<![CDATA[Z31 Introduction]]>Hello, My name is Jason, I'm from Breckenridge Minnesota and my car is a 1986 Nissan 300ZX.

Engine:
Cone air filter
Z32 air flow meter
Custom turbo intake pipe
Precision PTE#44 Turbo in bored stock exhaust housing
CXRacing Front Mount intercooler with 2.5 in pipe
HKS SSQV Super Sequential Turbo Blow Off Valve
60 MM Nissan Sentra throttle body
Acadiana Sports Car Orphanage Gutted upper Intake Manifold plenum with emissions delete
Ported & Polished lower intake manifold
Ported & Polished cylinder heads
Schnider Racing Cams
Precision 880cc fuel injectors
bullit aluminum fuel rails
Walbro 255 in tank fuel pump
Aeromotive fuel pressure regulator
Front mount engine oil cooler
Polyurethane Engine mounts

Exhaust
Ported stock exhaust manifolds
Ported stock turbo turbine housing (T3)
Ported internal wastegate
Ported turbo exhaust outlet elbow
Certified Muffler 3 inch exhaust (cat delete with Magnaflow muffler)

Drive train:
South Bend DXD stage 6 clutch
Fidanza Aluminum Flywheel
Nissan 30a 5-speed trans
Custom heavy duty 3in diameter steel drive shaft
Welded 3:54 rear differential
solid differential mount
88 turbo subframe poly mounted

Chassis & Electrical:
Flexolite dual electric fans
Maxima 90 amp alternator mod
H4 Headlight conversion 100/130 watt bulbs
Autometer boost gauge
Innovate motor sports LM1 wide band
Nistune engine tuning software
MBC 2 stage boost controller (Boost Valve.com)
ZR racing front coil springs (300lb/in)
ZR racing rear coil springs (325lb/in)
Axis Metal Master Brake pads
Goodridge stainless steel brake lines
Z Racing 6 spoke chrome aluminum rims
Front tires.... 225/50/16
Rear tires....Nitto DR's 245/50/16

My track times at Interstate dragways, Sabin MN Sunday August 8:

My two best runs on 10lbs boost was
13.25@106.45.... 2.02 60ft
13.37@106.25.... 1.99 60ft

My 4 best runs on 12-13lbs boost was
13.02@110.00.....2.03 60ft
13.06@111.68.....2.09 60ft
13.10@111.75.....2.08 60ft
13.46@111.33.....2.18 60ft

My best run at 15lbs boost was
12.83@113.53.....2.00 60ft

12-13 lbs boost
http://www.youtube.com/watch?v=JF76ETa951Y
http://www.youtube.com/watch?v=DCWa6BlQKQ0

15 lbs boost
http://www.youtube.com/watch?v=B0f4jqPBE20

Race weight was 3500lbs 58mm turbo, drag radials on E85.
Ported and polished heads with 270H cams 3in exhaust.

]]>https://fargostreet.com/topic/16720/z31-introductionRSS for NodeWed, 27 May 2026 22:39:27 GMTWed, 01 Apr 2009 02:40:27 GMT60<![CDATA[Reply to Z31 Introduction on Sun, 30 Jan 2011 08:01:41 GMT]]>Those are kinda small don't you think?

Oh yeah it will still be slow!

]]>https://fargostreet.com/post/307107https://fargostreet.com/post/307107Sun, 30 Jan 2011 08:01:41 GMT<![CDATA[Reply to Z31 Introduction on Sat, 29 Jan 2011 06:17:42 GMT]]>New parts. Precision 880cc fuel injectors.

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]]>https://fargostreet.com/post/307024https://fargostreet.com/post/307024Sat, 29 Jan 2011 06:17:42 GMT<![CDATA[Reply to Z31 Introduction on Sun, 19 Dec 2010 19:43:27 GMT]]>oh ok lol

]]>https://fargostreet.com/post/306047https://fargostreet.com/post/306047Sun, 19 Dec 2010 19:43:27 GMT<![CDATA[Reply to Z31 Introduction on Sun, 19 Dec 2010 19:21:23 GMT]]>

JN210;317765 wrote:
fun? why do they keep breaking?

