Just depends on how much you and the fuel weigh together, really. I guestimated no driver and low on fuel.

That really sucks about the harness. It sucks about the lost weekend too - I assume you lost your track fee on top of it all... :(

Nice to year you're under 3K on weight with the AC out. Is there anything else on the list for reduction?

This means we also all have to wait for weeks to see track videos. Bummer. At least the car should be in ship shape when you get it out there...

Thanks for looking on the bright side of things! trial and ERROR is part of the process of course! :driving: we've got some great vendors on this board helping me work through issues like this and I can tell you that I'm getting lots of coaching and input from my sponsors at Forged Performance and DoubleDown Motorsports... and Junior (Fathead Fab) is anxious to start on the next leg of work which we'll kick off in mid-Dec... not sure if I'll get any more track days in in 2009, but will damn sure be ready by Jan

I did have a chance to drive the car to/from the track and I could definitely feel the increased chassis stiffness even only pushing it at 2/10ths. Can't wait to open it up!

Also, would like to share with you all that RobiSpec will be supplying my front splitter assembly and canards. Instead of the carbon sheet he offers, I'll be using the 'boat board' that we already purchased for the splitter, but I'm a big fan of his sub-assembly and front air damn... a great turn-key solution for all of us to consider... more to come

To answer your question on weight beyond the a/c... YES... my pounds / HP ratio limit is 8.7. That means that if I optimistically end up with 330 hp at the wheels, I can be as low as 3,000 lbs competition weight. Which would include 300 lbs of driver and fuel. I'm 180lbs off that mark now, and assuming a/c weighs 40lbs and all the aero I'm adding weighs about the same, then 180lbs is my remaining target. There are folks on this board with a lot more experience on how to get at the last bits of weight, but I'm confident that over time I will get at most of that. Heck, if I could get it below that # would allow me to strategically add back for more ideal weight distribution. Some of the weight savings opportunities I'm considering:

- swap HFCs for straight pipes and and CBE for something lighter... maybe 20 lbs
- de-pin wiring... maybe 10-20 lbs... yes, will be more careful next time or have someone do it for me ;)
- swap rear window for lexan... not yet done... 10-15 lbs
- car was weighed using stock wheels/tires... should be 5-10 lbs less with competition setup
- enhance fuel system so I can run with only what I need for a session... could be good for 80+ lbs !
- cut off more unneeded sheet metal, unused mounting points, hangars, etc
- eliminate unused bolts and fasteners... 5-10 lbs ?
- look for more weight in engine compartment... haven't done much at all there... maybe cut some of the material in the hood and swap latches for dzus fasteners... no idea yet

Nice list. I think the engine compartment is key - the weight distribution on this car is so screwed up, anything you can take out up there helps. I'm not sure what the stock alternator weighs, but there are some pounds to be saved for sure. Not the cheapest reduction, but it could be worth it at some point...

Also, have you gotten rid of anything in the front bumper (I'm too lazy to go back and check)? Weight out there is the worst for both polar moment and overall distribution - it's the first thing I would try to reduce, as long as you keep all appropriate crumple zone hardware intact. Bumper shocks can be replaced with tubes. Rear bumper crap is are even easier to ditch - you're pretty unlikely to hit back first.

Other thoughts (not sure how many of these you've done):

Headlights? (probably not if you're still driving to the track)
Aluminum oil pan? (assume the stock one is steel) - not cheap
Aluminum master cylinder
Lightening holes in non-essential supports
Fender liners
Washer fluid, fluid bins, nozzles, misc. plastic crap, etc...

Custom aluminum brackets can be pretty easy to make to replace heavy steel brackets, as long as they are not in a location with excessive vibration...

Travis are you going to TT or SC your Z

Lol...at least to the first one.

engine compartment / weight balance - AGREE
alternator - MAYBE...
bumper supports - MAYBE, I'm big into safety and reliability for this car so will continue to think about this one for a while
Headlights? - NO
Aluminum oil pan - Depends on $$$ - seen any for this car ?
Aluminum master cylinder - Same
Lightening holes in non-essential supports - Will explore
Fender liners - Tell me more, please
Washer fluid, fluid bins, nozzles, misc. plastic crap, etc... Most already done

Not anytime soon. Plan is to make the best NA car I can and then enjoy it that way for as long as possible. At some point, who knows, but I look forward to benefiting from everyone else's trial and error on FI ;)

Will you modify the engine at all??

I don't know your plans for changing the rims, or if you already did. But how about switching to lightweight 18" rims in terms of saving weight?

hey knives, I'm now running 18" forgestars w/ 285 front and 315 rear R-compounds... net weight is slightly better than stock, given tires are heavier

I tell you what man, when I went off and kissed the wall in my car, my bumper support took a TON of the brunt off the rest of the car. I dont think I'd ever remove that, seeing how well it did its job...

My oil cooler and radiator would have been toast!

I'm leaning that direction...

Was that contact in your 370z ?

Yup

[YOUTUBEHQ]qMgu_LyA1zo[/YOUTUBEHQ]

^^Was there something on the track? Did you hit the brakes or something? Trying to figure out how it started out as understeer and went immediately to snap oversteer without much steering input.

Not to hijack Travis's journal here but that was oversteer all the way, he just didn't catch the warning signs early enough. Certainly could have been some oil on the track or something else that initiated it though.

I really hate guardrails :shakes head: