260DET

Sprung again, oh well, must have been cams for the Z31 that they did not list, Z32 too?

Your commentry Tony is partly the reason why this is such an interesting and informative thread. And I agree that good engineering remains good engineering, but the thing is US suppliers like Isky don't even list old Datsun cams or other valve train components whereas the Japanese suppliers do. This is 2010 and most people look at whats available now and how it performs now, they can't know what was done forty years ago and have no means of comparison and often no interest because its no longer available.

Bit of a reverse scare thing the other evening. Car had been on the dyno, tuner says he will take it for a short run with me in the passenger seat if I want. Yeh, OK, we go down to the end of the street, turn around, tuner lets the turbo boost spool up, then hammers it. OMFG car feels like its going to take off into orbit Moral of the story - it can be a lot scarier in the passenger seat

I've found all the comment interesting, a little vigorous debating can often bring out new information or dispute old, all of which is good. Anyway, the thread started out being JDM based and sort of drifted into a Japan -v- USA 'comparison discussion', no reason why it can't bget back on topic is there? Thing with the JDM L6 engine stuff is that it is still being made and sold today while the US stuff is much harder to find info on and sources for. For example, is there a US equivalent of Kameari today? Technology has moved on since the BRE and Electramotive days, how their achievements can be compared with current developments I do not know. But its all interesting to hear about, my trash talk filter works well so that may help

Nasty. And here is another from Targa Tasmania currently running, the Evo in the fifth and seventh videos down, RHD car, driver OK power pole not so good. http://www.sportcom.com.au/targatasmania/index.php?option=com_content&task=view&id=28&Itemid=61

Sounds like the bank deemed it to be of no value in going towards reducing the owners debt. Too late now but it may have been worth while putting it to the bank that if they did not attempt to sell the car then you would report them to the relevant Government authority. The usual duty on a bank in that apparent situation is to make a reasonable effort to sell the car at value. But I would guess that they did try to sell it at one time and got no offers.

Pic got lost, here it is again.

Turns out they are only available in a .72 A/R, a bit small for a three liter engine.

ATP sell this rear housing http://www.atpturbo.com/mm5/merchant.mvc?Screen=PROD&Store_Code=TP&Product_Code=ATP-HSG-075&Category_Code which I believe, but am not sure, enables better boost control than the Ford style. Anyone had any experience with these? From what I can tell the wastegate passage branches off from the main turbine passage some distance before the turbine. My turbo is a GT35R.

On the 280ZX I have fixed flaps about 25mm/1" high across in front of the two OE vents, plus have blocked off the OE NASA duct, in order to improve air extraction. Air hits the flap and is deflected up over the vent creating a low pressure area behind the flap. Then I realised such flaps would provide some downforce which led me to think that a long flap right across the bonnet/hood, say 150mm/6" back from the front, would provide more downforce. It would also create turbulence in that area which would further reduce lift. Can't remember ever seeing this done, perhaps the extra drag may be considered as too much of a penalty. But my motto is, 'more power will fix most things' so.........

Problem with V8 Supercars is they are doing too many street circuits now, its all becoming a bit of a bash and crash circus. I would love to experience a NASCAR big oval race, TV filters out a lot of the 'being there' atmosphere that any good motorsport event has. Which is why the production of such events for TV should concentrate on trying to capture that atmosphere and the drama of close racing, not just the crashes.

I watch it sometimes on TV, don't know the background or anything, mainly interested to see how Marcos Ambrose was going. The TV production could be better, there is far too much big picture round and round stuff. From the little closeup I've seen the cars seem to move around a lot which is interesting, more incar camera would be good. The cars look a bit vanilla, I know thats done to standardise the aero but...........

