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can definitely see where the tyres are letting you down in that video!

and great to see that its all happening with the ignition module, I know you guys definitely had a lot more issues than I did with my crank trigger!!

Just a quick note to say we updated 12P from v111 to v112, did it in place with the flashtool, migrated the cal also with the flash tool and the process was entirely successfull

This car has been sleeping for some time while its owner moved houses and started a family. Its now been sold to another mate who has dusted off the cobwebs and today we hit the track and drove it in anger!

This was the first time it has been on the track with track rubber on the rims, and it did hold up most of the day with no major problems. Ross was putting in some respectable times, and only later in the day we encountered problems with a split coolant pipe, and more smoke than would be ideal due to the worn turbo. All in all VL400's ignition system ran really well with the nissan optical trigger, and while the cars not perfect it appears its time for some maintenance and then time to take it to the next level

Video from the sidelines:
https://www.youtube.com/watch?v=AmEkb5Ek-Ik
Nissan VG30, nissan IAC, nissan optical trigger in distributor, nissan TPS, LS1 coils, denso injectors, all running on an '808 g0speed setting up a TP logging laptop ALDL installed to dash, have an 808 with SXR here so it should be able to communicate with the VT dash. Note VL400's ignition module prototype on the trans tunnel. 6500 rpm full load under boost hitting 40% injector duty cycle lots of head room for the future.... And finally some logs from 2 of the sessions (12p v112 petrol 2bar). The tune seems mostly in the ballpark but there is certainly room for improvement now we have the log data. Im especially concerned about how the temp stayed under control in the first log, but not in the second. Maybe there is a problem with the cooling system (blockage moving around?), maybe its something electrical (fans dropped out?), or maybe we just hit the cooling limits of the factory radiator in its current condition for what we were doing. The driver was expecting a CEL for over temp but as no circuit had a electrical fault no DTC triggered. We will have to revisit the VT Dash ALDL feature of 12P v112 to get the dash temp gauge going I think....

All in all another fun day at the track for all

Looks like a heap of fun had, and great weather to boot

Also awsome to see another race car being used instead of being stashed away, have to expect a few maintaince jobs after sitting a while

Niiice!

Awesome to see the 300Z back on the track!! Looks like you guys had some good track time too.

Coolant was certainly hot at the end of the second run! In regards to the dash gauge/alarm, wont be able to get that working while logging. So would need to setup code 14 for a CEL when over temp - still got that giant strobe i see! It will calc a default coolant temp though so not a perfect solution in your case wanting just an alarm type of warning.

another idea for the over temp is to set up a flex output to trigger a dedicated coolant temp warning light? maybe even 2x flex outputs... one for nearly overtemp and one for stop driving now.

Thats a good idea! I'll suggest that. I guess with PWM output where 100% is on, lesser % is dimmer light so could even have it brighten up to full on at stop driving now. Although I guess that's harder to judge when your racing in bright daylight. Maybe one that comes on at 100 deg, and then you back off the throttle and leave the track next chance.

This brings back my memories of tig welding lots of aluminum pipe and beating up on a VG30ET.

Sold it and some kid wrapped it around a pole

This car has been participating in the 2016 Classic Adelaide