Here is the rundown of everything I have in the car from Speedflow. Yes it cost a lot of money, no I don’t know how much. I lost count.
I think if I actually added up the cost of building this car, half of it would be in Speedflow lines and fittings. Pretty much every single line has been redone and even bits where there wasn’t a direct replacement option, I’ve modified it so it became a possibility.
This box had all my lines and fittings for turbo’s, power steering, oil cooler, accusump, nitrous and a whole new setup for the fuel setup.
Firstly, you might remember my fuelling system setup looking like this from a little while back..
Well the idea to run those lines and that setup was changed a little bit and rearranged to make things work better. Nothing physically moved, but a few things were added and all the lines were changed to Teflon 200 series braid instead of nylon internal 100 series braid.
I pulled out all the nylon stuff and went with stainless braid, which not only cost a whole lot more, but meant I had to get new fittings as well. 100 series and 200 series are completely different fittings so that meant NOTHING was compatible. I guess it’s not all bad, I can use some of the spare lines and fittings on the 180sx if I ever need to.
As well as re-doing the fuelling, I had the lift pump and three fuel filters to incorporate into the setup. Also had to run the lines for the Accusump and Nitrous which was surprisingly simple.
Before anything, I had to mark out where each bulkhead would come through the aluminium firewall.
I went from nothing, to complete over the next couple days. Turned out pretty good.
I think the coolest part about this setup is the rear firewall. It was made in 3mm aluminium sheet and designed to completely seal off the boot. Not only is it compulsory for track days in Australia, but it also keeps everything looking neat.
Everything has a bulkhead going through the sheet, then one line through the cabin to the front firewall. If you are ever planning on doing this, remember that you can’t have any joins inside the cabin otherwise it won’t pass. Mine run from the rear firewall, along the passenger side of the gearbox tunnel, behind the dash and then they all meet opposing bulkheads at the front firewall.
Fuel done, now time to plumb the Accusump.
I went with -10AN lines so it can flow as much oil as possible while not being overkill. -12AN was an option, but it was going to be stupid for what it was doing. Sure it is something that I want to be the best possible setup, but -10AN is more than enough.
Nitrous plumbing was the most simple thing to do. One line from the bottle, into a -3AN bulkhead, through the cabin with braided line that came with the kit, passing through a grommet in the front firewall and into the solenoid.
Took all of 15 minutes to do.
I swapped out the 90º fitting with a T piece later on so I could run a pair of hardline out of it. It happened after paint, so I’ll cover it in another post!
Next was the biggest job out of everything. Plumbing the turbo lines.
In total there was about six metres of line that I needed to run, as well as doing about thirty fittings. The hard part about doing the plumbing for turbo’s was the routing. I had already planned out where to run things and made sure it was a possibility before the manifolds were complete, so of course I thought it was going to go 100% smooth and I wouldn’t run into any issues.
Yeah, that didn’t really happen.
Both oil feeds and returns were great, water returns were great, water feeds ended up being a bit of a pain in the ass. Stupidly I didn’t compensate for the front screamer and where it was running.
So my water feed for turbo two had to go for a little extra fun run. It ended up working perfectly fine, but I had to tweak my original plan a little bit which hurt the amount of line I had left.
I kept the original water feed fitting in the block and got some AN adapters to fit. From memory they are M12x 1.25 so I ran an adapter on each to turn it into a -8AN feed.
Both water feeds run above the manifolds and alongside the head where they are held on by a P-clip, then they branch off into each turbo.
Everything got covered in the firesleeve because of how tight it was on the hot side.
The water returns were probably the easiest of all the lines because of how much room there was.
I wanted to have them to fit how I originally planned but they needed some mods first. From turbo one, I needed the line to go around the cam cover and into the water neck, while the return for turbo two would run around the back of the motor, over the gearbox and fit into the factory piece with a 120º -8AN fitting.
To make it all work with AN fittings, certain things needed some imagination. I took off the original water neck from the pump and the second factory return pipe that sits below the plenum.
Hit them both with a flappy disc on the angle grinder to take away the original hose fitting..
Prepped them to each get a weld on fitting..
A bit of TIG and they were all finished and ready for AN fittings!
Such a simple thing to do, yet it opens up so many more possibilities.
With both water feeds and returns done, oil feeds were next.
The oil feeds ran from a -4AN T-piece out of the side of the block, around the screamer for turbo one, then branched off and into the top of each turbo.
One thing I have to mention for anybody wanting to run their own lines. If you have the option and can afford it, get the teflon lines and fittings. They are so much easier to assemble. They may be a little more stiff compared to the nylon and rubber lines, but they take a quarter of the time to assemble and you don’t need to spend so long forcing the lines through the fitting like you do with 100 series.
Maybe it’s just because I’m weak or just didn’t have the appropriate tools to assemble the 100 series easily, but I’m sure I’m not the only one. Either way, I prefer the 200 series by a huge margin.
So much easier to fit everything!
I went through the box and picked up the last few lines which were the -12AN breather lines. I had a pair from cam covers going into my catch tank, then a third line from the tank into the intake for turbo two. This was a temporary setup until I can plan out a new breather setup. I didn’t have time to get a better setup and for a few events it will work fine.
With all the engine related lines finished off, I had a little break for dinner (it was 1am at this point).
The final set of things were brake lines.
The worst part about doing the brake lines? Every single line was about this length..
That meant I spent a stupid amount of time cutting up ten metres worth of -3AN braided line, just to make all my brakes work. No, that is not a typo, I have TEN METRES of brake line covering everything in the entire car. Lucky for me, they were super easy to make and route. I will try and run you through the routing because I forgot to take any pictures when I made them (my bad).
From the BMC, there is a single line which then has a bulkhead T piece in the driver side strut tower with one line going into the front right caliper while the other line goes back to the firewall below the CMC. It’s fitted to another bulkhead T piece with one line going over the tunnel and along the firewall inside the cabin and into a 90º bulkhead which then comes back into the engine bay, runs alongside the chassis rail, into a final 90º bulkhead and fits into the front left caliper.
Still with me? The next bit is the easy bit.
Coming off the first firewall bulkhead, the second line runs alongside the accusump, nitrous and fuel lines in the cabin and follows them up the passenger side of the gearbox tunnel and into the rear firewall. That line is fitted to another T piece bulkhead which has a pair of 90º fittings with the lines each running to one of the rear calipers.
I imagine that must be really hard to get without pictures, hopefully it sort of makes sense!
Once I had everything plumbed, I did a couple final things before loading it up and heading out to Racepace for its first try at starting and having a go on the dyno. The only time it had been started and driven was 2010 and it went about five metres up and down a driveway. Since then, it had been pushed around, hibernating and spending time getting built!
Tune happened a couple days later with some very impressive results and to say I was happy was an understatement. I’ll get that covered this week so expect it in a few days.