Me in my Miata and a half tank of gas 2450 lbs!

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But it's no TT Z...

118whp of furry!!!:roflpuke2:

My motorcycles make more power. :rofl2:

So this is what it looks like (have not pulled valve covers off yet) - hopefully some might be able to connect the dots .............

Progress proceeds apace ........ fat-ar3e seat fitted and fuel system designed (I need ~90 litres for our races next year which will be 1-hour time-certain duration). 6-point harness installed.

We've pulled the 40-litre fuel cell out of the boot and re-instated the OEM tank. We will pull from both sides into a surge tank with twin pumps (one is a secondary in case I have a primary failure) and gravity feed these tanks from a 45 litre aux tank above the OEM tank via -24 hoses (all sealed under a bulkhead). We'll fill the aux tank. I'll put senders in the OEM tanks and have the Motec monitor fuel burn so I know have much fuel I have left.

Engine bay returns to the surge pot and overflows back into the aux tank. This means all pumps will run submerged unless I run the EOM tanks low.

All the fuel weight is inside the wheelbase (surge tank excepted).

The surge tank will go in the boot - again it is all sealed off from the cockpit.

Will use a common billet surge tank - see here:
https://www.vpw.com.au/billet-surge-...mm-pumps-black

We have to upgrade the cage - it was OK for club-level track-days but it needs additional bar-work to qualify as a national level cage. PITA as the screen needs to come out for the fabricator to get access to weld the new bars ....

Only waiting for steering hub adaptor and bolt-on removable steering wheel hub. May need a new steering wheel - current one is deep dish and all the extra stuff probably means a flat wheel.

My job for the break is to program the dash with everything we need (general layout for page 1, then page 2 and page 3 plus set up predictive lap times for our main circuits). Busy .. busy

BTW - found a dyno sheet for the engine ........ ~350hp atw - seems healthy .... will scan and post sometime

I just want to see the motor with the itb’s please

Patience .... should be able to hear it sing in Feb .........

The job-list is getting longer not shorter

Race regs for 2020 mean plastic fuel cell is NFG hence need to reinstall OEM tank and 50 minute to 1-hour races means 120 litres required so extra tank needs to be fabbed and then surge tank ....

Cage needs bar-work as it is not National Series compliant ....

Some Delrin bushes in the suspension to be replaced by SPL.

Shocks need to come out and be serviced .........

This sh1t is not quick unfortunately.

As soon as it is running on ITB I want to video a dyno session 'cos I suspect the engine will "sing". Induction roar on ITB is seductive .... you want to hear 8 x ITB on my V8 MG at 8000rpm ..... beautiful ... The VQ engine will be more better !!!

But patience ...... do it right - do it once !!

Not helped by the time of year as everyone has downed tool for the next 2 weeks ...........

Right on

Hi - I'm in the final stages of completing my dry sump set up on my 370Z (VQ37VHR) and have to figure out how (or if) I will vent my dry sump tank.

I don't have room to place a catch can & breather higher than the dry sump tank (DST) - it would have to be some distance from the DST and would have to be lower than the DST.

I'm thinking of just venting the DST to the valve covers and not having any other venting on the DST.

Any thoughts & comments would be appreciated.

My DST is in the boot (trunk) and vents to a catch tank mounted on the back-stay for the cage which I can easily drain. There is a -10 hard-line from the DST to the inlet side of the pressure stage with a short length of flexible hose to account for any engine movement on the engine mounts.

The catch tank has a small filter to stop dust and cr4p being drawn in as the scavenge system has been set up to keep negative pressure (over atmospheric) inside the engine and I don't want ambient dust and stuff in the catch tank

It is a dedicated race car so I don;t have to worry about any pollution related issues

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.

:tup: :leghump: :driving:

:iagree: :rock:

Drool