You are talking to the owner of a road registered car that is driven to race tracks. And which, hopefully, is still able to be driven home at the end of the day Building? Its compramise, compramise, comparmise. Very satisfying if you get it somewhere near right though

Yeh saw the vid, I'm Fairladys130 on YouTube. Will be very interesting to see how your S30 goes next year, the only comment I have to make is that it seems to have a lot of dive when braking. But you are the one who drives it, not me. I'm hoping to bring the 280ZXT next year but with 450 WHP I'm a bit concerned about the very high speeds that will be involved. Can always knock the rev limit back from 7500 or reduce boost a bit I suppose, all in the interests of engine reliability of course

Looking at that video again it hardly looks like the back has stepped out, it happens so quick, caught the sneaky ***** that time though There are a few of my vids on YouTube Hoov, the second last one is when the front had been adjusted but not the back. You are right, problem is that as explained to me when when turning the weight transfer is so quick the suspension does not get a chance to set. The procedure I'm now following will soften it up, give the suspension a chance to work.

In my ignorance I had always thought that low speed bump (LSB) was more of a feel thing and did not have a lot to do with actual grip. Wrong! Having left the damper settings as recommended by the maker for a while, I thought it was time to play with some of the three way adjustments, thought a bit of LSB would sharpen up the feel a bit. Adjusted the front up a bit, it got a bit skittish there so screw up the back a bit to counteract that. Goes out to my 'safe' circuit for some laps, after a lap and a half tyres should be warmed up, turn into a slow 90 degree corner. Whoa, back starts to come round, countersteer, back the other way, tank slapper in progress, hit a tyre bundle marker. A slight dent and some marks but otherwise OK. Hit the left front wheel so alignment may be out although toe looks OK. Go back out, taking it easy, come into a similar corner, same thing wants to happen but I catch it this time. Not sure about the alignment so park it for the day. Video of second incident here A few days later I get to talk to the bloke who made the dampers and recommended the original settings. He says LSB is the most important adjustment, for best grip run it as soft as possible while still able to get the suspension to set in a corner and for the car not to feel it wants 'fall over'in a corner. With some variation to account for driver preference. Once that is satisfactory then do a final tune using rebound. Comment or whatever, please don't laugh at the video

No doubt there are applications for that Thompson coupling but for everyday automotive use I can't see it. My impression is that a CV joint would be cheaper, lighter and more compact in size.

Reading through this topic I was wondering when someone would get around to mentioning application. Both my mates RB30ET and my VG30DET have GT35R turbos, we do circuit racing where response is everything yet the engine must also be able to rev out with power to over 7000 RPM. Both our cars have MoTec ECU's which enables mappable boost control. The difference is my turbo has the 1.06 back housing, his has the has the smaller .8?. We both use the same tuner, its clear from both data logging and on track performance that the smaller housing is the more suitable for a three liter engine in this application. So it seems obvious to me what the choice would be for a L28 in any application where response and controlability is crucial.

Mustang or whatever other GT type car Ford USA were making at the time?

The hood pins I used are off a 70's 80's Falcon GT, they are virtually flush with the surface, turn to lock. I bet some USDM Fords used them too. Ebay?

Any incar video this year W? Re the bonnet vents, I can't make any more suggestions except to comment that this S30 front aero thing should be approached as a whole package. Bonnet vents, partially blocked off grille opening, ducted radiator and a small undertray like the stock 260Z one, its all discussed here. Your bonnet vent air test tufts were fairly revealing.

I'm not going to get into the individual's responsibility for their own car's safety aspect of this, the fact is that S30's in stock form balloon bonnets at high speed. Its not exactly a secret.

The build up of under bonnet pressure and how to reduce it drastically has been discussed forever on this forum Greg. As well as eliminating the danger, such measures will reduce drag and so increase speed and high speed handling and stability. I for one have been trying to spread the word within the club but nobody seems to want to know. Perhaps this incident will ram the lesson home. Who's car is that by the way?

As a reminder, this is the opening post which speaks for itself as to the advanced tech content the original poster had in mind. Any chance that we could could cut the ghetto crap and get back to the real tech stuff?

The LS engine is a fine example of middle of the road practical engineering, relatively cheap and easier to work on than the VQ which is the more efficient of the two in stock form. Aftermarket support heavily favours the LS, the VQ being a perhaps more satisfying technically orientated engine. So yeh, personal opinion, hard to go past the LS bang for buck though.