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zredbaron

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zredbaron last won the day on August 24 2017

zredbaron had the most liked content!

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About zredbaron

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    Member
  • Birthday 02/13/1980

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    zredbaron240
  • Website URL
    http://www.markhaag.com

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  • Gender
    Male
  • Location
    Richland, WA
  • Interests
    Autocross, racquetball, anything Z or car related, aviation, personal growth and inner peace.

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  1. Questions about Auto-X

    Super Street Modified (SSM) is another class the Z can find itself in. You can have a stroker, add a turbo, even an RB26 swap with huge fender flares. It simply requires a few "street" items like a dash and carpeting. It is the "street" version of X Prepared (XP). Great advice given above. No one will care what class you're in until you win, or unless it is an SCCA club with numerous hall monitors ("fun" police). Pick a class, explain to the club that you're new, and people will take you under your wing and help explain the classes while you walk the course. My advice would be to show up as soon as your car is road worthy. Not competition worthy... road worthy. Seat time is worth quite a lot.
  2. We're back online! Woohoo! I have a lot of updates, such as exhaust and other upgrades... but first, let me get the time-sensitive matter out there on the internet! (I posted the following yesterday on the triple weber thread, believing it to be this thread. Oops. Mostly duplicate content for those of you who are subscribed to both.) Many thanks to the admins for restoring "Reply to Post" functionality! I have been kicking the "chassis dyno R&D" can down the road long enough. I have an appointment for Friday, May 4, 2018, which could get delayed a couple weeks if I am waiting on overseas shipping. Unfortunately, an air box will not be an option for this round of dyno pulls. My custom strut braces have really meaty and obstructive flanges. However, I plan on doing intake volumetric efficiency research with regard to venturi diameters (38mm and 40mm) and the effects of combinations with various velocity stacks ("air horns" / "trumpets"). Here are my top air horn picks I am considering: For testing lengths, I like: http://www.emeraldm3d.com/throttle-body-kits/emerald-adjustable-length-intake.html Ideally, this would give us an idea how length of the air horns affects or doesn't affect performance Dyno will only be valuable for WOT. Butt-dyno runs will also be needed to confirm drivability. I'm told by the vendor this doesn't likely fit the DCOE carburetor internally. :'( Currently awaiting email reply after sending measurements of my Weber "trumpets" (velocity stacks) For testing shapes, I like: https://store.jenvey.co.uk/throttle-bodies-and-components/air-horns (they recommend their "40mm stack with a 50mm throttle body" - not quite apples to apples) EDIT - if ITBs were ever in this car's future... it appears Jenvey is a quality vendor choice that I didn't know about http://www.palmside.co.nz/product_cid_10899.html (won't ship to USA???) (I really like the flared shape of these.) https://www.pegasusautoracing.com/productdetails.asp?RecID=1257 (currently awaiting shipping confirmation from vendor) EDIT - I forgot about Techno Toy Tuning! https://technotoytuning.com/nissan/kgc10/velocity-stacks-carbs I like these flares more than the Pegasus stacks, they seem like they would be more helpful at varying velocities of airflow. These are now my favored single purchase. Any other recommendations or considerations out there? In my mind, a given length is best, and a given shape is best. These are not necessarily mutually exclusive. I predict the adjustable length will show a "good performance range" (but not a clear "winner") and choosing various shapes within this range would reveal optimal combination(s) for a given application and intended usage. Again in my case I seek a wide, flat torque curve and not peak HP. Perhaps the data will be clear, but I'm assuming a butt dyno / road test will likely have to confirm / deny the shape winner(s), especially if some combinations are comparable. WOT hp numbers are not what wins an autocross race. If anyone is interested in contributing their 45mm air horn shape to this shared research, please message me. I would be happy to return them to you after chassis dyno testing is complete. It's likely I will only be