260DET

Yeh, the term 'rake' usually refers to the height of the body off the ground front to rear. A car has rake if the rear is higher off the ground than the front.

Big single turbo quietens things down by itself, anyway we'll see how the Moroso one goes.

Thats what you call 'modified', yeh pics.

Simon, the builder/owner of that yellow Z, is a member of our club http://www.zcarclubq.org.au/

Source of 600lbs weight for the VG30DETT? As I've said before, the heaviest part of the engine, the block, weighs ~105 pounds. Where does the other ~500 pounds come from?

Lots of nice work there, good when you can get a pro to do everything. Some of the aero commentary is a bit dubious, pics are useful though.

No interest eh? Anyway, ordered a Moroso spiral flow job for a hundred Yankee dollar, see how that goes

Sounds good to me. A walk through a wrecking yard may get you some useful parts off a car that has a similar setup stock.

Need something light and good flowing for the VG30DET, single 3" in/out, to add to my order with Summit. These DNA mufflers look the go http://store.summitracing.com/egnsearch.asp?N=700+115+320253&D=320253 Or something else?

Interesting looking clutch plate, looks like it has two thin steel layers riveted together. Which may be designed to give some slip on takeup. Sprung center looks strong too, I like it, a report in due course would be good.

It looks like one a bloke here was making, basically a modified version of another. He is out of business now, freight on big things like that AU/USA is very expensive anyway.

Do a search here http://www.skylinesaustralia.com/forums/index.php?act=idx

Someone has thought this topic through, no argument from me

The VG's iron block weighs ~105 pounds so 530 pounds for the whole engine sounds way high to me.

Don't know about the weights but a JDM VG30DET is a better proposition than the TT for what you want. Single GT35R and off you go

Then four stock cradle/subframe mounting bushes are soft, specially after a few years use. Much easier to replace them with urethane or solids before mounting it all up.

According to the books 1359mm, thats 53.5" for the imperialists

Use a Mocal sandwich one myself, it is a bypass type which means that if the thermostat jams shut oil will still circulate. Holley may be the same, don't know.

DBA will supply undrilled rotors of those they make to special order, 'those they make' because a lot of the Euro application rotors they sell are sourced from Brembo. My S30 had similar front rotors to yours, used solids on the back with never a problem, car had excellent brakes under heavy track braking from up to 180kph. From memory the solid rotors were ~300 x 15mm, know of others who use smaller than that. Can't see the point in carrying extra weight around that does not have a performance benefit, specially unsprung rotating weight.

Hmmmmm, the builder has some interesting ideas

Ultimates are a good all round dual purpose pad, not a full on race pad but they don't wear rotors like race pads do either, specially when cold. Ferodo 2500 have a good dual purpose reputation, I stuffed a set and think they are over priced but most others love them.

Mine is getting an effective front air dam plus a rear spoiler for starters. Later on it will get an undertray plus a rear diffuser, all designed to give real downforce.

Its good that results are now coming through on the VQ's reliability and durability which of course helps the choices decision making process. Now I'd go for the VQ over the VG30DETT but the JDM VG30DET is another question, RB30ET engines perform great with a GT35R turbo and there is no reason why the VG30DET should not do so too. Twin turbo engines carry a lot of extra weight, including a dual exhaust system, modern BB turbos like the GT35R don't have a lag problem, unless you are used to NA truck engines

Running the main bars close to the A pillar for example only requires something simple and light to tag it full length if required, something like a length of square tube. Easy and strong all ways. The other advantage of snug fitting bars is that they intrude less into cabin space, a safety issue. This site has lots of pics that may be of interest http://e30m3performance.com/tech_articles/cage_symposium/cage_symposium.htm

The much lower weight claims for the VQ compared with the VG are interesting, maybe I'm thick but 200 pounds is a huge difference when two similar capacity twin cam V6 engines are being compared. They both have to basically have the same number and type of components made mostly from similar materials. The iron block of a VG weighs ~50kg or ~110 pounds, the VQ's aluminium block is not going to be that much lighter seeing it would incorporate more metal to retain stiffness. My VG30DET is having all the heavy stock add on bits like exterior brackets replaced with lighter fabricated ones, that will help. Chain drive at the front is a plus for the VQ though, hate that VG timing belt