BGTV8

Update 16

Finally have the Motec M150 running the car. The M150 controls the VVEL natively (no VVEL controller in the loop), it drives the throttles, interfaces seamlessly with the Body Computer Module and drives the OEM CanBus dash - no key indicators in the dash, everything works.

I really have to thank Vitaliy at VitTuned who has been an absolute legend in giving us support. Also have to thank the guys at Revzone as well as Luke McMillan - our wiring guy.

On a relatively high mileage engine that is now starting the breath a bit (has covered ~6-8000 kms on the track), we made a tad over 235Kw at the wheels on the Revzone hub dyno (up 20-odd over my last UpRev tune) and we still don;t have LTH or CAI - just Stillen shorties with 100-cel cats).

The 4-litre engine is about to be made into a long block and be mated with the ITB kit and the Quaife sequential box in a months time.

Update 15

After a week fiddling unsuccessfully to get the car running, we've discovered a difference in ECU/BCM interaction between USDM base/touring and the USDM "Sport" model (which is the baseline for Australian 370Z) for M6 transmissions.

The USDM base setup will crank and start the engine based on the BCM knowledge of the state of the clutch (permit crank if clutch down). For the Sport model, the BCM waits for a CAN message confirming clutch down from the ECU before cranking the engine.

Our M150 firmware package needs to be modified to send the 2 specific bits "on" in the relevant CAN message so that the BCM will trigger cranking and start the engine .........

Bugga ........... (unique Aussie slang .............)

It will be 2 years in a few days since we received the initial package of parts from JWT ........... pharque (another piece of Aussie slang).

Getting closer though.

Update 14

So finally got our patch harness finished and bench checked. Has only take 14 weeks ............... Jeez .......
Car on the dyno tomorrow to run the VQ37VHR engine with the M150 and and tune for best output, and then we will fit the ITB kit and see what difference that makes. I'll then bring the car home to run for a few weeks before sending it back into the shop to upgrade the fuel system, final assembly for the new engine (heads not yet assembled and on the short yet), fit the new engine and Quaife sequential, run the new engine in and try a few power runs to see how close we have come to target.

This project has already run for 2+ years ........... pharque !!!!

Update 13: 31st July 2017

Pile of new bits sourced per page 1, also firmware for the Motec, can finally see the end ...................

Update 12: 28th June

Head porting now completed, average flow is 328cfm @ 600/thou lift with ITB fitted and set at WOT. Took 7 iterations to get the heads to this point. All cylinders flow within +- 2cfm.

Final engine dummy assembly started yesterday and expected final assembly is about 4 weeks away.

Sequential gearbox ships next week, shifter already here and sent to Sydney for flat-shift lever to be fitted.

Hoping for ~500hp @ crank and 420hp atw. Should have the car on the dyno in 6 weeks or so

Update 11: 6th April

Induction system shipped from Canada today, should be here on Monday. Flat-shift gear lever ordered, box should be ready in May

Update 10: 7th March
Added photo's of my induction system fitted to Sasha Anis' race engine - Sasha has built a harness to interface Motec M130 to the OEM Nissan engine bay harness (with some mods). Base map will be recorded and then this system stripped, packaged and shipped to Aus. I have to say the Sasha is one smart dude .........

Update #9: 25th Feb
Added flow-bench numbers, let the porting begin !!


Update #8: 20th Feb
Donor engine stripped, basic rotating assembly dummied and "it rotates"
Heads off to be ported and flowed
ECU selection made, dash choices narrowed
Engine bay harness being built, base map being done by OnPoint Dyno in Toronto
Fuel system determined and ordered


Update #7: 19th Jan
Induction selected ... details in first post


Update #6: 4th Jan
49kg package arrived from JWT (thanks Clark and Ben) ..........
92mm Bryant Racing 4340 steel crank, 96mm forged CP 13.4:1 pistons, Eagle rods, Total Seal rings, JWT C12 RZ1 profiles, JWT hi-rev springs/shims and a shed-load of gaskets etc. Donor engine tear-down starts later in January

Update #5: 11th Nov
Dry-Sump arrived

Update #4: 2nd Nov
PWR Race radiator received - we supplied a sample and PWR have patterned for OEM mounting brackets and is intended to be a drop-in with no other changes required.
Omega Tech dry-sump paid for and shipped last week ....
Contains VQ37 HR Balancer with trigger wheel and oil pump drive adaptor / pulley, trigger sensor and mount, 4 stage oil pump with 38T pulley and shields, bracket and billet sump - should have pictures by Wednesday - cost of $A4654 (including local GST). Still need a heap of fittings, lines and tank but they are simple to obtain and I have a heap of -12 fittings in stock anyway.

Still no Jenvey x-over ITB manifold available according to Comp Systems, so am now investigating water cut ali-flange plates and we'll make our own to suit Jenvey 6 x 52mm TB - talking to our fabricator

Still waiting on Bryant Racing for 92mm steel crank - overdue by 5 weeks now - patience is a virtue (that I do not possess !!)

No update from Haltech on and Elite-2500 ECU for Z34 yet either

Update #3: Aug 13th
Omega Tech sump ordered - delivery by end-Aug, required very minor re-work for 92mm crank throw
Engine on engine stand and tear-down starting so we can assess heads (surface prep - aka "polish" - only) and valve-train
Settled on wheel size and offset
Still hassling for Jenvey manifold .... has not turned up yet

Update #2 - 30th July
Omega Tech dry-sump ordered on 17th July - ~ 4 weeks to delivery
Jenvey HR cross-over manifold, 6 x 52mm ITB. fuel rail and DBW linkage kit ordered from local agent (Comp Systems in Braeside)
Used VQ35HR engine strip-down and measure started
In discussion about Z34 going to Haltech in Sydney for CAN sniff with view to Elite series ECU support for VQ37VHR/370Z

Update #1: June 29th

I have been working with Omega Tech Engineering in Albury (NSW) on a dry-sump kit and these are the initial CAD renderings to suit a VQ35HR or VQ37VHR engine.

We are still finalising the pump mount to see if we can get it low enough to keep the ancillaries on the LH side of the engine (drivers side of the car for those in the USA, passenger side for us). We still have a little way to go on the final design elements and cost is still preliminary but billet sump, 4-stage pump and pump brackets plus harmonic balancer and oil-pump drive pulleys should land at A$4200. You will need to add fittings and hose plus a tank to get an operable system. The design is optimised for RH drive cars which is why the pump is on the other side of the engine to the Dailey system, but oil suction still comes from the other side of the sump.

The pressure line goes directly into the oil gallery so we will install an oil filter between the pressure side of the pump and the inlet into the oil gallery, and run oil cooler(s) on the scavenge side of the system with an electrically driven air/oil separator in between scavange exit and coolers maximise cooler efficiency.