Mark@Abbey m/s

Come on guys, with this list of bolt on parts and a good remap with Uprev, you see around a 20/25bhp gain. We see this on our dyno all the time ( some people will say that our figures aren't right/doctored)but we have tuned a lot of cars so have a huge amount of data. Make sure the car has a good new set of spark plugs and oyur be a happy chap after the work being carried out.

http://www.350z-uk.com/topic/106485-javelin-trackday-msvt-bedford-on-grand-tourismo-circuit/

Hi, good results after the re-map The saying they re tune back to stock figures isnt what has been said, the car runs a AFR Layout based fueling equation. the AFR's you posted up as below the blue circle shows the typical AFR curve of a stock AFR Layout in a NON Upreved tuned ECU , this will be the same either car is totally stock or it has bolt on's just like you have done you would normally think improving exhaust flow would make the car run leaner but on the Nssan ECU is doesnt, Jez has smoother this lean hump out and tweaked a lot of other parameters in the CAL file so the car picked torque/bhp up. If you ran a totally stock DE in the dyno your see the same lean hump , this is what stops the car gaining any gains from bolting on parts to increase the airflow , your car has a pretty sorted exhaust system to see around 300bhp flywheel after the remap so most people would expect to see a lot more than 8/9bhp gain with just bolting the parts on you have. The main game come from Jez skill and knowledge of the Uprev program and the DE motor.

No troubles Ben. One thing everyone needs to understand drifting isn't about reducing grip. The sport seems to carry that on it back as it is caused drifting. Top end competition is about grip not losing grip. You still need to be able to hit clipping points and have the ability to transverse easily from lock to lock. With some development/time on a good alignment rig playing with angles I am sure your get a good set up track cars like some camber gain,Akerman angle needs some careful thoughts/set up. If I can help just ask.

Guys had a lot of involvement with drift cars and specific drift suspension set up. We use a system made by TDP in Ireland on Baggsys S13 and his newly built PS13 powered by a FI VQ35! The wisefab system is design to be run without a roll bar drifting is a very specific motorsport and the reason behind the specific suspension systems is too allow crucial sets up to allow the following: 1, adjustability of suspension jack (adjust weight transfer when on lock) 2, adjustability of KPI 3, adjustment of Ackerman 4, increase of steering movement in relation to steering input. All the above is used to work to allow the suspension set up to keep the front wheels flat on the ground at high steering angle. This needs the ability to adjust suspension jack to enable the car to have enough traction to keep pushing the car forwards while on extreme lock. We look towards gaining over 100kg rear axle weight when on maximum steering lock. Just my thoughts and ideas.

dyno plot of DE (green plot) with Plenum spacer/drop in filter/stock cats and cat back exhaust and tuned with UPREV and our HR cat back exhaust/stock cats /drop in filters and UPREV tune DE is pretty close in midrange torque but once your up in the revs the HR romps away. below is a dyno plot of a DE with headers (not long tube) and HKS step 1 cams and it isn't far away from the HR just is held back RPM wise. I think a DE is a very good track car a lot cheaper to buy than a HR car as well. Reason our car has a HR was the DE was using oil and we needed to do some development ECU wise on the HR motors. So if the motor goes its worth changing up go a HR then otherwise both are pretty close? I seem to remember you saying somewhere that swapping the HR into the DE was a massive pain. No rebuild your motor , fitting a HR isnt worth the money we feel @ Abbey Motorsport

run without the stock strut brace.

dyno plot of DE (green plot) with Plenum spacer/drop in filter/stock cats and cat back exhaust and tuned with UPREV and our HR cat back exhaust/stock cats /drop in filters and UPREV tune DE is pretty close in midrange torque but once your up in the revs the HR romps away. below is a dyno plot of a DE with headers (not long tube) and HKS step 1 cams and it isn't far away from the HR just is held back RPM wise. I think a DE is a very good track car a lot cheaper to buy than a HR car as well. Reason our car has a HR was the DE was using oil and we needed to do some development ECU wise on the HR motors.

