madkaw

Jon, I have been chasing clunk issues for a while and with some success. Recently I had found that vmy gland nuts were bottoming out on the threads before putting adequate pressure on the shocks. This was more of a clunk or rattle when the car was put in a twisting motion over bumps. I am still fighting an issue and I think I know what it is--see if you would concur. I made my own RT mount from drawings offered on this site. I think my RT mount has shoved the diff to far back and there is hardly any clearance around the rear control arm inner brackets that mount to the chassis. I have heard that the moustache bar actually twists a bit under torque-is this true? If so I can about guarantee this is my clunk issue. Also, shouldn't the halfshafts be a true 90 degree angle from the diff or where? Putting a square against my rotor shows the diff being pushed back back a few degrees from 90. What I have done: checked tightness of bolts new rubber mount bushings moustache bar Rt mount Made a strap for over the tranny mount. Old mount had a lot of slop. Everything in the rear suspension has been replaced or rebuilt,ie; spindle bolts, urethane bushings

any pics?

I am always amazed of the amount of issues coming from their products. It almost seems like a vendor sells MSA on a product and MSA never actually tries it out on a car before they put it in there catalog. And like you imply Ray, you would rather pay more for a high quality product from a vendor that supposedly specializes in your make of car. Where is QC?

I'm running 17X 8.5 +4 Rota's RBR's. I'm planning on installing ZG flares and will want to fill them-especially the rear. Problem is that 245 is probably as big as I want to go opn a 8.5" wheel-unless some of you disagree. From what I can tell by pics, my 8.5" RBR's look different in design then the 9.5" RBR's. The curvature of the spokes is more pronounced on my wheels, where as the 9.5" spokes lay flatter. I thought when I originally got the wheels I got the RB's and not the RBR's, but the boxes said RBR. I wonder if anyone went for the stagger look with smaller front wheels and ran into this??. Do you regret not being able to rotate tires? My other option is to run spacers, which would be the cheapest way out, but maybe not prefered. The whole reason for this post is my rears rub with my 245's. It's not much at all, I bet 6mm would cure it, but not too many options to fix. I'm slightly hesitant on cutting my quarters, they are very nice, but wouldn't mind having 275's on the rear eventually. My fronts clear with 245's.Love to be able to change the offset on my wheel by machining, but worried about integrity of the wheel

Pete, Have you tried any of the coolant products like water wetter from Redline? Or maybe trying to return the coolant to a different place like the upper hose?

Interesting!

I'm reading thru your build-very nice-but was curious about your Nismo head gasket. I installed a Nismo on my build and it was .047/1.25mm thick I believe. My head is also a E-88

Gave it a little shine today-looks much better

Thanks for the video! My exhaust definetly sounds different then yours. I will posting up a video soon -well as soon as I get my video camera back-it's on loan, Back to Mikuni tuning-After driving around with the 180 main airs for a while I noticed a slight stumble that I didn't have with the 200's, so I threw the 200's back in. I'm staying with this set-up until the O2 sensor arrives. Hopefully next month I will get the car to the dyno or sometime after tuning with a WORKING wideband.

This R&D is fun, but with a wacky O2 sensor makes for a bit of a guessing game-I'll be getting one on order shortly. I can see what's going on at cruise, which is a very steady 14-15 AFR, so I think I have the pilot's nailed. My only concern was the transitional stage around 3000 when all my timing was coming in-I thought I picked up the sound of detonation, but my loud exhaust makes it tough. To be on the safe side I put the 180 main air jets back in to bring in more fuel in this transitional area-if I understand the relationship correctly. Since I can't see what AFR's are doing at WOT, I would rather have too much if anything. I pulled the plugs after about 200 miles or so of combined driving-drove it work, 50 miles one way highway- the plugs couldn't have looked any better except for the lack of color. Maybe not enough miles to put color on the plugs, but a very clean burn. Engine runs very strong and maybe I can still run more fuel to it at the top end. I believe I have it running better than when I was running the SU's as far as mixture. I am over the top happy with the sound of my Triples+Duals= sounds better than any V-8 I have owned

Sure would love to hear that in a video!!!!!!!!!!!!!!!!

