Nissan 370Z Forum - View Single Post

BGTV8 · 05-02-2020, 02:18 AM

F4rk - doesn't time pass when you are having fun.

In last three months I have:

Taken delivery of 6 Braid forged wheels and 10 Michelin 27/65/R18 slicks that are cast-offs from Australian Porsche Cup entrants who throw new tyres at there car every time they go on track. $100 each against $650 each for new Pirelli or Michelins at this size.

The cage is upgraded to National Series specifications and all the additional blanking covers fabricated to completely isolate the boot space which holds Oil-Tank and additonal fuel tank.

Have installed an OEM tanks under the car in the OEM location and fitted Charles (CJ MotorSport) motorsport pump kit plus a 45-litre tank above the OEM tank location. Completed all the plumbing to suit. Also fabbed up a filler which sits towards the rear of the car under the hatch (passenger side).

There is also a 4-litre surge tank in the boot which is used to feed high pressure fuel to the fuel rail thru -10 hard lines run thru the cockpit. Fuel overflow returns to the surge tank and overflow from surge tank goes back to the supplementary tank.

OEM tanks feed the surge tank .... is a bit complicated but hopefully will work.

The secondary tank gravity feeds the OEM tanks thru -24 lines.

I am running the max 120 litres for up to 4-litre engined sports cars because we are running 1-hour mini-enduro's when we get back on track this season and I reckon I will need that much fuel on E85.

The AP brakes are fitted, brake balance bar set up, the MCA Gold 2-way adjustable shocks have been removed and sent to MCA for service and returned/re-fitted.

The QBE69G sequential has been fitted and a tail-shaft made to suit .... since there is 1150mm between the output of the Quaife and the diff flange, our driveline engineer suggested 3.5" diameter tube as I was not really interested in a 2-piece tail-shaft on reliability grounds and spinning the engine to 8750rpm was a challenge with a 1-piece. Anyway, now built and fitted.

Since I intend to use the original engine that came with the car as a spare engine, we found a slight clearance issue with the rearmost ITB on the drivers side (LH side as you face the car - remember we are upside down here in OZ and drive on the other side of the road), so I have had to engineer a new lower manifold that sits about 12mm higher than the one Sasha Anis fabbed for the HR-headed VQ to get the required clearance. So, if anyone wants to fit Jenvey ITBs to a VQ37VHR engine, I can supply the lower intakes to suit (we printed v1, v2 and v3 before sending the CAD file to the machinist to cut out of ali). That little drama took 4 weeks .......... and don't ask about the cost!!

There has been a power of time put into the harness ....... need to run wiring for gearbox flat-shift strain gauge, fuel pumps, diff and gearbox oil temp sensors and cooler pumps plus fabricate a switch panel for where the radio/display panel would be for rotary switches to control throttle response and traction control.

We've reinstalled the wheel speed sensors and wired them back into the harness and brought all that back to the Motec. Since the car came with an M600, we've had to re-pin the harness with the M150 pinouts as well as add all the new wires as the M150 will control diff and gearbox cooler pump operations based on temperature probe inputs. I have spend countless hours setting up the dash - Motec is brilliant stuff but f4rk - the number of options is huge

We're planning on starting the old engine with ITB's sometime in the next 10 days and then it will come back to my local fabricator guy who has to weld in all the gussets into the cage, then we install the OEM dash pad (required by the category rules) and install the new rear wing and get my new kevlar flat floor and diffuser installed. Also need to fabricate cooler pump mounts for gearbox and diff and mount the coolers themselves and finalise the exhaust.

Then we might be able to test and debug the car and run it in a couple of events.

The 4-litre engine will then go into the car once it is debugged.

A lot has been done and a fair bit still to do - should be ready to test in Sept, about 4-5 months behind schedule.

05-02-2020, 02:18 AM	#132 (permalink)
BGTV8 A True Z Fanatic Join Date: Dec 2009 Location: 03350 Australia Posts: 1,514 Drives: 09 Nissan 370Z M6 Rep Power: 39973	F4rk - doesn't time pass when you are having fun. In last three months I have: Taken delivery of 6 Braid forged wheels and 10 Michelin 27/65/R18 slicks that are cast-offs from Australian Porsche Cup entrants who throw new tyres at there car every time they go on track. $100 each against $650 each for new Pirelli or Michelins at this size. The cage is upgraded to National Series specifications and all the additional blanking covers fabricated to completely isolate the boot space which holds Oil-Tank and additonal fuel tank. Have installed an OEM tanks under the car in the OEM location and fitted Charles (CJ MotorSport) motorsport pump kit plus a 45-litre tank above the OEM tank location. Completed all the plumbing to suit. Also fabbed up a filler which sits towards the rear of the car under the hatch (passenger side). There is also a 4-litre surge tank in the boot which is used to feed high pressure fuel to the fuel rail thru -10 hard lines run thru the cockpit. Fuel overflow returns to the surge tank and overflow from surge tank goes back to the supplementary tank. OEM tanks feed the surge tank .... is a bit complicated but hopefully will work. The secondary tank gravity feeds the OEM tanks thru -24 lines. I am running the max 120 litres for up to 4-litre engined sports cars because we are running 1-hour mini-enduro's when we get back on track this season and I reckon I will need that much fuel on E85. The AP brakes are fitted, brake balance bar set up, the MCA Gold 2-way adjustable shocks have been removed and sent to MCA for service and returned/re-fitted. The QBE69G sequential has been fitted and a tail-shaft made to suit .... since there is 1150mm between the output of the Quaife and the diff flange, our driveline engineer suggested 3.5" diameter tube as I was not really interested in a 2-piece tail-shaft on reliability grounds and spinning the engine to 8750rpm was a challenge with a 1-piece. Anyway, now built and fitted. Since I intend to use the original engine that came with the car as a spare engine, we found a slight clearance issue with the rearmost ITB on the drivers side (LH side as you face the car - remember we are upside down here in OZ and drive on the other side of the road), so I have had to engineer a new lower manifold that sits about 12mm higher than the one Sasha Anis fabbed for the HR-headed VQ to get the required clearance. So, if anyone wants to fit Jenvey ITBs to a VQ37VHR engine, I can supply the lower intakes to suit (we printed v1, v2 and v3 before sending the CAD file to the machinist to cut out of ali). That little drama took 4 weeks .......... and don't ask about the cost!! There has been a power of time put into the harness ....... need to run wiring for gearbox flat-shift strain gauge, fuel pumps, diff and gearbox oil temp sensors and cooler pumps plus fabricate a switch panel for where the radio/display panel would be for rotary switches to control throttle response and traction control. We've reinstalled the wheel speed sensors and wired them back into the harness and brought all that back to the Motec. Since the car came with an M600, we've had to re-pin the harness with the M150 pinouts as well as add all the new wires as the M150 will control diff and gearbox cooler pump operations based on temperature probe inputs. I have spend countless hours setting up the dash - Motec is brilliant stuff but f4rk - the number of options is huge We're planning on starting the old engine with ITB's sometime in the next 10 days and then it will come back to my local fabricator guy who has to weld in all the gussets into the cage, then we install the OEM dash pad (required by the category rules) and install the new rear wing and get my new kevlar flat floor and diffuser installed. Also need to fabricate cooler pump mounts for gearbox and diff and mount the coolers themselves and finalise the exhaust. Then we might be able to test and debug the car and run it in a couple of events. The 4-litre engine will then go into the car once it is debugged. A lot has been done and a fair bit still to do - should be ready to test in Sept, about 4-5 months behind schedule. Last edited by BGTV8; 05-02-2020 at 02:22 AM.