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Maschinenbau last won the day on August 13 2019

Maschinenbau had the most liked content!

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    El Camino, Model A hot rod, Datsun 210 wagon

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  1. Thanks everyone. I spend more time at Grassroots Motorsports, so if you'd like to follow my other builds that's where you'll find me. 2JZ '31 Hot Rod Chop-top Toyota Avalon racer And sometime next year I'm sticking the Avalon engine in my '69 Lotus Europa. "Poor man's Evora"...coming soon
  2. I'm honestly not very emotionally attached to it. I'm not really a big Datsun/Z/VQ fan, it's just what made sense for this build. I set out to build this car with the intention of winning the $2000 Challenge, so it has served its purpose, and I enjoy the build more than the ownership experience. I would like to try out drifting before I sell it, otherwise it's driveway art...which I have lot of right now. Out of view are two more damn cars. The El Camino is my beloved first car. That's the one I would miss forever. If anyone is interested in the Datsun let me know. I'm in Atlanta if you want to come see it.
  3. Nothing new with the car! I've been autocrossing it all year in SCCA's new Xtreme Street class, which is basically me and every turbo Miata in the Atlanta region. I'm winning 🙂 It sits in my driveway for 2-6 weeks, fires right up, drives to the event, and doesn't have issues. I can't ask for more with such a crazy autocross car. It has really helped me hone my driving skills this year. I'm thinking about selling after the racing season is over. I have too many cars and I don't use it enough. It would make an amazing drift missile.
  4. This issue of GRM came in the mail the other day. Life goal achieved: feature article in a car magazine!
  5. It's the stock G35 pump/sender unit with stock o-ring. Correct, I just cut my own flat mounting ring, which I welded some screws to match the G35 flange. It's not perfectly flat but hasn't leaked yet.
  6. Well, the same full squirt, just much earlier on. I've heard an Uprev tune can eliminate the torque bog off the line and sharpen the shifts. Maybe add some power and pull timing for the nitrous. It was really hanging between 1 and 2, bouncing the rev limiter...while spraying...oops. 12-second $2,000 street legal Datsun wagon.
  7. Datsaniti is now a 12 second car! With a 100hp shot on drag radials, I kept putting down 13.1's just like I did all summer and at the Challenge. Turns out you can just spray right off the line to remedy the torque bog that always happens at launch due to the low stall oem torque converter. That means spraying at like 2000 rpm for a brief moment, conrods be damned. Changing nothing else, this brought my 60' down from my previous best 2.0 to 1.8! Good enough to squeeze my way into 12's.
  8. 2019 $2000 Challenge Recap For me, the Challenge started Wednesday night when I hosted a couple other Challengers on their drive down. Always good to see old friends! Thursday I borrowed Dad's truck, picked up a trailer, and hit the road with my teammate in time to catch the tail end of the parking lot builds. Friday morning, we applied the sticker package and made it through tech inspection, which was a bit lax to be honest. I think the sticker package really suited my livery well! Autocross - 43.380 - 4th place Even though I have been autocrossing this car all year to find and address issues, I never ran it on a full set of Hoosier A7's. I made the decision to go full Purple Crack after realizing how poorly this car autocrosses on a mix of drag radials and A7's. I simply didn't have the budget for an extra set of tires, nor the time/skills/effort to scrounge a cheap enough set of drag tires. I did 3 runs to warm up the tires, getting times in the 45's and 46's. I left the trans in "manual mode - 2" which holds 2nd gear no matter what, which meant banging the rev-limiter on three different sections of the course. It was awesome. Then I handed the duck-taped key to pro driver Robert Lewis, who is an awesome autocrosser and person. He immediately clicked off some 45 and 44 sec runs. On one of the runs, the car just shut off after coming to a stop. This sent me into panic troubleshooting mode, but the car fired back up after a hard start. I think somehow the torque converter was sticking or locking up, allowing the brakes to stall the engine in gear as it came to a stop. Never happened again and thankful for that. After figuring out the best strategy to use the tiptronic shifting, which I don't recall the exact details of, Robert nailed a 44.380 sec on the final run, good enough for 4th place in autocross. FTD was 43.738 from a gutted and beautiful Cadillac CTS-V. I was about 2 tenths behind a crazy turbo rotary-powered Porsche 944. Overall, I'm extremely pleased with the performance and happy the car did exactly what I've been training it to do all year without breaking. Feedback from Robert was pretty positive. He said it felt pretty well sorted, though a bit of instability under braking, which helped it rotate or something (I don't really speak autocross fluently yet), and it needed more front camber and possibly more rear sway bar because it was pushing through turns. But otherwise he seemed pretty impressed by it, not only from his verbal feedback but also the giant grin I could see through the windshield after his first run! Drag - 13.109 @ 109 MPH - 9th place Since I committed to running A7's the whole Challenge, drag prep consisted of installing the bottle and airing down the rear tires. I started at 24 psi and worked my way down to 19 psi. I also started with the 75hp jets, which I knew worked for a 13.1xx. And that's exactly what it did, 13.132 at 107.58 MPH on the 75 shot. Definitely traction limited. The tires would spin and the engine rev straight to redline when spraying in 1st or 2nd gear. It was totally fine spraying through the 3-4 shift. After 2 runs, I swapped the jets out for the "trailer spec" shot, 150hp worth of nitrous. The first run was actually slower, because the spinning problem simply got worse. Then I figured out how to modulate the throttle a bit while spraying, then gradually getting back into WOT. 2nd run on the 150 shot was 13.109 at 109.81 MPH, my personal best. It was still spinning tires all over the place though. As I crossed the finish line, the check engine light (normally on at all times) started flashing. Something I've never seen it do before. I pulled into pits