Fitting spacers upsets the steering geometry. Basically adding a spacer reduces the ET offset on the wheel so moving the Scrub radius (this is moving the pivot point for the wheel fro where it has be designed to work with KPI (King Pin inclination) Below is a good little diagram to help you understand what I am talking about ( this is a generic drawing) Trying to understand how the rear spacer will make the car feel and drive better thou.

would need to spend sometime to sort out spring rates and damper specs. Alignment numbers I can sort easily over the next few days. The Red car runs 10 x 18 all round with 265/35 x 18 Weslake tyre (drift tyre) works very well, looking at going over to a 285 Tyre all round thou Steves car runs 9 x 18 Frt and 10 x 18 Rear wheel with 265/35 x 18 frt and 285/30 rear 888 Toyo at the moment. Will be going over to 10 x 18 all round soon with a 285 or 295 Tyre all round. We have found the Zed like a square set up wheel/tyre wise as they do under steer a little when a smaller tyre is used on the front

Early model 350Z fitted with HR motor,HKS super sound master exhaust still running stock cats and Uprev remap, Full cage still fitted with full interior trim, Proper seats and 5 point harnesses, extinguisher, AST dampers, numerous uprated suspension arms , Stoptech 355mm dia 4 port calipers all round, Abbey Motorsport engine oil cooler and rear diff oil cooler, OS Giken LSD. Seibon + front wings. New damper set up def twin adjustable Rear sub-frame out to change sub-frame mounts (as they are leaking) will change diff mounts and re-bush all the rear suspension at the same time. Maybe new tyres gong up from 265 to a 285 all round. New ECU we hope something with proper traction control Syvecs S8.

Ask away both car are pretty simple in design and set up nothing special.

Stan, either give me a ring tomorrow 01883 732331 ext 2 or email mark@abbeymotorsport.co.uk. we can sort you a quote out no problem

We had our 1st Outing out in our 350Z track car last week @ Bedford with Javelin Track days. Very lucky with the weather as the next day was a horrible day. Car worked real well looks like we have found the limit on the AST single adjustable dampers, car needs to run some harder springs which the dampers wont control. So I will have some AST single adjustable dampers for sale soon (no rear springs thou) as we run SPL rear lower arms to allow us to run 2 1/4 ID springs so we can get a better supply of rear springs easier. A few Pictures from during the day , my wife drives the car for the majority of the time thou ;-(

Is our track car "HARDCORE" enough Looks like it is time to upgrade our damper set up definitely need to move over to at least double adjustable but maybe will go the same way as Team Lizards car with triple adjustable.

-3.5 is not enough front camber? You may have Toyo as a tyre sponsor or running slicks������! I just reduced mine to -3deg as I didn't like going through a set of front R888 in a couple of k miles! I'm I've also reduced my caster to +9deg from 10 but kept toe out to 0deg 04min. Doesn't seem to have changed the superb turn in and front grip I had before but have to try it on track to see. I'm so gutted I missed you at the RSV breakfast meet and wanted to glean some ideas of you������. Your car isn't as stiff as Mr Lizards car and the Pirelli has a very soft sidewall against the 888 we have run before. Going over to the Pirelli will need a completely different set up I feel. Like starting again. driving on the road isn't a way to tell if the car feels good either. And they are mostly my idea's........

Had an email from HKS Europe today with a product release that is pretty good for the DE guys. GTS8555 SC unit kit to fit on DE motor , good for 500+ bhp with internal mods , the old GTS7040 was flat @ making around 360/380 flywheel bhp. As normal awesome HKS parts finish and fitment will be spot on. Costs is £4000 + vat (£4800-00 inc vat) which is competitive with the Vortech kit and we can work on fitting costs with you guys. You will require other mods to allow this to be fitted and tuned

Sounds like he didn't then, you would of noticed if he had. We will be in touch tomorrow about picking the Zed up soon.

Did Andy update your Engine EcuTek software to Version 5?

I have a few sets of stock GTR wheels. Return it to totally stock and see the car rise in value.

the Frozen Boost matrix is too dense slows the air up so the engine radiator doesnt get the required air.

have you got the Stillen stock charger cooler radiator? Sorry Mark, confused by your comment. As far as I know the frozen boost cooler went in instead of the stillen one. Sent from my ONE A2003 using Tapatalk Did you not get the stock Stillen rad when you brought the car?

The fans work together GT4 Zed.

have you got the Stillen stock charger cooler radiator?

presume the oil cooler rad is in between the Charge cooler radiator and the engine coolant radiator. Is the car running the ICE charge cooler radiator? I have been told this Rad causes the air flow to be restricted to the engine radiator. I would run the stock Stillen charge cooler rad and have the IAT's a little highers but the coolant temp will be lower.