able to afford one set of air horns to test alongside the issued Weber air horns. Alternatively, air horns, race fuel and dyno time are effing expensive. If anyone is feeling charitable and wishes to donate some coin, that would be appreciated. This project is financed by credit and cash loans; I'm "all-in" with this S30 project. Maybe some others relate? If the adjustables fit, I will find a way to source them and I will intend to pass them on to another racer in our community. Or maybe my engine builder as another thank you. Some say gains won't be made here. Perhaps in peak hp this is overwhelmingly tried and true, but in terms of area under the curve, I defer to Ferrari and other performance companies who have engineered variable length intakes. If it was a gimmick, it wouldn't be on a supercar. We don't have this data publicly available for our L6s. Let's change that.
  3. We're back online! Many thanks to the admins for restoring "Reply to Post" functionality. EDIT -- I mistakenly thought I was posting the below post to my engine thread. Oh well! It seems appropriate for this thread too. I have been kicking the "chassis dyno R&D" can down the road long enough. I have an appointment for Friday, May 4, 2018. Unfortunately, an air box will not be an option. However, I plan on doing intake volumetric efficiency research with regard to venturi diameters (38mm and 40mm) and the effects of various velocity stacks ("air horns" / "trumpets"). Here are my top air horn picks I am considering: For testing lengths, I like: http://www.emeraldm3d.com/throttle-body-kits/emerald-adjustable-length-intake.html Ideally, this would give us an idea how length of the air horns affects or doesn't affect performance Dyno will only be valuable for WOT. Butt-dyno runs will also be needed to confirm drivability. For testing shapes, I like: https://store.jenvey.co.uk/throttle-bodies-and-components/air-horns (currently awaiting their recommendation) http://www.palmside.co.nz/product_cid_10899.html (won't ship to USA) https://www.pegasusautoracing.com/productdetails.asp?RecID=1257 (currently awaiting confirmation from vendor) In my mind, a given length is best, and a given shape is best. These are not necessarily mutually exclusive. I predict the adjustable length will show a "good performance range," and choosing various shapes within this range would reveal optimal combination(s) for a given application. Again in my case I seek a wide, flat torque curve and not peak HP. Perhaps the data will be clear, but I predict a butt dyno / road test will likely have to confirm / deny the winner(s), especially if some combinations are comparable. WOT hp numbers are not what wins an autocross race. If anyone is interested in contributing their 45mm air horn shape to this shared research, please message me. I would be happy to return them to you after chassis dyno testing is complete. Alternatively, air horns, race fuel and dyno time are effing expensive. If anyone is feeling charitable and wishes to donate some coin, that would be appreciated. This project is financed by credit and cash loans; I'm "all-in" with this S30 project. Maybe some others relate? Some say gains won't be made here. Perhaps in peak hp this is true, but in terms of area under the curve, I defer to Ferrari and other performance companies who have engineered variable length intakes. If it was a gimmick, it wouldn't be on a supercar. We don't have this data publicly available for our L6s. Let's change that.
  4. I've always wanted to see a philosophy thread on HybridZ. It never ceases to amaze me how unique and quirky the Datsun following tends to be... and even more so how much we have in common despite are differences in backgrounds, etc. There are a lot of generalizations that can be made about people drawn to American muscle cars, German performance and luxury, etc. In my experience Z owners tend to be very smart individuals relative to the general population as well as automotive enthusiast groups. (Clearly we have fine taste.) This could go a number of philosophical directions, about kindred human passions, the living spirit of Mr. K, the brand of Datsun's emergence after WW2's bombs, the commonality between Z owners.... you could even present an esoteric possibility such as Z owners' souls tend to come from the same quadrant of the galaxy or something about how HybridZ [sometimes] epitomizes focused, collaborative human achievements. All are of interest to me... but rather than lay my interests and thoughts out, I'd like to ask if others have had any similar observations and have pondered their implications or meaning?
  5. There is no reply button or box

