260DET

350Z got into a bit of bother, not much damage, 2:00 on so you don't miss moi in the flying 280ZXT And from my end

Cool, here are some Targa Tas highlights to get you revved up. S30 at 5:48. http://www.youtube.com/watch?v=c_h3R7LNf4I&feature=player_embedded

Targa Tas navigator is recovering OK pleased to report. Word is that the Boxter came over a crest with a bit of air and the front suspension collapsed on 'landing'. Good luck with your adventure m1, crazy occupation

So, you are a fast driver on the back roads? Try this, one stage of the recent Targa Tasmania featuring a R32 GTS-t with the two liter RB20DET engine. Won his Early Modern class, fifth outright, beat GT3's and stuff.

Both badges are sold out in AU until the next shipment arrives, turbo versions already. Seriously, if my Porker bashing HybridZ disappeared one of these would be a top priority, this is the car that Nissan should have done for us. Poor show Nissan, well done Toyoburu.

Put this in the tool shed, way out of time, banned for having fun. BTW me and old mate kick Porche monkey arse, 59 second laps on Federal semi slicks. Against full slicks here, times do not lie, bullcrap fails http://www.natsoft.com.au/cgi-bin/results.cgi?30/06/2012.LAKE.P1

Yes!!!! That is the go, if you are going to vent the engine bay then do it properly considering the amount of air that is involved. As far as cooling efficiency goes, with an aero advantage too, do it right and you will get a real advantage. Proven, not intrawebs 'look at me' ego rubbish.

Unfortunately both Ford (particularly) and GMH are not doing so well in AU lately, SUV's are eating into their traditional family car market. Which is a pity because the four liter Ford Falcon straight six is a great car, particularly the turbo version. I'm thinking of getting one for a tow car. Back to the BRZ/FRS. I know of several people who have ordered these, from all reports they are good for tall drivers and the dynamics are very good. All they need is some forced inductiion

Might add that that RWD ToyoSubi coupe thing is selling like hot cakes in AU, to me it's a reincarnation of the S30 in concept, pricing.... Problem is that the AU market is nothing compared with the US so we can get a bit frustrated with what RWD coupes are available to us and at what price. Honestly if I was looking for a club level time attack car the T/S coupe would do it for me, simply because the 370Z is too heavy/not powerful enough for what it can offer track lap time wise. It should be the Infiniti 370Z so Nissan are free to bring back the real Z car.

In the market I am familiar with the 370Z is a fail, not because it is a bad car but because for the price it does not have enough go. If a competitively priced turbo version was available then the situation may be different, the NISMO version is a joke and a sad comment on what used to be. So, on topic, a four cylinder in line banger Z makes a lot of sense. Much cheaper than a V6 to do a turbo version of and potentially a better performance proposition for all the other obvious reasons. Bugger me, the old SR20DET engined S chassis is still competitive in club track events against virtually all rear drive competitors and basically the only rear driver that can still chase an EGO, err, EVO and own all but the top amateur driven Porkers. The S chassis shows what Nissan engineers can do at a modest price, something that the Euros cannot match no matter how good they think that they are. So, four cylinder turbo option rear drive Z, yes please

Yeh, fiberglass S30 ones are readily available but my car is a S130 (280ZX) so mine have to be made. No problem, I have a fair idea how to go about it.

Search came up with zero so here goes. First of all, has anyone made doors? Pics? Anyway my stock 2+0 S130 doors with intrusion bars are so heavy I can hardly lift one, fair dinkum. So I am going to make a set of FG doors moulded around a tubular steel frame connecting the hinge points to the latch point. Seeing that in AU my two seater is a rare import there are no spare doors available to play with. I have a fair idea how to proceed but sensible tips and suggestions are very welcome.

No point in repeating the video notes, first vid is the PB lap, second is the near miss. 59 second lap has been a goal for a long time, now I can retire

Very good F/R weight distribution, LS* is the way to go

People don't seem to be able to look at the front intake area, measure it's area if necessary, and then ask - where does all this air that comes in the front go to? And then ask, where do I want it to go for aero and cooling purposes? And then work out the location and area of exit vents/areas to suit? There is so much info on this topic here in this forum yet still there seems to be problems applying it to a particular car. You really have to think this thing through but basically it is simple if you are methodical.

