Tony D

Yeah, the land of Demon Tweeks, and the ability to buy a windscreen with electronic defrosters built in..... Cease your torture this minute! I cry alligator tears at your predicament! LOL I was so overloaded I had to bring a second tool case just to fill it with my last Demon Tweeks Run back in March. Yes Mr. Customs Agent, those are "Analytical Instruments" I use in conjunction with my job, they went with me from the USA, I am merely returning them home... So I assume perspex is in the cards as well, any of those nice OEM Nissan Parts available, or are you fabbing those on your own? I remember seeing the "Nissan" branded plastic 1/4 windows while in Japan in the 80's and thought "hey that's neat..." I should have checked parts stock then and there. (My youthful lament!) Good Luck with the build. Bychance might you or any of the Registry be attending Spa this coming year? I have been toying with making a trip since one of the chassis I supplied to Ad V. in Holland may be completed and running in Group 4 at Spa. I think it would be better for my son to go to Spa...that's it that's the excuse it's broadening my son's horizons, dear! We must go to Belgium instead of visiting your relatives! ;^)

Oh I'm agreeing with you, my point was it's not a "turbo" issue, it's more of a "chassis" issue. Most S30 guys will not flare the body and do what is necessary to put 720HP+ to the ground. The chassis is limited on the power it can transmit to the ground with the wheelbase it has, and the stock bodylines. Like Z-Ya says, if you are prudent with your turbo setup (or forced induction to be generic) in an S30, you can easily make enough horsepower to the chassis limits, and be VERY fast out of the corners. My old AutoX setup was limited to 5500-6000rpm (much like a stock L28), but would give me 17psi at 1500rpm. People expecting to have to run the r's up to 3500 to get boost were VERY suprised by the way that car came out of corners and out of the starting gate. Boiling 265's gets people's attention. But on a road course the car really pulled in the corners. I added the whaletail to be able to keep power on thorough on particular 45mph corner. After the addition of the downforce I could flatfoot it through that sweeper. I won't say it was 'wicked fast' but like Z-Ya stated, there wasn't much that stayed with me through that section of sweepers... But for wicked fast I think you will need another chassis, like the S130. Straight line, sure, live axle it and run 9.20's in an S30 no problem, that's old news...Japanese were doing that back in the 80's without EFI! No doubt that IS the aim of many with the S30 Turbo Camp. Just not everybody. There are S30's that can put power down in the corners, buy you are pretty much limited to >450hp to the rear wheels from what I have seen with the S30 Chassis. Don't know if that will qualify as 'wicked fast' but most S30's with 300+ N/A HP are 'damn fast' by most standards... You get some people with an S30 Turbo that get interested in going around corners, I think you will see some 'damn fast' cars... I think 'wicked fast' will be limited to a more competent chassis...hence the PLN Example. You get power, you need proper preparation to put it to the ground. Yes, you will need some sort of NASCAR bracing and chassis prep. I don't see that in most casual track day cars, regardless of powerplant choice.

Both of those are good ideas, thanks! We will need a cam position sensor when we use the ECU882 system on our engine, and that "single tooth" conversion sounds easier than what I was thinking about doing. Matter of fact, both ideas sound easier than what I was thinking of doing. I am glad someone has more common sense than me on some of this fabricated stuff! LOL

Paul L Neuman, #83 Electramotive Car. Wicked Fast in the corners, and used the big tires required to do so! The S30 isn't the greatest chassis for big horsepower numbers. It's not a turbo problem, it's a chassis problem. I have 265's on the back, and anything less than that and they boil... Turbos need big tires, if you want to use the power in a corner. Most, like you stated, are only interested in going fast in a straight line.

