Datsunscom

Thanks!

Missing the one completely for the 410 wagon I have. These are probably unobtanium, does anything else adapt?

So, no wipers or heater?

I'm working on a '65 410 and would like to put in some front seats that have headrests - nothing fancy needed, just something safer and reasonably easy to swap in. Anyone?

I'll be driving my 510 down from Oregon, but won't have it in the show.

Spent 4 hours chasing down wires from everywhere so I could finally have front marker lights for the first time in 10 years. Success! Also worked on tidying up the plethora of wires under the glovebox (more accurately, in the footwell currently) that go to my two Innovate boxes (DL32 data logger and TC4 thermocoupler). There are items like the tach output goes to three devices - the ECU, the Innovate for datalogging, and the tachometer, other thingslike throttle position and MAP readings go to two devices as well, and it all adds up to a rats nest quick! It seemed like a good idea at the time.

Tomorrow a new TPS arrives and I should be back on the road again tuning it.

I put on a new, straighter bumper, required modifying my airdam to fit, but it came out fine..

This weekend I took this engine: In this car:  and for the first time in over 5 1/2 years and, drove it

Let the long tuning process begin!!

Today I started my 510 and dialed in the idle on the standalone ECU. Amazing how a swap into a different car can require a fairly significant change of ignition settings. 

2002-2003 Protege5. Drive a 5-speed one. Not fast, but steering/braking feel and fun to drive is off the charts and more than makes up for lack of overweliming power.

Car is running great. No hard dyno #'s, but im running 15psi. No traction in first, second, or third.

 

Excellent to hear, time for some traction control :-)

So let me get this.. your useing the NOS as an on-demand not as a prespooler right? I had a GT that the boys wired in,once armed, nos would kick in and spray till the turbo could take over. I loved the power off the line and the shots was shorter, I didnt have to refill the damned thing so often.

How big was the turbo on that thing?

Update:

 

The electromotive tec3 I have is running old software and in need of an update (having a few communication issues between the laptop and tec3). Instead of upgrading with the available free software Im sending in my tec3 brain box for a wintec4 update (its like turning my tec3 into a tec3R). Ill have easier menu navigation and improved oversight on the tuning process. The new setup also takes a new approach to monitoring engine functions, resulting in a more integrated on-fly tuning process...sweet!

 

 

-Colton

Bitchin', keep the updates coming.

 

The turbo on the dyno used no nitrous and the car isn't set up to go around cones , it is more in tune with putting the hurts on BB Chevys at the Drag Strip and thrashing Vipers in freeway roll ons. BTW I look forward to the VG30's first "kill" stories.

420whp...I'm guessing low 11's at about 120-ish MPH with slicks?

Datsunscom,

 

I appreciate your criticism, but I think I have a well matched turbo. Many other guys on the z31 performance forum have purchased the exact same turbo in the exact same specs. I think the turbo will match my engine perfectly with an exhaust and tune. If I want a faster spool I will address getting more air into the engine and out of the engine faster (headwork/custom intake manifold).

 

Do you have a build thread for the monster you are creating :)

Fair enough - all that matters is you're happy with it, I'm just offering other thoughts is all. I don't have a build thread per se but mine is a VG30DETT swap, so not quite apples to apples with the SOHC cars.

 

The only reason you would need back pressure in an exhaust would be if you had a turbo that was to large for the amount of volume the engine can possibly produce..

 

Guys like me that like the idea of ridiculous HP potential will get a larger turbo and play the game of backpressure balance...or just spray nitrous at it!

 

On another not the injectors are in, but I ran out of time to retune! Hopefully Ill have it done next week :)

Why not get a properly sized turbo in the first place? The problem with nitrous is in that sense it's a band-aid isn't it? I'd think the most efficient way is to pick a horsepower level, get the smallest turbo that will make that HP level and then there's no balacing with backpressure and turbos. This gives you the broadest torque curve, better efficiency (less waste heat) and even better MPG. Seems to me having a bigger turbo than you can take advantage of is like having a 510CID V-8 but using a small carb and exhaust to restrict it to only 450hp.

I too am aiming for the area of 475WHP but I don't plan on using a turbo that can flow 600HP, that would get me less power in the 2000-4000rpm range where street car engines live 99% of their life.

In any case, glad to hear you got your new injectors in so next time you dyno you can fully tune it and make 'er rip!

