260DET

For the fanboys, including Jason, here we show The Chosen One What has to be done with the simulator is manually select each roll value and then note the changes. For this one 12 various roll values were input ranging from static to -5.8*, at that point negative camber had increased from 2.5 to 3.2* which is good, not that I'd want to roll that far to see what happened. In the usual range the camber stayed around 2.5. This rear suspension will have some dynamic toe in too and the trailing arm front pivot height has been adjusted to reduce the effect of anti squat.

Everyone wants to know what's happening, too many Z31 fanboys, stop nagging Seriously, time has been spent running various rear suspension options through a simulator which is an interesting exercise in frustration and compromise. Because there are competing factors like roll camber on inside and outside wheels, roll centre and ride height. Plus the mundane matter of being able to fit the necessary fabrication in the space available without interference. The result of all the various trial simulations is that the one selected provides that in roll, using a static -2.5* camber, outside camber will basically remain the same within the usual race car parameters ie camber gain will keep up with roll. Inside camber gains a bit much but that's part of the balancing act, roll centre varies from 170mm static down to 136 at the extreme roll figure of -5.8*. Which is good because the lower the roll centre the less chance of a jacking effect which can in extreme situations lead to a roll over but it may be a problem when it comes to settling on what to use at the front. It will at static have a lower roll centre, if under roll it does not keep up with the rear roll then it may result in front understeer. Which may not be a bad thing, a bit of initial oversteer to get turn in and some safety understeer when body roll starts to get a bit much. Now it's back to fabrication oh joy oh joy.

Looks like Performance have improved the looks of their wheels, not bad at all.

Something I never see mentioned about gasless MIG, that bulky shield around the tip can be removed which gives you a much better look while welding, plus, you can get into tight places with a naked tip.

There are a couple of L engine builders in Australia who are probably the best in the world so all the components are highly developed and have a lot of experience behind them.

As a general observation I don't think that many here use US cams in their L engines, there is a good reason for that.

So what do you do in your spare time?

Only thing is that if a extra strong new rail is fitted to one side the car may behave strangely due to inconsistent chassis flex.

Have you checked to see if the OE parts fit?

The heavy rubbish rear suspension X member is gone as part of the change in suspension type although stock it was soft mounted. Where the rear part of the new brace mounts there was a OE excuse for a brace so there were two M8 captive nuts each side which was handy, for the front two M6 captive nuts were drilled and tapped to M8. Yes, I understand the urge to get yours on the tarmac, should be a real goer. One thing I guess that is going to be done with yours is to make a rear gearbox mount that acts as a brace there. With my FJ20 donked 260 I was able to fit a single SST brace across through the gearbox to engine gap, that's where a S30 badly needs bracing I reckon.

R200 vibration is interesting, at your power level the pinion must start to flex or something. Sounds like she is handling pretty well now which is a plus for the much criticised semi trailing arm rear suspension even though BMW got it to work well, I was going to modify the STA rear suspension on the Z31 project but then decided to make a whole lot of extra work for myself. Anyway, good to see what you are doing with the outcast, beating lots of S30's, ooops, I didn't mean that lol.

Funny thing is I'm looking at getting CEIKA to make a set of brakes for the Z31, pretty big, 6/4 F/R pistons, rotors to fit under 18" wheels. How are you finding CEIKA, ordered yours yet?

Hope this build is of interest to those who can't help themselves and have to modify car things, some of what is being done is applicable to S30's although S30 blokes seem more fixated on weight than body stiffness. Talking of weight, 1.5kg for the transmission tunnel brace pictured below.

This a CAMS 2a Sports Car? Side exhaust gives a clue. Or not

Easter is the usual long weekend for nationals, allows for travelling time. Of course you have to be keen to make it a priority Anyway, reading the little info that is available, the track events may not be worth it for me eg a normal sprint day there gives you 5 or 6 runs @ 8 minutes a time.

Having the track events at Sydney Motorsport Park is a big plus, is anyone from Q other than Scott heading down? The event has received virtually no internet publicity at all so it's a bit under the radar.

Might add that I have no experience with the Kippa Ring place so I'm not in a position to recommend it or otherwise.

Pretty well worked out the applicable theory and the resulting fabrication to the extent that it can all be measured up to put it through the simulator. Pics show the lateral link adjustment options, the upper link length will be finalised once the simulator process is completed. Going to take my time with this, so far it's looking very promising but the devil is in the detail. The link shown in the pics is just a dummy, it's alignment is such that the rear roll centre should be somewhere around the 100mm target.

Isn't there a place at Kippa Ring?

Tough type of questions, I'd be looking for relevant pics in the factory manual, they often show parts type and location. With the type of work you are doing a real factory manual would be a good investment.

The Mu's were sent back, there was a lot of metal in the compound which rightly or wrongly I considered would score the rotors. Those H16-03's have a relatively high friction rate, if they have good modulation then good for sprints?

Torsen diff won't cause push, that is one very good thing about them and I think one reason why I can get away without a rear bar at all.

The two articles Gav has linked are of course written by someone who has a particular interest which he is going to defend. Only read them quickly but the 25 year rule seems reasonable to me, saying we will face competition from the US therefore it fails is a bit of a knee jerk reaction. I'd question how much demand there is in the US for right hand drive cars for a start. Which side the drive is seems like a significant problem to me as far as importing goes yet is something out of Govco control. And there must be a heap of market forces at work outside Australia concerning availability and prices too.

It would be good to hear from other Zedders as to what their car plans are for Bathurst 2017, no need for the secret squirrel stuff at our level. Besides it helps to get to know each other and what they are driving. If you are not sure at the moment then decide to do it now, seriously, for any driver who likes to drive hard occasionally this is for you. Just break open the wallet and spend what's required, you deserve it.

I'm a heavy springs, heavy front sway bar, no rear bar person for a powerful car with a Torsen type LSD. My reasoning is that the rear tyres have enough to do with putting down power without putting much extra load on them cornering while the front just has to steer. Works for me.