and checked it out - in addition to the normal 7 codes it throws, it also had a Cyl #1 misfire. Huh, that's odd. I was pretty satisfied with those times already, so I let it cool off and watched the drags with good company. I told them about my issue, and it was recommended to gap the plugs down for nitrous. With 1 hour of drag racing left, we went back to the car and pulled #1 plug to check its gap. That looks a bit out of spec. Nick and I decided to rush over to the local O'Reillys to pick up a replacement, because it ain't called the $2000 Walk In The Park. They had it in stock, so I bought it, and threw it in the car just in time for one last run on the 150 shot. But only managed a 13.3 with the same traction issues. Oh well, at least we tried! Good enough for I think 9th in the drags, which put me at 3rd in the Dynamic Score, behind the Hong Norr CTS-V and Ed Malle's amazing Mustang GT, both LS powered cars. Concours - 21.66 / 25 - 2nd place This turned out to be my strongest event. I didn't have much of a presentation prepared, I just told the story of the kickoff build party weekend and which parts were from what on the car. I pulled a fender off and mounted it on my custom fender concours display stand, made from a minivan brake rotor and scrap tubing. This showed off the boundaries between Datsun, Infiniti, and Insanity (stuff fabbed by me). That winter of widebody welding, the weeks of bondo sanding, the fiddling with paint and sprayer settings, and the weeks of wetsanding and buffing really paid off and showed for themselves. Concours score was 21.66, 2nd place behind Wreck Racing's 22.5, which was very well-earned. There were some amazing looking cars this year. Overall - 1st place! My most prized possession and now living room focal point. Stampie builds one helluva trophy. Thanks for reading along! I have no idea what the future holds for this car, but in the short term, I at least want a 12 sec quarter mile on proper drag tires 🙂
  9. Last weekend I finally wrapped up the harness install. I had to fab an antisubmarine belt mount and a seat back support. Feels nice and secure with a 5-point harness, especially compared to late 70's econobox seatbelts. The original 3-pointer is still installed and still works. Last weekend I saw another '80 210. The 3rd one I've ever seen. Hard to believe mine used to look like this! Thursday I pack and leave for the $2000 Challenge. The field has swelled to over 60 cars, much larger than years past. Competition will be tough, but I really think I have a shot at winning this year. It's a very competent autocrosser, especially on new Hooser A7s. In quarter mile, low 13s is often a top 5 drag time, and the "trailer spec" nitrous jets should get me into 12s at least once. And the custom widebody and ridiculous paint job should score high in the concours. Last year it scored 19/25 points just on sheer engineering madness, in its rusty primered dirty condition. So, fingers crossed! Next update should be a race recap. Thanks everyone for the advice and input on this build. It all comes together for the final test next weekend.
  10. Junkyard MAF fixed it! Only one 03 on the lot that still had the sensor, so I got lucky. The 05-up is different. I'll order a new one as backup. The Challenge is way too close for comfort for E36 M3 like this to happen. Drove to Caffeine and Octane yesterday without any drama.
  11. Confirmed the MAF is receiving the correct voltages, and I pulled the ECM plug to verify continuities. All signs point to bad MAF sensor. Amazon'ed one for a speedy fix and I'll pull a backup from the yard this weekend. Caffeine and Octane this Sunday.
  12. OH and now the fucker is throwing P0102 for the MAF sensor. It's acting like the MAF isn't plugged in at all. When you unplug it while running, nothing happens. Tried cleaning it and still won't go away. I did try cleaning it last week when I had all the throttle body issues, so maybe it simply doesn't like MAF cleaner. Or it randomly failed in the past week. Or I tugged on some wires or some shit.
  13. This is the 36 hour roll bar install. Also my first roll bar. I've been putting this off for way too long. I'm tired now. You don't need a roll bar until 11.49s in the quarter, which this car may never do, but going over 110 MPH in an 80's Japanese tin can that I welded 4x the stock power to is bit sketchy for me. 1 pre-bent roll bar for a Pinto/Mustang II shipped from Amazon for $43. The other tubes are scrap ag equipment parts from work. Even though they're free for me, I charged them in the Challenge budget at the same rate I pay for off-cuts at the local yard. $0.75/lb
  14. Hoping to hit 120 in the 1/4 mile with The Big nitrous shot. It should be theoretically redline-limited to 160 in 5th gear, 135 in 4th gear. No idea what the actual top speed would be, but that probably depends if I'm spraying or not 😎 Either way, I would never test that on a real road. This rattle trap is way too sketchy. So this was planned, I swear. I'm swapping out the chopped front lowering springs for some chopped OEM springs to free up $79 in the budget. Over a year ago I bought these used G35 lowering springs on eBay with hope they would normalize the ride height again due to the massive decrease in weight. It was still too high, so I had to chop them anyway. But they are non-linear springs, meaning the coil winding density changes along the height for a progressive spring rate. I ended up chopping more than 1 coil from the "stiff end" at the bottom. I should have chopped from the top to keep the spring stiffer. During autocross, the tops of the front UCA's often bottom out against the steel-reinforced upper spring perches. It's not a good sound. These lowering springs advertise a rate of 384 lbs, but are progressive, and I cut from the stiff end. 7 coils total. So who knows what rate they actually are now. The OEM springs are 314 lbs and linear, so they have a constant coil spacing. After the chop, they will have 6 coils total. The wire diameter seems a little thicker than the lowering springs too, so they should have an overall similar or stiffer rate than what I've been riding on. Hopefully that means no more bottoming out. And they're free in the budget, which is mainly what I'm after. Now I just have to guess n chop.
  15. Exactly 1 month until the Challenge. Tire decision has been made. 1 more autocross planned to scrub those in. Big scary nitrous jets ordered. Still need to weld in the roll bar and harness.
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