Kind of like the turbo in the dyno chart? Seriously, the plain bearing T67 on my L series 3 liter spooled before 4K rpm. Even with the larger .82 exhaust housing the VG30 should spool by 3500 rpm or so (without know the exact specs of the exhaust wheel, I can't make a more educated "guess"). I do know that a shot of nitrous spooling a large turbo is very entertaining.

 

Dang, torque doubles from 200ft-lbs to 400+ft-lbs in a 1000RPM spread? That's without nitrous right? (As I'd expect N2O to have an even more pronounced spike). That thin must be entertaining on an auto-x course.

On my previous turbo build (sr20det with big cams and an sc61 I lost 500-600rpm of spool time when I removed my 3 inch exhaust...I sold the car and had to remove the exhaust for shipping so I remember the "A" to "B" comparision). The turbo I have will benefit with more back pressure and more boost than I currently have.

 

Interesting result on the SR20DET....that actually makes no sense from an engineering standpoint, because from the turbo rearward you want as little restriction as possible. Think of it this way - what makes the turbine side of the turbo spin is the pressure difference between the cylinder head and the downpipe. Air flows from high pressure (cyl head) to low pressure (downpipe) side, so the greater the pressure differential the faster air flows from one side to anotherso it's quite curious the SR responded that way.

SC61 turbo...yikes, what kind of power did that combination make, something like 400whp?

I personally like the big cam large turbo motor, the 3 liter makes enough low end torque to pull a 510 around quite nicely in off boost mode and once the big turbo spools on a cammed motor it should but a big smile on your face. The nitrous on a turbo motor is kind of like 2+2=5 the spool is immediate and the horsepower gains can get pretty crazy in a hurry. This car could be stupid fast if it can get traction :D

Sure, but if you have useful boost below 3000RPM (say, highway speed in 5th) AND good high RPM power then why turn that down? A turbo that doesn't kick in until 4000RPM should make *huge* numbers, and by huge I mean 500whp+. Also what good lower RPM torque usually means is decent highway MPG - 28+MPG on the highway, something not easily achievable if cylinder breathing isn't optimal at lower RPM's as well. If I can have 300whp up top AND a crapload of torque down low to me it's the best of both worlds and seperates the VG30 turbos from the SR20 turbos (which don't make much torque off-bosst regardless what you do).

I'm also far from all knowing, I just try to have my cake and east it too :-)

I was getting full spool to 7psi at about 3800-4000 rpm (this will be significantly better with an exhaust!).

 

-Colton

That's about 1000RPM later than it should be yeah, what diameter is your downpipe/exhaust? A too-small downpipe/exhaust system will kill turbo performance. That 270/.465 cam, is that a turbo grind or is it intended for a non-turbo VG? I ask simply because what good for non-turbo engines is sometimes opposite if what's good for a turbo engine - camshafts are probably the biggest example.

Mustang dyno...

 

(this is the only graph I have from the dyno the figures on this graph show 217whp and 225wtq)

 

I believe with more aggressive timing and tuning I can easily put down 230whp and 230wtq @ 7psi. Im hoping to be around 300whp and 300wtq at 14-15psi.

 

Hard to see the RPM numbers on the bottom of your chart :-(, but thanks for posting it! Here's a dyno plot of a VG30ET in a 510 with euro cams, 3in exhaust but stock T3 turbo

http://www.datsuns.com/Tech/engines/vg30et_dyno_savage_510.gif . Fully spooled by 3100RPM but "only" at 250WHP at 15PSI. You can sure see where the turbo starts to make boost though. I also like the fact that Gary started his dyno pull from below 2000RPM so you can get a great view of off-boost power.

I made 220whp and 225wtq with 7-7.5 psi @ 4900-5000rpm before running out of fuel.

Chart?

Here are a couple of pages on weights regarding 510's and engine swaps:

http://www.datsuns.com/510/pl510weights.htm

http://www.datsuns.com/510/510_weight_discussion.htm

From the 2nd link: " hung a VG30 with manifolds, headers and flywheel from a 1000lb scale. Came it at 355 lbs. A similarly equipped L20B, with SUs came in at 260lbs."

Hey that car looks awful familiar :-) Don't overlook the SR20VE as a possibility, you can get them for under $1000 and they're damn near a direct bolt in and presto, another 45HP.

Also, I have a subwoofer if you want to have one in the trunk.

Very cool find, will love to see how the rest of it turns out.