Australian slang ..... "knock it up" means put it together .... taking the US interpretation which you've assumed, Keith would have said something else that will get me on trouble with the reserved work checker on the forum

LoL

So, we have an answer

Firmware supplied was for USDM base/touring model ............. as the original development car was a touring model

The AU Z34 is "Sports" spec ................

On the 'Sport' models you have a 'clutch high' (pin 43) and 'clutch low' (pin 41) in the ECU.

Nissan quite literally programmed the BCM different between the Sport & non-Sport models. On either model there is a clutch position on the CAN *from* the BCM (how the current firmware package is receiving it now) so the BCM *does* know when the clutch is down. However on the Sport models it waits for the ECU to set confirmation bits of its own before it cranks -- on the non-Sport it doesn't care and as long as it seems simple CAN communication from the ECU it will crank.

What we were seeing with the original firmware package was the BCM dropping power to the ECU when it saw a crack request in the absence of the CAN msg from the ECU saying "I know the clutch is down" ......... what a crock ......... a new firmware is being built and once Motec-certified, we have it in my car.

Anyway, that should mean we are ready to fire the OEM engine with the M150 early in January. We are intending to run a full tune to see what the Motec can do for us ............ and then .........

We will fiddle with gear recognition and and then traction control via the M150 before pulling the OEM engine and installing the Quaife and VQ40HRGA engine ......

racecar=headache

Excedrin headache number 43.

So it speaks ............

Makes ~230Kw atw on 98RON with the M150 running the engine.

Massive thanks to Vitaliy at VitViper who has been extremely patient with us and who spent countless hours remotely logged to our Motec halfway around the globe.

His Motec package runs the VVEL natively (VVEL computer removed from the loop) and Vit has options for rolling traction control, anti-lag for FI and a bunch of other stuff.

We now have a patch harness design that can be duplicated at will .. I will approach Specialty Wiring to see if they are prepared to do a package for USA but getting the wiring thru the firewall is a job best left to an expert.

We are now ready to move onto the final stage in 4 or 5 weeks to finally assemble the heads and make the short engine whole, add the ITB kit and put the Quaife sequential behind it and into the car.

The only thing required now is an engine bay harness we can cut up as my 4-litre engine is VVEL delete (HR head conversion) and for Motec Research to calibrate the Jenvey ITB stepper motors.

We will be adding a couple of standard Motec features to Vitaliy's package (clutchless flat shift on the upchange with rev-match and same on downshift) which should work well with VitTuned traction control. I have a paddle-shift kit in my shed for later as well.

Home stretch in sight

230Kw is about 308 Hp. I think? You're getting there. :tup:

Near enough ... the hub dyno I have always used seems to "read" a lot lower than some others on the forum, but it is the relative measures I am after, not the outright number.

looking good Robin
Cant wait to see the results once the motor is built up.
cheers
K

Bump

:iagree:

:yum:

Any update on the Motec? Are you running a sequential tranny? Does it work with the Motec?

Yes updates

His wife might have shot him by now. :rofl2:

I want to hear some engine noise :yum:

Nope ... M150 has been running the car for a while (OEM engine but no sequential box yet though).

Car is being stripped for a cage and new engine and sequential box should be in during March.

Lots of other sh1t happening as well .... my old race car suffered a small detonation moment at Winton Festival of Sports Cars in August and broke a ring land/ring so that engine had to be re-linered and a couple of new pistons ..... and then we took the opportunity to grind a new cam and those who understand will get the rest - more lift equals more head-work and piston fly-cuts to make it all work.

I really should baseline the old race car and stop spending money on it and finish the Zed.

Thought maybe the wifey got tired of it all. And thrown you off a bridge with the motor as a weight.

Hey BG, is this the motor you're using?

I want an M150 too. Would love to hear your feedback.

94mm stroke rather than 96 and I will be running E85 but same heads, cams but slightly lower CR and everything else similar apart from 1.75" primaries on the exhaust. We have the mandrels for 2" primaries though.

Cage is prety much done, needs inspection from Scrutineer and final engineering signoff before was can fix the cage certification they blow paint over the internals and it all start to come together.

Like the same heads? I know jwt did quite a bit to those heads beyond a port and polish. I have begun the process of working with them on a special engine for my s30.

We all started with HR heads from a late model 350Z.

Sasha's new engine had significantly more machining for valve buckets that mine and Clark's airflow figures are a tad higher than mine, so I don't expect to get to >500.

We should get close to 500 and I'll be well pleased with 480-490 and over the moon is we do see 500 or 501, but we give away 2mm of stroke and 1.5 points of compression (but we are using E85).

Knowing what is known now, Clark has done done an outstanding job of work with this engine.

Thats what i was wondering, i didnt know if you bought the jwt big lifter race heads that they do? But arent on their website.

What cam are you running, c12's? Kelford?

I am running the C12/RZ1 combo and our own CNC porting on HR heads - remember this project actually started 4 years ago ........

I have a Quaife 69G sequential (ratios are 2.759, 2.05, 1.565, 1.268, 1.116 and 1.000 to 1) to go behind the engine with an OS Giken clutch. I have 3.9 and 4.08 FD ratio's. The MOTEC manages flat-shift on the up-change (strain gauge in the shifter) and when we get the ITB's controlled by the Jenvey DBW motors, I'll put paddles on the steering wheel and we'll go auto-blip on down-shift and rev-match on up-shift.

And this just arrived yesterday .....

Someone just bought the SPL catalog. :rofl2:

Updates?

So, finally we are close.

I have been unsuccessful for 12 months in gaining spousal permission to turn my road car into a race car, and locating a donor to chop up, add cage etc was not economic ...........

Then last weekend, I purchased this ............. all I need to do is add my engine and sequential box.

Caged, comes with M150 running an OEM engine (VVEL actuators removed and lift locked at max), CDL logger dash, 3 sets of wheels, FIA cage, R230 diff with 4.08:1 ratio and Wavetrac centre, full SPL suspension, MCA canister coil-overs and balance bar for the brakes. Headers and single exit 3" race system

I have a 3000km round trip the weekend after next to bring it home.

First event is April next year.

My 4-litre engine in the car and on the dyno late Jan. Will put the ITB kit on the currently installed engine to see what benefits it has back/back with the OEM TB before putting my far engine in.

Sick build can't wait to see how it all turns out.

Boner alert. So you’re running ITB’s on a DBW system?

:tup:

Was wondering what the delay was.

Yes, I have a pair of Jenvey DBW actuators to run each side of the engine.

I can program the M150 for autoblip up and down shift with the paddle shift kit I have planned for the next iteration in 2021

FAhhhhhhh

Will you stick with the Wavetrack centre or get a clutch plate type centre for racing?

I already have a KAZZ R200 at 4.08:1 plus a Quaife at 3.9:1 so will try the KAZZ and Wavetrac.
Have never used a Wavetrac before

Vvel actuators removed and locked at maximum lift sounds interesting.

Ya! Someone knows something about something they ain’t telling someone about something

Got the car home yesterday ...... 2800klms round trip, 14 hours up and 15 hours back (nannie state insists that towing at faster than 100kph will see you kill hundreds of others instantly - "is dangerous son!!".

Will post some pictures of the VVEL actuator removal - looks neat - valve lift is locked in and ECU (Motec) controls valve timing as usual.

Car is gutted - have not weighed it yet (today's job), but claimed to be 1200kg.

:leghump:Wow

1,200 kg is 2,645.544 lbs. :tup:

Interested in the VVEL actuator removal and valve lift lock in.