Jeff, im sure its the hard hitting DXD stage 6 clutch and the big power gain from the motor that is destroying the Borg Warner T-5s. The DXD stage 3 saved on the T-5s because it slipped a little when it engaged.

]]>https://fargostreet.com/post/306046https://fargostreet.com/post/306046Sun, 19 Dec 2010 19:21:23 GMT<![CDATA[Reply to Z31 Introduction on Sun, 19 Dec 2010 00:55:37 GMT]]>Next victom. This is a 87-89 Z31 Turbo: FS5R30A: Nissan Turbo 5spd

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]]>https://fargostreet.com/post/306035https://fargostreet.com/post/306035Sun, 19 Dec 2010 00:55:37 GMT<![CDATA[Reply to Z31 Introduction on Sun, 19 Dec 2010 00:38:44 GMT]]>^^^^Look who's talking!

]]>https://fargostreet.com/post/306034https://fargostreet.com/post/306034Sun, 19 Dec 2010 00:38:44 GMT<![CDATA[Reply to Z31 Introduction on Sat, 18 Dec 2010 20:09:04 GMT]]>

JN210;317765 wrote:
fun? why do they keep breaking?
Because the big doof can't drive.

]]>https://fargostreet.com/post/306026https://fargostreet.com/post/306026Sat, 18 Dec 2010 20:09:04 GMT<![CDATA[Reply to Z31 Introduction on Sat, 18 Dec 2010 16:10:09 GMT]]>fun? why do they keep breaking?

]]>https://fargostreet.com/post/306024https://fargostreet.com/post/306024Sat, 18 Dec 2010 16:10:09 GMT<![CDATA[Reply to Z31 Introduction on Sat, 18 Dec 2010 06:50:35 GMT]]>Im currently installing manual trans number 3

]]>https://fargostreet.com/post/306022https://fargostreet.com/post/306022Sat, 18 Dec 2010 06:50:35 GMT<![CDATA[Reply to Z31 Introduction on Wed, 18 Aug 2010 15:36:32 GMT]]>

weshole;314903 wrote:
Im assuming the Green is the HP and the blue is the TQ. If that's the case, theres a lot more rpms avail.

I'm guessing since Jason has higher compression and less boost his power band is lower rpm just a bit more power.

]]>https://fargostreet.com/post/303269https://fargostreet.com/post/303269Wed, 18 Aug 2010 15:36:32 GMT<![CDATA[Reply to Z31 Introduction on Wed, 18 Aug 2010 04:10:12 GMT]]>

weshole;314903 wrote:
Im assuming the Green is the HP and the blue is the TQ. If that's the case, theres a lot more rpms avail.

Yes.

]]>https://fargostreet.com/post/303250https://fargostreet.com/post/303250Wed, 18 Aug 2010 04:10:12 GMT<![CDATA[Reply to Z31 Introduction on Wed, 18 Aug 2010 04:08:37 GMT]]>judging by that dyno graph, and given that your car makes the same power at the same rpms, shifting at 6200 is about perfect IMO. Why go past that when your power drops off, when you can shift and be right back in the power again?

]]>https://fargostreet.com/post/303249https://fargostreet.com/post/303249Wed, 18 Aug 2010 04:08:37 GMT<![CDATA[Reply to Z31 Introduction on Wed, 18 Aug 2010 03:46:01 GMT]]>Im assuming the Green is the HP and the blue is the TQ. If that's the case, theres a lot more rpms avail.

]]>https://fargostreet.com/post/303248https://fargostreet.com/post/303248Wed, 18 Aug 2010 03:46:01 GMT<![CDATA[Reply to Z31 Introduction on Wed, 18 Aug 2010 00:36:34 GMT]]>I have been thinking about this. I took a look at the rpm drop on each shift, and this is what i came up with:

gear 1-2....1700 rpm

gear 2-3....1100 rpm

gear 3-4....800 rpm

gear 4-5.... 500 rpm

This is a dyno sheet of the same setup in another z31. The only differance is im using e85 at 15 lbs of boost with 9:1 compression pistons and, he is using 93oct at 20 lbs of boost with 7.8:1 compression pistons.

