The engine is from my late 91’ NA which was converted to TT back in 2002 with a JSpec front clip (~78k on the clip) . In 2003/4 the Z1 525 turbos and Specialty Z downpipes were installed then in 2009 the entire fuel system was updated to the Nismo/300 degress setup and the car was given a once over then tuned at Specialty Z where it receive a dual fuel map ECU tuned for this engine. In Febuary of last year I was in a car wreck to which the engine was removed, obviously in working condition.
I always kept tabs on the service intervals and compression was done annually. Last compression numbers were all between 150-160. There was never any smoke during hard cornering do to the PCV relocation. It also started up every time with ease, smooth idle with no hunting, overheating or oil burning.
Prior to the TT conversion all the necessary precautions were taken. Bore scoping reveled excellent cylinder wall and valve condition. Compression and leak down also were within factory specifications. Timing belt and tensioner were replaced along with seals and gaskets from the Nissan master rebuild kit. The crankshaft was removed and some fresh rod and main bearings were installed (measured to standard). The engine was then resealed
The engine was from an automatic but as you can see the lower duration camshafts had little effect on the top end power. (Actually helped it come into boost earlier)
Out of the hole power was phenomenal! I can’t recall the last time this car lost to another during a pull. Even with a GReddy 3-row front mount intercooler lag was almost non existent and would spin 275/35/18’s in 4th gear with ease.
Engine is compete, assembled and includes the following.
- Z-1 overboard Polished Throttle Bodies
- New OEM EFI harness (100% complete with no vampire splices or missing/ broken connectors)
- Plenum inlets opened up to match throttle bodies
- NISMO 740cc pintle-less injectors (less than 3k on them)
- Nissan Injector pigtails
- 300 Degree High Flow fuel rails (less than 3k on them)
- Specialty Z 300 Degree steel braided fuel rail hose
- Aeromotive A1000 Fuel Pressure Regulator (less than 3k)
- B&M Fuel Pressure gauge
- Fuelab 6-in. 80 micron filter
- Earls ultra flex steel braided lines and swivel fittings (less than 3k on them)
- Specialty Z re-flashed and Tuned ECU (less than 3k)
- A'PEX Integration NEO Air/Fuel Controller **NEEDED FOR MAF INPUT**
- NGK iridium spark plugs (less than 3k on them)
- Z1 Motorsports GT525 turbos included new water and oil feed lines (less than 10k)
- Specialty-Z 2.5-in. Split Aluminum Down Pipes with wastegate separators
- Unorthodox Racing Ultra SS Polished Underdrive crank pulley
- Grounding Kit
- Stainless steel engine bay bolt kit
- Powder coated intake manifold and water pipes
- Blue Metallic PPG Painted Valve covers, Front engine cover
- Throttle body water bypass preformed
- PCV relocation to upper valve covers preformed
- All sensors
- All coilpacks (ohm in spec)
100 Octane / 20PSI
Peak Horsepower (@RPM): 473.53
Peak Torque (@RPM): 416.15
Run Conditions: 93.60 degrees F, 28.99 in-Hg, Humidity: 24% 
$5995 nine493511728
below are some of the costs associated with a rebuild / build.
injector insulator 21.11
hose 16.17
gaskets 67.9
parts 73.78
rebuild kit 208.44
fasteners 2.59
bearings 146.49
gaskets 9.21
parts 129.29
seal 6.43
pulley 250
hoses 28.06
engine 2652.13
SZ Downpipes 300
FuelLAB Filter 100
Aeromotive FPR 180
AN Lines and fittings 250
300 degrees fuel rails and nismo 740cc injectors 1400
plenum gaskets 41.86
Gates Racing Belts 60
Powdercoating , plenum, waterpipes 400
Polished throttle bodies 100
NKG prf6b-11b 55
Painted valve covers,
timing cover 100
Timing Belt 100
EFI Harness 366
Z1 525 Turbos 1700
Rebuilt OEM Alernator 60
AC Compressor 80
Turbo Gaskets 10
Turbo Drain hose 20
Stainless engine bolts 40
B&M fuel pressure Gauge 40
Low mileage wastegates 100
Specialty Z ECU and tune 550
~$9600, none of the above includes the labor needed to install fuel injectors,rails,fuel pressure regulator and gauge, fuel filter, pigtails, designing a fuel system layout, assembly of the steelbraided lines, pressure testing the system, throttle body bypass, matching plenum intakes to larger TB diameter, water bypass, PCV reroute - R&R of valve covers, drilling tapping, pluging the existing lower valve cover ports (the right way), Turbo installs and associated oil, water feed and drain lines, compression check, bore scope of cylinder walls, valvetrain leakdown test, oilpan reseal, front and rear main seals, R&R of all polished, painted and powdercoated parts
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Drop in Ready TT Engine - 
