Funkysi

Thanks Graham! Looks quite involving, but looks good. I think I am just going to replace what 'plug n play' stuff I can for now. The 5 way 501, are you talking about these? http://www.ebay.co.uk/itm/10x-501-T10-W5W-PUSH-WEDGE-5-SMD-LED-360-HID-XENON-WHITE-SIDE-LIGHT-BULBS-L-K-/300626566747?pt=UK_CarsParts_Vehicles_CarParts_SM&hash=item45febd5e5b

....useful link for bulb sizes. http://z32.wikispaces.com/Light+Bulb+Guide

Awesome! Found it....and NEVER noticed it. It's tiny. I've even had the entire glovebox and all the trim out also when I re-did all my interior.

Looking at updating my dash illumination a little bit. Firstly, I swapped my main 4 T5s (or may have been T10) for white LED replacements about 6 years ago when I fitted my first set of UK dash clocks. I got the 'super bright white' ones which are about as bright as a lunar eclipse. I got use to them being a bit rubbish, but want something brighter with an even spread angle. I know those two don't really go hand-in-hand in terms of LED output. But I'm looking about Secondly, I have never replaced the 4 neo-wedge T3 bulbs that sit behind the blue light bars recessed into the black part of the dash surround facing the clocks.. I've never actually notice these illuminate....does anyone have a photo of just these illuminated? I am considering getting some LED replacements for these too, but wondering whether it's actually worth it? These are what I'm looking at (T3 Neo wedge) http://www.ebay.co.uk/itm/2pcs-T3-T4-T5-Neo-Wedge-Xenon-White-Dash-LED-Bulbs-/200941860441?pt=UK_CarsParts_Vehicles_CarParts_SM&hash=item2ec9117659 Also these replacements for my current crappy T5 LEDs....wondering whether the SMD LEDs will be too bright in a concentrated area? http://www.ebay.co.uk/itm/T5-286-T5-3LED-RECTANGLE-3-LED-RECTANGLE-White-LED-Light-Bulbs-2-Pack-/170729814771?pt=UK_CarsParts_Vehicles_CarParts_SM&hash=item27c04a3af3 I can't remember whether they're T10s even....are they? I think they are. 158 bulbs are T10? ....so also looking at these? However, not sure they'd fit the aperture? http://www.ebay.co.uk/itm/Car-LED-Light-Bulbs-T10-501-W5W-Indicator-Number-Plate-Interior-Map-Light-Si-/310359392987?pt=UK_CarsParts_Vehicles_CarParts_SM&hash=item4842dc82db Or maybe these would throw the light out a lot more without it being direct illumination giving bright spots? http://www.ebay.co.uk/itm/Car-LED-Light-Bulbs-T10-501-W5W-Indicator-Number-Plate-Interior-Map-Light-Si-/310359393000?pt=UK_CarsParts_Vehicles_CarParts_SM&hash=item4842dc82e8 Lastly....and slightly unrelated, the glovebox catch has a plunger switch behind it....with 2 wires coming out of it. Now I've never traced these; what are they for because there sure as hell is no glovebox light. I am contemplating hacking a hole in one end of the glovebox and fitting illumination in it (using the same light module that we have in the boot area) - I will also get my glovebox inside flocked.

xxxxxx

Hey dude. You ought to head over to http://www.fancyplates.com and get a rear one cut exactly to size. It's cheap too and you can choose sizing/font etc. I went for a plain looking one and got them to cut the plate and fit the font to my spec.

....the reason you're getting it on one side only could be due to a number of factors - factory suspension/frame tolerance differences, camber differences, condition of bushings and other suspension components.

Sounds like your tyres a rubbing. Any photos of your car? Reckon you might have a wacky offset and the tyres are rubbing on the arch lip.

No, I'd imagine he means MBC. Nothing wrong with a manual boost controller, they're just not that accurate. Does sound like your car is going into safety mode. If you've set what where you think 12-13 PSi is, as a reduced ratio, safety boost will be at about 9PSi (normalsafety boost Iis about 7PSi I think. Check your connectors are clean for knock sensor, MAF and O2 sensors. Check the sensors are behaving as they should do via ConZult (if you can). Then make sure you also don't have any boost leaks.

