Boosted Zed

Holden Astra. There are three models but only one works and works very well. Email me for more [email protected]

Check us out on the Superlap website. Ready for Pro Class

UPDATE Dry sump tank, Oil system now carries 15 litres of oil. Also electric powersteering pump mounted left rear in the car inside this custom box.

I have organised lock up garages at Wakefield in the pitlane, right where the action is. Can also get down in the normal pit area for $50. If you are intested please call Unique Autosports on 9620 9000 or email [email protected] ps. long term weather forecast is looking good http://www.weatherzone.com.au/long-range-forecast/28-day-rain/nsw/southern-tablelands

The SLot Car + another paid and fax sent, yipee. http://www.nismo.com.au/images/IMG_3790.JPG .

Yes, the sudden drop was the wheels spinning on the dyno, too much negative camber with old road tyres and 18inch wheels with no side wall.

The new VQ30DETT motor compared to the old VG30DETT. The new motor is running less boost and is on e70 while the VG is running more boost and octane booster UAS has also recently begun using Computational Fluid Dynamics (CFD) software to aid us in designing elements of our aerodynamics package. Unforunately time and cost constraints make a true to life simulation a difficut task to achieve, as ideally every component down to the smallest washer should be modeled into the software and then animated to garner accurate results. STANDARD CAR FULL CAR SIMULATION The above two videos show the flow trajectories over the UAS Zed and a standard 300ZX respectively. Though the models are rough they are enough to indicate significant changes in aerodynamic downforce and drag. The figures in the above simulations showed the UAS Zed generated five times more downforce than the standard 300ZX at 200km/h. To give the exact measurements that is an increase from approximately 50kg to almost 280kg. Drag also increased but only by a factor of two with the standard car measuring 100kg of downforce to the UAS car's 230kg. The UAS rear wing is a fantastic example of how we use the software to aid our design despite our time constraints. By focusing on a small area in isolation, we can more clearly judge how changes will impact our drag and downforce characteristics. REAR WING In this instance it was found that adding a 15mm gurney strip to the larger lower rear wing increased the overall downforce by a significant amount ( ≈ 11%). This produces an extra 14kg of effective weight on the rear at 200kph, with only ≈3% increase in total rear wing drag. We have also been able to generate numerical data using the program. Doing so allowed us to find a number of interesting results. On straights, the wear wing of the UAS Zed has a tendancy to flex under the downforce load. This change in area has an impact on the overall downforce of the wing. Using CFD analysis we were able to simulate a number of different instances. We simulated a straight wing, one with the top wing flexing to touch the lower and an instance of both flexing to the same degree. We did this at both 200km/h and 100km/h simulating a worst case scenario through high and low speed corners. As can be seen from the tabulated data this flexing causes a drastic change in the dynamics of the wing. Both downforce and drag are significantly reduced as the wing starts to bend. On straights this is beneficial as it has the same effect as the adjustable rear wing systems used in the 2011 formula 1 season, if to a lesser degree, reducing drag so we can achieve a higher top speed. In low speed areas it is slightly more detrimental, however it should be noted that at these speeds overall downforce is significantly lower and as such flex is reduced causing a corresponding reduction in overall downforce lost.

Bonnet scoops right there near ram pods. Gold heat shield stuff from Summmit Racing in USA.

UAS has recently begun using Computational Fluid Dynamics (CFD) software to aid us in designing elements of our aerodynamics package. Unforunately time and cost constraints make a true to life simulation a difficut task to achieve, as ideally every component down to the smallest washer should be modeled into the software and then animated to garner accurate results. STANDARD CAR FULL CAR SIMULATION The above two videos show the flow trajectories over the UAS Zed and a standard 300ZX respectively. Though the models are rough they are enough to indicate significant changes in aerodynamic downforce and drag. The figures in the above simulations showed the UAS Zed generated five times more downforce than the standard 300ZX at 200km/h. To give the exact measurements that is an increase from approximately 50kg to almost 280kg. Drag also increased but only by a factor of two with the standard car measuring 100kg of downforce to the UAS car's 230kg. The UAS rear wing is a fantastic example of how we use the software to aid our design despite our time constraints. By focusing on a small area in isolation, we can more clearly judge how changes will impact our drag and downforce characteristics. REAR WING In this instance it was found that adding a 15mm gurney strip to the larger lower rear wing increased the overall downforce by a significant amount ( ≈ 11%). This produces an extra 14kg of effective weight on the rear at 200kph, with only ≈3% increase in total rear wing drag. We have also been able to generate numerical data using the program. Doing so allowed us to find a number of interesting results. On straights, the wear wing of the UAS Zed has a tendancy to flex under the downforce load. This change in area has an impact on the overall downforce of the wing. Using CFD analysis we were able to simulate a number of different instances. We simulated a straight wing, one with the top wing flexing to touch the lower and an instance of both flexing to the same degree. We did this at both 200km/h and 100km/h simulating a worst case scenario through high and low speed corners. As can be seen from the tabulated data this flexing causes a drastic change in the dynamics of the wing. Both downforce and drag are significantly reduced as the wing starts to bend. On straights this is beneficial as it has the same effect as the adjustable rear wing systems used in the 2011 formula 1 season, if to a lesser degree, reducing drag so we can achieve a higher top speed. In low speed areas it is slightly more detrimental, however it should be noted that at these speeds overall downforce is significantly lower and as such flex is reduced causing a corresponding reduction in overall downforce lost.

