We are using GT28RS custom turbos each with a T04B compressor cover, extrude honed and high temp coated on the sides facing the exhaust manifolds to help prevent heat soak,
extrude honed compressor wheel and extrude honed and high temp coated
exhaust housing. Intake of comp covers were tapered and polished to reduce
turbulence. The turbo's were then balanced at 1000rpm before being VSR
balanced at up to 110,000rpm. We use factory exhaust manifolds flow bench
tested then match ported and extrude honed to both increase flow and better
balance the flow from each runner, then high temp coated.

The turbo bearings have been changed from stock Garrett items to ceramic with no
bearing carrier needed. These can stand higher heat and are more wear resistant and
much lighter.

To see a short movie showing these turbos being balanced - Click here (Right click & save as)

This picture shows the new turbo's in place with exhaust wrap used to help prevent further heat soak from exhaust manifolds.
To download a movie of Johns Project 300zx at the UAS Wakefield Park Trackday on May 1st 2005, click here (6.7 Mb)  
No more clutch or brake boost and one brake fluid reservoir for clutch and brakes to save weight and space in engine bay, carbon fibre panels to block off holes left in firewall after removing factory brakes and clutch. Alloy pedals replacing factory mild steel ones, overall weight saving of approx 8kg.
Chrome Molly ANDRA approved roll cage just installed by Grove Rider Fabrications.
Hydraulic handbrake which uses 4 piston rear calipers

Extensive use of heat shielding from turbo's including special 1200c fiberglass sheet to protect custom intake to turbo's and oil filter bracket. Skyline heat shields for engine mounts used to protect them from radiant heat from turbo's.

Wilwood twin brake master cylinder custom installed, alloy pedals, including custom accelerator pedal.

Blue dial under steering wheel for front to rear bias adjustment in cabin.

To help create vacuum in the rocker covers to help rings seal and evacuate oil from blow by we used two angled pipes welded into the engine pipes facing backwards, this is connected with -12 double braided and insulated hose with one way valves, this connects to a sealed oil air separator.

We wanted to see how well the exhaust flows by putting a vacuum and boost gauge connected to oil air separator, we later connected a hose to the dyno computer to log which as you can see it creates vacuum to help seal the rings under load up to 5500rpm then it creates boost which is not so good. This is due to the exhaust not being large enough and creating back pressure.

We are now going to a 4 inch exhaust.

Also see new 2000hp fuel pressure reg and water filled fuel pressure gauge as we found the one we were using was too restrictive.

We converted the plenum from using bolts to studs, with time serts in the lower alloy plenum for increased strength under high boost and greater reliability.
New twin 3 inch exhaust from dump pipes into single 4 inch pipe under the gearbox, heat wrapped to reduce heat against the diff, with a 4 inch hi-flow stainless steel muffler

Here is the latest power figure for the Project Zed - 456Kw at the rear wheels!

With this power level, the car managed a 10.709 @ 139.67 MPH at WSID
Johns zed mid corner at a recent Oran Park track event

 

These pictures show the new motor we have built as we sold the last motor and decided to build another for short term, which allowed us to try different cams and valves and more whilst building up the VQ35.

This engine has custom GT28RS turbo's with 1 mm oversized valves, and custom UAS cams. We are using oversized water pump pulley to prevent cavitation of the factory water pump, as well as a custom twin air flow meter and twin knock sensor Apexi Power FC.

Custom modifications to factory engine mounts to suit 2 3/4 inch inlets to turbo's.  Cut and linished to fit intake hose and then strengthened with alloy plates and gussets tig welded.

Click to Enlarge
John's time slip showing the project Zed's current best ET of 10.709
SPL adjustable ball joint and wheel base lower control arms. Also stronger steering rods with height adjustment rod ends - and light weight alloy adjustable caster rods.
We fitted this diff extension, with .5 litre larger sump capacity and custom baffle inside.

Here we see the rear end all with rod ends and adjustable ball joint height as well as wheel track, toe angle upper and lower and camber.


Also rose jointed sway bar links and urethane bushes in hub replaced with Rose joints. Also Rose jointed custom Chrome Molly tube upper leading and lower rear control arms.

Diff and fuel expansion tank and breathers sitting up in rear left hand side wheel arch above Acusump.
With fuel inspection plate removed you can see baffles to help prevent surge as well as 6 inch tube with lip on top and one way Teflon ball valves gravity fed and return fuel enters in the top to act as built in surge tank
Two Bosch 044 pumps custom mounted to clear new larger diff hat
Fuel tank looking from below shows surge tank protruding below main tank. Removable alloy tray with Dzus fasteners to cover fuel tank, also 4 inch exhaust wrapped to reduce heat soak into fuel tank.
Fuel tank with inspection plate and quick release filler cap
Custom alloy floor panel in boot with dzus fasteners, covering fuel tank

Balancing new light weight Scat conrods, and then balanced flywheel and clutch pressure plate and harmonic balancer on the crank. See before and after balance of harmonic balancer.

Balanced within half a gram

Click here to to view the crankshaft balancing process

 

 

 
Using Aim Sport in car timing with track side laser transponder for instant and accurate timing.

UAS Track Zed Team at Wakefield Park Race Track.
Aerodynamics on the Zed, big Carbon rear double blade rear wing with gurney strip and new carbon front winglets for added down force to the front. Also orange high temp brake ducts for cooling front brakes and also used for rear brakes.