Luminition Barrel Throttles make my excited.... But I have to agree that the term "turbo lag" is terribly misused and misunderstood. Most people, when talking about "turbo lag" are referring to "Boost Threshold", meaning the point below which a turbo will not build sufficient boost pressure. In most cases, people complaining for the turbo to "come on" are terribly mis-driving the car, and are shifting such that they are falling below the boost threshold, and have to wait for the boost to build. For instance, JeffP's car will build full boost at 3400rpm like a rocket. hit the throttle at any point above 3400rpm, and you get a car that acts like a big block Chevy with Normal Aspiration. In competitive driving, when would you realistically put the car into a gear that would keep the engine below 3500 anyway? Even a 3.0L Stroker? The only place "Boost Threshold" comes into play is in first gear starting out, after that, with a properly geared and driven turbo vehicle, you (with current technology turbos) should NEVER be in a position that boost threshold ever comes into play during competitive driving once moving from a standstill. Now, that being said, Jeff's engine does put out 5psi of boost from off idle (1300rpm) and at those figures his 3.0L is making somewhere well above a N/A engine's torque production at that point. The problem comes that once you hit boost threshold the startling difference in the amount of power you CAN produce is non-linear, you go from 250HP at 3300rpm, to 375HP at 3500rpm. That modulation can be problematic, especially in a vehicle with narrow hard tires... Granted Jef will usually shift his car at 7300 rpms, but he could run it out to 7500 if he so chose, but it would probably be slower as power peaks on his around 6900rpm. Similar to most stroker N/A's. Just with 2X the power...

My personal favorite is the "manual roll control" during the hillclimb video! Ahhhh, common sense liability related to motorsports activities. How refreshing! That little action was worth the download all by itself! Thanks Ben. Next time I make it to Liverpool, I have to make time to get down your way and meet up with Alan, You, and Len Welsh! Scattered bits to be sure, maybe my company will be more understanding of my requirements and schedule jobs in conjunction with the Registry's show events! LOL

I remember the Vega fondly. GM just worked with unproven technology---this was the end of anything really experimental from GM (remember Turbocharged Air Cooler Flat-Six Engines....not Porsche....) The Aluminum block in the Vega got a bum rap because the Nikasil Technology was in it's infancy. Properly sleeved from the factory, the engine would have been lighter than the iron duke, and just as reliable. But the all aluminum setup was chosen as a cost savings measure, and they decontented it just enough that a public used to cast-iron blocks and running water through it instead of anti-freeze just killed them wholesale... It was a nice source for cheap FORGED aluminum pistons for Z-Cars, though... I digress... The UK is the home of botique shops that produce all sorts of neat one-off things. If it was to be done anywaher, I believe the UK would be where it got done.

Looks good Tim, I would go to the 11.5 AFR, and make sure you have someone outside the car on the dyno to listen for detonation---we just spent a few hours at Dynamic tweaking on JeffP's setup and he couldn't hear the detonation that both the dyno operator and I could hear while standing beside the car on opposite sides. Matter of fact, the ONLY detonation Jeff heard was on the last run of the day at 20psi. It came on at 6300 and I gave a fast "CUT POWER" signal because it was on HARD, but Jeff "just started to hear a few pings" inside the car! So have a second set of ears listening. Jeff was a bit underwhelmed at his passes, he was making about 525 at 16psi of boost at 6800 rpms, and that moved up to around 565 at 20psi, but with detonation stopping the run before 6300rpm, which was 600 rpm below it's peak point, the graph was still climbing at that point when the run was shut. We noticed on his that anything in the 10's was down on power, and that power was rising between 11.0 and 12.0, depending on where the curve was, some places made more power near 11.4, others made more power around 12.4 so its not a single number for all points on the graph. One thing we did notice was his in-car WBO2 was reading 10:1 when the dyno five gas was showing 9.5:1 and lower, so the span on the older DIY kit may not give the best, truest resolution below a 10:1 AFR. Some places were 10:1, others were 9:1, 9.5:1, etc... seems power will drop precipitously below 10:1 AFR, no matter what (think that is obvious). There was some flutter in the BOV at 20psi, and it had been a long day so he called it a day at that point to cogitate on the curves and the datalogs taken on the last few runs. Have to make a few more tweaks, check some more things, and go back for another (hopefully final) session to dial it all in through the whole range. What is it, after thanksgiving everybody has time to make it to the dyno? LOL

That is an HKS Type 2 Surge Tank, a slightly refined version of the tank they produced in the early/mid 80's. The guy who owns that car is named Leon, and yes, it's a very quick car! Most of them with that setup were! LOL They work well, but having had one since about 1987, my advice is "Go EFI" wether you use the ITB setup or not, the EFI solves a LOT of drivability and heat-soak issues if you are in a hot climate running that setup. BTW, I got 17mpg with my setup daily driving in SoCal Commuter Traffic 26K miles annually. About the same as the car go when I had measly stock SU's on it and had to rev the poop out of it to get it to move halfway like it did on the turbo and tripples!

