Why the N/A oil squirters? The daily pump pressure section has plenty of capacity to hold pressure and the scavenge side has plenty of capacity to pull it out.
To keep the underside of the pistons cool. Might not be needed with a dry sump but surely can't hurt. The TT oil squirters aim to the side of the pistons, the NA to the centre.
@@horsepowerchef @outbackpaladarium5955 Nope they look exactly the same except for a bend at the end. The OEM TT pistons has a channel on them the squirter aims for, but when you go aftermarket, the pistons don't. Using the TT squirters mean you would not get a uneven cooling on the underside of the pistons. So, yes NA would be recommended (assuming you are not using OEM pistons) www.mdcracing.co.nz/oil%20squirters.jpg
Fantastic job, you did the vehicle justice. i would love to see this in ths flesh as I owned that car and saved it from rotting away. Never got to really restore it to the level I wanted and sold for a desposit on our house :(
Oh is this the car that was sold to Dubai? I wonder: are there informations on what engine the works team intended to use in the C110 for domestic racing? I see replicas on the net with the S20 installed. A great engine, no questions asked, stock or tuned by the works team, just awesome. They where able to squeeze 260hp out of it. But by the time the C110 came the S20 was long outdated, Nissan had pulled back the C10s by the end of 1972 because they were not competitieve anymore. So was this the engine they intended to use? Is it a L28? How would it have performed in the Nissan works version? Are there infos about that? Thanks if someone knows and is willing to share
+R. James Patterson Skene Both sets of injectors are plumbed to the same rail, so, both are fuel. Somewhat common practice in those days. It takes a lot of fuel to make 900+ HP. And I don't know what the limits were of electronic fuel injectors in those days either. Also, probably staged, meaning the lowers were in use in low boost/RPM range and the uppers supplement in high boost.
+Aaron Lester Forgive me for my ignorance, I can clearly see both plumbed into one rail...Do you know if those were regular vg30e heads highly modified, or custom cast molded heads? Thanks for your response!
+R. James Patterson Skene Rules stated the block and heads had to be production pieces. So, yes! Obviously the heads are modified and as is the block but the castings are the same as came in the 300ZX (Z31) and any other chassis carrying the VG30E or VG30ET. Number of valves, valve angle and location, actuation method (rockers and lifters) is of stock type. Cams were custom grinds by ISKY. Lifters were likely solid, versus the stock hydraulic, as they spun these engines around 7500 I believe. They did have roller tipped rockers. Don't know who supplied those. Nissan did cast a special main cap that was not a regular production part that tied into the oil pan rail. As can be seen in the video. As far as the turbo,.... who knows. BIG.
That motor was an antique even back in the day. I worked for NPTI and bought 2 fresh motors and a ton of spares when they closed down. Anyone looking for a GOOD motor, turbos, and spares hit me up.
hey Mike nice vid would you like the another vid of the car when we had the last dyno run.. So when ya gonna bring out the your street monster again on the dyno for a laugh(and scare a few little people)
Not correct combustion of hydrocarbon fuel (petrol) already gives off large amounts of water vapour. The exhaust contains mix of H2O, CO, CO2 and Oxides of Nitrogen, higher levels of water vapour would have little effect on the engine itself. The exhaust system however may deteriorate slightly quicker.
You are partially right. However if you run an engine on a more volitile mixture the excessive heat would normally be lost to the cooling system. This heat can be harnessed inside the engine as expansive force as the fine water droplets absorb latent heat and expand into vapour which pushes the piston. In a normal engine this is not possible because the flame propergation rate would slow too much to allow full combustion each power stroke but add hydrogen and the use of atomised water works.
not to mention it makes it run like crap, water is ment to put fires out, now try igniting water, what happens? nothing so imagine the same in youre engine, your jus lowering the hp of your car, just use a condensor
Hey can you tell me all about how you did this and if it worked or works well for you installed and in all conditions. I'm calling aqua tune tomorrow. I have a twin turbo Z and I really want water injection! I wanna do it right. Call me too, that'd be best. 541-513-9230 I'm in Portland.
