260DET

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

If the cage tubes are run very close to those parts of the car that you particularly wish to strengthen, then small lightweight tags can be used to bridge the gaps. Those holed strips are gross and unnecessary if the above is done, they also impede vision around the A pillars.

The Z32 is a bit front heavy, particularly the two seater, so I'd look at locating the engine as far back as possible. Unless its going to be a cruiser. The VQ is a bit of an unknown as far as high output durability and reliability goes, I considered using one but could find no solid info on them.

Sorted, search was my friend

Mate of mine is building a ZG replica with huge Watanabes and is stuck for a colour. Was going to do it Appliance White (oh no!) but he is now leaning towards a suitable metallic. Thinking it would look wicked in a light/mid grey metallic for the stealth look but pics needed for persuasion purposes. I'm leaving on a long drive to the DatNats tomorrow so the situation is urgent

My last surge tank was made from a piece of al tube, capped both ends. 2-3mm thick.

Just about finished a complete redesigned rewire of my 280ZX. Have reused the steering column switch plugs, left a couple of inches of old wire and crimped new wires to them. Most of the rest has been done using universal type connectors. From those that know, properly crimped connexions are far superior to soldered joints, the latter can corrode over time due to chemicals in the solder. But you need a proper ratchet type crimper.

Some discussion on a Z32 forum about the race chassis suitability of the 2 seater compared with the four. Apparently the four was often preferred, contary to what I would have thought. So then thinking, lets compare the wheelbase/track ratios and see what that throws up. 240/260Z......... 1.69 280ZX 4 seat.... 1.80 280ZX 2 seat.... 1.66 Z32 4 seat........ 1.70 Z32 2 seat........ 1.61 S14................. 1.71 Thought it was interesting that the S30 two seat, Z32 four seat and S14 were all about the same.

Autronic ECU? Got that crazy drift pic as wallpaper, love seeing powerful Zeds being hard driven Re the cooling, my VG30DET will have a header tank, tap into the front coolant passage of the inlet manifold.

Interesting, surprised at the amount of front weight bias, particularly with a full fuel tank.

Looks like MA is it then.

The 'sculptured' aluminium sheets/strips used to make ute/pickup trays and sides is tough and strong, it should easily do the job without additional reinforcement.

The linked type will be OK but I'm wary of Motorsport Auto and their reported erratic service. Black Dragon sell a urethane one but I need fibreglass, plan on putting a lip on it. http://www.thezstore.com/page/TZS/PROD/7RSW1/50-1574 Any other source for the fibreglass one or something similar?

Not everything labelled Japanese is actually made in Japan, never heard of 555 brand. Whats wrong with new Nissan?

Separate front and rear brake circuits are a safety innovation, probably required by law anyway. An adjustable proportioning valve plumbed into the single line going to the rear brakes would still work either way. The usual thing is to replace the stock prop valve with a (three way) T piece.

MM, when you say the VQ 'went', what exactly happened? The thing is with engine design, newer is not always better from a performance/durability aspect. Anti pollution requirements now are paramount in engine design, without going into detail that influence usually results in less performance and/or compramised durability, the open deck design of the VQ is an obvious example of this. On the question of weight, an aluminium block does not guarantee overall lighter weight, what exactly does a VQ weigh? A rough check of a VG30DE indicates around 150kg with flywheel and manifolds. Chains over belts are a plus though

Good to see something being done properly, nice work. Can't beat boxed guards on a S30 once you want to go for a wider track than the ZG flares allow.

With the S30 I guess so called bump steer spacers could be used to adjust the front roll center. They may need to be dowelled though, other wise each time they were changed toe could be messed with as well. The thing that prompted the topic is it appears that the S14 suspension being used on the project 280ZX is factory set up with low roll centers. With not much teaking a S13/14/15 will handle very well on the track so its worth looking at, they have struts at the front. Apparently items are available in Japan to change roll centers on them, or more likely preserve the existing centers when they are lowered.

VG30DET into a S30, very tight clearances across the engine bay, perhaps the DETT is not so squeezy? http://www.autospeed.com/cms/A_2815/article.html

Good, better get one then.

Weird looking setup. Why the l-o-n-g exhaust pipes pre turbo? Shorter the better.

From this topic http://forums.hybridz.org/showthread.php?t=118964&highlight=Car+Pitch+Quiz and particularly from post #8 by tube80z a cut and paste - Droop limiting is a means of swiftly changing the actual force-based roll center towards the inside tire at a pre-determined amount of lateral loading. The roll center shift occurs when the inside shock tops out in rebound, sometime before full lateral g loading occurs. The reason for the use of any of these is to combat a push that cannot otherwise be cured with the springs that are being used. The need for it usually goes hand-in-hand with either the car being sprung too softly, and/or above ground geometric roll centers. Above-ground geometric roll centers produce a high degree of Jacking Effect - simply put, a self-stiffening of the suspension from the lateral loads that are fed thru the a-arms. This self-stiffening can result is an overloading of the outside front tire, and therefore a bad push. So this indicates that the traditional 'up and out' relocation of the front LCA pickup point to keep the front geometric roll center above ground is not always best for a competition S30? Or any other strut suspended car for that matter? It would be interesting to know who uses what setup on their Z, the suspension details and results.

Manually controlled valve eh Jon, rather than an ignition controlled one.

One concern, when idling the (turbo) engine down prior to switching off, won't the accumulated oil go back into the system due to the usual relatively low oil pressure of a hot idling engine? If the accumulator is run at a low release pressure to combat that then its effectiveness will suffer should a momentary pressure drop occur on the track.

Thanks John, think the 1 quart Accusump model will suit my application, see here http://www.cantonracingproducts.com/accusump_purchase/accusumps.html But to work immediately it seems it should be plumbed into the block oil gallery after the filter, otherwise there is nothing stopping the released oil from running back towards the oil pump.