BLACK BEAST BUILD Slicktop R-Spec

that is quite high, i dropped mine from 5900 to 4900 since it was dropping my top end power a bit

 

mine was needed to 5700rpm ..thats where the crossover point was (whatever that means) probably due to the large compressor wheel and cams

 

I run the VCT on the race car, cause it makes it easier to drive at low speed and also we found a small power increase overall with it.

I don't understand why anyone would turn it off at high rpm. After two hours experimenting on the dyno (solely to find the correct rpm levels to turn the VCT off and on) we come to the conclusion

a) turn it on as soon as possible 2500rpm - 3000rpm
b) never bother turning it off

Turning it off at high rpm just means going back to the less agressive cam setting and causes power loss.

I had read on the good ol' interweb to turn it off at some sort of cross over point, but all we got was less power no matter when we turned it off!

 

Wow, that's interesting. I've seen reasonable gains on S15 SR20's. Do a full run with it on, then a full run with it off. Turn it on and off to give the highest net power.

What cams do you have in the race car Mike?

 

Turning the VCT off at high revs is a factory precaution against reversion I thought. Anyway, if the cams or anything to do with the exhaust system including turbos is changed then that change could very likely alter the optimum VCT on/off points I would think.

There is also the point that if turning the VCT off at high revs reduces power then the VCT could be done away with and the cams advanced to compensate. All that would suffer then would be idle and low end power.

 

I think the race car has jwt or a similar spec, have the actual specs lying around somewhere. Logically you could turn off the vct completely, but we found you lost low end power, which suprisingly affected mid range. So running vct gave you more power before it switched off and helped the power curve up higher. I know it sounds odd but thats what happened, maybe its to do with spool.

 

yep I have same results

 

I have managed to get my hands on the Nismo style adjustable struts to suit the R34 wing.

I now have a full adjustable nissan rear wing..
It sits nearly 2 inches higher which gives me better visbility out of rear hatch and goes over a 45 degree angle if wanted

Had to shorten the alloy strut by an inch on both ends to suit the Z32 hatch.
Also had to cut down the fibreglass covers.




finished pics

 

Have also fixed the 3rd gear traction issues with a set of KU36.

heaps more grip and at $500 for 2 rears 265/35/18.. pretty good value for money.

Can get traction in 2nd as well depending on road surface.

 

got em on the front as well?

I have to agree for the money nothing even comes close to the Ku36's.

 

The front ones are coming next week...
will use these on the track for now with ds2500 pads

 

scored an ARAI VECTOR helmet today off ebay..
brand new in the box with receipt of $529.

guy bought the wrong size (M) 5 days ago and was selling it on ebay ..
He was 10mins away so I went and tried it on ...perfect fit
gave him $350.. bargain

 

Nice one! Colour goes well with your zed.

 

buggers with little heads, I had to buy a new one to get one my scone would fit in.

 

i know im a bit late chiming in here about the VCt but i thought id share my recent findings. I wish i had scanned the dyno sheets before i gave them to the customer becasue i did a number of runs playing witht eh VCT cut off point on the chip and by disconnecting them.

On a near stock TT it seemed that nissan were fairly spot on with the 5900 cut off point. my understanding is that the VCt alters cam timing to increase valve overlap and boost midrange torque. finding out when it turns on is a bit more tricky and is dependent on a number of inputs as far as i understand. Anway to my knowledge valve overlap is not what you want at high RPMS ona turbo car as you can lose some of the intake charge.

On this particular car i did, the difference between connecting and disconnecting the VCT meant it kind of inverted the power curve up to around the 5700 mark, with it on the power curve was fat through the mid range, disconnected it looked more like a ski slope.

keeping it turned on entirely through the range knocked 15hp off the peak.

another case was on my car which has high flowed turbos and standard cams i have dropped mine down to 4400 , any higher was giving a nice smooth power curve but was taking 25 to 30 hp off the top end.

It is obviously heavily dependent on the type of cams used, in my case im running auto cams, you guys are running aftermarket cams so if having it constantly turned on works then i wont dispute it. But it does make you think that if they perform best in the constantly altered state then with adjustable gears and really tuning them in, they might have even more performance to unlock.

 

pretty much right ..but do you like my helmet?

if I kept my vct on past 5700rpm it took away some top end
cant remember where mine starts ..guessing between 2000 - 2500

 

This is interesting. I have a converted NA to TT 2 seater and opted to keep the NA diff. Would this explain why my car apears very tail happy?

 

yes

 

fire extinguisher

made/welded up a bracket for the fire extinguisher with some scrap metal I had to so I can attach it to the passenger seat bolt.



with seat all the way back.. easy access to bolt for quick removal if only using for track days
obviously cant move the seat forward as much anymore but fine for a 2 seater.


the other option is on the parcel shelf with bolts that run through the metal bracket behind .


not interested in putting it on the trans tunnel

 

pretty sure u have to be able to grab it from the drivers seat.
u able to reach that far?

trev