Mark@Abbey m/s

The numbers I quoted tie in with Alex part numbers as well.

Part number for a JDM car is 23710-AL605 which crosses over to AL606 or you can use alternative number WL01A. But to be 100% sure PM me your chassis number and model number as I think the Auto has a slight different sump and the sensor length is different. Thanks

These work really well; http://www.spa-uk.co...re Gauge (DG215) wont link google this OIL PRESSURE/FUEL PRESSURE GAUGE (DG215) thanks

http://www.350z-uk.c...orsport-350zed/

Yep as Jez said it is an exhaust cam control issue. Old dual mass flywheel doesn't help either we have found. One of those issues that once you notice it you keeping feeling the issue and it drives you made!

Looks very muck like a stock ECU cal file AFR log on my dyno

Adrian , say he is in Cambridge as per his Avatar; Welcome ot go where he wants , Kaizer maybe easier for him to get to but we do have a lot of experience on setting up 350Z track cars. Ed , give me a ring to discuss set up on your Zed if needed. Thanks

Edward, Can I your full details full name and address and contact number and car registration number and a email address I will send you a quote. Thanks

Can I ask if the car is running on 6 cylinders, very easy to refit coil wiring in correctly after changing plugs. Either cylinder 3 and 5 on drivers side bank and 4 and 6 on passenger side bank. The looms do have numbers in them from new but these do fade and fall off with heat. So easy to be done worth a double check. Normal limp for these cars is 3000/3500rpm

I am not against running NA power remember I race a NA 350Z. I will say running more compression isn't worth it isn't true , running a wilder cam loses dynamic compression so to get the best gains from cam motor a little more compression is needed. For a track motor yes a cammed motor is good fun for a street motor you cant beat a FI motor. I would love to have the time to fit a set of wilder cams/headers to a DE car but my track car is HR powered so I don't have a car to use. But I do know any car that I have fitted long headers to is loud so I cant fit them to my track car but me and Steve do have a set of PPE converge headers for our track car that we will fit when we build a motor sometime soon. Will be good to see oyur car when you have finished the work , if you need a dyno to use come and use mine I do you some time free of charge to help oyu development process.

FBT, Not saying this is the right way but it shows there is a small gain to come from Mild cams as you say and headers. The issue is to run proper cams you need to change the valve springs/retainer which is even more work. When you say cams what spec you talking about are you going to change the valve springs and retainers? Going for more compression? We are getting to the point where we might as well pull the motor, nice 4ltr conversion with high compression that will use the wilder cams and with some long headers will be a pretty awesome motor.

How much power did this car put down to the wheels? The transmission losses look very big to me.

That includes a Uprev remap the above figures Not worth upping the rev limiter power normally rolled over at around 6800rpm

normally see around 250/255 hub bhp if you add HFC's or De-cat your see around 260/265 bhp which is just about 300bhp @ the flywheel, this is the best £ per bhp stage

totally agree with this. but is it worth trying to find the restiction

If your going FI a stock TB will flow 600+ bhp easily. The dyno plots where using the vac take off from the front of the plenum. It is strange that a car fitted with cams shows a little more vac than a car without so this leads me to there is a restriction somewhere but I dont think it is worth trying to remove the restriction like fitting cams to gain approx 10 bhp on a DE motor

Well we had a car in last week DE 350Z , good friend of mine brought a car that had a noise top end , he stripped the motor to find a tappet shim area worn away, so he changed this and I thought what a good time to fit a set of HKS cams 264 deg duration (will find full spec out) and he fitted Tomei headers at the same time. Dyno plot for when we dropped the car on the dyno with original tune from previous Uprev; Car was fitted with Plenum spacer,Velocity stack,De-cats and exhaust system + Uprev Car gave the same power top end but less power at the bottom. Dyno plot after tuning the cam position and playing with fuelling and timing 25bhp gain on this car but even at 278 hub bhp (estimated 318bhp flywheel) it is only around 18bhp up on a stage 3 tuned car ( plenum spacer,velocity stack,de-cats,good exhaust and UPREV tune) We had to limit the amount of cam advance at the top end when running the HKS as running the inlet fully advanced lost a lot of power due to not having enough dynamic compression but still gave good numbers. So the question is the costs to fit cams and headers worth it for 15+ bhp and the torque gain? We see around 260/270 hub bhp from a stage 3 car now-days. Dyno plot below for a car fitted with Plenum,Velocity stack, ART pipes and exhaust system with UPREV above car with Cams as well gain off around 9 bhp and 5lb/ft torque. Now is that worth all the work off fitting cams, power still rolls over around 7000rpm as well

vaccum recorded in plenum on dyno pull. High pressure day weather wise.

Marcus, that's what I thought, I agree a lot of braking issues are caused by pad material being left on rotors , normally caused by people holding there foot on the brakes after stopping with hot brakes (brakes make heat) But ANY run out will cause issues. Also make sure the bearing flange is perfect as well , Marcus (Disc Skimmers) and Abbey have had a lot of issues with 350Z's with wheel bearing flange having run out.

if a disc has a run out it can cause brake judder , has anyone measured the run out? Also we have found a lot of 350Z having run out on the front wheel bearing flange this will cause run out on the brake as well. I do agree a lot of brake judder is caused by brake pad material transfer but 1st thing I would check would be disc/wheel bearing flange run out.

Hi , As someone said I had done a long reply sometime ago , will dig it out; The lambda response rate on the 370Z Front wide bands isnt a worry tbh as the car doesn't run full time closed loop Lambda control as stock from the factor unless when we tune with ECUTEK we can set up a RaceRom map to allow Full closed Loop fuelling with lean AFR trips if needed on FI cars no need to worry on NA cars thou. When I get time I will answers all the questions on here with snap shots from the UPREV/ECUTEK software.

HR 350Z in with low oil pressure and idle issues. Typical gasket breaking up and causing an oil leak; Uprated gaskets being fitted

Strange how people still use string. I came from the Racing World were we used String to set up cars originally and they are good at race tracks but I so prefer a modern alignment rig to base workshop set ups so more accurate I feel. TBH I would of used an Eibach rear camber/track kit comes with eccentrics to allow the track to be adjusted correctly. CW's look good diagonally typical RHD car with front right being heavy.

the 370Z comes with the updated oil gallery gaskets http://www.350z-uk.c...allery-gaskets/ So this thread is not accurate then ? Seems I might be wrong early 370Z are listed with 350Z gaskets on our parts list.

Around these area's your see the LIP that points down (outer sill connects to floor plan. Easy to get to when on a Scissor Alignment Ramp; These cars squat a lot especially when FI like yours; 15mm isnt a lot over the length of the car.