Mayolives

kiwi303.............That's good advice. Often we tend to make our replys, too complicated.

First - is it wise to use a turbo blanket for a high stress application? I spoke with a Garrett tech. person about using a wrap or blanket and was told that the it was ok and would not hurt the turbo in any way. I wrapped my L6 turbo, in my track car, to prorect it from the exhaust heat. I would GUESS that it lowers the oil temp. I stress "GUESS" because I didn't actually check the before and after temps. Second, Do I have an oil volume issue. If your line are kinked, replace it. The sizes you are running are good. Third, lose of power under boost A number of things can cause a stumble, including, but not limited to, you ignition system, bov, fuel flow, etc. Your bov could be a good place to start looking for what causes it. Turbos on track cars can be "quirky" but after you get the bugs worked out, they can really help to make power. Discovering how and where to properly apply throttle with your right foot, and to be able to keep the turbo spooling is the key to running a turbo track car.

QUOTE: Anyways, I know a lot of you are running fuel surge tanks but where are you getting them? I have a custom fuel cell with an ATL bladder that gave me fuel starvation problems in corners before I installed an ATL anti-surge set up inside. It's a simple little fuel holding area with trap doors and works well. http://atlfuelcells.com/

I wasn't sure where to post this but I found it very interesting in terms of how important little aero device changes are and what a bid difference a change can make to the performance of a track car. The F1 one cars are light years more advance that our cars but I can still relate. They have just announce new regulations for adjustable rear wings and I have copied that information from a recent article taken from Racer Magazine. Formula 1 is set to introduce an adjustable rear wing system to aid overtaking next year as part of the rules overhaul that will bring the end of double diffusers and F-ducts. McLaren engineering director Paddy Lowe explained that the system proposed by the Formula One Teams' Association (FOTA), which was adopted today by the FIA's World Motorsport Council, enables the rear wings to be adjusted to reduce drag – in the style currently controlled by F-ducts, set to be banned next year – when drivers are closely following a car in front. The device would increase the straight-line speed of the car behind by approximately 9mph to help passing maneuvers, but could not be used on the opening laps of a race. The car in front would not be able to deploy the system in defense, but would be able to retaliate using the wing once it was following the rival car. "The flap will be adjustable by the driver," Lowe explained. "He can run it however he likes in qualifying, so what we'll actually do is make the flap so it has very low drag, and in qualifying that will allow you to get a better lap time by using it wherever you can. "In the race, you can't use it for the first two laps at all, but after that if you're within a second of the car in front then you will be able to deploy it. So that will be very interesting. That's a FOTA initiative to improve the show and I think it's very exciting." In an additional bid to increase passes for position, the teams have also agreed to end their voluntary ban on the use of Kinetic Energy Recovery Systems (KERS) in 2011 and to return the power boost-generating devices to their cars after a one-year absence

After watching the video and reading the comments that followed, I didn't know the point or the reason for posting it. I thought about all the driver errors, starting with no helmet, hand position on wheel, no apparent turn in, center position, track out placement, on going chit-chat and so forth. The list was ongoing and seemingly endless. Then I realized what the problem really was, and why this is a video worth posting here on HBZ. Forget about the long list of driver problems and realize that he, the driver, had no instruction whatsoever. The person in the right seat was a boob and if he is a qualified instructor with that group, their instructor program needs to be reworked. I didn't hear any instruction whatsoever. Where were turn in, apex, track out comments and their meanings. I didn't hear braking points mentioned or where to start to accelerate or......................All track drivers needed to start somewhere and the more fortunate drivers with natural ability can progress more quickly than others who need to be provided with tiny step by step instruction. As an instructor, I try to determine a new drivers ability by listening to what he has to say before we go on track. I always ask my students to concentrate on the task at hand and forget about the rest of his or her life when we are in the car together. I seriously doubt that this driver gained much by riding with the boob in the other seat. After years of doing track events, I need instruction and help from others who watch my driving style from the other seat and make suggestions. Instruction and seat time are big components to progression.

QUOTE: It is leaking out of the gear change lever area. The tube that comes out the back doesn't have a cap on it. Not sure if it is supposed to, or if there needs to be a better seal around where the shifter control arm connects inside that assembly. This response may be useful to others searching for gear change lever area leaks. I'm using a T5 transmission from an 82 turbo car that G-Force built for me. It has always puked some gear oil from the shifter area. It doesn't appear to be coming from around the seal on the top plate but more from around the shifter itself. In fact when I last had it apart, a new seal was installed on the top plate. In a track car it's not a big deal because I can get to it easily and clean it. When it's really hot, it puts out even more. I'm using the Syngear II Racing Gear Lubricant that G-Force and Quaife both recommend for their products. I don't know how hot a street driven gear box can get but I can "peg" my Autometer gauge past 250 degrees in ten minutes or less on a hot day. I run a cooler and pump for the Quaife that lowers the temperature about twenty degrees but I haven't installed one on the gear box yet. John Coffee, if I remember correctly, has stated that really high temperatures of 300 degrees or more are normal for a race car and shouldn't hurt the differential or the transmission if the fluids are changed often and I do follow his recommendations.

SUBJECT: Impact Racing Product Recall IMPACT PRESS RELEASE - JUNE 21st 2010 On June 21st, 2010, the United States District Court for the Southern District of Indiana issued a ruling granting, in part, Impact Racing's motion to preliminarily enjoin SFI Foundation from terminating Impact's Contract of Participation with SFI until SFI "does so in a manner that is unquestionably 'substantively rational and procedurally fair." According to the Court, "Impact has made a strong showing of likely success on the merits" and "until Impact is afforded fair procedure, Impact could suffer irreparable harm, if it has not already." This means that Impact's Contracts with SFI will not terminate on June 22, 2010, as SFI had previously announced. All Impact products manufactured in 2009 and 2010 currently certified as SFI-compliant remain certified. In addition, after June 22, 2010, Impact can continue to manufacture and certify its products as SFI-compliant.

