Archives for : 300ZX (Z32)

Sport 530 Terr(y)or!

Posted by : Sebastian Chacoff On : March 17, 2010
3

We had the pleasure to work on Terry’s beautiful Z32 TT. He shipped it out to us from Florida for a little mechanical makeover. He brought it to us to clean up some loose ends and add a few more details to the package he had.

His Z32 came to us with the following mods:

  • Built Engine
  • JWT 400 Cams
  • JWT Sport 530 Turbos
  • SZ Inconel Exhaust Manifolds
  • Nismo 555cc Injectors
  • JUN Solid Intake Cam Gears
  • SZ 2.5″ Down Pipes & Test Pipes
  • B&B 2.5″ Catback
  • Greddy Intercoolers
  • Lightweight Flywheel
  • JWT Dual POP w\ low speed kit

We didn’t do a “before” dyno pull because it wasn’t running great when we got it.  We sorted out all the demons in the end though.

SZ 3″ Exhaust Piping

We did the following performance mods along with a plethora of other misc things not listed:

  • SZ 3″ Down Pipes & Test Pipes (cone to 2.5″)
  • SZ & 300Degree 740cc Fuel System Upgrade
  • Ash Massive Intercoolers
  • Larger CZP I\C Piping
  • Z1 Throttle Bodies
  • BDE Intake Cam Gears
  • Selin MAF Translator & Elbow Kit
  • SZ Clock Switcher w\ 3 custom tunes

The Selin Kit is truly a great product(s) to work with.  Fitment is great and looks great.

One clean engine bay

Our clock switcher to make changing programs on the fly easy

Like I mentioned in the mod list we made 3 custom tunes for his application.  We tuned for 93 octane, 100 octane, and Q16 Race Fuel.  It’s been awhile since we’ve seen a 530 car do awesome since we discontinued our inconel manifolds.  Knowing Terry had a set on his Z, we were curious to see what it would put down on the dyno.

We were pleasantly surprised to see it make this much power, however with the tender loving care and mods we provided it made sense (480 whp & 471 torque).  We peaked at 17 psi at around 4200 RPMs with the boost dropping to about 15 psi in the upper end.  We tuned his Blitz EBC (electronic boost controller) for as steady boost as we could across the range.  The 2554R turbos don’t maintain peak boost in the upper RPM as well as larger turbos do.  Luckily Terry doesn’t have to use 91 octane in Florida.

Up next was 100 octane which can be found around SoCal in many gas stations at the pump.  At least we have some way to get around shitty CA-91 gas.  After dialing in timing and fueling we ended up with 514 whp and 522 torque.  We hit peak boost at 21.7 psi at the same RPM with boost tapering to around 17 psi up top.

For the last tune we ran on VP Q16 and peaked at 23 psi.  This is all the turbos could muster.  No fault of the turbos or W\G actuators.  You see, more boost does not always mean more power.  A turbo is rated to run in an efficient area of boost that relates to how much air an engine can process.  The less boost one can run and achieve the same or more power the better off you are.  I know this sounds elementary, but most people have a belief that more boost equals more power.  Take Terry’s VG30DETT for example.  For him to make 480 whp like he did on 93 octane he had larger exhaust, cams, inconel manifolds, larger intercoolers, piping, blah ,blah blah.  If he didn’t have let’s say our 3″ exhaust or larger intercoolers\piping, etc..  for him to make 480 whp it would have required him to make more boost (22-24 psi) AND run race fuel.  Why?  Because we’ve eliminated more restrictions in his system and  made his setup more efficient.  Hence his VG and 2554Rs don’t have to work as hard to make the power.  Make sense?  More restriction can equal to more pressure or (boost) which can lead to compressor over-speed or choke.  As well as extreme back pressure and engine damage.  Learn to know the limits, and if you don’t know, learn to ask someone who truly does.  Class is over.  Back to Terry…..we made 536 whp and 543 torque.  Congrats Terry and thanks for the pleasure of working on your Z!  You have one amazing 2554R powered Z32!

SZ Clutches & Flywheels for the Z32 & Z33

Posted by : Sebastian Chacoff On : March 8, 2010
2

Over the last 10 years we’ve worked closely with RPS in combining our research and product developments for the better.  We’ve licensed out the RPS line and made it our own.  This allows us to freely us our own ideas in clutch developments while keeping the quality the same or higher as before.  Our minds here are always crunching when we have the time to develop new things.

