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katman

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katman last won the day on May 8 2007

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About katman

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  • Birthday May 18

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  1. Welded R200

    Besides the rain issue another down side is a welded diff strains the stub axles more. Broke 2 on our first ITS race car (basically stock hp) while we owned it, and after we sold it the new owner broke another and totalled the car at Moroso (we told him it was time to replace them, doh!). Know of 2 other ITS guys that broke stub axles (and 1 more totalled car) before we all got smart and started running LSD's. Never heard of any stub axle failures with LSD's. Not to mention the fact that welded diffs were slower around a road course 'cause you're always dragging a tire around! I wouldn't do it on the street, but people get away with it.
  2. Me thinks the RX-7 that won the ARRC in ITS this year was on A6's. That's 20 laps at Road Atlanta. We tried them on our 2 time ARRC winning 240Z once (with extremely well dialed in shocks before the SCCA banned them, bastards, but I digress, point is it was a well sorted car so if any Z could run an A6 it would have been us) and weren't happy with the longevity or grip but it's been several years and proly a few compound iterations ago. At the time we tried them on a Z the Speedsource guys were running A6's for qualifying only, they still raced on the R6's. But it appears now they may go 30+ minutes on a road course. With R6 Hoosiers the break in is everything for longevity so I would imagine same thing for A6's. Run them 2 laps until they warm up and them put them in a dark place until the next weekend. Don't even think about running them the same weekend you break them in. Used to make a huge difference for us in tire wear and grip longevity. YMMV.
  3. Need feedback on Rebello head problems

    Well this ranks right up there with a fellow racer who brought me his Rebello "rebuilt and recurved distributor" that he'd just had Fed Ex'd to the track. It wouldn't turn and he asked if that was normal. I told him it was normal for Rebello.
  4. Proly been 9 years since I last saw him, and he wasn't the picture of health back then. He probably should have been dead 10 years ago but was just too stubborn I'm sure he's in hot rod heaven drinking a beer with Frank Leary and planning the next Giant Killer Z. RIP old buddy.
  5. The threaded collars are Carrera. They're designed to fit over a ring (missing from the picture) in a groove machined into the strut housing, but you can, and should, support them with a welded on collar. IIRC the Carrerra's used to come with two nuts (spring seat with the spring guide, as shown in the pic, but another nut just like the spring seat but without the spring guide) and an oring and you squished the oring between the two nuts to lock them together to keep the spring seat from moving. The jam nuts as it were, appear to be missing. The camber plates look like somebody copied Tilton, but not exactly. Seem to be missing the spherical bearings, although looks like you have the c clips that hold them in. Also appear to be missing the thrust washers and bearings that go between the upper spring seat and the sliding camber plate.
  6. What TonyD says is a good idea. If you're not up for that, or a dry sump, make sure you "blueprint" the oil system, i.e. remove all the sharp edges everywhere the oil has to turn to aid in eliminating cavitation and restriction. Bad spots are typically in the timing cover, and filter boss area- especially where the oil galley enters the boss area. Grind all that out smooth like you were porting a head. I think the crank probably wasn't heavy metal balanced properly, wasn't a straight as you thought it was, or wasn't a good choice to start with. Every engine builder has their secrets to determine if a crank is going to "be happy" and not move around alot. Some guys "ping" them. Torsional twisting turns into radial deflections because when torsionally displaced the balance is thrown off. Likely a harmonics problem IMHO. Like John says, the right ATI can go a long way. We may never know, especially without actually seeing the parts, but I think your shotgun approach is the right idea in this situation. Best of luck with it.
  7. First, buy a factory service manual so you can tell what the TDC mark is on your crank pulley. The white mark may be something the PO painted on there to mark 12bdc or whatever. On a 71 there should be one nick that's slightly bigger than the others. It will be the leftmost as you look from the front. That's TDC. Each other mark is 5 degrees advanced from that. Second, go here http://www.ztherapy.com and buy the 240Z tune up video. If the timing is right, running too rich could just be jet position. Or, somebody has put the needle at the wrong height in the piston. Needles and/or jets could also be worn, but most likely its a matter of proper tune. Know that when everything is perfect, it will still smell like gas often. Carbs are just a semi metered fuel leak, and with 70's combustion chamber and metering tech we were never burning all the fuel we put in. Best of luck.
  8. Ok, a priest, an opthamologist, and an engineer are playing golf and they come up on a foursome that's just playing slow as molasses. Not only are the slow, but they seem oblivious to the threesome behind them. The priest, opthomologist, and engineer try their best to look impatient in hopes of catching the foursome's attention so they'll be invited to play thru, but no joy from the slow players. Finally, the opthamologist has had enough and flags down a Greenskeeper in a cart and say's to him- hey, what's the deal with that foursome in front of us? They are slow as hell and won't let us play thru. The Greenskeeper replies: "oh, that's a group of blind golfers. They have these cool golf balls that make a noise so they know where it is, and some sort of GPS thingies they carry to help them line up. I'll drive up there and tell them you want to play thru. The priest says: "Oh, I'm so sorry we were so impatient. I had no idea. I'll have my congregation pray for them this Sunday". The opthamologist says: "Yeah, I feel terrible. Get their phone numbers and I'll invite them to my clinic to see if there's something we can do about their sight". The engineer says: "Why don't they just play at night?" Snort....
  9. Euro 84 L28 siamesed?

    ...and some engine builders would prefer NOT to have siamesed cylinders anyway. They distort differently, and less "roundly", than non. Don Potter was a big fan of the 1975-76 year blocks even for an all out turbo build.
  10. If NHRA knew anything about structures they'd require a diagonal in the plane of the main hoop in their cage rules. So I guess I am missing the point of those rules.
  11. Making a Trip to Atlanta - Looking for Z Folk

    After the Varsity go to the Cheetah Lounge and forget about cars....
  12. Not SCCA legal for good reason. But if you're racing NHRA and need a cage for legality and not for safety- go for it. Uh, what's you're application?
  13. Well it depends on aspect ratio and sidewall constuction/stiffness but I'd want 3/8 min. You might get away with 1/4. You'd be amazed at how the contact patch pulls even the top of the tire inboard under hard cornering.
  14. R160 helical questions

    An R160 will work in a Z...for a while. If you're stock, and just do regular street driving it should be a long while. The while gets shorter the more mods or the harder you drive....
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