Designed in the late 1980s, Nissan's twin turbo, DOHC, 4-valves per cylinder powerhouse is one of the all-time classic turbo engines. Surprisingly sophisticated both for its time and cost, the engine was fitted to the 300ZX twin turbo sports car. Nissan engineers were aiming very high with the car - the background to the engine development makes this very clear. In this article we'll cover the technical nitty gritty of the engine and its original development goals. The Basic Anatomy The VG30DETT is 2960cc in capacity, with an over-square bore/stroke relationship of 87 and 83mm, respectively. The combustion chambers are of a pent-roof design, with the spark plugs positioned close to the bore centre. The four valves per cylinder are operated by double-overhead cams working with zero-lash hydraulic tappets. The compression ratio of this twin turbo engine is 8.5:1 and the original specs show an SAE NET output of 300hp at 6400 rpm and a peak torque output (again SAE NET) of 283 ft-lb at 3600 rpm. Almost a cube in physical dimensions, the engine is 710mm long, 775mm wide and 695mm high. While based on the much lower-powered VG30DE engine, major changes were made for the twin turbo engine. These weren't just limited to strengthening the engine and installing the twin turbos; instead the opportunity was used to design completely new intake and exhaust systems. The engineers made much of the fact that twin intercoolers, twin throttles, twin plenum chambers, twin turbos, twin exhausts, twin catalytic converters and twin mufflers were adopted. Intake System The intake system design had to balance two opposing outcomes: • the smaller that the intake runner diameters were made, the greater the frictional losses (and so pressure drops) • but the larger the intake runner diameters, the slower the airflow speed, resulting in a decrease in cylinder filling, especially at low rpm In addition, simulation and testing showed that long intake runners resulted in better torque development at low engine revs - however, fitting long runners into an already crowded engine bay was going to be difficult. Runners that were 360mm long gave peak intake efficiency at 4400 rpm, while lengthening these to 480mm dropped the peak intake efficiency revs to 3600 rpm. Since one of the goals of the engineers was strong bottom-end torque, the longer runners became a requirement. Further testing showed that a runner diameter of 48mm worked well with the 480mm long design. (It's interesting to note the major amount of development that occurred in tuning the intake system in this turbocharged engine. Many turbo engines - including Nissan's own RB26DETT Skyline GT-R engine - have no intake resonance tuning at all.) Once 480mm (nearly 19 inch!) long intake runners had been decided upon, the next question was how they'd be fitted under the bonnet. The previous model VG30DE had placed the plenum chamber centrally on top of the V6, with relatively short but direct runners connecting the plenum to the intake valves. The measured pressure drop with this arrangement was 85 units. (The units used are not completely clear - they may be mm of water at 4.4 cubic metres/minute flow.) The first prototype VG30DETT intake system design placed a plenum chamber above each bank of cylinders, with the intake runners for that head connected to the plenum above it. This required that each runner go through nearly a U-turn, and so was called the 'U-turnport' design. The pressure drop of this design was, however, very high - being measured at 105 units, or nearly 24 per cent higher than the original VG30DE design with the centrally-located plenum chamber. A 'crossport' design was then built, where the plenum chamber feeds the opposite cylinder bank. This design allowed the retention of the long intake runners but gave a measured pressure drop of only 80 units - better than the VG30DE design, despite the use of intake runners nearly twice as long. The change from a U-turnport to a crossport design resulted in a 5 per cent increase in peak power. The intake system ahead of the intake manifold was also extensively developed. The airfilter housing used two filtering elements to provide sufficient filtering area within the tight confines of the engine bay. Only a single airflow meter was used, but the junction where the duct splits to feed each turbo was extensively developed. The final design used a very long radius inner bend reducing measured pressure drop by 77 per cent over some of the designs trialled. Together with the use of a bellmouth at the entrance to the airflow meter, these flow improvements increased peak power by 2 per cent. Twin Turbos Since the VG30DETT was launched, we have become used to high performance engines being fitted with twin turbos. However, at that time, it was daring move. In terms of the cost penalty alone, doubling the number of turbos must have been prohibitive. The engineers justified the use of twin turbos with some careful study. To avoid the response penalty of fitting a single large turbo with a commensurately large rotating inertia, the engineers used two hybrid turbos, each with a Garret T25 compressor and a Garret T2 turbine. Using these hybrids reduced rotating inertia by 20 per cent over conventional T2 turbos. And then of course there was the use of two smaller turbos, rather than a single large one. Compared with a single turbo of equivalent flow performance, the use of twin turbos reduced the rotational inertia by 30 per cent. However, the Nissan engineers suggested that the use of twin turbos only became advantageous at peak power outputs of over 250hp. Variable Inlet Valve Timing NVCS (Nissan Valve Timing Control System) is used to vary the timing of the inlet camshaft by 20 degrees. This table shows the inlet cam timing: Inlet Valve Opens Inlet Valve Closes NVCS on 19 degrees BTDC 49 degrees ABDC NVCS off -1 degree BTDC (ie 1 degree after ATDC) 69 degrees ABDC The timing of the exhaust valves is fixed, with opening occurring at 59 degrees BBDC and closing at 9 degrees ATDC. At idle and low loads the NVCS is off, while at medium to high level loads at less than 6100 rpm the NVCS is on. At all loads above 6100 rpm, NVCS is off. The action of NVCS makes a substantial difference at engine speeds below 6100 rpm, adding as much as 30ft-lbs to the torque output. The 28 degrees of overlap when NVCS is on is high compared with what would be used without having variable valve timing. The similar era Nissan RB30ET SOHC turbo in-line six (as fitted to the Holden VL Turbo) can be compared - it has a cam overlap of only 18 degrees. Note that the graph shows that more torque is obtained everywhere under 6100 rpm with the NVCS 'on' valve timing; however the 8 degree overlap that occurs with the NVCS off helps give a very smooth idle. Engine Internals Upgrades made to the VG30DETT over the VG30DE include the use of pistons with fully floating gudgeon pins, piston oil squirters and pistons equipped with cooling channels, "autothermatic" pistons with insert steel struts, and better conrod big-end bearing materials. The exhaust manifold was cast from Ni-resist D5S material rather than conventional high silicon cast iron, giving an improvement in tensile strength from 3 kg/square mm to 9 kg/square mm at an expected maximum exhaust temperature of 900 degrees C. The con-rods were also made from an upgraded material - micro-alloyed steel. This also enabled a reduction in conrod mass of 93 grams. The crankshaft was also made from micro-alloyed steel, strengthened at the webs. The VG30DETT crank is 10 per cent stiffer than that fitted to the VG30DE. The sump was also reconfigured, with an oil guiding plate designed to return oil scooped up by the crankshaft counterweights back to the deep section of the pan. Conclusion While the RB26DETT engine of the GT-R Skyline is usually awarded kudos when Nissan's turbo engine line-up over the years is considered, the VG30DETT - with its variable valve timing and carefully tuned intake manifold system - is the more sophisticated of the two engines. (But isn't it amazing to consider that the one company developed - at the same time - two such brilliant twin turbo six cylinder engines?) At the end of the development the engineers said: "We are confident that this engine has achieved the utmost in power output together with high torque and high response worthy of a new generation sportscar." And lots of modifiers over the years have agreed with them...

