Originally posted by lesmore49
A few questions, if you don't mind.
No problem Les.
Originally posted by lesmore49 Do you have a rev limiter that cuts at higher rpm in the 7700-7900 rpm range ? What's the powerband like...power concentrated at the top end or...?
Yes. I have a rev limiter that accepts chips for various rev limits. I use an 8,300 rpm chip, as I expect to rev to 8,000 before shifting up.
The power comes on at about 1,500 to 2,000, climbs rapidly and pulls hard from around 3,000 all the way to 8,000, where I decide it is easier on the valvetrain to shift and let the engine begin another climb.
Originally posted by lesmore49 Race conditions can be quite stressful on an engine, how often does you engine need a rebuild of partial rebuild ?
The guys who ran them back in the Trans Am days said they would teardown after every race weekend. But they had nearly unlimited sponsorship budgets.
I change the oil after each race meet, and clean the oil screen (yes a screen, no paper spin on filters here). I watch the screen and oil for signs of impending failure and base my decisions for when to do a teardown. The L series engine block is quite stout. A main bearing between every rod, and one at each end. The crank centerline is a couple inches above the oil pan rail, so the block has skirts to help support it. Nissan designed a very good package, so it doesn't really require a great deal of extra prep.
Still, it is a long crankshaft, and does not tolerate any out of balance conditions.
Originally posted by lesmore49 What displacement is your engine ? Are you restricted to a certain amount of cc's for your car's racing class ?
The original class I ran was a production based group, and I was required to have an L24 engine (2,400cc) with whatever cylinder head was available for the years the L24 was produced. The head to have is the early E31 head, and I have two versions, one has a smaller combustion chamber (higher compression!).
I currently have an L28 bottom end (2,800cc) bored 1m over, with the small chamber E31 head, with bigger valves installed (described in another post), but there are so few guys running the production classes anymore that no one complains. I also run GT2 (albeit not very competitively), and SPM (again, not very competitively), for extra track time.
The last two classes are for more prepared cars, think full tube frame, very high strung dry sump racing engines costing $25,000 to build, fiberglass bodywork, wide racing slicks, and 400 to 600 horsepower (or more), depending on the class and level of prep.
GT2 cars are prepared to the SCCA GT rules. Engine must be the same make but it doesn't have to be the same as came in the Z. For instance I could run a 300ZX (3 liter V6), 350Z (3.5 liter V6) or 370Z (3.7 liter V6) engine.
SPM is Super Production M (for cars with engines under 3 liters and over 2 liters if memory serves me). Anything goes, the only rule is there are no rules, save for the displacement grouping, and all cars must comply with the safety regs, seatbelts, harness, fire system, helmet and nomex suit, window net.
Turbocharging increases the displacement calculation by a factor of 1.4.
Some pretty exotic stuff.
Still, they don't always finish.
I ran the full regional season in 1997 in GT2 and the production class. I finished 3rd in the production class.
I won the championship in GT2 because I finished every race and even won one when all the real GT2 cars dropped out.
Kinda like the tortoise and the hare.
Originally posted by lesmore49 I've always had a fascination with engines of all kinds from 2 strokes to OHV V-8 to high winding OHC engines.
Me too!
I keep toying with the idea of building a custom 4 rotor Wankel engine for a Z, using Mazda rotary stuff. I talked to a friend about it just this past weekend. Rotaries are essentially two stroke engines, and by design have no rev limit. I think physics or something my present a maximum rev, but having driven a few RX7's in race trim I can tell you it gets pretty high, higher than the tachometer will read.