I'm past being polite, stupid inflated American HP figures are a joke around the world, get some real dynos and a reality check and then try again. As I have already said, I have a worked more than most VG33ET engine sitting in the garage. The only reason why it is not in the car is because it won't deliver anywhere near 400whp.

Tony, you obviously do not have a clue about what I'm talking about. I referred to the Carrera which was an off the showroom floor 'sports special' model and then said that it was a pity Nissan did not do a similar version with the S30, which they did not. All this in the context of cars and versions and bits which are eligible and available for a particular event where obviously there will be restrictions on what can and can't be used, particularly when a car was not available off the showroom floor with such parts standard for that model. Nothing to do with FIA homogolation papers for one particular version of the 240 for a particular purpose which incidentially I am familiar with. It's quite incredible that you infer that the people who go to the trouble and expense of building and driving cars for these events don't bother checking out what they can and can't use, I will restrain myself for commenting further on that. As for the 432 does anyone seriously think that someone would enter one of those, assuming one was available, with the attendant risk of wrecking it? Bugger me, look at the videos, cars get wrecked in these sorts of events all the time so you have to be able to replace bodies, engines etc within some sort of budget. Sorry I started this topic now, thought it might attract some intelligent or at least informed comment and be of general interest to the S30 people.

And it did not have the L engine nor other Carrera like bits, brakes, wide wheels.... So, useless.

Final results in Classic Outright. Porsche 911 Carrera first, Datsun 240Z second, similar P car third, similar Datsun fourth. Why oh why did Datsun not bring out a sports special L engine 240Z etc like Porsche did with the Carrera? They has the parts in their bins.

From 1:12. There are two early model classes which combined are Classic Outright which is where the Z car is coming second to the later model Porsche but still beating lots of other P cars. But two days to go so fingers crossed, Z uses some US made aftermarket parts, driver is a member of our Z club. Day three, Z can't match the P cars straight line speed but still coming second in Classic Outright

The 260Z had a custom 12mm thick rear ARB, that worked well. The only choice presently available for the 280ZX is 18mm, a bit thick. Hmmmmm.

From a shipping aspect that front bar is oversize and will cost a bomb to ship. Only saying because you USA'ers are used to low parts prices so prepare for a shock Sorry I can't help otherwise, good luck.

For a long time I've been a 'no rear ARB for circuit use' advocate, perhaps because my early experiences were with a car that would lose the back end without warning, because my Z has a Torsen type LSD and because for an amateur driver understeer is comfortable. And because Caroll Smith says so While the present no rear ARB setup is fast it also seems a bit dead and boring, relatively, sort of. What I was thinking of doing was fit a rear ARB and then jack up one rear suspension unit to see if the other wheel would still stay on the deck so the Torsen could still do it's thing and, if so, give it a go. Video below at 0.45 and 1.45 shows the most pushy corner. And yes, the driver could do better, I know

Will say it again, I'm talking about real genuine SAE corrected DynoDynamics wheel horsepower from a pro built and worked no expense spared engine that I'm familiar with and a dyno operator who calls it real and does not massage figures to keep his customers happy. Using a GTX3582R turbo, max boost 15psi. More boost was tried which improved power a bit but the improvement was nothing like you would expect from say a VG30DETT or a VG30DET running more boost. Which indicates the single cammer does not breathe very well compared with later design engines which have considerably larger intakes, no surprise there. This also shows up at higher revs, power quickly drops off simply because it can't get enough air in through the restrictive intake. This is obvious when any of the 'optimistic' dyno sheets are examined too, just look at the revs that power starts to drop off, that tells the story. I actually like the single cam VG, it's a very compact and light engine but it just not deliver in the real world the power that many claim for it. If it did I would be using one.

As johnc said, lift off oversteer can be handy eg if the car is pushing in a tight corner then lift off the throttle momentarily so the induced oversteer helps get the car pointing into the corner again. In fact I like the car to react to every input made, a responsive car is more fun to drive and should be faster. As for P car comments, can't help myself sometimes but from a club level time attack/historic racing perspective where bang for buck is relevant, no thankyou. I've lost count of the number of P cars that have come to my local racetrack and failed to make any sort of lap time impression, never to be seen again. Pro, semi pro? Would not have a clue.