John Dixon

You sure a VH45 wouldn't fit. Sure there's a spare one in wales somewhere :tongue:

Oddly enough I might know where there's an old 5.0l TVR one lying around that we once put in a westfield. I'll find out for the weekend!

Yeah, you can pick them all up at the ECU plug if you want to.

You'd be easier to pull that info out of the consult port. There's info on the web about the protocols.

Z's suffer pretty badly from oil surge. If you want to drift in one you really need to baffle the sump well or go for a dry sump setup.

The wiring is not too bad, but then I do industrial control for a living and this is really simple compared to the stuff I normally work on. Yes, labour of love is right, suppose that's the only reason jobs like this get done, nobody would ever pay for all this time. As Dave says, stock engine is a lot lighter, even more when you consider loosing the weight of the turbos and cast manifolds etc. Certainly the suspension is about 2 inches higher now than it was with the VG30. As for power, not sure. Engines to similar spec I've done in the past were 100-120bhp/l as Dave said but with the V8 the exhaust scavenging is a bit less efficient so who knows. Was never about huge power, would have just slapped on big blowers and saved all the grief for that, just about getting a Z with good throttle response that's drivable. To be honest if it makes 450bhp then that will be enough but should do more than that if I got all the calcs right!

Don't think so although he's not planning to do his for a while yet. Think he wants to get the buggys and stuff finished off first.

Cheers for the comments all. You're right, that is the dry sump oil tank. It'll be mounted in the boot, LHS right at the back, big hole with the tank 1/2 in and 1/2 underneath the car. The ITB's are necessary on this setup not just for the fact that the pulse tuning of the stock set up is all wrong and the pipework too small but also because with the duration of the cams I'm running it would never idle properly on a plenum. Air box design now is probably going to be one big box over the top of the whole lot extending as far out to the edges as possible. That gives the biggest possible range of options for intake length right from a 10mm trumpet directly on to the body right up to about 30" using internal crossover runners with the trumpet on the end. Will just experiment on the dyno then see what works best. It also leaves room in the future to possibly add a variable length system with sliding tubes and linear motors but will leave that for now as it's going to be pretty complex and expensive to engineer.

Been a few people asking for an update so see pics! Nearly there!!!

Yeah mate, give or take a few mm. The box sits a bit lower and slightly further back but not by much.

I'll have one too Mark. Cheers

Yeah, I've got one. Helped out a bit with the beta testing. Been using the old version with Romulator (same hardware as Zemulator basically although with a much better consult RAM map trace rather than ash's calculated version). Have got the new NVRAM board installed in an ECU now but not had a chance to try it live yet.

Looks fantastic Keith! Nice one on such a high standard of work too, awsome :D

You sure the sender is an equivalent? They pretty much all have different ranges so the new one might not be compatiable with your gauge.

Just read this, can't believe it. Tragic waste :cry: RIP mate.

Yeah, fair point really!! Just get p'd off evertime I think of the fact my feet nearly got sawn off by a flywheel because he only put 1/2 the bolts on it :mac1: The only time I've ever paid anyone to do anything on my car and that's what happened!

Wasn't that Twatz though? Probably forgot to put oil in it :rolleyes:

Have a look Here straight cut dog box for £4k plus fitting doesn't look bad. Should be up for whatever you throw at it and no synchros to worry about

I'm not saying the volume is calculated just inferred and assumed when doing the calibration on the unit. Battery voltage would only affect speed of piston stroke if anything, fluid density over the sort of temp range we're talking can be assumed to be constant and the piston position will only affect where it starts/ends, not the amount it moves and so the the difference in pressure would be equal. Possible merc use the same algorithms in the ECU then the ABS master unit with pistons etc is matched to the callipers?

Because the modulation is not analogue, its digital pulses so each pulse will move a set volume giving a known reduction in pressure over the system. I write control algorithms for a living so have some idea how these things work and they're never simple! Like saying just compare wheel speeds, yes fine but what if all 4 lock, that's why you look at ROC of deceleration, trying to predict the point of lock up, sort of like derivative action on a PID controller.

Are you sure it's really earthed at first click and not just reading earth through the coil as there is no +ve on the other side and that is then earthing it through something sharing the +ve line? Could just be a blown output on the ECU?

You only really need to fit water injection if you want to run more boost but are restricted by intake temps. If your intercoolers are up to the job all you will do by fitting it is loose power.

Remember though if you change the size of the callipers then the piston volume will also change so the effect of the ABS WILL be wrong as the amount of fluid it releases per pulse is calibrated for the stock piston volume. I'm certainly happier without it anyway, try it see what you think then make a decision.

Hellraiser: Basically the oil is stored in a tank instead of a reservoir in the sump (hence dry sump). From the tank it's pumped to the engine via one stage of an external pump then returned from the sump pan by two stages the same capacity as the pressure stage so always twice as much volume is sucked out as put in. Clarkey: In the boot mate, 1/2 way through the floor in the very back LHS corner. iKarl:What Friday & Greg said. Also, picks up some power over wet sump as no crank windage in oil, good scraper system so crank not carrying oil around and also gives better ring sealing due to higher DP across the rings (crankcase at vacuum). Also because of -ve pressure in crankcase then oil leaks pretty much don't happen and you get less power loss due to pumping air around in the case below the pistons. ChrisC: Costs - Don't ask!!! Lots but you could skimp on some areas and save loads if you wanted, just end up with a not quite as good job (e.g stay wet sump, keep stock intake / management would save about 5k) Bubuche: It's on a VH45 mate, not a VG30

Finally got it all plumbed up and tested this week :) Obviously that's not where the tank is staying!