More progress

New dry carbon targa roofs ( no gelcoat, all carbon fibre, Kevlar, Polly core and epoxy resign), now 980 grams each compared to wet carbon 1.55kg previously, so over 1 kg saving off the roof. Custom alternator bracket to support the rear of alternator, wasted down to save wieght. Engine now installed into car with Turbos

In addition the VQ30 has another improvement being crank and cam trigger rather than crank angle sensor. More pictures to come, engine and gearbox have just been put in

Exhaust manifold heat shielding

Yes Neil it should give you a run next time we meet. No more power, about the same we suspect, just much lighter, by 105kg. Not big money at all using a stock VQ30DET $1500, then added strong valve springs, dry sump, custom plenum, top feed fuel rail and exhaust manifolds, so it should be efficient. Motor only cost $2000 and has four bolt main, hard annodised pistons, Molly coated skirts, 93mm bore compared to VG30DETT so shorter rods and 9 to 1 comp so should rev. On E85 and 20psi it should easily make an easy 400rwkw with the boost button on the straights. Compared to the VG the VQ has a much lighter rotating mass, the cams are all hollow with narrower lobes and wasted down and all four are about 2kg lighter, a fair bit, alloy buckets with metal shim 39 grams each compared to VG hydraulic 63 grams each, multiplied by 24 adds up to, the cam gears are about half the weight, crank pulley is much lighter although now has a Ross Racing custom balancer. Even the ignition coils are by about 35%. The block being alloy is the biggest weight saving. The VQ has better port design and stock valves are around 2mm larger. We do have a spare block with Darton Sleeve kit so can go up to 100mm bore and with VQ35DE crank we have can go 3.8 litre and will use forgies then and bigger turbo;s and make easy 500rwkw.

A bit of bling for you, gold heat shield by DEI, it is supposed to reflect 90% of heat. With the turbo's right back and close to the firewall this should help a lot. Motor going back in today, ye ha. Like a rat with a gold tooth. Beat you to it Beer Baron. http://www.nismo.com.au/images/DSCF0071_000.JPG http://www.nismo.com.au/images/DSCF0070_000.JPG

LATEST IMAGES The Plug is finally finished for the front bar, Painted in 2pack Black. Ready to make the mould, then it will be made in Carbon fibre This is where we got our design from. Just installed the motor and Dave is wiring up the Haltech with military spec wires. There are more photos on our Motorsports page, Just click on the Project 300zx links. Also visit us on Facebook

Yes I have done a lot of sailing to, doesn't qualify you though Rich. She will be a fast boat now. You will have to get in line, after me is John Boston then John Webb and John Bowe, who was here today for a good hour checking the car out. He was very impressed and wants a drive. THe John driven car!!!!!!!!!!Then there is Dave, a mechanic here who has done most of the work, although I think he drives about as good as you, Beer Bitch. Hopefully you won't fit in it either, which is my excuse for fats not to drive it, he he.

This engine is 105kgs lighter than the VG30DETT, much lighter rotating mass too. For example the cams are about .5kg lighter each. Valves are around 2mm bigger reach and has four bolt mains. 93mm bore instead of 86mm We decided to do this conversion as the VQ is a much more advanced and lighter motor VQ30 Motor Fitting motor and checking angles and measurements. GT28RS turbos with Tial stainless turbine housing mounted east-west rear in engine bay. Jigging turbos for 6Boost to make custom manifolds. Custom Manifolds from 6Boost GTRS Turbo set up with custom manifolds made by 6 BOOST,custom top feed fuel rail, stainless Tial V Band turbine housing. Dry sump pulley and belt with light weight Kevlar -12 fittings and hoses. 1000psi rated. Totally striped engine bay, linnished excess welds, panel glue and brackets, then we painted it satin gloss. New Alternator Bracket There are more photos on our Motorsports page, Just click on the Project 300zx links. Also visit us on Facebook

I share info no probs. Garrett GTRS 320hp each, with new stainless Tial V band quick release turbine housing and new Turbo Smart Compact external gates. New VQ30 motor 105kg lighter and should make an efficient max 400rkw with stock motor, dry sump with strong valve springs. So we won't be pushing it too hard, but then we won't need to as much. See below for more. http://www.gtr.com.au/Page_12.htm http://www.gtr.com.au/page13.htm

Hey Roy, yes we are pumping The Slot Car right up. BIG competition, but will have a big go. Wide,big aero,light, low and set up with, good power to weight ratio on a tight budget.

Having timing at SAU days now is a big bonus, friendly competition with another club, all good. dnissi is fast as it has Unique Auto Sports stickers, he he. He is a good driver and well set up car. XKLABA time to get sorted and go faster?

Congrats on those who did PB's, finally getting some decent times. I will have The Slot Car out at the next one.

Paul Lewis has gone soft on us. Best wheels I have seen. If they are as light as you say Pauly and still strong then they ae the BOMB wheels to get. I doubt as strong as RE30's though.

Sounds like everyone had a good day, lots of PB's, including two zeds. Duncan's GTR went well. The Slot Car was getting pumped up ready for the next one. Curious what was the fast car there?

I like my car. Show us the Panspeed pics.