260DET

For lubrication queries like your I always go to a original suppliers website to see what they recommend. They usually describe the type of lubricant that they recommend, the last time I checked a special moly grease was recommended for CV joints.

Coming from another angle, the S30 body is marginal strength wise by current standards, with a significantly more powerful engine a better car will result from body strengthening. There are kits available for that purpose, using them results in a much more satisfying car to drive.

The volume of this thread has lost me as to what's been covered but a DSG transmission is a must here, engines are important but it's the drive train that connects the power to the ground. Or not.

That car in the video I posted still has Mac strut suspension, it has a mildly tuned LS engine and nothing particularly special otherwise. It would be faster around a circuit than 99% of the cars here, it's been tweaked over a number of years to get it just right. Let's keep in mind too that those marvellous wonderful god like P cars use Mac struts at the front and that there are proven improvements available for the Z car's suspension from several vendors. I don't want to be negative about someone's product but the above should be kept in mind. PS On the subject of P cars, they just go to show that if enough money is thrown at a project and the best pro drivers are involved you can win world titles.

The reason for the Porsche video is to show how a reduction of inside rear grip can be used to help the car rotate in a corner, it's incidental that it's a Porsche. Rotating a car in a corner can be the fastest way, enter a corner quickly, turn in so that the car rotates and then exit quickly. If that is the fastest way then it does not matter which tyres have what weight, the intention is to go fastest not to be fixated on equal weight on all tyres which will never be constant in a dynamic situation like cornering anyway. For some cars the fastest way involves lifting a inside front, no weight on that tyre at all. Vid of a deceptively fast Z, note the great corner rotation.

With some body stiffening via a roll cage, original type suspension and appropriate power this Z just goes to show how good basically the S30 is. What other car from that era can match it?

If anyone really wants to see a highly developed rear suspension in action check this video out. It seems to me that in cornering the inside wheel is designed to lose grip (look at the wheel angle) while the outside has full grip and drives the car around the corner at an angle.

Yes, suspension design is a bit of a black art, just because someone with the best of intentions puts out a product it does not necessarily follow that it will perform well in practice. Design is everything, there are suspension programs around which will show you exactly what certain alignment dynamics will give you but they don't tell you how they will work in practice. You have to know what you want in detail eg roll centre, before any such programs can be used. I've done a bit of it, fascinating stuff.

You too can beat a P car or two. Aussie action.

What you are looking at doing is way beyond what most of us actually do but the formula is quite simple. Start with weight distribution and aim for 50/50, distribution is more important with the power you envision than total weight. But in practical terms that will require the lightest possible engine shoved back as far as possible, consider fire wall mods. Don't forget Mercedes engines for a weight check, don't know about their V12's but the V6's use quite a bit of magnesium to keep weight down and the German transmissions are the best. Jap engines are the best practically but that usually involves more weight, know nothing about Ferrari's, cheers.

That's good power eh, the 3.5 liter Mercedes SLK350 I just bought does stock 305 hp stock.

That Tracker system may have more to do with GPS tracking of the car's location? Otherwise you seem to be on top of things, for a start I'd assume that there is no engine fault other than that caused by inactivity, like dirty spark plugs or fouled injectors. Good luck with it. Edit LOL, look at the date.

What nice work, should handle great with the engine set back you have, just keep that front spoiler on to reduce front end lift at high speed. It's a true sleeper, wow!

If you give the driveshaft shop the flange face to flange face measurements that should be good enough for them, tell them the diff is locked to the body of course. Don't overthink it.

Just fix some mesh to the openings.

Just read your (sensible) brake rules, my response is that you could use dimpled solid rotors on the front if you wanted to and use two piece which may save some weight. On the rear the only restriction for a disc brake conversion concerns the solid rotor diameter which may be two piece and use any calipers. So there is a fair bit of scope there for improvement of the rears both in weight and effectiveness.. I'd be tossing the rear drum brakes for sure.

Fairly sure that Haltech do a stand alone ECU for the VQ that will work the VVT. Nice attention to detail Budgy, something to be proud of.

For a start listen to Jon, he knows his shit. Fuel flap leaks are fairly common but they are fixable so it's just a matter of identifying the source. The stock tank is fine unless you want to fit a rear diffuser there, stock gives a lower C of G. Just use a low pressure pump from the tank into a swirl pot and another pump from there to the engine.

Just to stir the pot and seeing that you do outrageous mods, the go now is to fit a dual clutch transmission from, say, a BMW. Aftermarket support for this sort of conversion is coming on so no excuses LOL.

Just jam it in there, using a pick or a thin punch, then drill it out. Maybe even the right loctite will hold it enough, anyway that's what you have to do.

Unfortunately in my part of the world Jon this DCT gear costs twice as much, of course I could get a certain make of car that has DCT stock, that's a thought?????? Cary, that 280ZX has a massive roll cage particularly around the A pillars, I don't know all the detail but I'm suggesting that it's rigidity trades weight for grip and comes out in front lap time wise. At Bathurst lap times are made or lost along the top of the mountain where large gonads + a tight predictable chassis count.

If I was doing a LS swap again a dual clutch transmission would be on the list for sure. Kits are becoming available for the LS too, faster easier shifting and less stress on the drive train.

Put your footage up, stuff em, what are they going to do? Sounds like bull**** to me. Noise? Drivetrain eh. Nice speed through the Kink, fags backing off there need some brave pills.

Yeah, fix the link. That's a great time, your hard development work has paid off.

If it is possible to raise the front Xmember then that is a bonus, with most engine swaps there are clearance problems to the engine's sump.