The odd ball you have to have is the BWT-5 driveshaft-no other driveshaft works with that tranny. If I remember correctly, you have to have the diff flange that was mated to the driveshaft also, but it will swap out into any R200. That's the bad part about the BWT-5 -dedicated driveshaft, non-replacable U joints.

I'm looking for a driver's side front ZG flare. Would consider buying the complete front set if needed. e-mail me please s_finnerty1018@comcast.net

Thanks Leon

For anyone still following this; Beautiful day here in Bloomington Indiana-high 70's and not much humidity Current set up is; pilots are 62.5's at 1.5 turns out. The engine is happiest at this point. NO hesitation or bobbles and AFR's hovering around 14. The engine idles best here and restarts the easiest. The 65's semed too rich and made my wideband go crazy-whic is usually an indication that my mixture is taking big swings. Main jets are 155 and main air are 180. Since my O2 doesn't like big swings it is a bit more difficult to diagnose the main side. Plenty of power, but maybe more is available. Accelerator pumps; went back with the 40's and the engine likes it. There is no bobble when bipping the throttle or heavy tip-in. With the 47's the engine sounded like it was drowning in fuel. Back to more R&D

Can someone tell me how the main air jet and the main fuel jet interact with each other. When I was expressing to Todd about richening the main side he suggested sizing up the main jet and dropping back on the main air to the 180's(from 200's).

Thats what I'm feeling when I drive. My stumble, if you want to call it that, feels like the pumps are drowning the mixture. Now that I have had the carbs off and have witnessed first hand how much fuel the pumps put out, I can see this happening. Jets came in today, so tomorrow us R&D day! Jon, did you wind up leaving the plunger rod in te middle hole? I also considered moving it to the lowest setting, but it's easier to change the pump jet from on top.

Well Todd made me deal I couldn't refuse on main jets- I think he feels sorry for me. I've got 145,150,155,160's coming. I'm running 62.5's on the pilots, still not enough - I think. Too small main jets alters my driving, don't want to run lean and my buggers mains aren't here yet. I'm thinking I'll be running big pilots with a smaller accelerator pumps- got 47's in there now and it seems to bog the motor . But I have more driving and tinkering to do. Thanks for the info Tony.

I'll google it!

How the f$ck do I measure WC? That's a 3" pipe running to the box. The TMW box is 3.35" I think. Area of the box is almost twice the C.I. Yes the vent cover up was kind of dumb, but I'm just a hack mechanic!

Well I thought I would update this thread with some pics. The CAI is not complete-need to be polished up, but it is in working order. I have some work to do to get my vacuum log done. It can be a big source of vacuum leaks as I have found out.

Well I actually got to drive the damn thing today I left the 200 main airs in and ran with 60's on the pilot side, but still had to run 2 turns out. Cruise was dead on AFR-14.5 Idle is less conclusive since the wacky O2 sensor-but 13+ I will guess WOT is where it needs work, with 140 main jets I was at 16+ AFR It wasn't very strong with those AFR numbers, but straight cruise wasa delight Yes there was a slight stumble, but I believe the 62.5's might get me there. Jon, doesn't look like a big difference in pilot size despite the vent deal. Of course it doesn't die now and I never had it out on the road until now. The airbox seems to be working out, but I have work to do on my vacuum log

I guess I should have posted a pic earlier and you guys would have figured it out for me! I feel kind of dumb, but live and learn. Atleast it was an easy fix. Still putting it back together so I haven't driven it yet.

Figured out my issue, but I'm going to make you guys figure it out. Tod really liked my CAI, but it has/had a serious design flaw-that's your clue, along with a pic

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