260DET

Making progress, keeping in mind the DIY aspect of this thread. Which is motivated by the observation that any wing profile will work so for an amateur there is no point in chasing what we may think of as 'perfection'. Mainly because once a wing is mounted behind a car other influences apply so ultimate efficiency, for an amateur, is discernible only by trial and error. S-1223 profile below but my thoughts for a twin element are that the main should be be less aggressive than the 1223.

Good points and ideas Jon, as usual, thanks. My motivation is a personal dislike of really wide single element wings on a Z, and, to get to a situation where by adjustment the rear wing can be tuned to balance front end grip. Which is not the situation now. Going by McBeath a dual element has a wider range of adjustment and of course for the same downforce won't be as wide as a single.

Where to start, OK, APR Performance for one do a carbon fibre job but $$$$$$ for us amateurs. Plus shipping So what I'm thinking, using Simon McBeath's Competition Car Aerodynamics, is to make one up using a pair of elements/blades from a cheap Ebay job but set up properly in relation to each other and to ground level. McBeath is pretty good on this particular aspect of wing design so with suitable elements I'm thinking, yes, this should work. So, anyone played around with this sort of thing? Because, a serious 'off the shelf' rear wing for the Z is not something very common. Or available at all.

The beauty about murrican engines is that everything is off the shelf. But if you need to know the crank trigger setup for a MoTec managed M&W CDI setup I can help

Just remember that the squared off back of a station wagon is way different to that of a Z. In aero terms that is black and white, with aero for us amateurs it's best to stick with what actually works rather than trying to work out what an entirely different setup will do. But what ctc suggested is the go if you want to experiment.

Still waiting to hear about the VG30ET magic power tricks. I got dollarz

Those sort of deflectors would create a lot of drag and noise? at high speed. How about a row of vortex generators along the top of the roof at the back?

It's informative to look at a ten year old thread, particularly the spring rates talked about and more particularly using heavier springs at the back. Now in 2014 I know of no S30 in my part of the world that has heavier springs at the back, all are front biased to various degrees.

What ended up working was to download (link?) the video to the video section of this site and then paste it using the My Media button on the toolbar. If that makes sense. Or perhaps I should have tried socorob's way, oops.

Right click and paste used to work here but not now, tried another site and it worked there so the problem seems to be related to this site. I use Internet Explorer. Will try ctrl+v. EDIT: Tried again, no go. Will see if there are any instructions around.

Yes, have done so before but kaput now.

The FIA homologation papers would have info on the FIA setup wouldn't they? CAMS have those papers for a price, if no luck here ask around on AU forums for a 'cheaper' copy.

Why didn't I think of a VG30ET? VG30DET with a GTX35/82 and a few other things only does 420whp @ 16psi boost, those extra valves and so on must just get in the way.

Will pass the info on to the project owner, thanks. Years ago I asked Unique who had all that Electramotive stuff at the time about a motor, was going to cost ~$15k or so for parts which was a bit much for me. As for what exactly is allowed engine wise I really don't know but would imagine internal things like cranks would be free.

It's a strange thing with the VG30ET John, I did heaps of research on the race development of the VG30ET a couple of years ago but could find nothing definite that would stand up to scrutiny. All the US race expertise in them seems to have disappeared but perhaps it's just gone underground to dodge the 'gimme it for free' lot. From an ongoing development and maintenance point of view it's better to get an engine built locally I think, as distinct from buying suitable parts. Yes Mack, the relevant historic based rules mean that only a VG30E or ET can be used.

If anyone has Nismo heads or any other suitable Electramotive type turbo stuff for this engine I'll let the builder know.

Not sure why I'm posting this really but a friend of mine is building a competition Z and according to the rules it cannot have a Nissan engine later than the VG30ET. It's a full on project with a budget to match but of course one problem is obtaining accurate and useful info, not secret stuff but little tricks that help in building a powerful and reliable engine with a nice torque spread. He knows that the heads are the key, we agree that there are not many around who have real expertise in this area and are available to do one off work. Anyway, there you go, I'm rapt that finally there may be some real pro development of the single cammer after all this time.

Might be a bit too far forward to be in the low pressure zone but I guess that has been looked at prior to deciding to locate a vent there? There will be some disturbed air behind the vent so that would tend to negate any lift tendency in that area.

The red Zed mentioned in the Hood Vents topic has a single central splitter which seems to work well as should yours heavy85.

It has bigger brakes than standard, no problems that I know of. In my experience with big brakes all that is needed is to remove the backing plates, after all brakes are meant to run fairly hot and so too much cooling can reduce their efficiency.

I love Phillip Island even though I'm crap there, so friggin fast.

Above is about all I know about the red rocket Cary, it does have a big rear wing which can be glimpsed in the pic. Front diffuser is central, not one each side exhausting into the wheel wells.

Without a wind tunnel all us amateurs can do is read stuff and try to apply aero principles. I have a similar setup to what you are talking about but mine started off as a vertical plate to cover that part of the front tyre that projected past the airdam, looking at it from the front. It then developed from there. They are becoming fairly common on time attack cars particularly. The S flap Cary mentions could possibly be incorporated into the design too. The red Z pictured also has front and rear diffusers, he has developed that car over a lot of years so even without a wind tunnel my guess is that his aero all works. The lap times he does could not be explained otherwise.

Pic of open Road Registered class winner at Phillip Island recently. Against a R35, GT2 and a couple of GT3's so his aero is worth noting, RB26DET helps of course.

Those last pics of yours show what are called diffusers which will give some downforce in theory. Aero all depends on what reacts with what but a front splitter-undertray-diffuser combo should work if done properly. Mine has what is basically a front splitter flat undertray setup without diffusers, the important basic is to keep the undertray parallel with the ground. Without aero tech tools it is best to stick with the fundamentals. As above.