This old guy reminds me of my uncle. He was old, couldn't walk well, had very poor sight, and was a terrible driver who frequently ran into things with his car. But he loved that Pontiac. It was long and lean with a big V8 and could really get down the road. Before it all ended for him, he had bumped into most everything in the county, but he loved to drive that Pontiac. God rest his sole!

QUOTE: "these are 3 row alluminum radiators would they keep a mild performance sbc cool?" Keeping things cool is a function of the radiator and the other cooling system parts like the thermostat, a good pump, etc. Also, many of us have discovered the good effects of a little ducting that properly directs the incoming air. The Ebay radiator looks decent and their warranty sounds good. Let us know how it works out.

Mike, Your Porsche rocket ship is amazingly well mannered, quiet and somewhat like riding in your Dad's lincoln town car. I suspect that you are in for a real treat when you saddle up the old Datsun later this year. All the sounds, and "in your face" sensory over load that a fast and gutted z car provide will certainly wake you up. The difference you will experience in the two cars will be a long subject that I hope you will share with us. I'm happy to here that your first gen. is close to being track ready.

Perhaps Nissan should be notified. The one and only, 1976, factory convertible has been found and is being sold on Ebay! http://cgi.ebay.com/ebaymotors/1976-DATSUN-280Z-FACTORY-CONVERTIBLE-/200472171065?cmd=ViewItem&pt=US_Cars_Trucks&hash=item2ead129239#v4-35

The reasons for stopping are many. Your health, social, monetary, etc, to name a few. The list goes on and on. Pick one that works for you and make the commitment. It's tough but doable. Don't think for a minute that you can "chip" now and then and succeed. It doesn't work. As a former addict, I know. When you stop, you just need to hang in there, day after day, until the urges subside and finally reach a point that it doesn't bother you so much. At one point in time, I had not smoked for a number of years and was tempted by a good neighbor on New Year's eve with a good cigar. I fired it up and was on the street the next morning searching for a good cigar. That smoking stint lasted several years until I decided I should give it up for health reasons. I crushed that last big stogie into the ashtray as I overlooked the ocean from a balcony on Miami Beach. That was about ten years ago and I still, at times, have urges but haven't given in yet. Good luck with your attempt!

QUOTE "Has anyone used SIDE seat mounts and mounted the seats super low and had issues with head room?" I think John has hit the nail on the head by believing your are asking for Internet approval for going with a very unsafe idea. You seam to be a good guy and contribute to HybridZ. But if you no longer want to be around, give the cage a try. Cages and street driving are just a common since big No No. My fully caged car has the seat mounted on the sides and is as low as it can be. It sets on the floor! It's "down and back" and I'm 5'11". When I'm in the car with the belts super tight, with practicly no allowable body movement, I still have very little head room. I should have moved the diagonal bar over a little when we built the car but to change it now would not be easy. The diagonal bar is of course, on the same plane as the rest of the cage. These car just don't have much head room and certainly not as much as the newer designed rally cars that have many inches up there.

I need to speak with aother Hybrid Z member and receive some non mechanical help and advice pertaining to Florida driver's license. Hopefully I can connect with a member in the Jacksonville or other northern Florida area. Please contact me by PM or phone. 843 450 6512. Thanks, Tom.

There are several responses/comments to your question about weather or not to use an oil cooler, that are based on controlling engine coolant temperature. IMHO, a bigger issue you should think about is the best way to insure that oil in your engine, reaches and maintains a more constant high temperature and is able to better protect and lubricate your engine components. You can accomplish the desired oil temperature by installing an oil cooler and an oil thermostat. The oil thermostat will prevent the oil from circulating through the oil cooler until the desired oil temperature is reached. Keep in mind, the more you demand of your engine in terms of making hp, torque and higher revs, the more you will need to control the oil temperature in your engine. If you are running a more or less stock set up and not constantly beating on it, you can live without the cooler but when you feel the need for speed and are constantly in the hammer down mode, your needs will grow and your pocket book will suffer.

QUOTE:"just wondering if anybody has replicated that feeling with a N/A L-6 motor." Yes. My buddy Mark has a stroker in his track car and I have ridden with him a number of times on track. His 240 isn't gutted and the stroker is not a high end build. Although I don't know that actual rwhp, I would guess it's no more than 250. The triples have that big "throaty" sound and the accompanying torque will pull you back in the seat. It definitely has that feeling you refer to.

Somehow the sound was not what I expected after reading the description of the high dollar motor and after watching the first right hand turn I thought he would be dealing with a big pusher but that seamed to disappear perhaps as the rubber heated up. The track looks very interesting with good elevation changes and straights that are not all that long and death defying for the amateur road racer. Not to mention several other very cool and fast, cars on the track that were hauling butt. I have always liked those cars. There's a guy here on the East coast that road races a Dodge Dart or maybe it's a Plymouth from that era. He shows up at VIR and other tracks with the Tarheel Sports Car Club events and I think its still powered by a a slant six banger. Those cars were small cars when they were first sold. Man, how things have changed in the car world. JT....Good find!

If that was done in an old Datsun, it would probably fall apart when it landed!

QUOTE: "There is a little ridge on the back of the flare, do you think this will cause leaks? " Probably not. Have you tried to touch it up a bit with emery clouth or a small file? But your best option would be to redo it and get the flare as smooth as possible. I tiny leak can make you crazy when detected after it's all back together and the dreaded drip shows it's nasty face.

Another interesting car on Ebay. It's custom built and is powered by an L6 turbo. Custom Built Super6 Turbo Intercooler 5spd item # 330429132359