    Hey guys, it's been a year or so since I've signed on. I'm having this issue also. Oddly, I was about to PM an Admin when I noticed the reply button on this page. It was NOT here yesterday on this PC or on my mobile device....? Weird. Hoping to reply to these topics specifically: http://forums.hybridz.org/topic/24798-na-31lhead-camshaft-questions-no-shortcuts-max/?page=17 http://forums.hybridz.org/topic/28318-weber-jetsall-who-live-for-their-triples-please-read-this/?page=34 Any advice out there? Perhaps trying again randomly? Thanks!
  6. Thank you, gentlemen! John -- the CV axles are from Wolf Creek Racing, and they are a great product. Great to see you're still out there! Ryan -- the muffler is 14" long, and is a 4" diameter (Magnaflow 14419). The "race" muffler option was 6" diameter and 6" long (Magnaflow 14159). Longer mufflers are quieter, despite how thin the first option is. Personally I don't think it's all that loud, I think the muffler does a great job and the exhaust has very little resonance. That said, many of the clubs here in WA have a 96 dB sound limit, so I guess I'll find out one way or the other! I'm close, no doubt. There's room for a 2nd muffler downstream should it come to that. I'm a huge fan of Magnaflow straight-through mufflers. Wonderful, rich tones. I first installed one on my 240Z in 2004. Liked it so much I run dual Magnaflow exhaust on my truck, too.
  7. Chassis dyno and fabrication follow-up from this past weekend. Picked up my car from Portland Speed Industries in Portland, OR. Great shop for fabrication and setup needs! They also have a chassis dyno, so for me, it was a one-stop trip to Portland. Phenomenal work on the 3" exhaust. They mounted the muffler in the transmission tunnel. Not sure why I didn't take a good picture of the muffler itself. The strut bars were what I was looking for, too. I didn't initially imagine the assymetrical shape of the front brace, but after getting used to it, I really like the fabricator's approach. Nice and tight, too. The chassis dyno experience wasn't what we were hoping for. Joe came to help with the tune, and Jon Mortensen came down from Seattle again to see "carb/dyno tuning done efficiently." Unfortunately, the shop had double-booked the dyno and didn't tell me / us. Once my car was on the dyno, the shop manager simply needed help and couldn't be in two places at once. We could have performed our pulls in under 90 mins had he or a tech been at our disposal. Such is life. As for the car... we didn't have enough jets to tune it. The shame! LOL. 65F8 idles were too small for a proper transition. The engine kept leaning out once the cam kicked in above 5000, and we aborted several runs. 185 mains were the biggest I had, and they weren't having much effect. We tossed in the smallest air correctors I had, 145, and surprisingly that dropped us into the operable AFR and we completed a pull. 264 whp, 225 ft-lbs at 6300 so far, with a nice, flat torque curve. Once it gets going! Haha, ugh. Graph attached. https://www.youtube.com/watch?v=9__Kb_ZBIpY A fantastic start considering the main jets aren't even correct, so nothing else can actually be dialed in, including final timing. I've since reduced the chokes to 38mm from 40mm and performed a road test. Per my wideband O2 sensor, it brought the AFR back in line, no sweat. So... I'll just have to do another chassis dyno for a final tune once I have a sufficient range of jets available. Chassis dyno follow-up will occur within 30 days.
  8. Thanks! Forgot to mention that my electrical issues were twofold.... a fried alternator and a fried hazard switch / pigtail harness. Replacing the alternator and removing the switch + harness restored the electrical system. Jon, I'm thinking I might attend the Saturday practice event and Sunday race in Shelton on Aug 12-13 (Western WA SCC).
  9. Weird, this file didn't want to upload to HybridZ for some reason. YouTube workaround: https://www.youtube.com/watch?v=1cH8EFWg3Ks
  10. Success! After many obstacles... I have successfully road tested my Z and deem it ready for suspension tune and chassis dyno. This Friday I will deliver the car to PSI in Portland for exhaust, strut bars, alignment and corner balance. Aug 11th is my appointment on the chassis dyno! Untuned road-test media attached! Huge thank you to all contributors, most notably Joe Harlan and Jon Mortensen. Thank you all! Rev Limit.mov
  11. Thanks fellas. I delivered the car to an electrical specialist. Turns out alternator is fried, so far, which I'm almost certain was my fault for a brief moment while assembling the engine. Weird that it was functional for "a while" and then spontaneously gave out while unattended? Electrons are quirky critters. I have no reason to suspect my Li battery. Agreed, even an in-depth electrical repair will be less costly than simply replacing the battery! Haha. A ridiculous statement, now that I type it. My exhaust / strut bar fabrication and corner balance appointment in Portland is pushed back to July 28, with a pickup and chassis dyno on Aug 11. You're right. The engine is still solid. And I find myself more and more appreciative for the well-reputed engine dyno break-in... thanks Joe and Arnie! Projected first local autocross event will be September 9-10. (They do 4 events in 2 days here!? Wow. Sand and Sage Sports Car Club.) Jon, do you have any events in the Seattle area in August? It's almost time...
  12. Still here, though I'm rather fatigued. I'll spare the list of challenges, I really don't care to write them out. Drilling through the clutch fork, under the car, took the cake last month, for sure. Wow, that's the hardest metal I've ever had the frustration to modify. I achieved driving the car onto the trailer under it's own power... and much has fallen apart since that moment. Literally 2 hours later, and < 1 mile from my road-test playground, my truck engine gave out after 286,000 miles. I've since had a series of challenges getting a crate motor delivered. Seriously. I traveled out of country, which didn't help either. I had to delay delivery of my Z to the fab shop in Portland for two reasons... tow logistics, and now, spontaneously, I am having electrical issues in my Z. Nothing has been touched! Could be ignition or relays, I suppose, but it's odd behavior. Flashers and fuel pump click on and off, as do most electrical loads, with the key out of the ignition. No troubleshooting yet -- I disconnected the battery and went and had a drink. But hey, I drove it 10 feet.... progress is progress. Even if it's about as frustrating as I've ever experienced. https://youtu.be/wKsXf-ihOc4
  13. Interesting. Which surfaces did you find "not flat?"
  14. Perfect, that's what I was hoping to hear! Piece of cake. Thanks Steve. They're brand-new except for a few hours on the engine dyno back in October.
  15. Hey guys. I’m getting ready to install my new 45 DCOEs and two of the three carburetors have “sticky” throttles. I uploaded a YouTube clip for demonstration purposes. My Weber book is in storage and I didn’t see any relevant hits in the search results. I’m hoping it’s just the bolts on the side of the butterfly valve, perhaps they are too tight or need some lubricant. Anyone have any experience or tips here? I’d prefer to not start tinkering randomly… Thanks! https://www.youtube.com/watch?v=jysf3Tbx4nw
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