Boy, you guys don't want much! Ever try holding the car up with one arm while shooting the underneath? Man, that's a he-man's game....LOL I like the "under the pan" idea as well. Nice!

Ditto, L28 bored .040 to clean up the bores... 17 F-Class Land Speed Records pushing an aerodynamic brick to 173.325mph (lets let the engineers do the math: Cd of .38, frontal area of a smidge under 22 sq-ft) to figure out how much horsepower it would take to run that speed... At altitude of Salt Lake City Utah. only time we ever rant it at a 1/4 mile was to check if the brakes worked and to see if it handled decently at 100mph+, traction limited 13.08 at 108+ spinning the street radials through the traps in third gear at that speed. The "Small" engine (1998cc L20A) dynoed around 200rwhp... So I guess 100HP/Litre of displacement should be the acceptable range of return on investment for an N/A L-Engine built in someone's home garage. We weren't talking street engines here were we?

I got a JDM N42 with flat-tops, and have been running it at 300+HP for 44,000+ miles (since at least 1991....) Someone blowing a head gasket in 4 days was getting abit enthusiastic with an unsorted combination, and that can happen at stock boost, on a desicated F54/P90 combination as well. The N42/N42 was used in the JDM market for monster motors putting full bodied ZX's into the high 9's and low 10's back in the mid 80's, the block is plenty strong, just stay away from detonation---i.e. spark and fuel control is the key. It's a mantra, repeat it often while contemplating it in the lotus position on the roof of the car.... It will come to you eventually: Too much spark and not enough fuel is bad CARma.... Get it? LOL!!!

my vote would be for what I did: Turbo. 300 to 350 rwhp, daily driven to and from work in SoCal daily commuting with a blowthrough carburetted turbo system that returned 17mpg in that service. About what the car did with it's L28 and Twin SU setup.... With the advent of DIY EFI, and the resultant drivability enhancements that come with it, it becomes a no-brainer IMO. FWIW, 220rwhp is doable without the standalone on tweaked stock stuff, but the consensus is that with the cost of MS, you may as well go with that instead of band-aiding a stock EFI system that performs with hesitation to throttle inputs compared to a MS system that responds instantly (as will most Standalones...)

How will you bias the float bowl pressure against plenum pressure to enable on-boost enrichment different than what is available in a standard SU Jet Diameter Minus Needle Diameter fuel metering? Most proper blowthrough setups use a biasing to up the float bowl pressure incrementally to enrichen the mixture by raising the float bowl fuel level, modulating the pressure on the inlet of the carb may affect the suction piston operation.

Ron Beat Me to that same comment.... Good to be remembered here for something! Going back and reading the new additions to that thread since my last post made me go "Magnecor Wires, eh?......" Maybe the 4.5K ohm resistor isn't needed to tie the reset high (or low)...because I have this sinking feeling I have Taylor Wires (new set) in that thing....Dammit!

