipedia.

G35 vs 350Z: Powertrain

Depending on which year you buy, the power level will differ. In the beginning the G35 has 260 to 280 horsepower, but at the end had 306 horsepower. This is all from minor engine updates, but many enthusiasts speculate that it had 300 horsepower all along, and Infiniti never told anyone. This is possible but unlikely. The 350Z had 287 horsepower in the beginning, and 306 horsepower at the end. To put it simply, the 350Z had more power than the G35 until the final years of production.

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Both the 350Z and the G35 were available with completely identical automatic or manual transmissions. It should be noted that the automatic cars received variable valve timing on only the intake side. Manual transmission models received VVT on both the intake and exhaust side.

G35 vs 350Z: Exterior

Both the 350Z and the G35 have very similar styling characteristics. The G35 is quite a big larger than the 350Z, but that’s the cost of having rear seats. The 350Z comes from the Z lineup which is known for its short rear, and very long nose. The G35 received some of that Z styling, but with a slightly larger rear.

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Both are exceptionally good looking, but the 350Z screams race car more than the G35 does. In my opinion the G35 has the better looking rear end. The 350Z has a better side profile and front end.

G35 vs 350Z: Interior

One of the biggest differences between these cars is the interior. The 350Z is a sports car with racing in mind. It has tight seats, lots of gauges, and little luxury features. It’s also only a 2 seater, and has a significantly smaller interior over all. People over 6’2 might have a difficult time getting in and out of the Z.

The G35 on the other hand is completely different. It is designed to be sporty just like the Z, but much more grown up. The G35 has larger, softer seats to accommodate the average user better. It has less gauges, and more luxury features. It’s basically a grown up version of the Z’s interior. The biggest and most obvious difference is that the G35 is a 2+2, which means you can actually take people with you. This could be a bad thing if you don’t like driving with more than just one passenger.

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To put this in simple terms, the G35’s interior is a grown up version of the Z’s interior.

Which One is Better?

Basically to put it simply, the 350Z is a boy racer and the G35 is a grown up racer. The G35 is larger and much more luxurious than the 350Z, but lacks on the racetrack due to the added weight. Money aside I would rather have a G35 for daily driving, and a 350Z for a weekend warrior track toy.

240Z vs 280Z: Which One is Actually Better?

When Nissan initially came to the US market, they operated under the name “Datsun”. This was done in case of failure, which would damage the Nissan name. Fast forwards to 1970 and Datsun is producing the 240Z. The 240Z was an answer to Toyota’s 2000GT which ultimately failed. The 240Z was a massive success, and has created an entire Z family. If you’ve ever been into 240Zs or 280Zs, then you know that the debate between them is tense. Which one of them is actually better? Let’s dive in and compare 240Z vs 280Z.


In 1970, the 240Z was introduced to the American market by the president of Nissan Motors USA Operations. The early 240Zs were known as the Series 1. The Series 1 had subtle differences from later cars such as badges in different locations. The 240Z came standard with a 2.4L inline six, with a four speed manual transmission. The 240Z also came standard with fully independent suspension front and rear. This was very different from the standard US sports car which was solid rear axle.


Fast forwards to 1975 and Datsun is making the 280Z. The 280Z featured a larger 2.8L engine. This was done by enlarging the bore of the L24 engine to create the L28 engine. The 280Z also featured a much more reliable Bosch L–JETRONIC fuel injection. Due to popular demand the 280Z was more luxurious than the outgoing 240Z, and it had a much smoother ride. The 280Z was heavier than the 240Z, but with the increased engine size it was just as fast.

240Z vs 280Z: Exterior

The 240Z and the 280Z share identical bodies. The only differences would be badges, blinkers, and others very small details. Even the 260Z shares nearly everything on the outside. Overseas the 280Z was available as a 2+2, which looks far different than it standard two-seater configuration.  Overall both at 240Z and the 280Z are incredibly good looking vehicles.


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The most talked about difference between the 240Z and the 280Z are the bumpers. Most people absolutely hate the bumpers on the 280Z, and understandably so. The bumpers on the 280Z are massive compared to the bumpers on the 240Z.

240Z vs 280Z: Powertrain

As you might have already figured, the numbers in Z car names have a meaning. “240” refers to the 2.4L engine that it came with from the factory, and “280” refers to the 2.8L engine. Like I mentioned before, the 280Z’s engine is a bored out version of the 240Z’s engine.

The 240Z made an impressive 150 horsepower at 6,000 rpm, and 148 lb-ft at 4,400 rpm. By todays standards those numbers are pathetic, but in 1970 these numbers were incredible. The 280Z makes 149 horsepower at 5,600 at 5,600 rpm, and 163 lb-ft at @4,400.


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I know what you’re thinking; “how does the 240Z make just as much power as the 280Z?”. The reason they make the same horsepower is for various reasons, but mostly the lowered compression ratio. Interestingly enough the 280Z makes 15 lb-ft more than the 240Z. That extra torque makes the 280Z more fun to drive from stoplight to stoplight.

The 240Z was carbureted, whilst the 280Z used a Bosch fuel injection system. This fuel injection system is said to be nearly maintenance free. Later 240Zs have carburetors with emissions restrictions, which many people complained about.

240Z vs 280Z: Suspension

Both the 240Z and the 280Z share the same suspension system. They both use a fully independent MacPherson strut setup. The 240Z and the 280Z had minor differences such as metal thickness, tube thickness, spring rates, etc. Other than a few minor differences they shared completely identical suspension setups.

So Which One is Better?

Up to this point the 240Z and the 280Z are basically identical. Other than the engine size they are extremely similar. Most people prefer the 240Z because it weighs less, and can make a slightly better track car. I personally agree with that; I would prefer the 240Z simply for the weight advantage. Which one do you prefer? Let me know in the comments below!