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Moving inside the car the first thing that I want you to look at is the shift lever. One glance and we get an idea of what is under the transmission tunnel. After some experimentation with a MakTrak sequential gearbox but finding that there were some vibration issues that could not be overcome, 2016 has a Quaife 69G sequential gearbox installed in the 350Z. This unit is providing the smooth shifts that Sasha wants for his highly developed GT car.
Putting the 3-D printer to work again, the blue unit pictured above was recently 'printed' and put into service. A CNC'd version will be coming shortly and necessary – the 3-D version held up well for moving about the shop and yard but it could not handle the pressure when the car was on the dyno.Engine power is transfered to the Quaife 69G sequential gear box via a Tilton triple plate carbon clutch. A custom Aasco flywheel was designed for this engine and the Tilton clutch. A custom driveshaft, transmission mount, and some machining on the bell housing for the Tilton slave cylinder were all that was required to get the power to the road with this setup. A Nismo GT Pro LSD, running as little preload as possible, provides power to the stock rear axles. The differential cooler is a Setrab core with the dif pump activating when temperatures are above 95 degrees Celcius. To assist with cooling in the near future a transmission cooler and likely a second oil cooler will be added.
The radiator is a Ron Davis unit that is custom made and has proven very effective. It is a dual pass system with a swirl pot. All of the factory by-pass hoses are gone with 100% of the coolant going through the rad. Adjusting the coolant temperature is very simple – it is the addition or removal of tape on the rad to change the amount of air flow.
An advantage of purchasing a purpose built race car – it came with the Tilton dual master cylinder braking system.
Yes, that is a fan located behind the factory licence plate location. That is where this Z car's oil cooler is located.A Dailey Engineering dry sump provides a horsepower increase by increased control of windage in the engine's bottom end. It also provides for scavenging of the oil and crankcase air. In fact, the scavenge pumps separate the oil and the air with one line carrying the oil while a second carries air. This is important as it reduces frothing; the oil reintroduced to the dry sump tank is not infused with air. Obviously, this is good. A Peterson oil tank feeds the dry sump pressure stage. There are three scavenge stages and one pressure stage in this Dailey Engineering Dry Sump system. There is a Setrab oil cooler in the back of the car that vents where the rear license plate is typically located. Vacuum is maintained with a Peterson vacuum regulator, which allows for crankcase vacuum potentially for crankcase windage and a reduction of frictional loss. Too much vacuum would cause the seals to be sucked in – so the regulator ensures a safe level of vacuum in the crankcase.
The Dailey Engineering Dry Sump coupled with the optional oil separator. Photo courtesy of Dailey Engineering.The exhaust is from Sasha's former company, SG Motorsport. The long tube headers are absolutely proven to given a horsepower increase. I asked about them coming back into production and Sasha responded that he simply cannot meet the consumers' demand for low pricing. As a result the headers will not be back in production. Coupled with the headers is an SG Motorsport Y pipe and 3.5″ exhaust using Vibrant pipes and Vibrant racing mufflers. This seven year old exhaust is still working well!