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]]>https://fargostreet.com/post/303240https://fargostreet.com/post/303240Wed, 18 Aug 2010 00:36:34 GMT<![CDATA[Reply to Z31 Introduction on Tue, 17 Aug 2010 03:27:39 GMT]]>about 4400, shifting at 6200 is about perfect. It really needs a bigger turbine and more cam, but the turbine and housing is killing a solid 40hp up top

]]>https://fargostreet.com/post/303215https://fargostreet.com/post/303215Tue, 17 Aug 2010 03:27:39 GMT<![CDATA[Reply to Z31 Introduction on Mon, 16 Aug 2010 16:24:06 GMT]]>what RPM does he drop to when it shifts?

]]>https://fargostreet.com/post/303196https://fargostreet.com/post/303196Mon, 16 Aug 2010 16:24:06 GMT<![CDATA[Reply to Z31 Introduction on Mon, 16 Aug 2010 13:46:40 GMT]]>that car drops 100hp from 6200-7000. His tq peak is about 4400, shifting any later than 6200 would be a complete waste of time and slow the car down alot.

]]>https://fargostreet.com/post/303195https://fargostreet.com/post/303195Mon, 16 Aug 2010 13:46:40 GMT<![CDATA[Reply to Z31 Introduction on Mon, 16 Aug 2010 05:07:27 GMT]]>I think your car is faster than you showed and it sure seemed that you were definitely shifting way too soon.

]]>https://fargostreet.com/post/303188https://fargostreet.com/post/303188Mon, 16 Aug 2010 05:07:27 GMT<![CDATA[Reply to Z31 Introduction on Mon, 16 Aug 2010 03:15:53 GMT]]>Ya, i guess i could try going to 7000 rpm next time im at the track.

]]>https://fargostreet.com/post/303182https://fargostreet.com/post/303182Mon, 16 Aug 2010 03:15:53 GMT<![CDATA[Reply to Z31 Introduction on Sun, 15 Aug 2010 04:31:07 GMT]]>

weshole;314797 wrote:
I cant imagine the drop off is that drastic that you wont still pull hard if you rev higher.

Agreed. Holding the previous gear a little longer can help you get into your mid range power in the next gear. It may also be beneficial to adjust shift times in every gear.

]]>https://fargostreet.com/post/303147https://fargostreet.com/post/303147Sun, 15 Aug 2010 04:31:07 GMT<![CDATA[Reply to Z31 Introduction on Sun, 15 Aug 2010 03:02:53 GMT]]>

z31;314779 wrote:
6200 is where the cam drops off in power.
I cant imagine the drop off is that drastic that you wont still pull hard if you rev higher.

]]>https://fargostreet.com/post/303144https://fargostreet.com/post/303144Sun, 15 Aug 2010 03:02:53 GMT<![CDATA[Reply to Z31 Introduction on Sun, 15 Aug 2010 01:42:26 GMT]]>The car has a basic tune in it, so the tuneup is not ideal. I'm gonna have the car dyno tuned to fine tune the timing and fuel to gain some power in all RPM ranges. Hopefully i can get another 50 horse out of it with timing and fuel adjustments and a little more boost.

]]>https://fargostreet.com/post/303142https://fargostreet.com/post/303142Sun, 15 Aug 2010 01:42:26 GMT<![CDATA[Reply to Z31 Introduction on Sat, 14 Aug 2010 17:18:37 GMT]]>

weshole;314774 wrote:
Why so low?

6200 is where the cam drops off in power.

]]>https://fargostreet.com/post/303126https://fargostreet.com/post/303126Sat, 14 Aug 2010 17:18:37 GMT<![CDATA[Reply to Z31 Introduction on Sat, 14 Aug 2010 04:32:29 GMT]]>Why so low?

]]>https://fargostreet.com/post/303123https://fargostreet.com/post/303123Sat, 14 Aug 2010 04:32:29 GMT