260DET

Just a note on what fits to what. While the lower DETT plenum will bolt to DET heads the injector placement is different. So to be compatible either the heads or plenum would have to be modified, looks like a fair bit of work too.

No Z's unfortunately, car is a historic Ford Falcon GTHO which at the time was the fastest production four door car in the world. Incar taken at the Mount Panorama (Bathurst) circuit during a recent historic car meeting. Lots of passing, enjoy

Well it sounds like you got yourself a good thing then. Want to swap for my VG30DET?

If you want a NA motor I don't think a VG30DE is the best choice, specially as in the US you have lots of cheap domestics to chose from. When I look at the range of stuff available to you at great prices................ If you want Nissan maybe a 350Z motor and transmission?

Interesting, maybe the DET heads had a more suitable inlet tract angle or something for what they were doing, but who knows. If its doing 1000hp then lets hope that they are holding the crankshaft in place

Yeh well I'd get the block bores sonic tested first to see how much of an overbore it will take. Then look at what size pistons are available to suit both the size and compression ratio you want.

So what are the details of this engine? Any decent aftermarket ECU would do, preferably one that does sequential injection like a MoTec M600.

Link to Jap drag engine site? The difference would largely depend on what mods were done, there is not a great deal of difference between the two heads standard.

So is that Owen or some JGTC flair In case you don't realise Jon, its a bit hard to concentrate on tech when the woman is standing there

Thats sort of like the one I have in mind. Except that the back piece would be removeable so that different length/height pieces could be used, depending on car use eg road or circuit. Incidentially, from the information on the subject in Competition Car Aerodynamics it appears that the downforce (high pressure area) from such a spoiler may extend back up the hatch on a S30 to near the hatch glass.

No 17 x 10's

Yeh mine is a VG30DET engine which has the runners well separated so velocity stacks are doable. Other than that its similar in layout to the single cam VG.

Re oil restrictors in the head. VG30DETT engine has them from the factory, while it may or may not be crucial it stands to reason that the less amount of oil in circulation the more there will be left in the sump.

That looks OK to me, have heard that the back vertical wall shouild be rounded rather than straight. Mine has velocity stacks protruding into the plenum by ~40mm but other than that its just a plain box, with the throttle body on the side though.

Don't see why all the 2WD gearboxes should not be similar, what other could they have? Apparently they look like the big Nissan Z31 turbo box, a good thing. Ratios are likely different though.

Transcontinental Racing? Both terriffic cars, thats what money is for, to buy cars like that

An alternative is to weld some square section tube along the pinch weld underneath. This can still be tied in to a roll cage and has the added benefit of being a long jacking point. Which can be really handy if you have a low car. Did this on the S30, it worked so well did it on the S130 too. Best to design it into a complete chassis stiffening plan from the outset.

It won't skip on bumps at that spring rate, unless the dampers are at fault.

Yeh nice, but lose the wing. Tailgate spoiler FTW, seriously.

In Competition Car Aerodydamics some tests were done on the NASCAR type boot/trunk lid spoiler, as to the effect of spoiler height and angle. For heights up to 160mm, angle up to 60 degrees. Not surprisingly drag increased in relation to height and angle in all cases, interestingly so did downforce. I can't reproduce the graphs provided but for my purposes with an occasional road car that will see some racing I've decided on a dual spoiler. That is the usual S30 type bobtail spoiler with an attachable more agressive plate for circuit work. The bobtail will give some downforce with little or no drag while the plate will give a lot more downforce with more drag. So the car will still look traditional but will have some quite effective rear aero.

Thanks for that oil filter location info mtc, for a turbo setup the oil filter could be relocated to the right side of the block with the turbo oil feed taken from the left, where the filter was. Having gone through accessory relocation drama with the VG30DET motor I understand where you are coming from with your a/c compressor location problem. You seem to have all the options covered though so I have no suggestions there.

Gold!!!!!! Thanks Alan, you may be a Pommie PITA but you have 'The Knowledge'. PS Hows the book coming along.

Ha, I looked at a Pathfinder VG33 yesterday. As you say the oil filter is on the left, which is a PITA for a turbo setup but possibly a remote mount filter setup could be used. On the right a big engine mount bracket covered the space where the filter is on the other VG motors, I could not see what was behind it. Perhaps the filter mounting face is there but plugged up?

Yeh this oil pump thing is difficult to conclude, have heard that the 33 pump is best but whatever its got to fit the forged crank. Guess a Z32TT pump and cover would not fit, they shift some oil.

Briefly, the problematical VG30DET installation in a S130 project car has been cancelled so I'm left with a forged crank with matching flywheel and harmonic balancer, Scat rods, GT35R turbo and other bits which should be useable for the 33 build. I believe JE can do forged pistons, also to be added are custom fuel rails to use Bosch 14mm O ring injectors. Not sure if there is a bigger oil pump option available, new cams, springs and adjustable cam wheels are on the list too. So what else is there? Any suggestions as to what is good/bad? Must have? Aiming for 500whp, no drag racing, just good all round performance.