We’ve kept the flywheel the same as their wasn’t any more room for improvement in that arena.  We added our logo which is probably good for some horsepower and torque!  Well maybe it’ll make it lighter 😉

On the clutch side of things we’ve lowered pricing on the more mass market style of clutches.  The better part of it is that we’ve added two new models to the line up.

The pressure plates in our high clamp load line have some changes that really have improved them (High 5, Max Series).  The casting for the pressure plates are half aluminum and half steel. We need the steel for the clutch material to go against for durability.  The aluminum has allowed us to make the pivot point release amazingly better than has ever been possible.   In the past modifying a normal casting was the norm.
Utilizing this new hybrid we have much better release, lightweight, and lighter pedal pressure with the same clamp load of the old RPS Max line.

The new SZ discs………
Our new high power single disc set up we are calling the “SZ HIGH 5” This clutch will use our new pressure plate and has a aluminum 5 puck disc that is half the weight of the standard 6 puck disc and this allows butter shifting and is MUCH easier on the transmission. This set up will hold up to 800 HP (real-world testing)  and allow shifting at much higher RPM’s.  Getting into the lightweight benefits reveals much improved high RPM shift-ability.  There is less friction & drag to slow the input shaft down quicker to allow the synchros to mesh up better.  There is also less parts to break like the springs on the sprung hub discs.  The only down side encountered is low RPM load or lugging that creates noise transfer of the drive-train.  Engagement is surprisingly easy and daily driver street-able.

We also have a new Street Disc to go with the new high power pressure plate. The standard street Disc sold by all the companies have a wavy spring in the middle called a “Marcel” spring for a really long engagement and the Disc’s are normally only riveted for attachment. The problem with the street material is it is brittle and the small attachment area with these Disc’s can cause the material to de-face when you miss a shift,  or dump the clutch at high RPM.
To make a street disc much stronger we removed the Marcel spring to get more contact area to hold the material and we use a really strong special glue along with the rivets.  This combination is much more durable and the engagement is just like the stock organic disc.
The New SZ Street High Clutch!

As in the past our clutches include the throw-out bearing, pilot bushing, and alignment tool.  For ordering you can call us at the shop.  We’re in the process of updating our site so look for on-line ordering very soon.

Z33 guys, you will need to purchase the flywheel to make our clutches work.

We’ll have a write up for those unsure on what clutch your application needs along with the workings of the Twin-Carbon line of clutches.

Let’s go drive (shift) some Zs!

Z32 Stock Turbo Mayhem

Posted by : Sebastian Chacoff On : March 5, 2010
0

Although this isn’t something that happened yesterday or the week before, many have been interested in the high HP stock turbo equipped car capability.  Both our customers who own a couple of the highest HP stock turbo Z32s are both named Mike.  The similarities end right there.  Mike H. has a 1994 Cherry Red Pearl TT, while Mike E. (mafiosoz) has a 1993 Sapphire Blue TT.  Mike H. (WXY) has also taken his C.R.P. 5-Speed Z down the 1320 hundreds of times in the quest of fastest\quickest stock turbo Z32.  To date he has run a best of 11.4 E.T.  The modifications are quite similar though both having of course good healthy factory Nissan engines and stock untouched exhaust manifolds.

Here’s a photo of the Mike H. mobile preparing for battle:

Going off memory  and the sake of only HP related mods they both have:

  • Larger Fuel Injectors
  • SZ 3″ Exhaust from the turbos back (Mike E. has 2.5″ B&B Catback)
  • RPS Clutch & Flywheel (Now SZ)
  • Electronic Boost Controller (Blitz Units)
  • JWT Dual POP
  • Unorthodox UD Pulleys
  • Mike H. runs Greddy I\Cs w\ stock piping
  • Mike E. runs SZ modded Stillen I\Cs w\ stock piping
  • Mike H. runs an ACPT C.F. Driveshaft
  • SZ Tuned ROMs
  • They’re both named Mike and own awesome Z32s

That’s the jist of it from what I can remember.

Mike E. made just a tad more power than Mike H. claiming the title for power.  This of course is achieved with high octane fuel.  As you can see in the graph the power curves are practically identical.  It’s obvious where the stock turbos drop off at the higher RPM band (little past 5200 RPMs for HP and torque tanks after 4600 RPMs).  Wonder when we’ll get VNTs. 🙂