what to do with this

Funny how we all look at things different. That's the sort of tank I'd have as a permanent item. Bit like my Spa water bottle as a rad catch tank.
 
If its pumping too much is that not a sign of poor bore seal ?
If not then I guess you can only add an extra breather or two to the crankcase or upper sump ?
Like what you have there and add a return, to below the oil level?
 
If anyones noticed, on Terrys dyno sheet it "appears" that the golden rule that torque and horsepower should always cross at 5252 rpms is broken (potentially meaning that its inaccurate).

However this is due to scaling differences, if you plot a point at 5252 rpm and read off the values for torque and power they are the same.
 
Well someone did Steve, was Matt (unless you gave him the heads up)

As for power and dyno graphs I,m still getting my head around it, the car feels quicker but IMO is under under geared changing into 5th to get past 118 mph at 7500 rpm is to much the rpm /ratio calculator attached is right up my street I am now looking at fitting a 3.5 diff as i'm out of first so quick which should see me at over 130 in 4th if I have enough power :unsure:

http://www.bokchoys.com/differential/e46_gear_ratio_calculator.htm

its great for me as I can play with different boxes /tyre sizes/ diff ratios and rpms also maximum speed in each gear :bow:
 
Hi Tel

Well to be honest, it was Matt who had asked me, a little while ago, but I was trying to be diplomatic in my response:cheers:
 
It must be so frustrating for you, Wyn and Johnny to have so much torque/power but not necessarily have the package to deliver it in an effective and efficient manner.

I really hope it all comes together as its so good to see serious permance figures being achieved in line with supercar performance.

One thing that does pique my curiosity is that ignoring the ET, terminal speed doesnt lie and neither yours or Wyns terminals match the projected power, both should be in or around 130 mph at trap, im intrigued to see why not.
 
Just my luck found 2 x 3.7s and 2x 3.9s
f9234d9e872da06649d3bbae822e0948.jpg
ddcccfaef7be359ac307883d50782484.jpg
 

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I see no one looked at the link then? :smash:



240Z 70-73 MT (3.364) (R180)

240Z 70-73 MT 5spd. (3.900) (R180) - non US

240Z 71-73 Auto (3.545) (R180)



260Z 74 MT (3.364) (R180)

260Z 74 Auto (3.545) (R180)



280Z 75-76 (3.545) (R200)

280Z 77-78 MT (3.545) (R200)

280Z 77-78 Auto (3.545) (R180)



280ZX 79 MT,4 Spd,2 Seater (3.364) (R180)

280ZX 79 MT,5 Spd,2 Seater (3.364) (R180)

280ZX 79 All With Automatic(3.545) (R180)

280ZX 79 MT,4 Spd,4 Seater (3.364) (R200)

280ZX 79 MT,5 Spd,4 Seater (3.7) (R200)

280ZX-GL 79 (3.7) (R200)



280ZX 80 MT,2 Seater (3.545) (R180)

280ZX 80 Automatic 2/4Seat (3.545) (R180)

280ZX 80 MT,4 Seater (3.9) (R200)

280ZX-GL 80 (3.9) (R200)



280ZX 81-83 Automatic all (3.545) (R180)

280ZX 81-83 Turbo - all (3.545) (R200)

280ZX 81-83 MT (3.9) (R200)

- - - - 300ZX's - - - - - -- -

300ZX 84-86 MT and A/T (3.7) (R200)
300ZX 84-86 Turbo MT and A/T (3.54) (R200)
300ZX 87-89 MT and A/T (3.9 ) (R200)
300ZX 87-89 MT and A/T (3.9 ) (R200)
300ZX 87-89 Turbo MT and A/T (3.7 ) (R200)
Note Turbos:
#1) after 4/87 only-(3.7 Clutch Type LSD)
2) 88 All White SS used a 3.7 Viscous Coupling LSD)
3) LSD Unites Came With Finned Rear Covers
 
As someone pointed out I think the key is down to the diff ratio

Will be looking to maybe try a 3.7 in my 260z to try put it into the power band more over the line
As it is I am having to change up into 4th just before the finish line

Think Johns 240z is well into 4th before then
 
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