The stock oil cooler from the eurospec turbo is available from Courtesy nissan in Texas for $400. But the part number from the old works Rally prep catalog is not the same part number, though the pump looks identical. http://www.courtesyparts.com/Merchant2/merchant.mvc?Screen=CTGY&Store_Code=CP&Category_Code=s30_nismo_diffoilcooler I had Frank source one for JeffP, and Jeff took it all apart, cleaned it all up---this was form a used vehicle, and according to Jeff the inside was intact---basically he wasted his time taking it down. These pupms are availble today as they are on all the GTR's as well. Current shopping in any Japanese junkyard should turn them up! LOL I had a nice example in my checked baggage coming back from Europe earlier this year. TSA decided they needed it more than I did, and stole it from my baggage. Leaving the Eurospec .82AR exhaust housing and Turbo Manifold alone. But that oil pump? Poked a hole in the box and stole that thing! Got the letter months later "Sorry, it was an electronic component, we are not liable for any electronic components in checked baggage". License to steal. In over 20 years travelling I never had ITEMS missing from a bag---may have lost a whole bag, but never had items missing from inside...until the government gave carte blanche for people to "inspect" my baggage and then set up a system where there is no accountability for the bags each individual inspects... Rant Over.

See Briann, and you didn't believe me! I'm hurt...LOL!!! Sounds like you are finally getting -r- done!

There was actually a Torsen-Gleason unit available in the JDM Z31Turbo models. I helped change one out in 89 before I rotated. That apparently was a Nissan unit (or so they said)---with Fuji Heavy Industries supplying the 2007 Legacy Turbo with an R200 Torsen-Gleason Torque Biasing Differential, it's only a matter of time till these units start showing up in the junkyards at junkyard prices...finally! It will be interesting to see what the diffy does when someone test it in "our application".

If you think an intake manifold does not have pressure pulses, nor sonic tuning that makes a difference you are sadly mistaken. There are pulese in an intake tract, and there IS a reverse flow phenomenon that can be combatted using anti-reversion porting techniques. The highlighted portion in the quote is one of the reason there are pulses, but the portion of the stroke that is being affected is that portion of the flow talked about (I won't get into it) in the underlined portion of the quote. it the the portion of time as the airstream is slowing----when that exhaust valve is open and there is still pressure above intake pressure left in the cylinder, where anti-reversion designs optimize the airflow and minimized intake charge dilution through either contamination of exhaust gasses (built in EGR), or by keeping speed high and impedeing any reverse flow as best possible. We can get into changing the phase angle of the injection event so as to have the air/fuel mass coincide with an open intake valve allowing leaner fuel metering charts.... there is a lot of stuff that is high-end tuning that people simply dismiss as "hogwash" because they have never taken the time to investigate it, or to look how high-end successful racing orginisations design intakes and etc...

nisstune is neat, and very megasquirtish in it's interface. but at this point, megasquirt is by far a more proven commodity and less buggy.

You will be amazed who has CNG available for fillup. Many schools have a dispenser since their bus fleets run on it, and they have one public dispenser. Or will give you a top off for free (when is the last time you heard of free fuel for someone in need?) If you are thinking of doing a V8 conversion (I didn't realize!) then the EASIEST thing to do it pick up a Crown Vic with a Modular 4.6L surplus, and simply cannabilize it for the fuel system including the engine. The Ford dedicated CNG engines have part numbers and service at most Ford Dealerships. If you want more, find a van or pickup with the 5.4. ECU is already set up for economy and optimized for the engine, service parts are available nationwide, and surplus government CNG vehicles are CHEAP! Not uncommon to get one for under $3K!!! Nobody wants them due to paranoia about getting fuel. As you see, that is not an issue. Doing it that way, you would probably only be out the cost of the smaller tanks for the Z. I think the Crown Vic tanks would be too long to fit under the car. That would probably be the largest cost of the conversion is the new fuel tanks. They are supposedly required to be recertified like any other pressure vessel (think scuba tanks), so if they are 10+ years old, they probably wouldn't be certifiable. But if that is the case, the vehicle they would be in would be CHEAPER STILL! Muahahaha, I am a proud vulture, feasting on the carrion of gevernmental regulations! LOL

The Ld does have a sensor in the fuel pump drive---that probably is related to TDC or Cam Position for timing the fuel injection.

Scary thing is the turbine is larger now, the cam is bigger now, and the intakes flow more now! He is actually thinking that he may be out of fuel slightly over 18psi now, quite a bit earlier than what he projected. The thing is literally eating air as he mashes the throttle. It will be interesting to see what the pressure surveys come back with when they get done this round of mods!

In California? Buck fifty...

Agreed.