300ZX TT Pics + details
03-02-2005 | 12:55 PM
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300ZX TT Pics + details
300 ZX TT
The powerplant is, of course, the VG30DETT as factory fitted to the Z32 300ZX series. In the early days of the build, David had problems boosting the engine past 0.8 Bar; when a welsh plug had to be replaced, it was discovered that a conrod or two was bent... Nobody's quite sure why. The task of rebuilding the engine (not a pleasant job given how packed the TT Zed's engine bay is!) was handed to Sydney's BD4s Service Centre. BD4s revived the VG30 with (new) shot peened rods, forged pistons (giving a compression ratio around 8.5:1), ported heads, US-sourced cams and valve springs, HKS adjustable cam sprockets and a pair of Garrett GT25 ball-bearing turbos. HKS air filters, twin Blitz blow-off valves and a large oil cooler were installed as well.
The intercooling arrangement was upgraded with a Plazmaman front-mount core, which is some 6-inches thick. There's also some tricky pipework, which reduced the total length and number of bends required through the system. An important part of the engine revival was replacement of the under-bonnet wiring loom, which had gone brittle over the years; this step prevents having to chase intermittent problems further down the track.
Providing fuel for the worked 3.0-litre engine is an upgraded fuel pump working with Nizmo injectors and a re-written chip in the standard ECU. David tells us he's contemplating a switch to MoTeC M800 programmable management, but this will be a major job to integrate into the Zed.
While the engine has only travelled about 700 kilometres since its rebuild, boost pressure has been kept fairly conservative - 1.0 Bar. Still, 1.0 Bar and Shell Optimax is all this baby needs to churn out 312kW at the back wheels; there's no denying this car has plenty of show and go. Just wait until the run-in period is over and boost is nudged to 1.4 or 1.5 Bar!
Torque is put through a Daikin twin-plate clutch teamed with a Stillen lightened flywheel. The gearbox, meanwhile, is a rebuilt standard 5-speed and the diff from a R32 Skyline GT-R has been fitted under the rear. Redline fluids are used throughout.
The powerplant is, of course, the VG30DETT as factory fitted to the Z32 300ZX series. In the early days of the build, David had problems boosting the engine past 0.8 Bar; when a welsh plug had to be replaced, it was discovered that a conrod or two was bent... Nobody's quite sure why. The task of rebuilding the engine (not a pleasant job given how packed the TT Zed's engine bay is!) was handed to Sydney's BD4s Service Centre. BD4s revived the VG30 with (new) shot peened rods, forged pistons (giving a compression ratio around 8.5:1), ported heads, US-sourced cams and valve springs, HKS adjustable cam sprockets and a pair of Garrett GT25 ball-bearing turbos. HKS air filters, twin Blitz blow-off valves and a large oil cooler were installed as well.
The intercooling arrangement was upgraded with a Plazmaman front-mount core, which is some 6-inches thick. There's also some tricky pipework, which reduced the total length and number of bends required through the system. An important part of the engine revival was replacement of the under-bonnet wiring loom, which had gone brittle over the years; this step prevents having to chase intermittent problems further down the track.
Providing fuel for the worked 3.0-litre engine is an upgraded fuel pump working with Nizmo injectors and a re-written chip in the standard ECU. David tells us he's contemplating a switch to MoTeC M800 programmable management, but this will be a major job to integrate into the Zed.
While the engine has only travelled about 700 kilometres since its rebuild, boost pressure has been kept fairly conservative - 1.0 Bar. Still, 1.0 Bar and Shell Optimax is all this baby needs to churn out 312kW at the back wheels; there's no denying this car has plenty of show and go. Just wait until the run-in period is over and boost is nudged to 1.4 or 1.5 Bar!
Torque is put through a Daikin twin-plate clutch teamed with a Stillen lightened flywheel. The gearbox, meanwhile, is a rebuilt standard 5-speed and the diff from a R32 Skyline GT-R has been fitted under the rear. Redline fluids are used throughout.
03-03-2005 | 05:25 PM
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Correct me if I'm wrong, but that looks like a 2+2, not a TT. It's longer than a TT, and you can also tell by which side of the wheel well the gas cap is on (a TT would be on the left). Personally I like the look a LOT better than the TT, it's longer and sleeker. Nice car!