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Showing content with the highest reputation since 02/07/21 in all areas

  1. Last few weeks it seems like I have been going in a dozen directions at once trying to get this build running. I made sure the rear tires clear everything at full bump. I got the exhaust fitted with heat shield and installed. Most of the heat shield is to protect the CF driveshaft. It is only rated for 300 degrees sustained temp, and while it is a few inches from the exhaust, I didn't want to take any chances. This photo shows beyond doubt that ground clearance is an issue. I honestly don't have many choices, unless
    1 point
  2. OBD-II wasn't standard until 1996, so no, you won't be able to plug an OBD reader in and get full diagnostic data. Hell, OBD-I wasn't even a standard until 1988.
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  3. Fenders before and after cutting. Also getting the newer TTT hubs which should require a good bit less spacer to fit the wheels.
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  4. I have been trying to get all the suspension adjustments dialed in for the past couple of weeks. Kind of frustrating in front, as I'm sure you all know. Making one change affects everything else. Once I made all the changes necessary to get 6 degrees of caster, I found that all the angles changed sufficiently that it appeared to change the relative angles between the LCAs and the tie rods. So I had to quit dicking around and finally actually measure bump-steer. I found that my eye-balling of the relative angles of the LCAs and tie rods had been pretty close. To achi
    1 point
  5. I still enjoy bench racing on this forum also. So many things have been covered but technology changes with time and there is a real hardcore group here. I have a bunch of FB pages I comment on but it is just not the same as this forum.
    1 point
  6. I have yet to meet a shitty Dutch performance part vendor. Koni is Dutch as well. If they had a bigger country, maybe they would make cars too πŸ€·πŸ½β€β™‚οΈπŸ˜‚
    1 point
  7. I've heard of a few people have had issues with the upper bushings in the Konis, and I suspect that there are a lot more who have the issues but don't know it. Cameron aka Heavy85 is the one I can point to off the top of my head. Opinions on shocks are kind of like brakes IMO. You get people who put gigantic brakes on the front of their Z and couple them with rear drum or crappy tiny rear disc and then they report that the car stops so much better, etc. Most people, IMO, don't know what proper brake bias feels like, I say this because I was actually one of these people. I went to a driver'
    1 point
  8. You are absolutely correct. Since I posted this, I went back and checked the rule book. No way this will compete in ITS. It has been lightened extensively. No way I can add-back 200lbs to meet the min weight, amongst other things. This car will continue as spec EP, but will qualify for some other vintage specs (beyond SCCA). If I race it myself, It will likely be vintage club and maybe SCCA vintage racing, as I don’t have the time to train or funds to compete in EP (at least for the time being). I had a great conversation with @gnosez and he was super helpful! Going to take her to
    1 point
  9. Nope. Unless they've changed the rules since I left, you are not only limited to a 0.5 compression ratio increase, but you are also limited to 0.025 machined off the head to achieve that. If you exceed that the head gasket thickness won't matter. You also have to run stock type pistons. There are many things engine, suspension, cage et al that you can do in EP but cannot in ITS. If you're anywhere near competitive in EP you'll be illegal in ITS. Build one of the other, IMHO.
    1 point
  10. Ok, I think is fixed now. Still working on a few other errors.
    1 point
  11. Just a point of detail, Quaife do still offer the lifetime warranty, they just exclude the US, Canada and Mexico. No idea why.
    1 point
  12. Hi, I'm very shortly commercialising 15x7 +0. For 15x8s, you'll need to contact Gavin Doolan in Australia, he should be on here or contact via AusZcar and/or Facebook.
    1 point
  13. Aydin71 - I fully understand that you have certain regulations and rules limiting what you can and can't do. I should be very upfront and admit I'm a Quaife or OS Giken fan even though I have run an '89 LSD unit for years. The late John Coffey got me into OS Giken after testing a unit giving him a full second over the Quaife and 2.5 over the LSD unit. Quaife is good for life even if you race it. I'm on the east coast so shipping would be expensive but I would look for someone selling a Datsun R180 in the right ratio for you (3:90/4:11/4:38?) and then install a Quaife or OS Giken. You c
    1 point
  14. A couple of things based on 17 years and over 225+ track days with a 240 race car: Stock diff mount welded with two steel bars (17 years and no issues) Engine HP ranged from 150 to 350+ @rw Ran stock half shafts for 15 years with no issues Used any number of R180 diffs (3:90 Quaife/4:11 Quaife/4:38 OS Giken) Ran a 4:44 R190 LSD (stump puller) Swapped in an R200 3:90 w/Quaife using 300ZXT CVs w/Modern Motorsports stub axles The swap to the R200 was in response to toasting two R180s due to the 250rwhp/250#storque/10 inch wide rear R7 Hoosiers. One w
    1 point
  15. No updates for a while. We had a small vibration, not really bad, just annoying, and of course right at 65-70 MPH. When my wife drove the car we had the 3.07 differential in it, one attempt at finding the vibration. We put the 3.73 back in (whole chunk, nothing is shared between the two). And the vibration came back. Drive shaft out, re balanced, re tubed, trans out, looking for something, anything that may cause vibration. Half shafts out, again. Trans UP diff, down to get angles better. They were not far off before. All in attempt to cure this vibration. Called a loca
    1 point
  16. Plenty strong is a matter of opinion. I wouldn't run a bar in my car that wasn't at least pinned.
    1 point
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