Seen them in flash in their showroom. They have some fitted to their cutaway front-clip (well, one side anyway!). Looked pretty good to me.

Actually.....I have a fine idea.... How about a joint Western and Southern meet at Haynes Motor Museum in Sparkford? September the 1st? I'm headed down to Portsmouth that day and it takes me straight past this place. It's also an easy place for the Southern peeps to get to. Just an idea?

I thought it was longer ago than that. Well I was right in thinking you'd sold it.

It's funny lighting. Fluid is half way between Min and Max...or rather just a little over. Cheers though. :)

Must be 47472 that I need then. Cheers.

I thought that before I posted it! :)

LOL, he sold that about 2 years ago.

Righty ho...that obvious! I feel so stupid. I should have known....but I've never had to deal with it!! Cheers! :)

....I have a split and for the life of me, don't know what this hose does and don't know what's it called as I've never had to take it off, so never paid attention to it. Well, the darn thing has a slight split in it and I wanna replace it. What the hell is it? Assume it's something to do with the brake servo? I can't find it on Courtesy Z or in the manual.

Good to see you yesterday Jeff as always!

Veilside system is an amazing system. It has a very deep exotic burble with no cabin intrusion what so ever. Absolutely ZERO droan. You get all the sound outside the car and it's reasonably loud when you put your foot down, but it's a very very refined noise.

It's fettled with. It is a rebuilt motor (by Jimmer), boosting about 1 bar. I have an expensive exhaust system and intake and various other things removed from it, so it's not stock power. - - - Updated - - - Plus it has a John Dixon chip in it. I'm considering taking it to Noz to get it remapped once I get some Z1 intercoolers and a new engine harness.

I think if I was to go for any 'special' version Z32, then I'd have to go for the SR-71 over any other. It's ultra-rare and was developed in the US. Z32 SR-71 More information here -----> http://sportscarforums.com/f10/nissan-300zx-sr71-details-those-who-3330.html These are cars I believe you could either order brand-new, or have them specified by selected dealerships.

.....I don't usually give a toss about mpg in the Z as I have another car as my DD. But with the distance I'm going, it's kinda nice to have some vague idea. I believe you can get 30mpg from a Z32TT!

That's actually pretty good. I was budgeting on 300 to a tank at a steady 70/80 on French motorways. It's 500 miles from St.Malo to my destination near Toulouse. The way back is about 100 miles longer as I'm sailing back from a different port and driving over the Millau Bridge before heading up to LeMans. So, french side, that should see me running about 1200 miles, with another 200 from my home to Portsmouth and back giving between 1400 and 1500. So I'm plumping on using about 4-5 tanks. We'll see how well it does.